Aprilia MXV 4.5

Posted on 4:09 AM by My_revival

Never have I ridden a dirtbike that attracts as much attention as this. Everyone who spies it does a double-take, makes a beeline for my pit area, gives the bike a good once-over and then waxes poetic about the futuristic styling: the shape of the frame, seat and plastic; the far-out front fender supports; the foam-covered air inlets in what appears to be the gas tank; and the dual exhaust outlets under the seat. Yet ironically, most don't notice the very feature that makes the Aprilia MXV 4.5 unique.

Aprilia Mxv 4 5 Left Side View
From its spaceship styling...
read full caption
Aprilia Mxv 4 5 Left Side View
From its spaceship styling to its twin-cylinder engine, there's never been another motocrosser like the Aprilia MXV 4.5. We're not sure where you're supposed to stick your numbers, though.
Handling is excellent, particularly on the fast, rough tracks that are common in Europe (go figure). The spring rates felt too soft under my 200-plus pounds when landing off big jumps, and more so after shock fluid began seeping past the compression adjusters. But over big, sandy, desert-style whoops or braking bumps, the MXV was magic. Steering is better in fast sweepers than slow switchbacks, and the 238-pound (dry) bike does feel a tad heavy when it gets out of shape. Also, the engine is a bit low and wide, so the footpegs drag in rutted corners. But overall, this is a fine first effort from a company that most people don't realize started out making dirtbikes before turning its attention to the street.
Price $8499
Engine type l-c 77-deg. V-twin
Valve train SOHC, 8v
Displacement 449cc
Transmission 4-speed
Claimed horsepower na
Claimed torque na
Frame Aluminum/steel composite
Front suspension 50mm Marzocchi inverted fork with adjustable compression and rebound damping
Rear suspension Sachs shock with adjustable spring preload, high/low-speed compression and rebound damping
Front brake Nissin two-piston caliper, 270mm disc
Rear brake Nissin single-piston caliper, 240mm disc
Front tire 80/100-21 Dunlop D756F
Rear tire 120/90-19 Dunlop D756
Seat height 37.8 in.
Wheelbase 59.0 in.
Fuel capacity 2.0 gal.
Claimed dry weight 238 lbs.
Contact www.apriliausa.com


Suzuki TU250X - Retro Redux

Posted on 4:07 AM by My_revival

From across the street, you'd be forgiven if you mistook the new Suzuki TU250X for a well-kept T250. Except for the single-cylinder four-stroke engine, front disc brake and a few other modern amenities, it pretty much is a '71 T250. Small, lightweight and stylish, the TU is great for beginners or nostalgic riders who want the retro look coupled with modern reliability and performance.

The little Suzuki is powered by an efficient 249cc air-cooled single, updated for the 21st century with fuel injection and electronic ignition for instant starts and smooth running in all conditions. Replacing the blue haze of its pre-mix predecessor, the TU sucks straight 87 octane. To keep emissions low, exhaust is treated to a last-minute dose of fresh air from the well-hidden pulse-air plumbing before being forced through a catalytic converter housed within that tapered chrome muffler.

2009 Suzuki Tu250x Right Side View
The TU has the stability of a low-slung scooter, with the comfort to match. The saddle is generously padded, as is the pillion seat.

The 18-inch spoke wheels and large fenders exude classic style. Smooth lines, lustrous paint and an inviting size attract the eye, but look a little closer and you'll see a number of styling details usually reserved for more expensive models. The bar ends, horn, chain guard and various fasteners are chrome-plated-not the sort of attention to detail you'd expect on a bargain-priced motorcycle. Even the engine cases and fork lowers have been polished, adding to the TU's glimmering appearance. Kudos to Suzuki for cramming so much style into such an affordable package.

Bulbous side panels conceal most of the engine's unsightly life-support systems, keeping the engine window clean and uncluttered. Turn the right-side screw with a coin and the panel pops off to reveal the battery, fuse box and tool kit. Removing the left-side cover provides access to the air filter.

2009 Suzuki Tu250x Wheel
Braking duties are handled by a 275mm rotor and Gladius-spec Tokico two-piston caliper. A surprisingly effective drum brake resides out back.

Slip into the TU's sumptuously padded saddle and the swept-back bars place your hands at an agreeable height and width. Large, rubber-swathed footpegs offer a secure perch, with the big, knurled rear brake lever and shift lever within easy reach. A simple analog speedometer with odometer and tripmeter grace the top of the chrome headlight bucket. The minimalist dash is finished with large neutral and low-fuel lights inset in the black triple clamp.

Dab the starter and the little single jumps to life, settling into a barely-audible pitter-patter idle. Not too experienced with a clutch? The TU's short gearing and robust low-rpm torque make learning the basics simple. Setting the bike into motion is as easy as releasing the clutch lever. Left to idle, the 250 will creep along steadily at walking speed.

Once underway, the TU feels smooth and stable, propelled by a gentle wave of tractable power. A long wheelbase and low center of gravity contribute to a planted feel, whether plonking along in a parking lot or cruising down the boulevard. Power is sufficient to get the jump on city traffic, but brisk acceleration requires quick movement through the five-speed gearbox and a heavy hand on the throttle. Shift action is succinct, but things can get sticky when the engine gets hot sitting in traffic or after sustained high-rpm cruising.

2009 Suzuki Tu250x Engine
Like on its bigger brothers, Suzuki Composite Electrochemical Material (SCEM) cylinder plating has been applied to the little TU to help improve power, efficiency and longevity.

Although its small size and humble displacement are best suited to cross-town jaunts or gentle back-road meanders, the Suzuki fares pretty well on the freeway. With the throttle rolled to the stop it tops out at about 85 mph, with the engine turning at what sounds like 8000 rpm. At freeway speed vibration is minimal, and the large mirrors provide a clear view of the rushing commuters bearing down on you. Despite the narrow 90/90 Cheng Shin front tire, the bike is unruffled by rain grooves and pavement irregularities, thanks no doubt to its generous trail. Braking equipment is more than ample to quickly slow the little TU from maximum speed, and the front brake lever has a taut, responsive feel. With 3.2 gallons of the cheap stuff on board, you can easily ride 150 miles between fill-ups. With a gentle wrist we were able to get about 68 mpg. Caning it on the freeway dropped that figure to 50 mpg.

The TU's 30.3-inch seat height and 328-lb. wet weight mean even smaller riders shouldn't find it a handful. The relaxed ergonomics proved acceptable to a surprisingly broad spread, from our tallest (6'2") to our shortest (5'4") test riders. Chalk it up to that soft, wide seat and those excellent handlebars.

While classic styling and an affordable price tag will attract riders to the TU250X, its sweet demeanor and reliable performance will seal the deal. If you're looking for a retro-style commuter or a friendly first bike, this just might be it.


Johnny Pag FX-3

Posted on 4:04 AM by My_revival

2009 Johnny Pag Spyder 300

Johnny Pag Fx 3 Right Side View
The FX-3 is a stylish standard, but if you're looking for something more laid-back, JPM also has the stretched-out Spyder, Sportster-esque Pro Street and hard-tailed Barhog.

Johnny Pag FX-3

Price $3399
Engine type l-c parallel-twin
Valve train DOHC, 4v
Displacement 300cc
Transmission 5-speed
Claimed horsepower 23.8 bhp @ 6500 rpm
Claimed torque 18.5 lb.-ft. @ 6500 rpm
Frame Steel double-cradle
Front suspension 37mm JP fork
Rear JP shocks with adjustable spring preload,
suspension compression and rebound damping
Front brake JP two-piston caliper, 270mm disc
Rear brake JP two-piston caliper, 240mm disc
Front tire 90/90-18
Rear tire 130/90-15
Seat height 31.0 in.
Wheelbase 59.0 in.
Fuel capacity 3.5 gal.
Claimed dry weight 342 lbs.
Contact www.johnnypag.com


2010 Aprilia Mana 850 GT ABS

Posted on 4:03 AM by My_revival

2010 Aprilia Mana 850 Gt Abs Left Side View

It's Monday morning on a bright June day in the Italian Dolomites, and if there's a better place to be riding a motorcycle, then I'm not aware of it. The air is crisp, the mountain views stunning, and the road is twisty, smooth and almost deserted.


Yamaha YZF-R1 LE

Posted on 3:59 AM by My_revival

Yamaha Yzf R1 Le Right Side View



Posted on 5:51 AM by My_revival

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Wakan 100 Roadster

Posted on 3:55 AM by My_revival


How did a country that's still in love with Jerry Lewis, Smurfs and mayonnaise on French fries come up with this? Once you rule out divine intervention and the second coming of Carroll Shelby, it all comes down to an engineer by the name of Joël Domergue, who has been working on the Wakan 100 Roadster in one way or another since he was 14. He was bitten by American muscle-cars in general and Shelby's AC Cobra in particular-the glorious improbability of a crazy, retired racer from Leesburg, Texas, stuffing 7 liters of Ford V8 into a spindly little British roadster. Nobody else had come up with a two-wheeled interpretation, so Domergue built this one.

Price $47,000
Engine type a-c 45-deg. V-twin
Valve train OHV, 4v
Displacement 1640cc
Transmission 5-speed
Claimed horsepower 120 bhp @ 5750 rpm
Claimed torque 120 lb.-ft. @ 4250 rpm
Frame Tubular-steel backbone
Front suspension 46mm Ceriani inverted fork with adjustable
spring preload, compression and rebound damping
Rear suspension Sachs shock with adjustable spring preload,
compression and rebound damping
Front brake Six-piston AJP caliper, 340mm disc
Rear brake Two-piston AJP caliper, 220mm disc
Front tire 120/70ZR-17 Michelin Pilot Power
Rear tire 180/55ZR-17 Michelin Pilot Power
Seat height 31.0 in.
Wheelbase 54.3 in.
Fuel capacity 3.4 gal.
Claimed dry weight 403 lbs.
Contact www.engmore.com


Honda CBR1000RR: Sportbike of the Year

Posted on 3:54 AM by My_revival

Certainly there are aspects of this job that one can take for granted i.e. getting to ride all the latest and greatest powersports equipment. And with the constant and never ending flow of new motorcycles, it becomes difficult to remember each and every bike's individual attributes. This afternoon, I took a spin aboard the 2009 , recipient of our Sportbike of the Year award, and I can say is WOW!

Recently, having ridden a variety of other less-performance oriented street bikes, I forgot just how awesome of a machine Honda’s superbike is. It’s simply amazing the amount of performance has laced this bike with. Perhaps even better, is that this performance doesn’t come at the cost of day-to-day road worthiness.

The engine’s powerband is smooth and easy to manipulate, as is its light-action clutch and faultless transmission. Feel like just cruising? Then keep the rpms below 6000 and short-shift through each of its six gears. Feel like letting er’ rip? Pin the throttle and excess revs expose its fat mid-range, which scoots you forward like nothing else this side of a catapult. Plus, the engine offers minimal vibration throughout its 13,300 rev range while remaining as quiet as Grandma’s sewing machine.

Equally as exciting are its braking capabilities which make the act of stopping argueably as entertaining as accelerating. Like the engine, its Showa suspension bits are adaptable and can be set-up to deliver a forgiving ride on the street or a taunt, racy experience around the track. Lastly, the rider compartment is about as tolerant as sportbikes come.

If you’re in the market for a high-performance street bike that you can rip around on the weekends then commute on during the week, you won't find anything better than Honda’s $12,999 CBR1000RR.