2008 Honda Streetbikes - First Look

Honda has released information about some of its 2008 streetbike lineup. There were no earth-shattering changes to speak of, with no info listed about the '08 crop of sportbikes, but some of Honda's most consistent sellers had a few minor tweaks.

The Gold Wing returns for its 33rd year in the Honda lineup and remains the sport-touring standard. The 1832cc six-cylinder engine in unchanged and conforms to stringent 2008 emissions standards. The Gold Wing delivers all the sport-touring amenities and then some. Headlining the list is the fully-integrated airbag system available on full-featured versions. Other options offered on select models are the Cold-Weather Comfort Package, which features heated grips and seat/backreast, as well as the Honda Satellite Linked Navigation System, which sports a color screen and voice prompting via head sets or speaker. Standard on all models is an audio system. What, no central air?

So what's the Wing's big news for 2008? Colors! New for '08 are Black, Pearl White, Titanium, and Metallic Red as color options alongside Dark Red Metallic. Not ground-breaking, but a refined package like the Gold Wing already sports every conceivable sport-touring amenity. After installing the industy-first airbag on a production motorcycle, engineers must be having brainstorming sessions to think of what more can be added.

Other models whose biggest changes include color schemes are the Honda Rebel and the Shadow Spirit 750 C2. On the trusty 234cc Shadow the new option is Silver Metallic, which teams with classic Black. The Spirit now offers Metallic Silver, Dark Red/Flame and Ultra Blue Metallic/Flame with '07 carryover Black - although the "new" red/flame scheme looks just like the Honda Shadow Spirit 750 we tested last year.

The Spirit's 750cc cruiser cousin, the Aero, swaps out its 2-into-1 exhaust for a dual 2-into-2 system similar to the Spirit. Cosmetic changes include the addition of the "Shadow" moniker to its fuel tank and some new color options too, with Candy Dark Red, Metallic Silver/Black, Black/White, Candy Dark Red/White teamed up with classic Black.

Honda's 2008 sportbike lineup remains unveiled, but rest assured we'll deliver the goods as soon as we are able.

Honda's Wild Concepts for Tokyo Show

In anticipation of the 40th Tokyo Motor Show, scheduled for October 27th - November 11th, Honda has revealed images of some exciting prototypes. At this point we're just being teased with a handful of pictures and model names, but our imaginations are buzzing toward redline as we inspect photos of the six-cylinder naked EVO6 and retro versions of the four-cylinder CB1100R and CB1100F.

EVO6

The attention hog in this group is the wicked-looking EVO6. Unless we're way off base, this naked beast is a Gold Wing Flat 6 stuffed into a pure Honda chassis with a single-sided swingarm and very Honda aluminum wheels. Considering Suzuki's release this year of the massive B-King and spy shots circulating of a ZX-14-powered Z1400 from Kawasaki, it makes sense that Honda would consider taking the plunge into the large-displacement naked class. Are they testing the water by releasing these pictures? Most likely.

The inverted fork on the EVO6 appears to feature a standard braking system, so the design/concept has likely been around for a while - or are Honda engineers looking at ways to cut costs? Who knows with Honda. What we do know is MCUSA Editorial Director Ken Hutchison is already giddy over EVO6.

"Overall this bike looks absolutely bad-ass," said Hutch with his eyes glued to the EVO6's gnarly exhaust configuration. "We know what the potential is here from the days of the one-off production Rune mega cruiser powered by the same Wing motor. This thing is smooth and powerful. Nothing laid down a smoky burnout like that bike did."

CB1100R

Tugging at the nostalgic heartstrings of many riders will be the new CB1100R. Taking its retro styling cues from the original racebike design, the Tokyo concept CB sports a tubular steel frame, dual shocks, inverted fork and radial mount brakes. In this concept the air-cooled Inline-Four motor appears to serve as a stressed member of the frame, with a braced aluminum-looking swingarm and classic dual piggyback shocks. Check out the five-spoke gold wheels. That is vintage Honda cool.

The air-cooled motor will likely be based on the historic CB mills of the past with a hint of performance squeezed out to make sure there's something worthy behind the old-school appearance. It should have a widespread appeal among vintage Honda CB loyalists, so no doubt the Japanese marque would sell a couple handfuls if the price was right.

This bike has the potential to become a cult icon in a short period of time. Honda has proven they are willing to produce functional retro-racers when they unveiled the Dream 50R back in 2005. They've also sold the retro-looking CB1300 Super Four and Bol D'Or in Europe. Given the success of retro bikes offered up from Triumph and Ducati, why shouldn't the world's biggest motorcycle manufacturer get a piece of the nouveau-vintage pie?

If you're interested in how the original CB1100R ran, check out our Memorable Motorcycles article, which records our vintage correspondent, Frank Melling, racing the Historic Endurance Racing Team Honda CB1100R at the "Bikers' Classic" festival in Spa Francorchamps in Belgium.

CB1100F

Vintage Honda meets modern technology if this bike comes into play. While not as flashy as the EV06 or the CB1100R concepts, it certainly has the potential to appeal to street riders who miss the era when bikes were more simple and straightforward. As with its "R" sibling, CB1100F's air-cooled motor will likely be based on the historic CB mills of yesteryear.

Concept bikes have a spotty history of never seeing the production light of day, but it would be interesting to see what the CB1100F could do with a budget-oriented MSRP. Could it fill a niche as the retro UJM (Universal Japanese Motorcycle), which seems to have fallen by the wayside due to more and more radical designs like, well, the EVO6?

Stay tuned as we wait for Honda to fill in the world on its grand plans.

2008 Buell 1125R Revealed

The 25th Anniversary of the Buell Motorcycle Company coincides with a new chapter in the history of America's largest manufacturer of sporting motorcycles: A liquid cooled 72-degree 1125cc motor powering its all new 2008 Buell 1125R.

At the heart of the 1125R is the Helicon V-Twin powerplant, claimed to produce 146 horsepower at the crank, developed in conjunction with BRP-Rotax specifically for Buell and the 1125R. Buell fans can rest assured that the bike is true to the Buell heritage of being rider friendly and decidedly different than the competition. The fuel-in-the-frame technology is retained, although capacity has been raised to 5.6 gallons. It's still-stubby 54.5-inch wheelbase is 2.5-inches longer than the current Firebolt design and should still be plenty agile. The next generation of the Zero Torsion Load single-disc front braking system, ZTL2, features an 8-piston caliper derived from the XBRR racing platform and should provide plenty of power to haul this beast down from speed.

After years of riding and enjoying Buell motorcycles, the primary complaint from this company and the majority of the motorcycle media was a decided lack of power compared to the competition. Buell appears to have addressed this issue and with the track introduction of this new bike just weeks away, the answer to some of the questions on the minds of consumers everywhere will soon be answered.

Will the bike be as powerful as Buell claims? Will it still have that razor-sharp handling of its predecessors? Will the chassis be stable enough to handle the additional speed facilitated by the new motor? How will this version perform on the race track? How will it stack up to the other V-Twin liter bikes? We should have answers to all of these except the last question by the end of August.

For now, images and video will have to keep our palette whet while we await the opportunity to actually ride them. The bike resembles the XBRR race machine sans body panels, albeit's equipped with road-ready amenities like a tidy new dash board, clean tail section and pillion accommodations, slick looking underslung exhaust, and integrated blinkers. They didn't forget the slipper-type clutch either.

"We designed the 1125R from the rider down," said Erik Buell, chairman and chief technical officer at Buell Motorcycle Company. "The 1125R takes Buell to a new level of performance, while continuing to embrace the fundamental Buell principals of motorcycle design and offering a great motorcycle riding experience."

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From Buell:

The Helicon Engine
The Buell 1125R Helicon engine is a high-performance, 72-degree DOHC liquid-cooled V-Twin specified by Buell and designed in collaboration with BRP-Rotax, one of the premier recreational-engine manufacturers in the world. Buell provided a detailed specifications list to BRP-Rotax, outlining powertrain requirements to meet the performance goals of the Buell 1125R. Buell also directly contributed technology and engineering on a number of key areas, including the compensating front sprocket, transmission layout, the shift mechanism, engine cases, pistons, intake, exhaust, and new DDFI 3 EFI system. All major components of the Helicon engine are unique to Buell and developed specifically for the Buell 1125R, although a few components, such as the stator and various fasteners, are used in other BRP-Rotax products. The new Helicon engine will remain exclusive to Buell. The Helicon engine will be assembled by BRP-Rotax in Austria. The Buell 1125R motorcycle will be assembled by Buell in East Troy, Wisconsin. Its V-Twin design perpetuates the look, sound and character that have always help to define the Buell riding experience.

Rather than design the Helicon engine to fit a specific displacement category or racing classification, Buell developed this powertrain to meet a customer experience specification, both in terms of its power output and its contribution to the overall performance of the Buell 1125R. The engine produces 146 crankshaft horsepower at 9800 rpm and 82 ft. lbs. of peak torque at 8000 rpm. Redline is 10500 rpm. Its generous 1125cc displacement allows the Helicon engine to make abundant peak power with a broad powerband and flat torque curve free of dips and weak spots. The Helicon engine is designed to make useable power across the entire RPM range that will enhance any riding experience.

Helicon engine features:
72-degree cylinder angle and a very compact case and cylinder head design allow the engine to be located far forward in the chassis, distributing 54 percent of the vehicle weight on the front tire.

The 72-degree V-angle provides a steep 18-degree valve angle and straight path for the down-draft intake system.

A cylinder angle of 72 degrees reduces shaking forces. The engine is also fitted with three balance shafts: two balancers for canceling primary rotating imbalance and a third balancer for canceling the rocking couple.

The displacement of 1125cc was chosen to create an optimal 103.0 mm bore x 67.5 mm stroke configuration - generous bore for more valve area and better breathing and short stroke for reduced friction, increased rpm range and instant throttle response.

The engine has a low-inertia flywheel for a quick-revving performance and smooth shifting. The engine is a stressed member of the frame and contributes to overall chassis rigidity. The swing arm pivot is located in the engine cases providing optimal pivot location and adding to overall chassis rigidity.

Dual overhead cams with self-adjusting chain drive on each cylinder to the intake cam and gear drive from the intake to the exhaust cam. This design requires less space over the cylinder head than a two-sprocket design, allows the engine to be located further forward, and reduces engine weight.

Valves are actuated with finger followers and adjusted with shims, a design derived from Formula 1 engine technology.

Finger follower valve actuation reduces friction, permits a quicker valve opening, and eliminates valve float. This design also allows a steep valve angle of 18 degrees and a downdraft fuel injection system. The design of the follower retention system makes shim replacement quick and easy, reducing maintenance costs. Valve covers are magnesium to reduce weight.

Primary balancing with three internal shafts reduces chassis weight by minimizing vibration isolation requirements.

Dry sump oiling reduces internal windage losses. An integrated oil reservoir is located in the lower left side of the crankcase casting to lower the center of gravity and help keep the engine compact.

Buell DDFI3 EFI is a closed-loop system for precise mixture control, resulting in smoother throttle operation and better fuel economy. Dual downdraft 61 mm throttle bodies provide superior intake air flow. A new ECU controls the TPS, IAC, and monitors engine performance while continually adjusting to the environment.

Ram-air system pressurizes the air box for a gain in peak performance. The air intake is located between the front fork legs and below the fairing. Air flow to this area and the size and shape of the intake were optimized using computational fluid dynamics (CFD) models. The 12-liter airbox is designed to accommodate a large air filter and to be easy to service.

Twin side-mounted free flowing radiators are mounted longitudinally within aerodynamic cowlings. The position of the radiator system lowers the center of gravity and centralizes mass, and allows the cowlings to direct free-flowing air to each radiator. The cowlings have an internal vane (splitter) to split airflow efficiently and were designed with computational fluid dynamics (CFD) models to optimize air flow at all speeds and to create a pressure differential around the radiator to pull air through the core. Hot air is also exhausted away from the rider for enhanced comfort.

The exhaust system features a large-volume muffler mounted below the engine to optimize cg location and mass centralization. The muffler is tuned to produce a linear horsepower and torque curve without the added cost, weight and complexity of an active exhaust system. A Helmholtz chamber within the muffler further reduces noise output. Twin brushed stainless exhaust outlets produce less exhaust noise than a single side-mounted outlet.

2008 BMW HP2 Sport - First Look

BMW has been tickling the fancy of Boxer fans with the development of its ultra-posh HP2 lineup. We've already tested the off-road chops of the 2006 HP2 Enduro and seen first-hand the potential of last year's HP2 Megamoto when stunt rider Chris Pfeiffer performed on the Boxer during the 2007 Motorrad Days. Well, the German manufacturer is at it again, releasing the latest in its Boxer-powered HP2 lineup - the HP2 Sport.

BMW's HP2 Sport is based of the R1200S and the "Sport Boxer" which the Bavarian marque campaigned in four 24-hour endurance races this past year. Riders Rico Penzkofer and Markus Barth piloted the "Sport Boxer" thru a respectable 2007, with the factory team finishing 16th overall and taking top place in the Open class at the prestigious "24 Heures Moto" at Le Mans.

The HP2 Sport brings the technical development of the Sport Boxer onto the street in a production model. The new Beemer features track components like a quickshifter, as well as a host of carbon fiber components to shave weight. As befits a race-ready sportbike, the HP2 Sport has also had the latest generation of its 1170cc Boxer motor juiced for even more power.

The horizontally-opposed Twin in the HP2 Sport isn't exactly the same as its endurance racing inspiration or the mill sourced in other "R" series machines. The latest HP2 Boxer features new cylinder heads, with the double overhead camshafts utilizing a drag lever to move larger valves than those found on the R1200S. According to BMW PR the other internal changes include "the flow-optimized intake and outlet, new forged piston and adapted connecting rod." The end result is a motor which produces a claimed 128 hp and 85 lb-ft of torque - a four horsepower and one lb-ft torque increase over the R1200S.

The lower portion of the HP2 is narrower than its R siblings due to a new stainless steel exhaust system, which winds up the back into an underseat silencer. The slimmer design enables sportier riding due to, as BMW PR states it, the "great freedom of movement for the familiar 'hanging off' riding position," although us mortals most likely won't achieve the cylinder head-scraping lean angles of the BMW factory riders - at least not intentionally! The lower section of the engine and exhaust are also covered by a carbon fiber spoiler, which increases the Sport's racer look as well as improving the aerodynamics.

Carbon fiber components are utilized throughout the new HP2 Sport design, from the fairing up front to the rear tail section. Another unseen weight-reducing tactic includes the use of a lighter racing generator. The changes add up to a 392-lb claimed dry weight, which is an impressive 27-lb reduction from the R1200S.

The new HP2's track credentials are beefed up by a quickshifter, which allows gear changes up through the six-speed transmission without messing with the throttle and clutch. The Sport's shifter can also be adapted to a racing pattern.

The Ohlins sport suspension, available as an option on the R1200S, is sourced on the new HP2, with the components fully adjustable. The braking duties are handled by a Brembo monoblock system with radial-mounted, four-piston calipers up front. A special ABS system is available as an option, with the unit able to be switched off when it's getting tossed around the track.

Another bit of racing flair is added from the dashboard display, which BMW claims "comes directly from MotoGP sport." We've grown accustomed to BMW displays providing a wealth of information, so it's not surprising that the HP2 Sport delivers lap times and "other racing relevant data," whatever that means.

So far our hopes and dreams haven't been crushed, because the limited info available on the HP2 Sport doesn't include an MSRP, which we can only assume will be quite a bit more than the $14,300 sticker price for the R1200S. The BMW PR did mention the Sport is scheduled to be introduced for 2008, whether that means it follows the way of the HP2 Megamoto and dwells solely in Europe remains to be seen.

2008 Victory Motorcycles - First Look

The Kingpins do have new handgrips and end caps to go along with new switch housings. The grips are set up so they can be easily converted to Victory's optional heated grips, but changes for 2008 remain isolated to the handlebars. Of course it has the new brake system and updated engine, but on the Kingpins, the song remains the same, which isn't a bad thing when you've already proven your worth in the market with high sales numbers.

And speaking of sales, having the names Cory and Arlen Ness associated with your motorcycles won't hurt in that department. Victory continues to collaborate with the custom building icons as styling consultants for its 2008 Ness Signature Series. The models blend Ness styling with the performance of the Vegas Jackpot. The bikes have the formula for success. Limited edition, numbered bikes with a stainless steel badge that includes the bike's number and Arlen and Cory's signature on it lure in custom fans like trout to hot pink Powerbait.

Aesthetics are high on the Ness Signature Series priority list. From Arlen's Sunset Red graphic-adorned bike with custom Ness "Tri Bar" billet wheels to Cory's Metallic purple and graphic combo and sick-looking Ness "Landshark" wheels, the motorcycles meld the talents of Victory and the Nesses. It is a sweet deal for both. The Nesses benefit financially from having their accessories on the bike, like the new Ness knurled footpegs and handgrips and Ness teardrop mirrors, and Victory benefits in overall sales from having a bike with the Ness name on it. Literally. The Ness Signature Series have custom tank badges, a silver leaf on the Cory-designed model and a gold leaf on the Arlen model. Add to the equation a sharp-looking chrome swingarm and muffler support bracket and you've got a highly marketable package. With a listed MSRP of $23,699, the bikes are priced a lot lower than the Ness originals I saw at Laughlin.

The last member in the 2008 Victory line is its Hammer and Hammer S. The Hammers continue to add muscle to the Victory cruiser line. Fat 250mm rear meats with a high-cut fender to show it add the beef to the back end. The tires have been designed specifically for the Hammer by Victory and Dunlop tire techs. The front end's handling revolves around the performance of its 43mm inverted cartridge-type fork and the bite of dual front disc brakes on its 18-inch wheel.

The Limited Edition'08 Hammer S has received a similar shot of the blacked-out treatment of the Kingpin 8-Ball. The blacked-out list includes the engine, handlebars, switch housings, master cylinder, mirrors, speedo, tach, fuel cap and foot controls. The fork tubes and brake rotors are black anodized and the custom-style headlight has been color-matched to the bodywork. The backside has a color-matched cowl that conceals a passenger pad underneath that converts quickly for 2-up riding. Unlike the Kingpin 8-Ball, the Hammer S does have a splash of color to offset its dark features with Turbo Silver racing stripes that run from the headlight to the tank and down the middle of the cowl.

The spec sheet shows the Hammer and Hammer S's engine, chassis, suspension and brakes are the same. The Hammer has four color options, Solid Black, Midnight Cherry, Supersteel Gray and Boardwalk Blue while the Hammer S has a one-color-suits-all Black and Silver scheme. The biggest difference is the MSRP. The Hammer lists for $16,999 while the Hammer S is bumped up to $19,866.

Other news circulating out of the Victory camp is its expanded apparel and accessories line. The apparel line includes Victory carbon fiber helmets, transition sunglasses with lenses that lighten and darken according to the amount of light, cordura pants, and leather Striker and Duke jackets. The Victory accessory line has greatly improved as well. The Kingpin model family now has over 265 accessories alone that you can find listed in the 146-page 2008 catalog. Hot ticket items include custom-designed billet wheels with a 5-spoke pattern, swept pipes, and a new hydraulic clutch that Victory says takes less effort to control. And, of course, it wouldn't be a Polaris-owned company without the optional heated handgrips for cool autumn rides. Snowmobilers aren't the only ones who like to keep their hands warm.

Motorcyclists attending the 67th annual Sturgis Motorcycle Rally will be the first riders to get a crack at the 2008 models. Victory will be at Sturgis from Aug. 4-11. Visitors can take advantage of the demo rides that include the Victory Visions in addition to the 2008 cruisers. A Victory Riders Association (VRA) party is scheduled for Aug. 8 from 4 to 6 p.m. at the Spearfish Canyon Lodge. There is also a new location the new Victorys will be displayed at where interested parties can check out the new models. It's at the Top 50 Rally Park between Sturgis and Rapid City. With free rides on new bikes, parties, and chances to pick up the latest Victory swag on tap, the Victory tent will be a worthwhile stop if you're in the area.

Victory Riders attending Sturgis can also take advantage of Lehman Trikes' invitation to tour its Spearfish, SD assembly plant. The tours are exclusive to Victory Riders and will be held Monday, Aug. 6 and Friday, Aug. 10 at 1 p.m. on both days. So why are Victory owners getting the preferential treatment? Because Lehman's Pitboss is powered by Victory's 100 cubic-inch Freedom V-Twin and 6-speed overdrive transmission. Lehman Trikes and Victory have teamed up to develop and market the Pitboss. The trike is built and designed by Lehman, but the initial structural testing was done by Victory. Though the design features were controlled by Lehman, the Pitboss has the same scalloped tank and smooth, round rear fenders that characterize Victory's motorcycles. The tank even has a Victory badge. Lehman is offering demo rides on the Pitboss daily during the rally, starting Aug. 4-11, running out of the Lehman facility every hour from 9 a.m. to 3 p.m.

Victory continues to expand its horizons in 2008. It has extended production into a new niche, increased its number of available models, beefed up its engine, developed its own braking system and continues to utilize beneficial relationships between other players in the motorcycle industry. Does it deserve to be recognized as "The New American Motorcycle?" We'll let the 2008 sales figures be the judge of that.

2008 Honda VTX1300 Tourer - 1st Look

The Honda Cruiser line added a new member to its family for 2008, the VTX 1300 Tourer. Based on its popular VTX model and powered by the same 1312cc liquid-cooled 52-degree V-Twin, riders looking to go the distance will no longer have to convert the VTX 1300 themselves for two-up, long-distance travel. Honda has done it for you, equipping the VTX 1300T with a tall windscreen, leather saddlebags with 24-liters of storage space and a chrome backrest for its leather pillion.

Since styling can make or break a cruiser, it's no surprise the VTX 1300 Tourer is an amalgamation of classic American cruiser styling cues. The deeply valanced front and rear fenders aren't quite as dramatic as those popularized by Indian Motorcycles, but do give the bike a splash of old-school appeal. The speedo and odometer are mounted high on the back of the tank in the same style that's been coming out of Milwaukee for a long time, but include modern electronica like an A&B tripmeter, turn signals and indicator lights. The electric speedo uses an electronic transmission speed sensor that eliminates the front-wheel-mounted speedo cable, a move seen more in the custom world than on manufacturer bikes. The result is less wiring cluttering up the front end.

At the heart of the 2008 VTX 1300 Tourer is the chromed-out 1312cc V-Twin popularized by the standard VTX 1300. The mill is fed by a single 38mm constant-velocity carb and has a single-pin crankshaft. Its Electronic Control Unit provides 3-D ignition maps for each cylinder that Honda claims creates ideal spark advance settings. Honda has attempted to minimize vibrations associated with big V-Twins by equipping the Tourer with dual two-axis primary counterbalancers. It also has a cool dry-sump oil system in a closed-crankcase design that places the oil tank inside the gearbox case. Without a tank hogging up space underneath the seat, Honda was able to drop the seat height to a rider-friendly 27 inches.

Sitting low in the saddle will allow riders to sit on the padded leather seat in an upright riding position with the semi-swept polished aluminum handlebars easily within reach. Riding ergos are rounded out by short floorboards with heel-and-toe shifters.

The VTX 1300 Tourer's ride will be smoothed out by a 41mm front fork with 5.1 inches of travel. A plump 140/80 front tire sits on a 17-inch retro-styled cast wheel and will provide plenty of stability as the Tourer gobbles up miles. A front disc brake with a twin-piston caliper and a large-diameter 336mm stainless-steel rotor will be responsible for stopping duties. On the back end, dual chromed rear shocks with 3.7-inches of travel will take the edge off of rough roads. The shocks have five adjustable preload settings with an internal valve system, a necessity for a touring bike where loads can include another rider and full saddlebags. The 15-inch cast rear wheel bears the same retro-styling as the front with a 170/80 tire and stopping power provided to the rear disc by a 296mm rotor with a single-piston pot.

The 2008 VTX 1300 Tourer will come in a trio of flavors for cruiser lovers - Black, Metallic Red and Metallic Silver. And though Honda has completed the touring conversion for you, there's still plenty of aftermarket goodies in the Honda accessory line that will allow riders to customize their bikes further. Based on looks, I would group the Tourer in the same category as the Harley-Davidson Road King, minus a couple hundred cubic centimeters. Of course, the MRSP is around six-large less, which is definitely a plus. At $10,999, it will make plenty of people take a second look when deciding on their next cruiser-styled touring bike.

Specs

Model: 2008 VTX1300T
Engine Type: 1312cc liquid-cooled 52-degree V-twin
Bore and Stroke: 89.5mm x 104.3mm
Compression Ratio: 9.2:1
Valve Train: SOHC; three valves per cylinder
Induction: Single 38mm constant-velocity carburetor
Ignition: Digital with three-dimensional mapping, two spark plugs per cylinder
Transmission: Five-speed
Final Drive: Shaft
Suspension
Front: 41mm fork; 5.1 inches travel
Rear: Dual shocks with five-position spring preload adjustability; 3.7 inches travel
Brakes
Front: Single 336mm disc with twin-piston caliper
Rear: Single 296mm disc with single-piston caliper
Tires
Front: 140/80-17
Rear: 170/80-15
Wheelbase: 65.7 inches
Rake (Caster Angle): 32.0-degree
Trail: 144mm (5.7 inches)
Seat Height: 27.4 inches
Fuel Capacity: 4.8 gallons, including 1.0-gallon reserve
Colors: Black, Metallic Silver, Metallic Red
Curb Weight*: 748 pounds
*Includes all standard equipment, required fluids and full tank of fuel--ready to ride

2008 Victory Motorcycles - First Look

While the effects of Victory's plunge into the luxo-touring market, with its bold Vision models, is still burning in the corneas of its competitors, the motorcycle manufacturer prepares to unleash its second wave of industry attacks with a full contingent of power cruisers for 2008. The Victory arsenal includes two new additions, the Vegas Low and Kingpin 8-Ball models. Other notable Victory claims for the upcoming model year include squeezing more torque out of its 100 cubic-inch Freedom V-Twin. To reign in that power, Victory has also revamped its braking system for its 2008 offerings. As the Minnesota-based company closes in on its 10th anniversary, Victory Motorcycles is working hard to validate its claim as "The New American Motorcycle."

At the heart of the 2008 Victory models (excluding the Visions) is the 100 cubic-inch Freedom V-Twin. Changes to the powertrain include a new airbox that Victory claims enhances air intake to help produce more power. This could be a factor in the Freedom's increase in torque that Victory says has jumped from 103 ft-lb to 106 ft-lb. The 1634cc engine also benefits from new fuel injectors, oxygen sensors and idle air control. The Engine Control Module is also new for 2008, and includes a closed loop fuel injection system. The throttle bodies have been bumped up slightly, from 44mm to 45mm. All these changes were accomplished while simultaneously lowering the compression ratio from last year's mill, down to 8.7:1 from 9.8:1. Changes to the 6-speed trannys, with a lower ratio first gear and taller sixth gear, complete the list of powertrain changes to Victory's 2008 Freedom 100/6 V-Twin.

Victory has also attempted to improve the braking capacity of the '08s. New components include the 4-piston calipers on the 300mm floating rotor front brakes and the 2-piston calipers on the 300mm floating rotor rear. The hand brake lever has also been switched out and the plumbing has been updated. All models are running the new brakes. The only difference is that the Hammers have dual discs up front, but all the other bikes, including the Ness Signature Series, run singles up front.

The latest addition to the Victory Vegas line is the Vegas Low, which receives its designation through a combination of reconfigured ergos and reshuffled hand and foot controls. The seat height has been dropped more than one inch from prior Vegas models, down to 25.2 inches. In comparison, Harley-Davidson's 2008 Sportster XL 1200 Low sits at 28 inches.

The Vegas Low's frame skirts one inch closer to the ground than the Vegas as well. The hand controls have been moved in thanks to 2-inch diameter pullback handlebars, placing the grips and hand controls easily within a rider's reach. Victory has made the front brake lever adjustable to enable riders to dial in a comfortable finger reach. Foot positioning has also been brought back 2.25 inches on the '08 Vegas Low and scalloped side covers make the bike 1.5 inches narrower than the standard model. During the press intro for the Vision, a diminutive female motojournalist was gushing over the Vegas Low's dimensions, and I'm convinced the demands of the burgeoning women riders' demographic was high on Victory's list of points to ponder in configuring the bike's ergos.

The Vegas Low has the Vegas' signature sculpted, split-tail 4.5-gallon fuel tank that flows seamlessly into a solo leather seat. And I do mean solo. There's no passenger seat or footpegs, so the focus of the bike is pure rider-oriented. The Vegas Low has a cool flush-mounted tail light that is standard Vegas fare which Victory claims is less prone to damage. Power is provided by the 1634cc Freedom V-Twin, the lump of choice for all the Victory 2008 models. A true 6-speed overdrive transmission divvies out the power, with a 6-speed design coming standard across the Victory board, except for its two 8-Ball models which utilize 5-speed trannys. The Vegas Low comes in three solid color choices - Black, Midnight Cherry, and Boardwalk Blue. Victory lists the MSRP at $15,999, so if you start saving cans and bottles now, you might be able to buy one by 2012.

The Vegas line features three other models, the Vegas, Vegas 8-Ball and the Vegas Jackpot. A quick survey of the spec sheets shows that besides the tweaks to the engines and the improved brakes, the bikes remain essentially the same. There was one noteworthy area of change I noticed. Both the Vegas and Vegas 8-Ball have gained weight. The '08 Vegas lists at 658 lbs, up from '07's 635 lbs. The 8-Ball went from 635 lbs to '08's 652 lbs, while the Jackpot dropped one lb from 2007, from 659 to 658 lbs.

The other newbie in the Victory stable is the Kingpin 8-Ball, a bike that Victory claims combines the performance characteristics of the Kingpin with styling cues of the 8-Ball. It looks as if Victory has moved to the dark side. The '08 Kingpin 8-Ball has been blacked-out, front to back. The dark scheme includes blacked-out body paint, engine, wheels and bars. Throw in a black fork, triple clamps, mirrors, belt guard, and sprocket and you've got a bike Darth Vader would feel at home on. Even the swingarm and strut covers have engine-black paint. The chrome of the staggered slash-cut dual exhaust and the chrome cruiser headlights put a little shimmer on an otherwise dark exterior. The black looks great on the big classic-styled flared fenders that have become a signature for the Kingpin. The driver floorboards with a heel/toe shift lever also lend classic-cruiser appeal to the '08 Kingpin 8-Ball. Better yet, Victory has worked on a vibration-isolation system to the floorboards to enhance the riding experience.

The ergos are the same as the standard Kingpin except for the noticeable absence of a passenger seat. Like the Vegas Low, this bike is a one-person show. Internally, the Kingpin 8-Ball doesn't have the 6-speed overdrive of the Kingpin and Kingpin Tour models, but runs on a 5-speed constant mesh transmission. And if you don't like black, then don't bother checking out the Kingpin 8-Ball, because that's the only color it's offered in. Of course, the $13,999 sticker price might persuade buyers that maybe they do look good in black.

The Kingpin Line has been a best-seller for Victory and the motorcycle manufacturer has kept to the old adage, "if it ain't broke, don't fix it." For the most part, the models have remained the same as the '07s.

2008 Big Dog Motorcycles - 1st Look

This will come in handy as Big Dog generously claims that the Mutt is a novice-level motorcycle. And though buying a Pro Street bike with a burly 117 cubic-inch engine and 250 rear is a stretch for the inexperienced rider, the Mutt has been toned down a bit from its customary offerings in order to attract a larger segment of the consumer base. The attraction could be facilitated by the Mutt's MSRP under $25K, the first bike the company has offered recently within that price range.

"It's closely aligned with every Big Dog motorcycle in terms of style and performance, yet it stands on its own as being able to fit many rider's needs and riding demands," said Nick Messer, Executive Vice-President of Sales and New Product Development.

Pitbull

Besides the all-new Mutt, the Pitbull takes top honors for most drastically retooled Big Dog Motorcycle for 2008. The Pitbull has a ten-year history of pushing the envelope for the Wichita-based company. In 1998, it was BDM's first rigid frame motorcycle. In 2002, it was the first bike for BDM to roll out of the factory with a wide, 250mm tire. This year, the Pitbull has a retro-look with styling cues reminiscent of customs I've seen competing for Best of Show.

The Pitbull's redesign begins with its steel, stretched one-piece fuel tank. The contoured fuel cell has clean, distinct lines, unlike the rounded tanks on other Big Dog models. The 4.6 gallon cell sits tight on the bike's six-inch oversized backbone and eliminates the openness between the engine and the frame. The new rigid frame has been redesigned to accommodate a 20mm slimmer rear tire and to support a wheelbase that is 4.5 inches shorter than last year's. The front end has been totally revamped as well. The rake angle has been reduced by 8 degrees, down from in '07's 39 degrees to 31 degrees in '08. Big Dog has put more emphasis on handling and low-speed maneuverability by bringing in the fork and reducing the tire size. The wheel combo is taller than last year's package. The 130/60R23 dimensions gain two inches in height over 2007's MH120/70x21 front while the rear went from 300mm on an 18-inch tire to 280mm on a 20-inch tire. The changes to the frame also include a 1.25-inch higher seat than last year, but Big Dog had to make room for the stylish new spring seat used on the '08 Pitbull. The one item that would have been the piece de résistance for the Pitbull is a Springer front end, but that's simply one motojournalist's subjective opinion.

Mastiff

While the Mutt and Pitbull represent new blood in Big Dog's Pro Street line, the Mastiff retains the bread-and-butter styling cues that got BDM where they are today. The 8.5-foot long cruiser has a six-inch oversized backbone stretch with stock downtubes, the same frame geometry as last year. The A-Frame swingarm has been redesigned with the intentions of smoothing out the ride and still supports a 300mm meaty rear, the healthiest backside amongst the Pro Streeters. An adjustable hidden shock suspension should assist the swingarm in making the Mastiff rider-friendly. Rider comfort will also benefit from the under-molded rubber grips and pegs that BDM claims to reduce vibration felt in the hands and feet. Sweet-looking rubber-mounted low-rise chrome handlebars sweep back for an arms-forward, upright riding position, assisted by a low 24.25-inch seat height. The 41 mm telescopic fork is set at a 39 degree rake angle with an extra 3 degrees provided by the tree rake, time-tested dimensions for a Big Dog bike. The motorcycle has color matching fenders, gas and oil tanks that are complemented by plenty of requisite custom chrome. One of the best moves BDM has made for '08 is allowing riders to choose the fuel system for the Mastiff, EFI or a Super G Carb. Buyers always like to feel empowered by having a say in their build.

And though the body of the Mastiff doesn't differ much from last year's model, customers can always individualize their bikes by choosing one of seven base colors and topping it off with one of the 70 graphic packages Big Dog offers. And you don't have to stop there. Big Radius or Mean Mother exhausts are other customization options that can help set your bike apart. Custom seats, sissy bars, touring bags and more are also on the list of BDM aftermarket accessories readily available to help you pimp your ride.

Ridgeback

The Ridgeback has returned to Big Dog's Chopper line with a vengeance after not making the cut last year. Who says the fat tire revolution is dead? Not Big Dog. In fact, it's going wider than ever before on the Ridgeback, a whopping 330mm low-profile rear tire. For the rigid frame to accommodate the foot wide rear, BDM had to do a little redesigning. The 8-inch oversized down tubes are an inch bigger in comparison to last year's Chopper and the 4-inch oversized backbone measures an inch bigger as well. At the opposite end to the 330mm rear up the 82.5-inch wheelbase is a 21-inch custom-designed front wheel sitting way out on a 12-inch oversized fork. The classic chopper-style rake, a healthy 39 degrees, is up two degrees from BDM's '07 Chopper. Overall, the belt-driven 680 lb bike is an inch short of nine feet.

"The Ridgeback buyer is someone looking for the most rebellious design and hardcore looks in a rigid custom cruiser and the fattest tire on the market combined with tremendous excitement, performance, and handling," said Messer.

K-9

The K-9 continues to be the flagship of the Big Dog fleet. In its third year in production, the nine-foot-long chopper shares much in common with its sibling the Ridgeback. Its frame has the same stretch, the rake angle has the same ridiculous 39 degree setting, and the forks are a sick 12 inches oversized. The one-piece steel tank design is a constant denominator between the two as is the 24.25-inch seat height. But the K-9 has something the Ridgeback doesn't. Rear suspension. The hidden shock is adjustable for loads but maintains its custom appeal by not raising the rear fender away from the tire. It's also pre-wired to accept an aftermarket air ride suspension, a common feature in custom show bikes this year. The chopper's A-Frame swingarm houses a 300mm rear tire, not quite the girth of the Ridgeback's but still plenty of rubber to lay down on the road. And while all Ridgebacks run a Super G Carb, K-9 owners have the choice of EFI or carburetion. Overall, you won't find a more classic-looking chopper than the K-9, though 300mm rears are definitely a touch of the new-school of styling.

Big Dog Motorcycles hasn't been in the biz for 14 years by not being smart. Making bikes more people can afford and establishing a novice-level ride are moves in the right direction to staying afloat in an industry where more vessels sink than swim. The Wichita company is also in the process of establishing a Dealer Support Center to provide the sellers of its bikes an avenue for hands-on technical and service training. Along with its revised Technician Education Program, these new Big Dog techs and reps are going to be an educated lot that will work to the benefit of consumers. Who says you can't teach an old dog new tricks?

2008 Big Dog Motorcycles - 1st Look

Big Dog Motorcycles rode the wave of custom chopper popularity early on, getting on board almost 15 years ago in 1994. Jumping into the game early helped Big Dog establish itself as the self-proclaimed world's largest manufacturer of custom bikes. The wave crested in 2005 as BDM pumped out a peak number of 4900 motorcycles.

But the ocean isn't the only entity in a perpetual state of change. The custom motorcycle market is also subject to the ebb and flow of a fickle consumer base. Fat-backed choppers with sick rake angles no longer will suffice. Baggers and board-track inspired designs have become the rage. Competition is fiercer than ever. Builders like Big Bear Choppers and OCC, traditionally one-off custom builders, have joined the fray with production custom-styled bikes. Big Dog has felt the riptide effect pulling sales out of its coffers, and has reduced projected production numbers to 3500 bikes for 2008. BDM has had to rearrange its strategies in order to stay competitive. These stratagems include increasing the reliability and rideability of its bikes. It also has been looking for ways to broaden its customer base.

To increase reliability, Big Dog has started tracking and analyzing warranty claims in order to help pinpoint technological weak spots, such as the voltage regulators that were recalled in'05 and the tachometer boards on its '07 Bulldog. But pinpointing problems is only the first step. Big Dog also intends to ensure that its techs are better trained. The Wichita, Kansas-based motorcycle company has plans on setting up a Technician Education Program that will train mechanics in the intricacies of its proprietary systems throughout the year, instead of on an annual basis. The program is multi-faceted, including small classroom courses, new on-line training, hands-on repair and maintenance in addition to six separate intense training modules that target specific components of its motorcycles. With 100 dealers spread across the states and sales figures approaching 25,000 motorcycles, the demand for competent servicing has increased exponentially.

Since custom sales have been on the decline since 2006, motorcycle companies have had to look for new ways to increase their consumer base. Big Dog's answer is to produce more bikes oriented towards the entry-level rider and to produce a bike more people can afford. The average working Joe doesn't have an extra 30 large to drop on a dream bike without sharing floor space with the family pooch. BDM's newest bike for 2008, the Mutt, has a ticket price of $24,900. The lowest price you could buy a Big Dog last year was $26,800 for the Pitbull. The Mutt is touted as the first novice-level bike in Big Dog's repertoire, and it has plans on introducing more entry-level motorcycles in the coming years.

Besides adding the Mutt to its Pro Street line, BDM is shaking up its 2008 lineup with the reemergence of the Ridgeback after a year's absence to head up its Chopper Line. The Ridgeback will be joined by the perennial best-seller, the nine-foot-long K-9. To make room for its two new '08 additions, the Chopper and Bulldog have gone the way of the Titanic.

Big Dog's '08 roster includes two other carryovers from last year, the Mastiff and the Pitbull. While the Mastiff resembles '07's model, the Pitbull has received a retro makeover from last year's version. Together with the Mutt, the three models belong to the Pro Street family but are siblings by blood only because, like fraternal twins, no two are exactly alike.

The one area where the Pro Street and Chopper lines do intersect is the use of a 1916cc S&S powerplant. The 45-degree OHV V-Twin continues to be the lump of choice for Big Dog. And why not? With a healthy 4.125-inch bore and a 4.475-inch stroke providing ample horsepower and torque, there's no need to mess with a package that has already proven reliable in the past. Any changes to the engine are merely superficial, like the Mutts's powder coated wrinkle-black engine. Internally, it's purely S&S.

Though Big Dog didn't mess with the mill, it continues last year's experiment with fuel delivery. The '07 Bulldog was BDM's first attempt at fuel injection. It must have been a hit, because EFI is back again in 2008. This time, it's available as an option on both the Mastiff and the K-9. For tried and true traditionalists, the bikes can be equipped with a Super G Carb, the fuel system that comes standard on the other three bikes.

Another customary BDM component is the Baker Six-speed transmission on the right side drive bikes. The S&S engine and Baker Six combo put the power to the rear for all of Big Dog's 2007s and continues to be the powertrain of choice for 2008. BDM claims the tranny's 1st through 3rd gears are straight-cut for power off the line while 4th and 5th are helical to reduce noise. Sixth gear remains direct drive. All this power exits through a straight-shooting chrome 2-into-1 exhaust. Fire the bikes up, twist the throttle and get ready to hear the throbbing exhaust note of an American big twin.

And before you bemoan the performance of a stretched-out, fat-backed bike, consider that all Big Dog bikes utilize its Balance Drive System. The final drive has been placed on the right side to distribute the weight more evenly and is claimed to make the bike more manageable at low-speeds. The entire system has been refined for 2008 with the addition of a redesigned clutch. Working in conjunction with the Baker drivetrain, it is said to ease the task of shifting and has a whopping 50 percent reduction in pull effort. Overall, the Balance Drive System has been created "to promote better handling, balance, cornering, and lean angles." And until we get our hands on a press fleet bike to charge full-steam ahead on, we'll have to take their word for it.

The other notable thread common to all five Big Dog bikes for 2008 is Performance Machine brakes. Braided steel brake lines will activate the 4-piston billet calipers up front that clamp down on 2-piece rotors and allow for confidence when bringing the nine-foot beasts to a halt. The rear pinchers get the same treatment, except for the Mutt that has a PM 2-piston set up out back.

Now that we've taken a look at the similarities between Big Dog's 2008 lineup, it's time to take a peek and see what sets these bikes apart from one another.

Mutt

It's called the Mutt because the motorcycle appears to be a little bit of this and that from prior Big Dog bikes. The slender 3.8 gallon gas tank looks like a carryover from the Chopper, and the frame is similar to one BDM put out a couple of years ago. But like mutts, the 2008 motorcycle has a personality all its own. Its has the smallest rear tire of the lot at 250mm. Team the rear with a skinny 90mm front on tall 21-inch tires and you have the narrowest motorcycle in Big Dog's '08 contingency. Trick 80 spoke tires add a touch of old-school styling and have a slimmer appearance than the custom aluminum wheels on its other bikes. Add on a slightly tighter 37-degree rake angle on a 2-inch over-standard 41mm telescopic chrome front fork and you have the dimensions of what Big Dog claims is the most agile of its bikes. A low 24.25-inch seat height and 4.5 inches of ground clearance should contribute to giving rider's confidence and control in the saddle.

2008 Big Bear Choppers - First Look

According to Meadors, full-scale production on the BBC/ S&S 100 SMOOTH-equipped G.T.X's will begin by next week. The first ten should hit dealers by late November, early December at the latest. The X-Wedge powered versions will follow soon after. Riders looking to throw a leg over the premier BBC baggers will have to dole out $34,900 for a chance to ride one. Once the X-Wedge-powered version hits the streets, the price for the new mill pushes the MSRP up a grand more.

Which leads us to Big Bear's second 2008 release, the Paradox. The paradox for Big Bear was to build an avant-garde motorcycle that wasn't all show and no go while being both comfortable and reliable. BBC's answer to the challenge is the Paradox.

The motorcycle maintains the smooth, modern lines established in the G.T.X. Almost none of the tubular frame is visible. Big Bear has fabbed up a sweet fiberglass downtube cover that mirrors the curved construction of the gas tank. The styling cue extends to its fiberglass oil tank covers below the seat. Additionally, BBC added its touch to the stamped metal piece over the tubular swingarm. The color-matched swingarm design covers up the axle adjuster and tidies up the look of the rear end. When I look at the overall symmetry of the bike I can't help but think of the subtle rounded fenders on the early '70s Corvette Stingrays. Maybe it's the fiberglass link, or maybe Alsop has an appreciation of vintage cars. Take a look at the two and see if any similarities strike you.

As far as the Paradox's reliability goes, Big Bear addresses the issue by using an engine whose credibility has already been tested in its Pro Street and chopper platforms, the S&S 100 SMOOTH. Riders can order it either carb-fed or with EFI. But like the G.T.X., a third option will soon be available in the form of the 114 cubic inch S&S X-Wedge EFI mill. Connect this to a Baker six-speed transmission and you've got a powertrain that has a proven track record.

For handling, BBC is banking on a huge 23-inch 120mm front tire and a 20 inch 300mm rear . The 23" X 20" combo is claimed to be a first for a production bike. Maybe the stability of the mondo-sized front will minimize the push at the handlebar needed to muscle a 300mm rear. A low seat height and forward foot controls will also benefit rider's confidence behind the pull back handlebars and should enhance the Paradox's rideability.

Unlike its 2008 brother, the ergos on the Paradox are conventional. The frame has a modest stretch, but nothing like the G.T.X. The rider sits bucked up to the rear tire in a standard drop seat. Without the bags, the emphasis of the Paradox's rear end is on its custom swingarm, the shine of its polished chrome wheel and the girth of the 300mm meat. The final touch on the rear is the gleam coming off some twisted chrome dual exhausts.

MSRP for the Paradox starts at $31,900 for the 100 SMOOTH carb-fed version. To equip it with the 100 SMOOTH EFI rendition bumps the cost up to $33,200, and the price for one with the X-Wedge mill tops out at $34,200.

Rounding out Big Bear Choppers' 2008 line is a redesign on its Venom model. Included in the changes are a new gas tank, seat, and handlebars. The bike will still be available in either Pro Street or chopper form, with an unassembled version ready for the more adventurous who want the satisfaction of building their own custom.

And while Big Bear has been busy establishing itself as a production house that sells factory direct, fully licensed OEM customs, kits, and parts through its nationwide network of 55 dealers, it hasn't completely abandoned building one-off customs. They are currently building a bike for Criss Angel, the popular illusionist and entertainer of "Mindfreak" fame. If you've ever seen the show, you know Criss isn't going to settle for anything else than one pimped-out ride. The bike is based on BBC's Athena Chopper but with plenty of bling and chrome bits.

Big Bear Choppers' ability to combine innovative designs with state-of-the art technology has helped it grow from a one-man show working out of a small shed to a full-scale production house with 100 employees. Sound business decisions, like being one of the first OEM's to utilize S&S's new eco-friendly X-Wedge engine, have helped them develop into one of the premier builders of custom-styled production bikes. Its network of 55 national and 18 international dealers attest to that fact. Big Bear also pays its dues on the rally scene. The next event on BBC's schedule is the Lone Star Rally in Galveston, Texas, from Nov. 1-4. Long known as the home to another American manufacturer of iron horses, we could see a Texas-sized duel for two-wheeled custom supremacy. Who gets to play the roles of Santa Anna and Davy Crockett to be decided.

2008 Big Bear Choppers - First Look

If it was Kevin Alsops' goal to build a bold bagger different than any other on the market, mission accomplished. Big Bear Chopper's 2008 Grand Touring X-Wedge (G.T.X.) will make you do a double take when you first glance at its stretched-out lines. With its innovative rider positioning, smooth fiberglass bags and extended wheelbase, it only takes a second to realize this isn't your dad's bagger. Maybe that's what helps it rank high in the cool factor.

So when you've made a name for yourself by building more traditional choppers and Pro Street platforms, why mess with the recipe for success that got you where you are today? When your web address claims that you build "The Best Bikes on the Planet," you'd better have your finger on the pulse of the industry. Right now baggers are a hot commodity. This boils it down to a simple case of supply and demand. Baggers are in demand so why not add to the supply, especially if you're offering a product unlike any other in your niche? Sounds like a legitimate case of dollars and sense. Common sense, that is.

A big part of the appeal of BBC's new bagger is how cleanly the bags integrate into the design of the bike. Instead of looking like suitcases have virtually been slapped on its sides, the G.T.X's fiberglass saddlebags don't detract from the lines BBC worked so hard to establish. Contrarily, they complement the flowing symmetry that runs the length of the bike. The top of the compartment is cut to mirror the shape of the pillion and the long, deep bags are color matched to the tank and trim. The bags obscure the tubular swingarm, but unless you're trying to put your fat 300mm rear on display with a single-sided swinger, then out of sight, out of mind. In addition to providing much-needed touring-style storage space, the brake and turn signals are integrated into the tail end of the bags, adding function to the bagger's already sculpted form.

Another innovation Alsop experimented with on the G.T.X. is rider positioning. The 115-inch bike, tire to tire measurements provided by BBC's Creative & Marketing Director Andy Meadors, gave plenty of room for Alsop to place the rider centrally in the bike. The first step to accomplishing this goal was a midsection stretch after the tranny, adding 12 inches to the frame. The rider's position is slightly more forward than a drop-seat bike, but the design places the passenger directly on the frame instead of over the 300mm back tire. The result is two-fold. Obviously, more weight is moved to the front of the bike, but more importantly, it lowers the bike's center of gravity. Overall, Alsop is aiming to produce a better handling bagger that still provides a comfortable riding platform.

Stretching the frame and pushing the rear tire back created space for an additional auxiliary 2 gallon fuel tank under the seat. It connects to a standard 3 gallon backbone-mounted cell via 1/2-inch fuel lines. The stretch also left room for mounting a large BBC oil tank with a capacity over 5 quarts. Additionally, the area houses the G.T.X.'s horizontally-mounted Progressive Suspension dual shocks down low, tucked neatly out of sight. Big Bear fabbed up special side plates that will keep the uninformed guessing as to what's concealed under the seat.

And while Big Bear's innovations under the seat are out of sight, the G.T.X. leaves its powerplant prominently on display. While the first ten bikes to roll out of production will have BBC's tried-and-tested S&S 100 SMOOTH Evo-style engine with EFI, the next batch of ten will be running S&S's brand spankin' new X-Wedge EFI mill. The X-Wedge Big Bear decided to roll with will boost the 100 cubic inches of the SMOOTH's displacement to114 ci. The X-Wedge shifts away from the traditional 45 degree V-Twin configuration as the triple cam mill is set at 56.25 degrees. The revolutionary X-Wedge includes three belt-driven camshafts, a completely new internal oil pump, and a one-piece crankshaft. S&S aimed at providing an engine that met the increasing EPA limitations on emissions while simultaneously providing more power and more torque in a smooth running package. For a long time, custom builders were able to skate under the EPA's radar, but this isn't the case any more. And though Big Bear got its start doing repairs and building one-off customs, its move as primarily a production house brings along greater scrutinization by the powers that be. Big Bear is wise in its decision to utilize the lump in its latest creation. Its environmentally-friendly billing is definitely a positive selling point.

Power is provided by an industry-standard Baker right-side-drive six-speed connected to a wet BBC primary drive. The G.T.X.'s final drive is chain. Four-piston brakes on a 21-inch Big Bear custom wheel provide stopping power up front while a BBC four-pot BrakeDrive system puts the clamps on the 18-inch rear wheel's action out back. Riders will engage the brakes with a squeeze of the BBC hand and foot controls. Maintaining control will be courtesy of two piece, clip-on style handlebars that will direct an inverted fork with 43 degrees of total rake (36 degree rake angle plus 7 degrees on the triple tree).

'08 Triumph Rocket III Touring Launches

Though the official unveiling of Triumph's Rocket III Touring bike isn't until this weekend at the U.S. Dealer Conference in Atlanta, GA, we've tracked down enough information to whet your appetite about the transformation of Triumph's popular cruiser to a touring-oriented ride.

It would have been easy enough for Triumph just to slap on detachable hard bags and a backrest and call it a touring package. Of course, it does have lockable panniers and a range of seats and backrests available with two-up, long-distance riding in mind. But these cosmetic changes are but the tip of the iceberg.

High on the list of changes is a new chassis. The Rocket III previously used a large, tubular steel twin-spine frame, a 43mm inverted fork up front and twin adjustable spring rear shocks out back. Initial reports claim that the frame on the Touring package is new, and the upside-down fork has been ditched for a right-side up version. The suspension is said to have been retuned to make it more touring-friendly.

The Royal Caribbean-sized cruiser has also undergone changes to its ergos. Triumph has attempted to make the relaxed riding position even more comfortable over the long haul. It has a large, dual seat, swept back handlebars, and oversized hand controls. The forward-set floorboards are now tear-shaped and utilize a fully adjustable heel-and-toe gear lever. The dual seat places more emphasis on passenger comfort and includes fold-out pillion floorboards. The tank has also been slimmed down so rider's can snug in tight to the wide-bodied bike.

The five spoke design used on the Rocket III has been switched out for billet aluminum slotted wheels. The new wheel design is also narrower than the previous 150 front, 240 rear configuration of the standard Rocket. No word on whether there has been any changes to the 320mm floating discs yet, but with twin four-piston calipers boasting sportsbike-like specs, bringing the 704-lb giant to a stop has never been a problem.

The Rocket III Touring bike will continue to use the same engine platform with only a few minor tweaks, most likely to accommodate the anticipated weight gain from loaded saddlebags and a passenger on board. But with 2294cc of power to tap into, the 2.3 liter Inline Triple has never been short of torque on hand. The mill has a reputation of having plenty of low end power, with 90 percent of the torque output claimed to be available at just 2,000 rpm with max numbers of 147 lb-ft at 2,500 rpm.

A new, larger windscreen should deflect some of the windblast on riders. The screen has lockable mountings for added security but still disconnects easily for a quick transformation to a more conventional-looking cruiser. It sits right above a big single headlight that has also been updated for the Triumph's new tourer.

Riders seeking to add a personal touch to the 2008 Triumph Rocket III Touring bike have 70 brand new accessories to choose. This includes the aforementioned range of seats and backrests, a variety of luggage options and tons of chrome parts. The motorcycle should be available at U.S. dealers in January, 2008. MSRP here in the States has been set at $16,699, while our friends from the Great White North are looking at a price tag of $19,999 if they want to bring one home to Canada.

2008 Star Raider - First Look

Since terms like Biker Build-Off, OCC, and West Coast Choppers have crept into the modern vernacular, gone prime time and are emblazoned on t-shirts across the nation, the surge in popularity of custom bikes has not gone unnoticed by Star Motorcycles. In fact, Star wants a piece of that action. That's why its 2008 Raider has a chopped-out rake, raised handlebars, and a big 21-inch front wheel. Star is eliminating the need for a bunch of spendy aftermarket accessories by pimping the bike out fresh from the factory.

In the attempt to expand its line from classically-styled bikes to a custom chopper-inspired look, Star Motorcycles took the front end of the '08 Raider and stretched out the rake farther than its other cruiser models. The 40-degree angle achieved on the front fork comes from a 34-degree rake and a 6-degree yoke angle. The yoke angle is a first for Star Motorcycles, and the system is claimed to bring the fork closer to the steering axis, allowing Star to tweak the bike's steering geometry in an effort to increase the bike's handling without sacrificing straight-line stability. The rake angle is enough to give the motorcycle a bit of chopper charm without stretching it out so far that it only rides smoothly while upright. Though Star aims to build a bike that looks like a chopper, one of its goals was to ensure that the bike wouldn't sacrifice performance.

The Raider will smooth out bumps in the road via a chrome telescopic fork with 46mm tubes and 5.1 inches of travel. The fork holds a healthy-sized 21-inch custom 5-spoke wheel with a 120/70 Metzeler ME880 rubber. Star chose to upsize the Raider's front tire and slim it down chopper-style while veering away from traditional smaller diameter, wider tires on classically-styled bikes. Monoblock calipers will put the squeeze on dual 298mm hydraulic discs and completes the front end package.

Out back, Star went taller and wider than on any of its previous cruisers. The rear 210mm Metzeler radial isn't gargantuan by custom standards, but again Star was looking for a compromise between styling and handling. The chrome 18-inch 5-spoke custom wheel sits in a die cast aluminum swingarm. The rear includes a single shock with 3.5-inches of travel that's horizontally mounted and tucked away out of sight, reminiscent of H-D's Softails. The final piece to the rear end puzzle is its ample-sized single 310mm disc that will help bring the 692 lb cruiser comfortably to a stop.

Those brakes will come in handy because the Raider is powered by the biggest engine in Star's class of cruisers. The air cooled 1854cc 48-degree V-Twin is a carryover from the 2007 Roadliner and is a few cubes up on Honda's VTX 1800. Star hopes this size advantage translates to sales. During its analysis of market trends, the second-leading reason custom buyers purchased a bike was for its engine size. The Raider's 113 cubic-inch mill is claimed to reach maximum torque low on the rev range at 2500 rpm and a peak horsepower output at 4500 rpm. The powerplant's performance benefits from a 3.5 liter airbox hidden in the area behind the fuel tank. The engine is fed by computer-controlled twin-bore electronic fuel injectors with a throttle position sensor. The sensor is developed to get the best fuel-air mixture, working the 113 cubic-inch mill's four pushrod-activated valves and two spark plugs that ignite each of the cylinders. The cylinders remain the same size as the Roadliner's, with a 9.48:1 compression ratio squeezed out of the Raider's 100 x 118mm bore/stroke.

The powertrain includes a 5-speed transmission with a multiplate wet clutch. It ends with some burly pipes. The 2-1-2 down-swept exhaust features twin catalyzers. It also has what Star calls an Exhaust Ultimate Power Valve that is claimed to boost torque after it reaches max output, in between the 2500-3500 rpm range. On the environmentally-friendly end, there's an oxygen sensor and three-way catalysts that reduce emissions. It doesn't state whether it's up to strict Euro III standards or not, but Star has gone as far as making them EPA-compliant so the Raider can be marketed in all 50 states. With its 1845cc engine and tough-looking chrome dual pipes, I'd love to hear the exhaust note rumbling out of it. How about it Star? Next time you should include a little sound file to click on so that we can hear the results of all your hard work.

In the styling department, the Raider's pullback handlebars sit on risers above the tank and team with a 27.3-inch seat height so riders grab the grips with arms straight forward. This ties in with Star's desire to transition the Raider from classic- to chopper- styling. It claims most classic bikes have riders sitting higher in the saddle with their arms reaching down to grab the bars. Star aimed to provide a riding position where the rider sits lower, arms straight, more 'inside' the saddle than on top of the bike. Right below the saddle is a finned oil tank, an old-school styling cue similar to the one Harley used on its 2008 Rocker. The engine has its share of custom-machined fin edges as well for functional as well as aesthetic purposes and shares cooling responsibilities with the airbox.

The Raider has its share of requisite chrome, from the bitching pipes mentioned earlier to the custom 5-spoke wheels. The flangeless 4.1 gallon fuel tank gets a touch of chrome as well, wide enough to mount the motorcycle's instrument panel on the back of the tank. This includes the analog speedometer, fuel gauge, twin digital tripmeters, odometer and self-diagnostics. With the Raider's low "sit-in" riding position along with the tank's high position on the backbone, the large gauge of the speedo should be easy enough to glance at while in motion.

For those who want even more high-polish chrome, the Raider comes in an "S" version. The package includes chrome triple clamps, fork sliders, air box cover, master cylinders, headlight housing, and handlebar risers. All this bling will take a little more change out of your pocket. The standard Raider runs $13,180 for its Raven Black model and $200 more for the Candy Red version. The Raider S starts at $13,780 in Tommy Blue and bumps up to $13,980 to get one in Candy Red with flames. And even though Star tried to take the need to customize your bike away by tricking it out for you, there's still more aftermarket goodies available from its accessories and apparel catalog. Custom buyers are always looking for that something extra that expresses their personality and will always remain a fickle lot. Star's new Raider will provide a solid starting point.

Honda's Tokyo Motor Show Releases

Honda's President and CEO, Takeo Fukui, introduced the manufacturer's designs at a press conference during the 40th Tokyo Motor Show. On display were the six-cylinder EVO6 and vintage-styled CB1100s which Honda previewed in September, as well as the new HFT automatic transmission-powered DN-01.

We already previewed the EVO6 and retro CB designs with our Honda's Wild Concepts for Tokyo Show article last month, where we were forced to speculate over single profile photos of each bike. With the official unveiling at Tokyo, Honda hasn't opened the spec sheet floodgates yet, but they have released plenty more photos of its concept machines.

The EVO6 pics reveal the six-cylinder mill terminates into a 6-into-3 right-side exhaust. Also, we didn't notice the spider-like headlight configuration the first time around. Behind the bug-eye design is an all-digital instrument panel, with a tach integrated into an instrument cluster just above the gas cap. Also our earlier observation about a standard-looking braking system seems to be backed up by what appears to be four-piston Nissin binders up front.

Also on display at Tokyo are the retro-themed CB1100R and CB1100F, with the red-framed racey "R" model looking very sleek in its red, white and blue trim.

While the EVO6 gets top billing, Honda is also promoting the DN-01 concept which utilizes the manufacturers new HFT Transmission. Standing for "Human-Friendly Transmission" according to Honda PR, the new design will feature two automatic modes - "D" for regular riding and "S" for sportier conditions. Honda also mentions a "6-speed manual mode, which gives riders the option of riding with a manual transmission feel."

We were unsure whether the manual mode meant riders could shift with a traditional gearshift lever, but it looks like the only traditional controls on the DN-01 are a right-side handlebar lever and right-side foot petal. There does appear to be an extra switch on the left handlebar, which could be a toggle shifter.

2008 Honda CBR1000RR - First Look

If only Honda's new Superbike came out 12 months prior.Things might have been radically different here in the U.S. Superbike scene. That's the optimistic vibe buzzing at Big Red anyway. Alas, woulda, coulda, shoulda doesn't get you anywhere but the new flagship Honda 1000 definitely looks like it will get you everywhere fast!

MotorcycleUSA was graciously invited out to the sprawling 100-acre Honda HQ in Torrance, California for a long-awaited first hand look during a touchy-feely session with the West's finest scribes and the all-new 999cc CBR. There has been much speculation into what the new CBR1000RR was going to be about. Will it be a V-4 a V-5 a mind-bending In-Line? Well, it's still an In-Line Four and despite early summer rumors of a bike looking like an RCV211 MotoGP replica - as you can see, that isn't the case at all. This bike has an identity all its own. In early September a sideshot of the new machine found its way online and it really got people riled up. Some were critical of the new styling, while others seemed to be fond of the sleek new flat-nosed shaped machine.

Well, after seeing it in person I can tell you this: Pictures do not do this bike justice. If you don't believe me check out the video and have a look for yourself.

Honda is always trying to find the right balance between outright track performance and real world street-ability. It's worked on occasion in the past and Honda faithful are hoping this new 1000RR will provide that delicate balance after coming oh so close with the previous generation machine.

At the heart of the CBR is an all-new 999cc engine, up one tiny cc from the '07 model. Honda has reverted to a more oversquare bore/stroke combo with the new engine now utilizing 76mm x 55.1mm bore/stroke versus last year's 75mm x 56.5mm arrangement. It sports eight new lightweight 30.5mm titanium intake valves and a slightly higher 12.3:1 compression. A slightly bigger bore and a shorter stroke motor, has the potential to be a ripper on paper. What everyone is hoping for is some serious wheel-in-the-sky performance that makes the open class bikes so much fun. Unfortunately, this was look only, no playing at this point. In the past the knock on the CBR was that it didn't have the bite to back up the bark. Then a funny thing happened, the competition sacrificed a bit of streetability for a top-end heavy, track-focused approach and suddenly the Honda had closed the gap. I guess the 2007 CBR1000RR just aged well. Now the question is: Has Honda followed the top-end biased trend or its own recipe for success that delivered us the 'do-it-all good' approach of the 2007 CBR600RR? In three months, we'll all know.

A new dual stage fuel injection system (DSFI) incorporates 46mm throttle bodies featuring a pair of 12-hole Denso injectors per cylinder. Powering the new FI system is a smaller ECU that provides two separate fuel injection and ignition maps for each of the four cylinders. Dispersing the unexploded fuel/air remnants is a new MotoGP styled mid-muffler exhaust system that is tucked low and away which help keep mass centralized down low. It appears the writing is on the wall for the underseat exhaust in this class now that Honda has abandoned that theory for this peculiar-looking set-up.

We griped and we moaned and at long last, even the mighty Honda has conformed! Behold the CBR1000RR features a cable actuated slipper clutch which will bridge the gap between the engine and the close-ratio six-speed transmission. Clutch lever pull felt light and smooth, which is definitely going to be a big plus around town but we cant wait to check out this slipper set-up when track time comes.

The new liter-class Honda also has an all-new twin-spar aluminum frame that utilizes hollow fine die-cast manufacturing process. The unique manufacturing method has been employed by Honda since 2003 and the art was refined over the years, culminating in a reduction in overall frame parts on the 2007 CBR600RR. That experience has led to a similar fate for the 2008 CBR1000RR. With wall thicknesses measuring to as thin as a scant 2.5mm, Honda engineers have designed frame members to attain specific rigidities in particular pieces. As a result, the '08 frame has been reduced to just four castings compared to the '07 frame which utilized 11 welded sections. This all equates to a stronger, lighter frame which, if Honda got it right, might put his bike on par with its supersport sibling.

The frame wasn't the only spot where Honda engineers aimed to reduce weight. The new machine sports lighter aluminum-alloy hollow-spoke wheels and a lighter, more compact battery. Even the front brake hoses and kickstand have been slimmed down. All those tasteless Jenny Craig analogies might have hit a little close to home last year?

Comparing the rake and trail figures of the new open classer with last year's inspirational 600RR and we get our next clue to where the engineers are going with this design

Rake & Trail
07 600RR: 23.7 x 96.3mm
08 1000RR: 23.3 x 96.2mm
07 1000RR: 23.45 x 100mm

Braking components received a bit of an upgrade in the form of a new monoblock-style radial mount four-piston front brake calipers and highly-perforated dual 320mm floating discs. The 43mm HMAS inverted fork makes a return vidit as well as the Unit Pro-Link rear suspension. This year the swingarm looks quite different as it accommodates the new Moto-GP-inspired exhaust.

Hopping aboard the new bike reveals a much more compact, slimmer feeling CBR. Seat height seemed to be lower even though the specs still say 32.3 inches. Whether it's a narrow seat/tank junction or what facilitates this exactly, but it felt like more like the rider is a part of the machine somehow. The new bike feels slimmer between the legs and when rocked from side-to-side, it felt as if the weight has been lowered too. Reach to the bars seemed to be a little closer than last year's model and bar height seemed to be a little bit higher-which is a may be a happy medium for track and street use.

Fit and finish seemed to be typical Honda with all of the pieces fitting together making the bike look virtually seamless as if it was carved from one solid piece. The 2008 CBR1000RR will be offered in four colors: Red/Black, Black/Metallic Silver, Pearl Yellow/Black, Candy Dark Red/Metallic Silver and one stunning, limited edition Black/Metallic Grey version in which only 500 units will be available for sale. Weight and performance figures are all hush-hush right now but we should have our hands on the machine in late January next year so we'll be able to provide you will all the figures at that time.

The new CBR1000RR will find its way into your local dealer by late-March 2008 and will have a price of $11,599 - yes, that's just $100 more than this year's model.

For all of the racers who have been interested in racing Red, your wish has come true. A full line of genuine HRC components including cams, transmission kit, wiring harness, exhaust system, throttle kit, suspension, air intake kit, and oversized radiator will all be available for purchase circa spring 2008.

Piaggio HyS Hybrid Scooter - First Look

As the wise muppet sage Kermit the Frog once said, "It ain't easy being green."

But that hasn't stopped motorcycle manufacturers from experimenting with environmentally-friendly concept vehicles. At the recent Tokyo Motor Show, Japanese manufacturers had all-electric, gas/electric hybrids, and even two-wheeled designs powered by fuel-cell technology on display. European manufacturer Piaggio has a gas/electric hybrid of its own in the HyS scooter. Unlike those prototype vehicles at the Tokyo Show, however, the Piaggio HyS is reported to be slated for 2008 production.

The HyS gas/electric system will be fitted to three scooter designs, the Vespa LX, Piaggio X8 and the innovative three-wheeled MP3. Piaggio released information on the HyS this summer, but we're guessing the hybrid design and future production plans will take center stage for the manufacturer at the upcoming Milan Bike Show this November 5-11.

Piaggio describes the HyS as a "parallel" hybrid, incorporating the advantages of an internal combustion engine and electric motor. The gas-powered engine operates like the regular four-stroke powerplant in a conventional scooter, with the electric motor acting as a supplemental power source.

Piaggio explains the advantage of electric powerplants when it states "although they are not particularly fast on the open road, they develop maximum torque from standstill without any lag and without clutch and gears." As such the HyS taps into its electric power when quick acceleration is needed, including from a dead stop and low-speed urban traffic situations - making it a perfect application for scooters. Piaggio claims the surge of electric power supplies "about 85% extra performance" when coupled with the gas engine.

The electric portion of the HyS equation charges while cruising at speed under regular gas-engine power. The batteries also gather power during braking and deceleration - power which is lost on conventional gas engines. Electronics and a drive-by-wire system control the engine/motor dynamic, making for optimal efficiency. This is evident in the HyS's incredible fuel economy, which Piaggio claims is 60 kilos per liter - translating in our non-metricized American craniums as 141 mpg.

Kind of makes a Prius look like a Hummer with a leaky gas tank!

Riders control just how hybrid the HyS system runs, with a switch that shuffles between three hybrid modes and an all-electric option. The three options control the gas/electric power ratio, while the HyS can operate in all-electric mode for up to 12 miles (20 km). Not the greatest range, but sufficient for short commutes. The electric batteries are rechargeable from a 220V outlet, with Piaggio claiming a three-hour charge time. So, in theory, if you live next to a Three Mile Island reactor you could tell everyone you're rolling into the office on a nuclear-powered scooter.

From the exterior, the HyS designs look almost identical to their non-hybrid siblings. The electric motor is attached to the rear wheel hub on the swingarm. The extra battery presence is stowed away in under-seat storage. While the loss of storage nullifies one of the advantages of a scooter, Piaggio promises the MP3 and X8 still have enough stowaway room for a helmet (although it doesn't specify full-face helmet). The smaller 50cc Vespa LX will come with a top case for helmet storage.

The new scooters may not be for everyone, but this is not about quarter-mile times or horsepower numbers on a dyno. The HyS is about motorcycles and scooters as practical, green transportation options. Touting the environmental benefits of scooter travel, Piaggio's subsidiary brand, Vespa, claims that "if Americans were to utilize one of the latest eco-friendly Vespa motor scooters for just 10% of everyday travel, we could reduce national fuel consumption by 14 million gallons of gas a day, and decrease carbon dioxide emissions by 324 million lbs a day."

Just imagine if short-range urban commuters embraced the 140-mpg power of hybrid scooters. The impact would be sizable to say the least.

Stay tuned for more information on the HyS and other new two-wheeled designs when the Milan Bike Show begins November 5th.

2008 Aprilia FV2 & SMV750 - Dorsoduro

The Milan Motorcycle Show continues to spew out its moto madness and this time the psychosis' epicenter is Noale, Italy. There's two distinctly different shockers from Aprilia: The FV2 concept bike is sure to send a shiver down your spine because it looks plain insane, but it showcases a 1200cc V-Twin based off the Shiver mill. Then there is the new SMV750 Dorsoduro - also based on the Shiver platform.

FV2 Concept

It's difficult not to be drawn to that which we cannot have, so we'll address the FV2 first. At the heart of this rolling art is a large displacement V-Twin that is essentially a super-sized Shiver motor. Exactly what other bike this motor might make its way into over the next few years is yet to be revealed, but if this is a sign of things to come then we are going to be quite impatient. Details are vague at this point but fly-by-wire throttle, ABS and traction control are all reported as electronic goodies integrated into this machine. A pair of slash-cut exhaust outlets do not exactly look like they are capable of meeting any type of sound restriction requirements, but this is, after all, a concept bike at this stage.

The motor is wrapped in a completely carbon-fiber construction chassis that, according to Aprilia, will pull double-duty as an airbox. The unique front suspension/fork arrangement is also entirely carbon fiber and holds the radial-mount Brembo braking system. At the rear of the bike is an interesting subframe which appears to be constructed of, you guessed it, more CF. Below the subframe lies a linkage-less rear swingarm with exposed shock. Although it looks like a runner there is no word on how or if this bike fits into Aprilia's future, but stranger things have happened.

SMV750 - Dorsoduro

The supermotorad craze knows no bounds. Look no further than this latest entry, the SMV750 - Dorsoduro. Based on the Shiver, the SMV750 appears to be geared at taking on the Ducati Hypermotard with its stylish lines and top shelf components, including radial-mount 4-piston Brembo front brakes and a pair of massive wave rotors. A matched rear brake/rotor combo should provide loads of stopping power for this lightweight beauty which Aprilia claims will produce 95 horsepower from its liquid-cooled V-Twin mill. The potent engine will be operated through Aprilia's, so far reported to be smooth, 'ride-by-wire' ECU.

One look and it's hard not to make an immediate comparison between this bike and the Ducati. From the wide bars, pointed nose, integrated minimalist intake shroud/bodywork, flat seating area to the dual underseat exhaust - it just doesn't seem to be a coincidence. Not that this is a bad thing for Aprilia.

The chassis is a combination trellis and aluminum alloy with an inverted front fork and single rear shock. The swingarm is traditional, except that it is cast with stylized gaps between the top and bottom pieces with a linkage-less rear shock assembly attaching to a boss in the swingarm and the alloy section of the frame. The arrangement is similar to the Shiver but the swingarm looks quite a bit different.

While the new SMV750 is an unknown commodity on the street thus far, there is no doubt that Aprilia knows a thing or two about supermotard. The company has won a few titles the recent years with its lightweight SXV taking the international supermoto scene by storm. Stay tuned for more information.

2008 Yamaha YZF-R125 - First Look

Last month Yamaha released information on an all-new addition to its supersport lineup. Was it a mammoth displacement beast to battle the mighty ZX-14 or Hayabusa? Nope, think about 1200cc less, because the bike we're talking about is the 125cc 2008 YZF-R125.

The new design fuses the styling of Yamaha's big-bore road-racing platforms, the YZF-R6 supersport and YZF-R1 superbike, but in a tamed down 125cc design. The new Yamaha is a fuel injected, liquid-cooled 124.6cc Single, with four valves and SOHC. Unlike its big brothers, the 125 is an undersquare design, with a 52mm bore and 58.6mm stroke. With a compression ratio of 11.2:1 the YZF-R125's Single produces claimed peak numbers of 14.75 horsepower at 9,000rpm and 9 lb-ft of torque at 8,000rpm.

Tech details aren't available in their entirety, but the new machine's chassis features a steel Deltabox frame, aluminum swingarm and telescopic fork. Suspension travel is a respective 5.1 and 4.9 inches in front and rear. Braking duties are carried out by single-disc units, a 292mm front and 230mm rear rotor. Its overall dimensions aren't too far removed from the R6, a little bit slimmer and at 80 inches in length less than an inch shorter. At 53.3 inches the wheelbase is a single inch more compact than the R6, with the little bike's 6.1 inches of ground clearance an inch higher. The most dramatic difference from its bigger siblings, however, is the R125's 279-lb claimed dry weight.

Then, of course, there is the styling, with the new YZF-R125 impersonating the looks of its triple-digit horsepower brethren. With a full fairing, similar bodywork and a shorty side exhaust, you wouldn't have to be too far away from the 125 to mistake it for it big-bore brothers - which is the entire point.

But the new 125 isn't headed Stateside as a 2008 model. Instead it is targeted for Europe due to the European Union's tiered licensing requirements.

Our research regarding the EU licensing laws gave us a headache of EPA-emissions-regulation proportions. After a day of murky investigation, we decided to chat with our British buddy and Memorable Motorcycles contributor, Frank Melling, who was more than happy to enlighten us on the EU motorcycle license conundrum.

Reduced down to the gist, the EU tiered licensing limits riders under 21 to bikes with displacement and horsepower restrictions. Regulations still vary from country to country within the EU, but the long and short of it is an ultimate cap in displacement at 125cc. Thus making the new Yamaha YZF-R125 a key European model for 2008, where it will compete head-to-head with Honda's CBR125.

The introduction of the YZF-R125 is a sound strategic move by Yamaha on two levels. First, it delivers to European youth a legal ride that looks like the supersport and literbike racers they yearn for. Second, given that the riding demographic in Europe is aging, as it is in the U.S., it taps Yamaha into the valuable youth market. Who knows how many future R6 and R1 purchases will be made because maturing riders develop a lifelong Yamaha loyalty due to the trusty little 125 they began their two-wheeled career on. In this sense, the major manufacturers cannot afford to ignore the 125 market in Europe.

So, would Yamaha be able to sell enough 125s to justify an American introduction of the model? Well, Kawasaki seems to have done pretty well with its stalwart 250cc Ninja, which is sporting a long overdue redesign for 2008 to make it look more like its full-faired racer sibling. But we Americans, with our bigger is better attitude, often have a contemptuous opinion of the little things in life - or at least we pass them by for the biggest and fastest whenever possible. A nation of 50cc scooter commuters we are not.

So, will the American riding public ever embrace the small-displacement streetbike? The answer, most likely, is not until it has too. Thus far the U.S. has managed to avoid the stringent tiered licensing requirements that are in force throughout most of the world, including the EU. Given that many States have trouble passing mandatory helmet laws, tiered licensing seems a ways off.

Still, it doesn't seem too unrealistic that an enterprising politician could say, "Hey, my 16-year-old son just crashed riding home from the dealership on a bike that can go 187mph! What's up with that?"