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Suzuki RM - Z250

AMA-dominating Suzuki racing technology is everywhere you look on the 2012 RM-Z250: the 249cc engine springs to life with advanced Suzuki fuel injection. Combine that power with the twin-spar aluminum frame and class-leading Showa suspension components and you’ve got the perfect weapon for motocross racers worldwide. Just look at that slim, aggressive styling that makes the RM-Z250 the machine to watch wherever you race.

Key Features
The RM-Z250 meets stricter AMA noise limit (94db) while keeping smooth engine output.

New graphics complete the 2012 package. In addition, the number plates have a black background to conform to rules for competition numbers.
Engine Features
The RM-Z is powered by a compact and lightweight 249cc, fuel-injected, DOHC, titanium four-valve, semi-dry-sump, four-stroke engine. Its advanced, battery-less fuel-injection (FI) system, features a 44mm throttle body with progressive throttle linkage and a 16-bit computer.

The engine's aluminum cylinder is treated with Suzuki Composite Electrochemical Material (SCEM) coating. The cylinder is built for durability, is light weight and the coating allows for efficient heat transfer.

The FI system uses a unique capacitor-assisted starting system, and is powered by a durable, lightweight magneto-generator after starting.

A sturdy connecting rod and mirror finishing permits a stunning 13,500-rpm maximum engine speed.
Transmission Features
A 5-speed transmission provides extra flexibility, offering gear ratios suited for various terrains and conditions.
Chassis Features
Race-inspired brake disc rotors offer enhanced cooling performance and efficient mud slinging.

Smart chassis design details include footpeg brackets shaped to help prevent mud from clogging.

The RM-Z250 features a twin-spar aluminum frame and aluminum swingarm developed and refined for a highly optimized balance between rigidity and superb high-speed traction.

A gripper seat, with projected cross-shaped patterns on the top surface, provide additional grip.

High-quality Renthal handlebars featuring a tapered design are fixed to the rubber mounted triple clamp.

Radiator louvers (for the twin side-mounted aluminum-alloy radiators) are joined to the outer bodywork to add strength without adding weight.

Inverted twin chamber Showa 47mm forks and Showa piggyback shock designed with emphasis on smooth shock absorption and ample bottoming resistance. Tuned to offer superb handling for a wide range of riders, the suspension delivers excellent traction without sacrificing quick-turning ability.

2010 Yamaha V-Star 250

There are a whole bunch of reasons to check ou tthe 2010 Yamaha V-Star 250, but the most intrigung is it's authentic V-Twin engine, which means that you are getting full sized rumble and styling in an easy to ride, lightweight bike.

What to ride? Start here.

Plenty of torque, smooth roll-on power, light weight and a seat just 27 inches from the pavement make the Yamaha 2010 V-Star 250 super-nimble and maneuverable, and the perfect Star to get STARted on.

For years, the V-Star 250 has been touted as one of the finest entry bikes around.
And for good reason. With an authentic V-twin engine, the V-Star 250 will give you the grunt and growl that you don't often find in the lightweight class. It's also got a low 685mm (27") seat height for added confidence, perfect for novice riders. One ride and you'll see why so many entry riders have chosen this nimble, confidence-inspiring cruiser. Heavyweight styling. Lightweight packaging.

Key Features:

" Light weight and a seat just 27 inches from the pavement make the V Star 250 a great trainer as well as a great choice for riders who appreciate the fun that comes in small packages.

" Dual exhausts, plenty of quality chrome and typical Star attention to detail; this is one sharp little cruiser.

" Front disc brake provides highly controllable stopping power.

Engine:
" Air-cooled, 249cc, 60-degree V-twin engine with a long, 66mm stroke produces plenty of bottom-end torque and smooth roll-on power. The only V-twin engine in its class.
" Single 26mm Mikuni® downdraft carburetor ensures optimal fuel/air mixing and delivery with superb throttle response.
" Widely geared five-speed transmission makes the most of V Star 250's powerband.
" Easy, dependable electric starting.
" Beautiful dual chrome exhaust pipes let the engine breathe and put out that classic V-twin rumble.
" Automatic cam chain tensioner virtually eliminates maintenance and helps extend engine life.

Chassis/Suspension:
" 58.7-inch wheelbase creates a long, low package with great handling and maneuverability.
" 282mm single front disc brake and a rear drum brake provide plenty of stopping power.
" Plush and low-stepped saddle keeps the center of gravity low and lets almost everybody flatfoot the pavement.
" Telescopic front fork with 5.5 inches of travel provides a nice, smooth ride.
" Twin rear shocks feature 3.9 inches of travel and adjustable spring preload for versatility under various loads.

Engine
Type 249cc air-cooled, SOHC 60-degree V-twin, 2 valves/cylinder
Bore x Stroke 49 x 66mm
Compression Ratio 10.0:1
Fuel Delivery Mikuni® 26mm
Ignition TCI: Transistor Controlled Ignition
Transmission 5-speed; multiplate wet clutch
Final Drive Chain

Chassis
Frame Steel tube
Suspension/Front 33mm fork; 5.5-in travel
Suspension/Rear Dual shocks; adjustable preload,3.9-in travel
Brakes/Front Hydraulic disc, 282mm
Brakes/Rear 130mm drum
Tires/Front 3.00-18
Tires/Rear 130/90-15
Wheels Spoke

Dimensions
Length 86.2 in
Width 32.1 in
Height 44.9 in
Seat Height 27.0 in
Wheelbase 58.7 in
Fuel Capacity 2.5 gal
Fuel Economy** 78 mpg
Wet Weight 324 lb

2010 Kawasaki Vulcan 1700 Voyager

Flagship of the Vulcan® 1700 family, the Kawasaki Vulcan 1700 Voyager® and Voyager ABS come equipped with everything the serious touring rider needs to pile on the miles in comfort and style: a large frame-mounted fairing, amazing storage capacity, a sculpted touring seat, electronic cruise control, a premium sound system and a powerful long-stroke 1700cc, liquid-cooled, 52° V-Twin engine.

For 2010, the Vulcan Voyager ABS’s complement of cutting-edge electronics is headlined by a new, second-generation version of the Kawasaki Advanced Coactive Braking Technology (K-ACT) system. Available on the ABS-equipped Voyager, K-ACT uses advanced electronics to translate the rider’s braking inputs into both the front lever and rear pedal into smooth, balanced deceleration and maximum stopping performance. Basically, the front lever also activates the rear brake, and the rear pedal also engages the right front caliper: K-ACT sees to it that that happens seamlessly and efficiently, and the new, second-generation system uses the same smaller, lighter ABS unit and the faster, higher-spec brake ECU found on the Kawasaki
Concours™ 14 ABS motorcycle for even smoother, more precise operation. (Unlike the Concours 14 ABS, however, only a single K-ACT mode is available.) K-ACT’s coactive function does not engage when braking is initiated at speeds below 12 mph, and the ABS function is automatically disengaged at speeds below four mph.

Yet more unique technology is found in Kawasaki’s fully electronic throttle valve system. Working with the rest of the fuel injection system, the electronic throttle valve enhances the engine’s response without detracting from its distinctive V-twin feel. It also helps the ECU deliver ultra-precise metering of intake airflow and more-accurate idle speed control. The system utilizes an Accelerator Position Sensor (APS) and a Throttle Position Sensor (TPS). Both units feed data to the ECU, which adjusts the throttle plates to tailor intake airflow accordingly. The system offers natural throttle feel, because the APS is activated by a throttle body pulley that’s connected by cables to the throttle grip.

This is no V-twin from yesteryear. The Voyager’s 1700cc engine revs right up, thanks to overhead cams. And its fuel injection system, like those in use on Kawasaki’s Ninja® 650R and Vulcan 900 motorcycles, utilizes one sensor in place of the usual three for less complexity and weight. Besides the obvious FI advantages like improved fuel economy and automatic altitude adjustments, the system also permits easy hands-off warm-up and idle speed control.
The Voyager’s FI and exhaust are tuned to deliver peak torque and horsepower at higher rpm than the Classic models – ideal for an open road tourer. Additional touring functionality is provided by its clutch, which features six damping springs and a progressive three-stage engagement for easier shifting under hard acceleration.

The Voyager’s innovative technology is matched with essential touring features like cruise control and a six-speed transmission with overdrive fifth and sixth gears. The cruise control is conveniently operated from the right handlebar and can be activated between 30 and 85 mph in any of the top four gears. Conveniently, the cruise control can be disengaged by any of the following methods: brake lever, clutch lever, rear brake pedal, or manually rolling off the throttle.

Featuring overdrive ratios and a super strong carbon fiber drive belt, the Voyager’s drive train is ideally suited to its role as a relaxed mile-eater. Its tall “overdrive” fifth and sixth gears contribute to relaxed riding and better fuel economy at highway speeds, and its carbon fiber drive belt has a 40-percent higher tensile strength than the latest Kevlar units, allowing use of a 28mm design that keeps drive train width to a minimum.

The Voyager supplies superior protection from the wind and the elements thanks to a large frame-mounted windshield and front fairing, as well as leg shields—and for 2010, improved heat management better insulates the rider from engine heat. Mounting the fairing to the frame transfers any wind buffeting to the bike rather than the handlebars, reducing rider fatigue on long trips. Airflow to the lower extremities can be custom-tailored via adjustable air vents incorporated in the leg shields.

Voyager riders don’t need to leave anything behind, thanks to a pair of sealed and lockable, top-opening side cases which offer 10 gal (38L) of volume each, and a color-matched, 13.2 gal (50L) lockable tail trunk big enough to swallow two large full-face helmets. Besides this ample storage, the Voyager also has a pair of lockable glove boxes up front which provide a handy place for storing small items and accessories.

Comfortable seating for the rider and passenger is a must on a touring bike and the Voyager delivers again with deluxe touring seats that are sculpted to provide additional support for all-day touring. Contributing to long-distance passenger security and relaxation are a luxury backrest and floorboards for both the rider and passenger.

Built-in instruments and radio controls mounted on the Voyager’s classic automotive style dash board offer exceptional functionality and classic muscle car styling. The image is reinforced by the classic font used on the large round dials of the instrumentation and the radio that’s reminiscent of 8-track players from the 1960s.

A multi-function LCD display is mixed in with the retro analog dials in the center of the instrument console. It’s controlled by switches on the right handlebar and features a gear position indicator, clock, odometer, dual trip meters, remaining range and average fuel consumption.

The intercom headset-compatible, 40W, twin-speaker audio system features a three-band (FM/AM/WX) radio that is also compatible with iPods, an XM radio tuner, or a CB radio unit. The audio system (and iPod) can be operated by an integrated controller on the left handlebar. In addition to volume, the rider can also adjust the bass, treble and balance levels of the system.

The Voyager also features a water-cooled, rare-earth magnet alternator that produces an impressive 46.8 amps of electrical output; enough to power add-on navigation systems and other electrical accessories that enrich modern touring. The Voyager also features a convenient cigarette lighter-style power port on the dash and two power outlets under the seat – ideal for electrically heated clothing and additional accessories.

The designers were able to incorporate abundant technology into the Vulcan 1700 Voyager without compromising the presence and visual appeal expected of a Kawasaki flagship motorcycle. Like the dashboard, the Voyager’s bodywork continues the 60’s muscle car inspiration with its study of muscular curvature. The meticulous attention to detail and exquisite craftsmanship exercised on the bodywork and engine covers is revealed in contoured forms that look good from any angle and are as pleasing to the touch as they are to the eye.

Contributing to the light, easy handling of the chassis design, the Voyager’s suspension components are tuned to match its touring mission. Dual air-shocks offer 3.1 inches of rear suspension travel and feature unique settings for the Voyager. These air-adjustable shocks feature 4-way rebound damping adjustment, to help ensure predictable handling and a comfortable ride.
Offering a stylish alternative to run of the mill V-twin tourers, the Vulcan 1700 Voyager combines Kawasaki reliability with the performance, V-twin feel, comfort and amenities that long-distance touring riders demand.

Engine Four-stroke, liquid-cooled, SOHC, four valve per cylinder, 52° V-twin
Displacement 1,700cc / 103.7ci
Bore x stroke 102 x 104mm
Compression ratio 9.5:1
Maximum Torque 108 lb-ft @ 2,750 rpm
Cooling Liquid, plus cooling fins
Ignition TCBI with Digital Advance
Induction Digital fuel injection, dual 42mm throttle bodies
Transmission Six-speed with overdrive
Frame Steel, double-cradle with box-section single-tube backbone
Rake / trail 30° / 7.0 in.
Front Suspension / wheel travel 45mm hydraulic fork / 5.5 in.
Rear Suspension / wheel travel Swingarm with twin air-assisted shocks, with 4-way rebound damping / 3.1 in.
Tire, front 130/90x16
Tire, rear 170/70x16
Brakes, front / rear Dual 300 mm discs, dual four-piston calipers, K-ACT II (ABS model) / Single 300 mm disc, twin-piston caliper, K-ACT II (ABS model)
Overall length 100.8
Overall width 39.2
Overall height 61.0
Seat height 28.7
Curb weight 886 / 895 (ABS) lbs.**
Wheelbase 65.6
Fuel capacity 5.3 gal.

2010 Honda VT1300CT Interstate

When you're aboard one of the coolest rides around, sometimes you just don't want the ride to end. So for those who enjoy their long rides in high style, Honda introduces the new Interstate. Along with good looks and a big V-twin engine with Honda's Programmed Fuel Injection, the stylish leather-wrapped hard bags offer ample room for a long getaway, with a traditional windscreen and floorboards delivering all-day riding comfort for those extra-long hauls.

Is it too good to be true? A custom bike boasting bare-bones chopper styling à la Honda’s radical Fury equipped with all the necessities any long-distance touring enthusiast could ask for? Believe it, and while you’re at it say hello to the all-new Honda Interstate. You’ll no doubt note the family resemblance to its Sabre and Stateline siblings—blacked-out frame, beefy 1312cc liquid-cooled, 52º V-twin, raked-out front end, deep-dish fenders—as well as a few unique features all its own, like floorboards, leather-covered hard saddlebags and a weather-cheating windscreen.
With its head-turning styling and brawny 1312cc V-twin powerplant, one might think that a single Stateline model was plenty to go around. But guess what? The good news is that you have two versions of Statelines to choose from: our standard (and we hesitate to call anything about this machine “standard”) model and an anti-lock brake-equipped Stateline ABS.

Nothing Rides Like a V-twin.

The heart of any motorcycle is its engine. And the new Interstate has a beauty. Naturally it’s a strong V-twin. We gave it a single-pin crankshaft so it feels like a twin should. New fuel injection ensures crisp throttle response and no-hassle starts even on cold mornings. And a newly designed exhaust system brings it all to a crescendo with a V-twin sound and power-pulse sensations unlike any other.

The 2010 Interstate. Isn’t it time you had a long-distance love affair?

52º of Separation.
A powerful 1312cc, 52º V-twin engine with a single-pin crankshaft beats at the heart of the new Interstate, pumping out heaps of torque and fistfuls of on-highway passing power.

Cross-town Cool. Cross-country Capable.
With its retro chopper looks, Pro-Street brawn and touring comforts, the Interstate is proof that radical custom styling and long-range practicality can live in perfect harmony.

Available Spring 2010

Features/Benefits

- Stylish custom windscreen for rider and passenger touring comfort.

- Exclusive new leather-wrapped hard saddlebags are seamlessly integrated into the stylish progressive design. Unique new hidden latch system accentuates the uncluttered look.

- Floorboards enhance the retro look while providing all-day touring comfort.

- New progressive/retro styling with a raked-out front end and stylized curved frame downtube creates a unique custom look.

- New wide retro-styled pullback handlebar offers all-day comfort.

- Fuel tank capacity of 4.4 gallons gives plenty of riding range.

- 1312cc liquid-cooled 52-degree V-twin with Programmed Fuel Injection (PGM-FI) delivers strong low-end and mid-range torque, with ample power for passing and relaxed cruising. Unique dual exhaust offers throaty exhaust note.

Honda Genuine Accessories

- Boulevard Screen (tinted), Backrest and Pad (low/tall-narrow), Backrest and Rear Carrier Mounting Brackets, Leather Saddlebag (24L-plain/studded), Synthetic Saddlebag (18L-plain/studded), Saddlebag Bracket, Tank Belt (plain/studded), Rear Carrier, Custom Grips, Passenger Floorboard, Oil Dipstick, Engine Guard, Custom Footpeg, Lower Cowl Spoiler, Chrome Sidecover, Driving Light (PIAA Type), Throttle Cable (braided), Clutch Cable (braided), Front Brake Hose (braided), Rear Brake Hose (braided), Audio Attachment Kit.

Engine

Model: VT1300CT
Engine Type: 1312cc liquid-cooled 52° V-twin
Bore and Stroke: 89.5mm x 104.3mm
Compression ratio: 9.2:1
Valve Train: SOHC; three valves per cylinder
Induction: PGM-FI with automatic enrichment circuit, one 38mm throttle body
Ignition: Digital with 3-D mapping, two spark plugs per cylinder
Transmission: Five-speed
Final Drive: Shaft

Suspension
Front: 41mm fork; 4.0 inches travel
Rear: Single shock with; 3.9 inches travel

Brakes
Front: Single 336mm disc with twin-piston caliper
Rear: 296mm disc with single-piston caliper

Tires
Front: 140/80-17
Rear: 170/80-15

Wheelbase: 70.1 inches
Rake (Caster Angle): 33°
Trail: 118mm (4.6 inches)
Seat Height: 26.7 inches
Fuel Capacity: 4.4 gallons
Colors: Black, Pearl Blue
Curb Weight*: 679 pounds
*Includes all standard equipment, required fluids and full tank of fuel--ready to ride.
Meets current EPA standards.
California version meets current CARB standards and may differ slightly due to emissions equipment.
All figures are preliminary and subject to change.

2010 BMW R1200GS

What a motorcycle. For some people it’s a universal tool which practically never fails them - whether on a local run, the daily journey to work or weekend trips with or without gravel passages. For others it’s a way of life - just the right machine for every tour, whether a one-week trip for two into local motorcycling territory or fulfilling the dream of a lifetime thousands of miles away from home. The “GS” is not just able to handle everything, it is actually built to do so. And in this synthesis of easy handling, supreme touring suitability, off-road potential and comfort for rider and pillion passenger, there’s simply no other motorcycle which does it better. That’s not just what we think: it’s the result of independent tests worldwide.

Yet the current version goes one step further still - with a level of 2-cylinder power which is unsurpassed, and not just within its own segment. The reason is the new DOHC engine*, which first displayed its impressive performance in the legendary HP2 Sport. For the R 1200 GS, torque was given higher priority than output in line with practical considerations. And you can feel it. 120 Nm at the peak at 6000 rpm is one thing, but the consistently higher level of torque in the relevant range up to 5000 rpm can be fully experienced. The output has been increased to 81 kW (110 bhp) at 7750 rpm. The supreme riding pleasure is underscored by a powerful sound from the new exhaust system with exhaust flap which will everyone will love. Together with the new paint finishes, a wide range of special equipment features such as the unique off-road ESA and ASC and extensive motorcycle fittings, there is virtually no situation in which the R 1200 GS doesn’t fit perfectly. And that applies to all riders - so take a test ride now!?
* DOHC = Double Overhead Camshaft, two overhead camshafts per cylinder

The new BMW R1200GS is one of a kind. An unstoppable machine that offers unlimited freedom to the rider. It is equally serene on tarmac and rough terrain alike - so now the only restriction on your touring is how homesick you get. It features an upgraded drive train, an even more expressive design, and, for the first time, the Enduro ESA suspension option. The BMW R1200GS - because even the most free of spirits need something to rely on.

The 2010 model year R 1200 GS features a new updated boxer engine which gives you more torque at lower revs, improved responses and better acceleration across the rev range. The two-cylinder DOHC (Double overhead camshaft) engine delivers 120 Nm at 6000 rpm, and output has been increased to 110hp at 7750 rpm.

Engine
Type Air/oil-cooled flat twin ('Boxer') 4-stroke engine, two camshafts and four radially aligned valves per cylinder, central balancer shaft
Bore x stroke 101 mm x 73 mm
Capacity 1,170 cc
Rated output 81 kW (110 hp) at 7,750 rpm
Max. torque 120 Nm at 6,000 rpm
Compression ratio 12.0 : 1
Mixture control / engine management Electronic intake pipe injection / BMS-K+ digital engine management with overrun fuel cut-off, twin spark ignition
Emission control Closed-loop 3-way catalytic converter, emission standard EU-3
Performance / fuel consumption
Maximum speed over 200 km/h
Fuel consumption per 100 km at constant 90 km/h 4.3 l
Fuel consumption per 100 km at constant 120 km/h 5.5 l
Fuel type Unleaded super and premium, octane number 95-98 (RON) (knock sensor; rated output at 98 RON); optional extra 91 (RON) available
Electrical system
Alternator three-phase alternator 720 W
Battery 12 V / 14 Ah, maintenance-free
Power transmission
Clutch Single dry plate clutch, hydraulically operated
Gearbox Constant mesh 6-speed gearbox with helical gear teeth
Drive Shaft drive

Chassis / brakes
Frame Two-section frame consisting of front and rear sections, load- bearing engine-gearbox unit
Front wheel location / suspension BMW Motorrad Telelever; stanchion diameter 41 mm, central spring strut, spring preload with 5-position mechanical adjustment
Rear wheel location / suspension Cast aluminium single-sided swing arm with BMW Motorrad Paralever; WAD strut (travel-related damping), spring pre-load hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable
Suspension travel front / rear 190 mm / 200 mm
Wheelbase 1,507 mm
Castor 101 mm
Steering head angle 64.3°
Wheels Cast aluminium wheels
Rim, front 2.50 x 19"
Rim, rear 4.00 x 17"
Tyres, front 110/80 R 19
Tyres, rear 150/70 R 17
Brake, front Dual disc brake, floating brake discs, diameter 305 mm, 4-piston fixed calipers
Brake, rear Single disc brake, diameter 265 mm, double-piston floating caliper
ABS Optional extra: BMW Motorrad Integral ABS (part-integral), can be switched off

Dimensions / weights
Length 2,210 mm
Width (incl. mirrors) 915 mm
Height (excl. mirrors) 1,450 mm
Seat height, unladen weight 850 / 870 mm (low seat 820 mm, lowered suspension 790 mm)
Inner leg curve, unladen weight 1,890 / 1,940 mm (low seat 1,820 mm, lowered suspension 1,760 mm)
Unladen weight, road ready, fully fuelled 1) 229 kg
Dry weight 2) 203 kg
Permitted total weight 440 kg
Payload (with standard equipment) 211 kg
Usable tank volume 20 l
Reserve approx 4.0 l
Technical data relate to the unladen weight (DIN)

Suzuki RM 85 L

Both the RM85L and RM85 are loaded with technology derived from Suzuki's championship-winning motocross bikes. Both bikes offer incredible performance with the RM85L featuring larger wheels and an extended swingarm and wheelbase specially designed to suit larger riders. With smooth power delivery and loads of mid-range and lightweight handling, these are the perfect bikes for anyone learning to race—and to win!

Engine Features
High-revving 84.7cc, liquid-cooled, case-reed engine produces strong peak power and torque - includes aluminum exhaust valves for more stable exhaust flow and RM125-style exhaust valve governor and linkage for precise valve movement and strong throttle response

Keihin™ PE28 carburetor provides smooth throttle response and is designed for simplified maintenance

Knurl-finished gear shift lever tip for improved appearance and feel

Large-capacity radiator for efficient engine cooling

Magneto cover with styling similar to RM250

SCEM-plated cylinder - lighter than a steel-sleeved cylinder with superior heat transfer capability
Transmission Features
Easy to use clutch lever with long lever stroke for precise clutch operation and feel

Smooth shifting 6-speed transmission - shift drum detent plate and detent spring designed for positive shift feel, plus needle bearing mounted on the left side of the shift drum to reduce friction
Chassis Features
Showa rear shock absorber with large diameter shock body and valving designed to produce a plush feel and increase bottoming resistance

Aluminum swingarm with chain adjustment system similar to RM250

Brake and shift pedals designed with thick cross-section for durability

Chrome-moly footpegs for increased durability and improved rider feel

Frame designed for increased rigidity, durability and straight line performance; features large diameter tubing in key areas and large front reinforcement plate

Fuel tank, radiator shroud, seat and number plates with design and graphics similar to RM125/250

Lightweight rear brake system with large 200mm diameter rear brake rotor for positive brake feel

Showa 37mm inverted fork featuring cartridge damping system with fully-adjustable rebound damping and 20-way adjustable compression damping - Includes fork guards to protect inner fork tubes

Twin piston front brake caliper and large 220mm diameter front brake rotor, plus large capacity front master cylinder

Wheel sizes of F: 70/100-19, R: 90/100-16 to fit a variety of young riders-

2010 Yamaha Roadliner S

The 2010 Yamaha "Roadliner S"... a machine designed to stir the senses. From the "Neo Streamline" styling, to the emotional pulse feeling of the massive V-Twin engine, the 2010 Roadliner is designed to be a harmonious blend of power and beauty.

There really is no replacement for cubic inches.

And it's hard to argue with 113 of them. Our biggest V-Twin is also our boldest, with a highly advanced fuel-injected engine producing peak torque at only 2500 rpm. And an aluminum frame for the kind of solid, precise handling nothing else in its class can touch.

The Roadliner S offers an incredible level of performance, excitement and pride of ownership.
A culmination of all the knowledge we have gained since the introduction of the Star series. The stunningly beautiful Roadliner S is more than just a pretty face, it is an incredible cruising experience. Discover for yourself how the 1854cc V-Twin power, fuel injection, aluminum frame and swingarm, are all skillfully crafted to provide an incredible feeling of sensual performance and excitement.

Key Features:

" The Roadliner S gets chrome switchgear, front brake and clutch master cylinders and levers, belt guard, fork and fork covers, handlebar clamps, shifter, front pulley cover, various engine covers, rear fender stay and polished wheels.

" The flagship of the Star line, and Cycle World magazine's Best Cruiser for 2006 (CW's 10 Best, July `06) is designed to show and go like no other cruiser before it, with big power and great handling.

" Powerful and beautiful 113-cubic-inch (1854cc) air-cooled, pushrod V-twin produces great thrust at any speed.

" Twin-bore downdraft electronic fuel injection ensures optimum engine ef?ciency and throttle response in the widest possible range of conditions.

" Neo-streamline design, gives the Roadliner S a completely distinctive look.

" Long and low aluminum frame provides great looks and light handling unlike any other full-size cruiser, thanks to a low center of gravity feel and a near 50/50 weight distribution on the front and rear wheels.

" A sculpted seat makes the Roadliner S an excellent place to sit on long rides.

" The Roadliner S achieves fuel economy up to an estimated 42 mpg** with a fuel tank that holds 4.5 gallons of gas.

Engine:
" 113-cubic-inch (1854cc) air-cooled pushrod 48-degree V-twin has massive looks and performance.
" Four pushrod-activated valves and two spark plugs per cylinder provide optimum combustion efficiency along with classically beautiful engine architecture.
" Plated cylinders and forged pistons cooled by oil jets provide outstanding reliability and long life. Twin counterbalancers keep things smooth but rumbly.
" 9.48:1 compression ratio and aggressive cam timing increase power output across the board.
" Computer-controlled, twin-bore, fuel-injection monitors multiple engine parameters to calculate perfect mixture under all conditions; a wide-angle 12-hole fuel injectors provide excellent atomization.
" Exhaust Ultimate Power valve (EXUP) inside the two-into-one exhaust system boosts torque in the 2500-3000 rpm range.
" Special custom machining of the cooling fin edges gives a jewel-like appearance to the engine as light hits it from different angles.
" 3300 rpm at 75 mph gives some idea of the Roadliner's power and cruisability. Maximum torque is reached at only 2500 rpm.

Chassis/Suspension:
" Aluminum frame is light, rigid, and requires few welds. A light, Controlled-Fill swingarm casting complements the bike's streamline style.
" With 49.6 percent of its weight carried on the front wheel, the Roadliner S has the weight distribution of a sportbike instead of the typical cruiser, and that means great handling.
" 46mm fork tubes wearing slant-cut stainless covers serve up an excellent ride and a sweet appearance.
" A tucked-out-of-sight single shock with adjustable spring preload out back provides a smooth ride under varying loads.
" A thick, richly chromed 1.25-inch handlebar in polished clamps carries the Roadliner's switchgear wiring on the inside.
" Flangeless, teardrop fuel tank carries a full 4.5 gallons of fuel.
" 12-spoke wheels evoke a thick spoke look, but carry modern tubeless radial tires; a 130/70-18 front and a fat 190/60-17 rear.
" Front brake master cylinder with integrated lever operates a pair of 298mm front discs squeezed by strong monoblock calipers for excellent power and feel.
" Strong and light belt final drive routes power smoothly and efficiently to the rear wheel.
" Floating floorboards and an adjustable heel/toe shifter help provide a comfortable, low-effort ride.

Engine
Type 113-cubic-inch (1854cc) air-cooled 48° V-twin; pushrod OHV, 4 valves/cylinder
Bore x Stroke 100mm x 118mm
Compression Ratio 9.48:1
Fuel Delivery Twin-Bore electronic fuel injection;throttle position sensor
Ignition TCI: Transistor Controlled Ignition
Transmission 5-speed; multiplate wet clutch
Final Drive Belt

Chassis
Frame Aluminum monoshock
Suspension/Front 46mm telescopic fork; adjustable preload, 5.1-in travel
Suspension/Rear Single shock; 4.3-in travel
Brakes/Front Dual hydraulic disc, 298mm
Brakes/Rear Hydraulic disc, 320mm
Tires/Front 130/70-18
Tires/Rear 190/60-17
Wheels 12-spoke cast

Dimensions
Length 101.6 in
Width 43.3 in
Height 43.3 in
Seat Height 27.8 in
Wheelbase 67.5 in
Ground Clearance 6.1 in
Fuel Capacity 4.5 gal
Fuel Economy** 42 mpg
Wet Weight 749 lb

2010 Kawasaki Z1000

With this latest in a long line of naked Kawasaki streetbikes, we threw out the old rules and started with a clean sheet, drawing upon more than 35 years of experience in giving the people what they want. If the new Z1000 knocks your eyeballs out, that’s exactly what we had in mind. Even more important, though, is the feeling this one provides every time you twist the throttle.

A sharp new front cowl sloped back at an acute angle highlights the Z1000’s new nose, followed by a tilting instrument panel, visible through an orange lens, that can be angled to suit rider preference. Just below that a long, narrow headlight represents Kawasaki’s first use of a line-beam unit. Following the lines rearward, the eyes will next encounter a dynamically designed steel gas tank, flared on the sides to let you grab it with your knees, and trim at the rear for a snug fit. The seat’s low and narrow at the front to make ground contact easy, and it flows beautifully rearward to end in a futuristically retro LED taillight behind a red lens.

Previous Z1000s used a steel frame, but this one gets its own all-new aluminum one. Similar in concept to the frame of the Ninja® ZX™-10R sportbike, the frame beams curve over the engine, resulting in a narrow bike that’s easy to grip with the knees. The engine bolts in solidly, stressed-member style, at three places, and in a rubber mount at the upper rear of the crankcase for great torsional rigidity and solid handling. Wherever possible, welds were eliminated for a smooth, organic appearance. The main frame and swingarm pivot areas, for example, are cast as a single unit. The rear subframe is a three-piece aluminum die-casting, light, smooth and beautiful.

At the heart of every naked bike is its engine. We didn’t just bolt it into that frame for solid handling, we did it so you won’t forget what you’re riding: You’ll definitely feel those 1,043 cubic centimeters of fuel-injected Kawasaki four-cylinder every time you twist the throttle. A secondary balance shaft eliminates excess vibes, but on this bike, a little bit of character is designed in. In the same spirit, the bike’s cool air system uses ducts just ahead of the fuel tank to usher air into the airbox, a placement that lets the rider savor the bold sound of screaming air being sucked into the engine’s downdraft intakes.

The Z1000’s four-cylinder uses a longish stroke—56mm—to make the most impact in the rpm range most used by naked bike riders. Long-stroke engines keep intake air velocity up for maximum midrange power whatever the displacement. From nearly any rpm, rolling the Z1000’s throttle open provides the kind of instant gratification most sportbikes just can’t quite muster. Having said that, this engine also spins up noticeably faster from about 7000 rpm upwards, with a silky smooth, highly intoxicating response.

What more do you need? Not much. How about new five-spoke wheels, with spokes machined near the rims for a custom-wheel look. We carried forward the quad-pipe theme from the last Z1000 (and the first Z1), but an under-engine pre chamber let the engineers use shorter mufflers for great looks, better mass centralization and light, quick handling. A solid-mount handlebar and aluminum footpegs lifted from the Ninja ZX-10R complete with machined edges contribute to the Z1000’s direct feel.

Nobody scrimped on the suspension and running gear, either: A radial-pump master cylinder provides the latest in braking feel and feedback. Adding compression damping adjustability to the 41mm inverted fork gives it all-way tunability, and a completely new, horizontal placement of the rear shock provides typically UNI-TRAK®-like performance.

The next time somebody complains to you that modern motorcycles have no soul, take them for a ride on a new Z1000. Everything about it is up-to-the-minute modern. But you can feel its roots every time you hit the starter. This one’s classic Kawasaki all the way.

Development of the new 2010 Z1000 started from scratch, with the specific goals of creating a distinctive visual impact and superior on-road performance. The end result is essentially a custom-made super streetfighter.

A unique blend of Japanese art and technology, the 2010 Z1000’s styling takes a dramatic leap forward with the distinct look of an apex predator. Hunched-down and ready to pounce, its visual impact is much stronger than that of a naked sportbike, or a derivative copy of some Euro trend.

The Z1000 clearly surpasses the dynamic performance of its predecessors, thanks to a new quick-revving 1,043cc inline-four cylinder engine, and an all-new quick-steering aluminium chassis connected to an all-new horizontal rear suspension design. Though it offers true sportbike handling; the Z1000’s comfortable, upright riding position mean it remains a practical transportation tool, even as the dramatic howl from its new cold-air intake raises hairs on the back of its rider’s neck.

All-new Engine
- Liquid-cooled, DOHC, 16-valve 1,043cc inline-four offers greater torque and a stronger top-end rush than previous Z1000 models
- Bore and stroke of 77.0 x 56.0 mm were chosen to achieve the desired engine character -strong in the everyday rpm range most used by naked super bikes
- 38mm downdraft throttle bodies allow intake air to travel to the engine in the shortest possible distance
- Oval sub-throttles help keep the engine slim - a good thing since the throttle bodies are positioned between the rider's knees
- Soft rev limiter provides good overrev; power doesn't drop off suddenly at high rpm
- Crankshaft and transmission shafts are arranged in a straight line instead of a triangular layout, to maintain the design from the previous Z1000 - a design that offers the best look for a naked model
- The crankshaft was lowered to allow for a longer stroke without adding engine height
- A secondary balancer, driven off a gear on the sixth web of the crankshaft, eliminates excess vibration

Cool Air System
- The intake system routes cool air to the airbox from ducts above the radiator shrouds, minimizing performance loss due to heated intake air
- Positioning the ducts close to the rider allows the intake sound to be enjoyed by the rider
- A resonator inside the airbox reduces noise at low rpm, and enhances intake sound at high rpm

Exhaust System
- The exhaust system features a 4-into-2-pre-chamber-into-2 layout. Silencer end-caps maintain the quad-style image
- Main and pre-catalyzers ensure emissions are clean
- Thanks to the under-engine pre-chamber, silencer volume could be reduced. The silencers are also lighter. Overall exhaust system weight is about the same, but the new system offers much better mass centralization and contributes to a lower center of gravity

Fuel Pump
- Slim-type fuel pump features an integral fuel gauge
- With revised fuel tank design and the slim-type fuel pump, dead volume inside the tank is minimized; fuel capacity is 4.1 gallons


All-New Aluminum Backbone Frame
- An aluminum backbone frame designed specifically for the Z1000, and similar in concept to the frame of the Ninja ZX-10R, allows a narrow construction that is easy to grip with the knees
- Lightweight and highly rigid, the frame uses the engine as a stressed member, for a firm, planted feeling and enhanced stability
- Frame is tuned to transmit the ideal level of engine feedback directly to the rider
- The frame's five-piece construction consists of steering stem, left and right main frames, and two cross pieces. The two main frame components have open C-shaped cross sections
- As much as possible, welds were eliminated for simplicity and appearance. The frame beams and swingarm brackets are now single die-cast pieces
- The new frame uses four engine mounts; three mounts are rigid, the upper rear crankcase mount is rubber
- The rear sub-frame is a three-piece aluminum die-casting construction, light, strong and good for mass centralization
- The sub-frame is an example of form and function combined, negating the need for side covers and allowing underseat narrowness for a shorter reach to the ground

All-New Horizontal Rear Monoshock
- New rear suspension positions the shock unit and linkage above the swingarm where it's less exposed to exhaust heat and contributes to mass centralization
- Visible from the outside, the horizontal monoshock contributes to the aggressive appearance of the new Z1000
- Linkage characteristics are the same as those of a standard UNI-TRAK rear suspension: Wheel movement versus shock stroke is the same ratio
- The shock features rebound damping and spring preload adjustability

Fully Adjustable Front Fork
- The Z1000's 41mm inverted fork is adjustable for compression damping, rebound damping and spring preload - and it's protected from harm by a cool-looking shroud
- Settings are designed for both sporty back road performance and excellent comfort on the street

Handlebar, Grips and Footpegs
- The tubular handlebar is rigid-mounted, contributing to sharp, direct handling
- A wide, flat bend handlebar offers a design similar to those on off-road bikes, for excellent control
- Tapered-type grips, like those used on supersport models, offer more direct feel
- Ninja ZX-10R-style footpegs with knurling offer good grip, direct feel and control and no-nonsense looks
- The passenger footpeg brackets incorporate convenient luggage hooks

Brakes
- The Z1000's 300mm front petal brake discs are gripped by opposed four-piston radial-mount calipers. (Caliper piston size is 4x30 mm)
- A radial-pump front brake master cylinder contributes to the superb control and feel offered by the new calipers
- The rear brake is a single piston, pin-slide caliper gripping a 250mm petal disc. The caliper is mounted below the swingarm, and located by a torque rod

Instrumentation
- A distinctive tilting instrument panel with multifunction LCD display behind an orange lens covers all systems

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 1043cc
Bore x Stroke: 77.0 x 56.0mm
Compression Ratio: 11.8:1
Fuel Injection: DFI® with four 38mm Keihin throttle bodies, oval sub-throttles
Ignition: TCBI with digital advance
Transmission: Six-speed
Final Drive: X-ring chain
Rake / Trail: 24.5 degrees / 4.1 in.
Frame Type: Aluminum Backbone
Front Tire: 120/70 ZR17
Rear Tire: 190/50 ZR17
Wheelbase: 56.7 in.
Front Suspension / Wheel Travel: 41 mm inverted cartridge fork with stepless compression and rebound damping, adjustable spring preload / 4.7 in.
Rear Suspension / Wheel Travel: Horizontal monoshock with stepless rebound damping, adjustable spring preload / 5.4 in.
Front Brakes: Dual 300mm petal-type rotors with radial-mount four-piston calipers
Rear Brake: Single 250mm petal-type rotor with single-piston caliper
Overall Length: 82.5 in.
Overall Width: 31.7 in.
Overall Height: 42.1 in.
Seat Height: 32.1 in.
Fuel Capacity: 4.1 gal
Color Choices: Pearl Stardust White, Metallic Spark Black
Warranty: 12 Months
Good Times™ Protection Plan 12, 24, 36 or 48 months

2010 BMW R1200GS Adventure

Wherever you are, get ready for it: whether taking a quick trip to the nearest mountains or setting off for a different continent to discover faraway new cultures. Range is not a problem with a tank capacity of 33 litres. Robustness? The G 1200 GS Adventure looks as if it had invented the term - and it certainly has defined it in the motorcycle world. This is partly due to the range of features which have become almost as legendary as the bike itself. On this machine you can take potholes with 20 mm more clearance than on the R 1200 GS. Perfect ergonomics, optimum gearing for every terrain. And a chassis which - whether fully loaded or not - will allow you to thrill your pillion passenger as well as surprise anyone ahead of you. Stone chip? Falls? Protectors! Ride on! The special equipment features off-road ESA and ASC continue to be unsurpassed. Unstoppable is their motto.

The bike’s unstoppable character is further enhanced with the new DOHC engine*, which first displayed its impressive performance in the legendary HP2 Sport. For the R 1200 GS Adventure, torque was given higher priority than output in line with practical considerations. And you can feel it. 120 Nm at the peak at 6000 rpm is one thing, but the consistently higher level of torque in the relevant range up to 5000 rpm can be fully experienced. The output has been increased to 81 kW (110 bhp) at 7750 rpm). The supreme riding pleasure is underscored by a powerful sound from the new exhaust system with exhaust flap which will everyone will love – so take a test ride now!
* DOHC = Double Overhead Camshaft, two overhead camshafts per cylinder

You are travelling on your motorcycle, often thousands of kilometres from home. Getting to know distant countries, continents and cultures. Whether asphalt, gravel or bumps - it is immaterial to you because your motorcycle takes you everywhere with complete comfort and reliability. Heat, cold, drought, wind and rain - it all quickens your heartbeat, because it lets you know you are on the road. If you see yourself in all this, this motorcycle is the right companion for you. Because the BMW R1200GS Adventure defines the standards for the ultimate indestructible adventure motorcycle. It is a perfect synthesis of agility, touring suitability and off-road capability - as standard!

Some journeys you can tell are going to be tough just by looking at the map. B­ut the reality is always going to be tougher. And that's where the new BMW R 1200 GS Adventure comes into its own. However far you have to go, whatever the terrain, this is a motorcycle that will never let you down.

With superb suspension, brakes you can rely on, supreme rideability and an ­engine that now delivers more torque, power and responsiveness, the new R 1200 GS Adventure was made to explore new horizons.

The 2010 model year R 1200 GS features a new updated boxer engine which gives you more torque at lower revs, improved responses and better acceleration across the rev range. The two-cylinder DOHC (Double overhead camshaft) engine delivers 120 Nm at 6000 rpm, and output has been increased to 110hp at 7750 rpm.

The main features of the new BMW R 1200 GS and the new BMW R 1200 GS Adventure at a glance:

· New, even more dynamic drivetrain now with two overhead camshafts per cylinder and valves in radial arrangement.

· Increase in engine output by 5 per cent to 81 kW (110 hp) at 7,750 rpm and maximum torque to 120 Nm (88 lb-ft) at 6,000 rpm.

· Increase in maximum engine speed from 8,000 to 8,500 rpm with an even wider range of useful engine speed.

· Significantly better acceleration, torque and pulling power.

· Electronically controlled exhaust flap for even more muscular sound.

· Colour variants of the R 1200 GS: Alpine White non-metallic, Magma Red non-metallic, Ostra Grey matt metallic, Sapphire Black metallic.

· Colour variants of the R 1200 GS Adventure: Smoke Grey matt metallic, Brilliant Yellow metallic.

· Optional extras and accessories tailored to each model with BMW’s usual high level of quality.

· New additional headlight in LED technology for the R 1200 GS (accessory).

Engine
Type Air/oil-cooled flat twin ('Boxer') 4-stroke engine, two camshafts and four radially aligned valves per cylinder, central balancer shaft
Bore x stroke 101 mm x 73 mm
Capacity 1,170 cc
Rated output 81 kW (110 hp) at 7,750 rpm
Max. torque 120 Nm at 6,000 rpm
Compression ratio 12.0 : 1
Mixture control / engine management Electronic intake pipe injection / BMS-K+ digital engine management with overrun fuel cut-off, twin spark ignition
Emission control Closed-loop 3-way catalytic converter, emission standard EU-3
Performance / fuel consumption
Maximum speed over 200 km/h
Fuel consumption per 100 km at constant 90 km/h 4.6 l
Fuel consumption per 100 km at constant 120 km/h 6.1 l
Fuel type Unleaded super and premium, octane number 95-98 (RON)
(knock sensor; rated output at 98 RON); optional extra 91 (RON) available
Electrical system
Alternator three-phase alternator 720 W
Battery 12 V / 14 Ah, maintenance-free
Power transmission
Clutch Single dry plate clutch, hydraulically operated
Gearbox Constant mesh 6-speed gearbox with helical gear teeth
Drive Shaft drive

Chassis / brakes
Frame Two-section frame consisting of front and rear sections, load- bearing engine-gearbox unit
Front wheel location / suspension BMW Motorrad Telelever; stanchion diameter 41 mm, central spring strut, spring pre-load with 5-position mechanical adjustment
Rear wheel location / suspension Cast aluminium single-sided swing arm with BMW Motorrad Paralever; WAD strut (travel-related damping), spring pre-load hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable
Suspension travel front / rear 210 mm / 220 mm
Wheelbase 1,510 mm
Castor 89 mm
Steering head angle 65.2°
Wheels Cross-spoke wheels
Rim, front 2.50 x 19"
Rim, rear 4.00 x 17"
Tyres, front 110/80 R 19
Tyres, rear 150/70 R 17
Brake, front Dual disc brake, floating brake discs, diameter 305 mm, 4-piston fixed calipers
Brake, rear Single disc brake, diameter 265 mm, double-piston floating caliper
ABS Optional extra: BMW Motorrad Integral ABS (part-integral), can be switched off

Dimensions / weights
Length 2,240 mm
Width (incl. mirrors) 990 mm
Height (excl. mirrors) 1,525 mm
Seat height, unladen weight 890 / 910 mm
Inner leg curve, unladen weight 1,960 / 2,000 mm
Unladen weight, road ready, fully fuelled 1) 256 kg
Dry weight 2) 223 kg
Permitted total weight 475 kg
Payload (with standard equipment) 219 kg
Usable tank volume 33 l
Reserve approx. 4.0 l
Technical data relate to the unladen weight (DIN)

2010 Kawasaki Versys

Now and then, a clean-sheet idea that just plain works appears from out of nowhere, and everybody wonders why nobody thought of it before… That's the Kawasaki Versys®. Following its debut just a couple of years ago, the world's motorcycle press unanimously embraced the Versys' unique combination of utility, versatility, affordability and just plain fun - and they haven't stopped singing its praises. Motorcyclist magazine named it "Motorcycle of the Year," and the Versys made top 10 lists around the world. Luckily, the brains at Kawasaki who dreamed up the Versys are not afraid to mess with success, so for 2010, there's even more to love.

Fresh new bodywork showcases the Versys' athletic-looking steel trellis frame, gull-wing swingarm and compact engine, with a newly sculpted shape that shows off the bike's dynamic flexibility and strength. A new stacked dual-beam headlight leads the way, with a bigger, three-way adjustable windscreen atop it that gives more options to more riders. Out back there's a bright new Z1000-type LED tail light, and between the head and tail lights all sorts of pieces have been restyled to reflect the Versys' quality, including the radiator shrouds, mirrors, turn signals, engine covers and rear fender.
Functionally, the Versys was tough to improve upon, but adding rubber bushings to the rear engine mounts, and topping the footpegs with hollow rubber inserts to better isolate the rider's feet from engine vibration, resulted in a smoother, more relaxed ride.

The Versys' compact liquid-cooled fuel-injected 649cc parallel-twin engine was the perfect powerplant for this light and nimble do-anything bike right from the start: Lively enough for advanced riders and predictable enough to inspire confidence in rank novices, the torquey twin delivers a deep ribbon of torque in the lower and middle parts of its rev range, making the Versys a perfect commuter and relaxed traveling companion. Its surprising genius becomes readily apparent once the roads turn twisty, because despite its comfort and civility, the fun-to-ride Versys also offers genuine sportbike handling. And excellent fuel economy combined with a big, 5-gallon fuel tank lets you go a long way between gas pumps.

Long-travel high-tech suspension is critical to the Versys' multi-role mission. A Showa rear shock with two-stage damping firms up progressively as the wheel moves through its stroke, providing an initially plush ride that firms to near-sportbike levels as suspension loads escalate. The bike's short, compact engine makes it possible to use a longer-than-average gull-wing swingarm for reduction of throttle-induced suspension movement and excellent handling. A dual-sport inspired, adjustable 41mm tapered-tube inverted fork up front soaks up bumps big and small, and like the rear end, firms up nicely as the pace increases.

Absolutely key to the Versys' success, a comfortable, carefully designed cockpit provides a mostly upright, natural seating position and features stepped seat constructed to provide optimum comfort for both rider and passenger. And the bigger new windscreen and upgraded passenger seating carry the comfort theme forward on the latest Versys. An easy-to-read and informative instrument panel allows riders to quickly scan the gauges and keep their eyes on the road. Possibly the most versatile motorcycle out there, Versys excels at almost any task it's given, from gridlock traffic jams, to canyon carving, to long-distance touring.

The Versys is one of those machines that exceeds the sum of its parts. Its name, derived from “vertex” (Latin for pinnacle, summit, top) and “system,” hints at its goal of offering a truly superior platform that maximizes fun in any number of street riding situations. One ride is all it takes to confirm that the Versys delivers on its any-street promise.

Features and Benefits:

New for 2010:
- A new fairing, stacked dual headlight, new front fender and mirrors, and a Z1000-style LED tail light, give the Versys a bold new high-tech look
- A larger windscreen provides a larger still-air pocket for increased comfort; three-position adjustability makes it adaptable to fit a variety of riders and climates
- Revised passenger grab rails, new seat cover material, and a little fine-tuning of the passenger seating position make the Versys even more fun for passengers
- Rubber bushings at the rear engine mounts and hollow rubber-covered footpegs result in reduced engine vibration and a more comfortable ride
- Revisions to the muffler, clutch cover, sprocket and alternator covers, radiator shrouds, swingarm pivot covers and rear fender all contribute to the Versys' bold new high-quality look

649cc DOHC Parallel Twin-Cylinder Engine
- The most compact engine in its category helps reduce the dimensions of the entire motorcycle
- Triangular crank and transmission shaft layout keeps it short front-to-back
- A semi-dry sump oil system reduces overall engine height
- The narrow, chrome composite-plated aluminum cylinders help reduce engine width
- This one is tuned to deliver smooth, responsive power in the low- to mid-rpm range for exceptional roll-on response - ideal for negotiating city traffic, tight backroads and anything in between
- A 180-degree crankshaft and a balancer shaft produce an uncannily smooth engine
- Oil jets on the connecting rod ends spray oil on the undersides of the pistons to aid cooling
- An under-engine muffler with 3-way catalyzer aids mass centralization for light handling and great looks

Liquid Cooling
- Engine temperatures stay consistent for long engine life and sustained power in tough conditions
- Closer engine tolerances mean more horsepower
- Coolant routed through the engine cases reduces the number of external hoses

Digital Fuel Injection (DFI®)
- A pair of 38mm Keihin throttle bodies with ECU-controlled sub-throttle valves mean optimum performance and ridability
- Sub throttles, located behind the main throttle valves, give the Versys precise throttle response and great feel as well
- An automatic fast idle system makes starting and warm-up easy, even on cold days
- Precise fuel injection provides great fuel mileage, and the 3-way catalyzer significantly reduces emissions

Digital Capacitor Discharge Ignition (CDI) System
- Microprocessor-controlled timing never requires adjustment and is ultra-responsive to the engine's needs
- Powerful, spark plug-mounted "stick" ignition coils are compact, light and reliable

Six-Speed Transmission
- Versys' racing-style cassette transmission uses a compact layout that's easily removable as a single unit from the engine cases for much easier gearbox maintenance


High-Tensile Steel Trellis Frame
- The Versys' exotic-looking trellis frame is small, light and narrow at the knees and pegs for excellent comfort and control
- 3D computer analysis in the design process achieved optimum stiffness balance for superior ride and handling

Single Shock Rear Suspension
- A distinctive aluminum gull-wing swingarm controlled by a lay-down single shock complements the distinctive frame design, with an integrated line flowing from steering head to rear hub
- The short, compact frame and engine design allows the swingarm to be longer, which improves overall handling
- The Showa shock has adjustable preload and rebound damping, and uses a free piston and two-stage damping valves for smooth action during initial compression that becomes firmer near the end of the stroke for a more planted feel

Long-Travel Fork
- A 41mm long-travel inverted fork combines the best of dual sport and sportbike-type suspensions, to deliver excellent performance over a wide range of conditions
- Tapered, relatively short outer tubes help provide the ideal stiffness balance to complement frame stiffness and chassis settings
- Fork height, spring preload and rebound damping can be adjusted to fine-tune the suspension to specific conditions, riding styles and loads

Petal Style Brake Discs
- Dual 300mm front petal discs with two-piston calipers in front and a single 220mm rear petal disc with a single-piston caliper in back provide plenty of stopping power
- Same rotor design as found on the Ninja® supersport machines, petal design rotors offer improved cooling and warp resistance

Six-spoke Wheels
- Like the ones you'll find on the Ninja ZX™-6R and ZX-10R, these six-spoke wheels use less material between spokes so rim thickness is reduced along with overall wheel weight
- Lighter wheels increase overall performance - suspension, handling, acceleration/deceleration and initial turn-in

Comfortable Ergonomics
- Each section of the two-piece seat was designed with a different thickness and firmness of foam to optimize comfort for both rider and passenger
- The passenger seat and grab bars were designed to provide a natural seating position for added comfort
- An easy-to-read instrument panel has a large analog tachometer and digital readout for the speedometer, fuel gauge, odometer, dual trip meters and clock. White LED backlighting provides increased visibility at night

Engine: Four-stroke, liquid cooled, DOHC, four-valve per cylinder, parallel twin
Displacement: 649cc
Bore x Stroke: 83.0 x 60.0mm
Compression Ratio: 10.6:1
Cooling: Liquid
Fuel System: Digital fuel injection with two 38mm Keihin throttle bodies
Ignition: Digital CDI

Transmission: Six-speed
Final Drive: O-Ring chain
Frame: Semi-double cradle, high-tensile steel
Rake / Trail: 25 degrees / 4.3 in.
Wheelbase: 55.7 in.
Front Suspension / Wheel Travel: 41mm hydraulic telescopic fork with stepless adjustable rebound and preload / 5.9 in.
Rear Suspension / Wheel Travel: Single offset laydown shock with 13-position adjustable rebound damping and adjustable spring preload / 5.7 in.
Front Tire: 120/70x17
Rear Tire: 160/60x17
Front Brake: Dual 300mm petal discs with two-piston caliper
Rear Brake: Single 220mm petal disc with single-piston caliper

Overall Length: 83.7 in.
Overall Width: 33.1 in.
Overall Height: 51.8 in.
Seat Height: 33.1 in.
Curb Weight: 454.1 lbs.
Fuel Capacity: 5.0 gal.
Colors: Metallic Spark Black
Good Times™ Protection Plan 12, 24, 36 or 48 months

Suzuki RM 85

The RM85 is back and it’s here to carry on the powerful tradition of racing excellence in the Suzuki RM family. Its two-stroke engine produces smooth power at any rpm with an emphasis on low- to mid-range performance. Just like its bigger brothers, the RM85 delivers class-leading handling for experienced racers and rookie riders alike. With its smooth power delivery and loads of mid-range and lightweight handling, the 2012 RM85 is the perfect motocross bike for anyone learning to race—and to win!

Engine Features
The RM85's high-revving 84.7cc, 2-stroke, liquid-cooled, reed-valve engine has a bore and stroke of 48.0mm x 46.8mm. The cylinder features Suzuki Composite Electrochemical Material (SCEM) for durability, weight reduction and effective heat transfer for superior class performance.

A Keihin™ PE28 carburetor provides smooth throttle response and is designed for simplified maintenance.

The exhaust valves are made of aluminum to best match the expansion rate of the cylinder itself, improve sealing.

The RM85's exhaust valve governor and actuator helps provide good throttle response and overall tractability.

A digital CDI map helps provide strong engine performance at higher rpms.

The RM85 comes with a large-capacity radiator for efficient engine cooling.
Transmission Features
The RM85 is equipped with a smooth shifting six-speed transmission. The transmission features a fully worked-out shift mechanism including a strong shift-drum detent spring and needle bearing on the left side of the shift drum. A knurled shift-pedal tip delivers excellent grip and shift feel.
Chassis Features
A tubular steel frame and thick wall aluminum swingarm provides class-leading performance on the track, especially in the corners. The frame was designed for increased rigidity, durability and straight-line performance; it features large diameter tubing in key areas and a large front reinforcement plate.

Showa 37mm inverted front forks are completely adjustable for rider weight, style and ability. The forks feature a cartridge damping system with fully-adjustable rebound damping and 20-way adjustable compression damping (also included are fork guards to protect the inner fork tubes). The front forks offer 275mm (10.8-inches) of travel.

A Showa rear shock absorber, with large diameter shock body, is designed and properly valved to produce a plush feel and increase bottoming resistance. The Showa rear shock provides 277mm (10.9-inches) of wheel travel.

The RM85 comes with a twin-piston caliper front brake with 220mm (8.7-inches) large-diameter disc and a rear brake with 200mm (7.9-inches) disc to provide excellent braking performance.

The RM85 also comes with a light, narrow-diameter front and rear brake hose. The font brake hose is routed behind the fork leg, eliminating the need for a brake hose cover, which helps reduce weight.

A rigid rear brake caliper provides reliable braking performance, long pad life and is easy to maintain.

A plastic rear brake caliper guard reduces the possibility of deformation and saves weight as well.

The RM85's forged aluminum-alloy rear brake pedal gives the rider accurate braking feel.

The RM85's footpegs are made of cast chrome-molybdenum steel, instead of stamped steel, which makes them more durable with better grip.

A long clutch lever makes it easy to accurately locate and work the engagement point during starts and when clutching off at corners.

Each side of the RM85's seat has textured surface for better knee gripping.

The RM85's wheel sizes meet AMA 85cc class regulations (Front: 70/100-17; Rear: 90/100-14).

2010 Yamaha V-Max VMX17

In '85 the original V-Max turned the motorcycle world on its ear. Our engineers took a big dose of the original "Mad Max" DNA then added a bunch of Yamaha's latest sport bike technologies like our chip controlled variable intake stacks, a high tech fuel injection system and our famous fly by wire throttle. The result is the next generation VMAX. The legendary sound, engine character and amazing acceleration are all part of the design but there is a twist. The VMAX offers truly sporty handling, thanks to its lightweight aluminium chassis and fully adjustable suspension. Scorched any pavement lately?

Unlike any other motorcycle available today, the 2010 Yamaha VMAX is truly in a class of its own. The awesome acceleration and muscular beauty combines with sporty handling and Yamaha's latest electronic engine management technologies to offer an incredibly exhilarating riding experience.


The 2010 Yamaha VMAX has always been the untimate muscle bike, and the 2010 VMAX is the awesome result of its evolutionary journey. The unique features of this iconic beast are richly blended with advanced sportbike technology and forward-thinking style. It all ads up to a machine with immense performance and visual power.

There's only one VMAX.

Engine:

Liquid-cooled, 1,679cc, DOHC, 16-valve, 65°, V-4 engine has no equal in its class. The compact engine design has allowed the engineers to place the engine in the "sweet spot" of the frame to optimize handling.

DOHC 4-valve "pent roof" cylinder head design provides optimum breathing efficiency for incredible engine performance. Valve actuation is via under bucket shims. Compression ratio is 11.3:1.




Steel valves are used for excellent durability. Intake valves are 34mm in diameter with a 14-degree valve angle while exhaust valves are 30mm with a 15 degree valve angle.

"Combination" chain and gear camshaft drive system is utilized. With this system, only the intake cams are driven by a chain (attached to the crank), the exhaust cams are driven by a gear drive off the intake cams. This design allows for more compact cylinder heads since the distance or "pitch" between the camshafts is reduced.

High-performance camshafts provide incredible engine performance. Centrifugal decompression device on the exhaust cam means fast, easy starting.

Automatic hydraulic cam chain tensioners reduce engine mechanical noise.

Lightweight, forged, aluminium short skirt pistons help provide fast throttle response, reduced vibration and provide excellent durability.

Connecting rods are carburized and use a nut less design. The lower end "cap" of the rod is made from the same piece of material as the upper portion; this design is known as "fracture splitting". This design aids in establishing true big end roundness, greater precision in con rod dimensions and are extremely durable.

180-degree crankshaft design is utilized.

Gear-driven engine counter balancer shaft is used to reduce vibration and maximize rider comfort. The balance ratio is 50% to allow some pulse feel. Since the crank design is 180 degrees, there is also some inherent natural balancing effect as well.

Twin radiator design features a curved upper rad and lower flat rad for maximum cooling efficiency. Each rad has its own cooling fan.

An oil-to-coolant heat exchanger type oil cooler maintains stable lubricant temperatures for increased performance and extended engine life.

Wet sump oil lubrication system is used and features a spin-on cartridge-type oil filter.

Mikuni fuel injection system uses four 48mm throttle bodies fitted with T.P.S. (Throttle Position Sensor) and numerous other sensors. An oxygen sensor has been fitted into the exhaust making this a "closed loop" type FI system. The benefits include excellent throttle response, great fuel economy, reduced emissions, stable idling and no choke to fuss with during start up. The closed loop design means the system is constantly monitoring the fuel / air mixture and adjusting it as required for maximum performance plus reduced emissions.

Denso 12-hole injectors are used for excellent fuel atomization for maximum power and response across the entire rev range.

The VMAX utilizes a lightweight main Electronic Control Unit (ECU) that in fact consists of 3 - ECUs in total. The main 32-bit ECU controls the ignition and fuel injection process, while a 2nd and 3rd integral ECU controls the YCC-T & YCC-I. This "combined" ECU design reduces weight.

YCC-I or Yamaha's Chip Controlled Intake means the intake funnels / stacks vary in length (between 2 positions) depending on engine rpm. An electronic servo motor varies the funnel length from 150mm (for low to mid rpms) to the short setting of 54mm for high rpm. The transition or switching rpm between the 2 lengths is 6,650 rpms. The revolutionary YCC-I provides the best of both worlds, solid low rpm torque and power combined with an amazing high rpm rush. It takes only 0.3 of a second for the funnels to move from the tall to the short position.

Yamaha Chip Controlled Throttle (YCC-T) electronically controls the throttle valves for outstanding response and improved controllability at all rpms. This system features twin Throttle Position Sensors (TPS) and a D.C. motor driving the throttle valves. The YCC-T is used to provide even more control of the intake air volume for smoother torque character. The rider can "mechanically close" the throttles by simply closing the throttle twist grip.

Large capacity air box uses a viscous-type paper air filter.

Air Induction System (AIS) injects fresh air into the exhaust port area to fully combust any un-burnt fuel, reducing harmful HC and CO emissions for a cleaner environment.

4-into-1-into-2 into-4 exhaust system is used. Not only does it make a serious styling statement but also provides excellent performance and reduced emissions thanks to a 3-way honeycomb catalytic converter in the under engine "muffler box". It also features Yamaha's patented Exhaust Ultimate Power Valve (EXUP). This system monitors engine rpm and adjusts exhaust flow (via the EXUP valve) for maximum performance at all rpms with no "flat spots". This system helps to improve torque, optimize fuel economy and reduce emissions too.

Crankcase design incorporates the cylinders into the upper half of the cases for reduced weight. Ceramic composite cylinder "bores" are a "liner-less" design with the ceramic coating sprayed directly on the aluminium block to ensure great heat dissipation for consistent power delivery, reduced friction and reduced weight.

Open deck type cylinder sleeves are used for maximum cooling efficiency.

Lightweight magnesium alloy crankcase covers are used.

Hydraulically activated, ramp-type slipper clutch featuring 10 friction plates is used to deliver consistent clutch performance with a light lever pull and minimal maintenance. A slipper or back limiter clutch assembly reduces rear wheel hop when making hard downshifts or under hard braking. The clutch master cylinder is a Nissin design using a 14mm piston. The clutch lever offers 4 positions of adjustability.

5-speed transmission features optimized gear ratios for maximum acceleration and performance. 5th gear is an overdrive gear to reduce engine rpm at highway speeds for a comfortable ride.

Clean, quiet, smooth low-maintenance shaft drive is used. This system features dual "U" joints to accommodate the extra wide rear tire.

Compact rear shaft drive gear case assembly reduces weight and improves styling.

Functional hand finished aluminium intake covers highlight Yamaha's quality and attention to detail.

ACM magneto produces 420 watts of power at 5,000 rpms.

High-performance direct ignition coils (ignition coil is built into the spark plug cap) reduce weight while iridium spark plugs and high-output magneto deliver increased spark energy.





Chassis/Suspension

Lightweight cast aluminium frame has been designed to offer an optimized rigidity balance to maximize handling performance. This frame is very rigid or stiff at the head pipe, engine mounts and swingarm pivot point. In other areas, material is less rigid in order to allow for "tuned flex".

Extra-long, lightweight cast aluminium swingarm provides great torsional rigidity for excellent handling and manoeuvrability. The distance between the swingarm pivot and the rear axle has been optimized (662.5mm) for great rear wheel traction. Threaded holes for racing type rear stand are provided.

Detachable C.F. die cast aluminium and extruded aluminium rear sub frame means easier maintenance access (and a less costly repair if the unit is "looped out").

Huge fully adjustable, conventional cartridge-type 52mm front fork features 120mm (4.7") of road-smoothing wheel travel. The inner tubes feature a oxide titanium coating to reduce friction and wear. The adjustable design allows the rider to tailor suspension settings to match rider's weight and road conditions to maximize handling and suspension performance. There is 6-way spring preload adjustability plus 20-way compression damping and 25-way rebound damping adjustability.

Lightweight triple clamps. The upper is made of cast aluminium while the lower clamp is forged aluminium. Fork pitch is 225mm while offset is 30mm.

Link Monocross rear suspension utilizes a fully adjustable remote reservoir rear shock. Rear wheel travel is 110mm (4.3"). Adjustments include 11 way spring preload adjustability (via easy-access remote adjuster), 12-way compression damping and 20-way rebound damping adjustability.

15-litre fluorinated polyethylene fuel tank is mounted below the rider's seat and therefore helps maintain a low centre of gravity plus mass centralization. It also provides space for the large capacity air box. The fluorination treatment reduces the "permeation" of fuel vapours (hydrocarbons) into the atmosphere. The electric fuel pump is housed inside the tank. The low fuel warning light will illuminate with approx. 4.2 litres of fuel remaining.

Dual floating 320mm wave-style front rotors are squeezed by radial mount, monoblock 6-piston calipers. The result is incredible braking performance with excellent control and lever feedback. The master cylinder is a Brembo radial pump master cylinder with a 16mm piston, a direct GP race innovation. The lever is adjustable for various hand sizes.

298mm wave-style rear disc is squeezed by a single-piston slide-type caliper utilizing sintered metal pads and a 14mm Brembo master. The caliper is mounted below the swingram to maintain a handling enhancing low centre of gravity.

Anti-lock braking system features Yamaha's latest ABS system, very similar to that found on the FJR1300. The linear controlled 3-position ABS system features an ECU with an integrated compact hydraulic unit built into the ECU plus active type wheel sensors with magnetic rotors. The benefit is reduced weight, excellent mass centralization and better lever feedback feeling when the system is operating. The main benefit of ABS is excellent control under hard braking or braking on wet or slippery surfaces since the ABS system helps to prevents wheel lock-up.

Rugged yet lightweight cast aluminium 5-spoke mag wheels front and rear. The wheels utilize hollow "spokes" to reduce unsprung weight for superior handling. Front rim size is a 3.50 x 18 fitted with a tubeless 120/70R18 radial tire, while the rear is 6.00 x 18 fitted with a wide tubeless 200/50R18 radial tire.

Conventional tapered 1?" diameter low rise steel handlebar.

Cool multi-function handlebar mounted meter includes analog tachometer and digital speedo plus an adjustable shift light and a variety of warning lights. A second multi-function display panel is located on top of the "fuel tank" (actually it is the air box cover). Readouts on this panel include fuel gauge, fuel consumption display, odometer, dual tripmeters, clock, coolant temp, gear indicator, throttle valve opening, intake air temp, stop watch and fuel reserve tripmeter. This panel uses a highly visible 256 x 64 dot matrix "Organic Electro Luminescence display". Brightness is adjustable.

Bright, H4 60/55-watt, halogen headlight

Eye-catching LED tail light means it uses less electrical power.

Engine
Type 1679cc liquid-cooled 65° V-4, DOHC, 4 valves/cylinder

Bore x Stroke 90.0mm x 66.0mm

Compression Ratio 11.3:1

Fuel Delivery Fuel Injection with YCC-T and YCC-I

Ignition TCI: Transistor Controlled Ignition

Transmission 5-speed, multiplate slipper clutch

Final Drive Shaft


Chassis
Suspension/Front 52mm telescopic cartridge fork w/oxidized titanium coating. Fully adjustable preload, compression and rebound; 4.7 in travel

Suspension/Rear Single shock w/remote reservoir and remote adjustable for preload, compression and rebound

Brakes/Front Dual 320mm wave-type discs; radial mount 6-piston calipers, Brembo® radial pump master cylinder

Brakes/Rear 298mm wave-type disc, single-piston caliper and Brembo® master cylinder

Tires/Front Bridgestone® Radial 120/70-R18 59V

Tires/Rear Bridgestone® Radial 200/50-R18 76V


Dimensions
Length 94.3 in

Width 32.3 in

Height 46.8 in

Seat Height 30.5 in

Wheelbase 66.9 in

Rake (Caster Angle) 31.0 in

Trail 5.8 in

Fuel Capacity 4.0 gal

Fuel Economy** 27 mpg

Wet Weight*** 683 lb / 685 lb (CA model)

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