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green.kecske

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Tot ce a postat green.kecske

  1. Descoperă noile remorci special concepute pentru motociclete şi ATV de la Motorcycle Support. Încărcare facilă de către o singură persoană, robusteţea şi imaginea sunt doar câteva calităţi. Făcute de motociclişti pentru motocilişti. Atât de simplu de încărcat, încât şi o motociclistă o poate face de una singură şi fără efort: Construim acum pentru tine o remorcă, ce poate duce 1 ATV, 2 motoare mari sau 3 motoare de enduro. Ea va veni şi cu accesorii, printre care troliu electric. Urmăreşte-ne pentru mai multe detalii săptămâna asta pe site-ul www.motorcycle-support.ro Te aşteptăm şi în lounge-ul special conceput pentru noi, cei pasionaţi de cele două roţi să schimbăm impresii despre una, despre alta (cu sau fără forme), la un pahar de ceva, iar la plecare poţi lăsa motocicleta la hotelul nostru chiar şi peste iarnă, ne ocupăm şi cu asta. Asfalt uscat! Date de contact: Telefon: 0744.33.21.21/021.312.77.09 Harta:
  2. A venit vara, vrei să scapi de rutina de zi cu zi şi de stres, dar nu ai idei despre o destinaţie anume? Te ajutăm să ajungi în cele mai frumoase locuri din Munţii Călimani, despre care puţină lume ştie. Cei mai înalţi munţi vulcanici din România reprezintă, totodată, şi una dintre cele mai sălbatice zone din ţară noastră. Văile împădurite şi crestele semeţe se întind în patru judeţe ale ţării (Mureş, Bistriţa Năsăud, Suceava şi Harghita). Va prezentăm frumuseţile din aceşti munţi în continuare: Vârful Pietrosul Călimanilor Este un vârf vulcanic, cel mai înalt din Munţii Călimani, cu o înălţime de 2.100 de metri. Traseele spre vârf sunt absolut superbe, mai ales cel care porneşte din Gura Haitii (localitate de la poalele Călimanilor) şi continuă prin zonele Cei 12 Apostoli şi Pietrele Roşii. Lacul Colibiţa Pe malurile acestui lac de acumulare din Munţii Călimani se află staţiunea turistică cu acelaşi nume. Lacul a fost creat prin construcţia, între 1977 şi 1991, a unul baraj cu scop hidroenergetic pe cursul râului Bistriţa. Lacul este întins pe 270 de hectare şi are o lungime de, atentie, 13 kilometri. Întinderea de apă se află la o altitudine de 900 de metri. Din zona lacului, pot fi admirate crestele Călimanilor. Rezervaţia 12 Apostoli Rezervaţia întinsă între pârâiele Neagra Sarului şi Poiana Negri este celebră pentru o serie de formaţiuni stâncoase neobişnuite. Stâncile seamănă extrem de mult cu oameni sau diverse creaturi, motiv pentru care au primit nume că "Moşul", "Mareşalul", "Ramses", "Mucenicul", "Guşterul", "Cămila", "Dragonii", "Cezar" sau "Nefertiti". Aceste stânci alcătuiesc un soi de complex cunoscut drept "Tempul Uriaşilor". La 12 apostoli se poate ajunge pornind pe un traseu care are ca punct de plecare localitatea Gura Haitii. Cascadele Tihu şi Băuca Sunt două cascade ce pot fi vizitate de turiştii care aleg să pornească spre traseul de creastă al Călimanilor. În imagine, vezi cascada Băuca. Vatra Dornei Staţiunea suceveană este înconjurată de Munţii Călimani, Rodnei, Bistriţei şi Giumalău. Este atât staţiune balneară, cât şi destinaţie de schi, având parte de turişti tot timpul anului. Staţiunea are parte de un telescaun ce te poartă până pe Dealul Negru, de unde ai parte de un peisaj impresionant. Poţi pleca şi într-o călătorie cu barca pneumatică pe Bistriţa, dar şi într-o tură călare. În staţiune, devine tot mai popular şi "nordic walking", un sport în care se folosesc nişte beţe asemănătoare celor de schi. Şi un truc pentru cei care mergeţi cu copiii: dacă vrei că veveriţele din parcul central să se apropie de voi, strigaţi-le "Mariana" şi oferiţi-le câteva nuci. Gura Haitii Satul este un ideal punct de plecare în trasee din masivul Călimani. De aici porneşte şi un traseu considerat a fi "cea mai frumoasă potecă turistică din ţară". Drumul, lung de 1,7 kilometri, duce de la Gura Haitii în Templul Uriaşilor, din Rezervaţia 12 Apostoli. Traseul traversează păduri de molid şi brad şi pajişti subalpine şi poate fi parcurs lejer şi cu motocicleta.
  3. Consumul mediu de combustibil al motocicletelor şi al scuterelor, evidenţiat în acest articol, este rezultatul unui studiu la care au participat mii de utilizatori. Pentru prima dată, un sondaj online a strâns date referitoare la consumul mediu al diferitelor modele de motociclete, cu un număr diferit de ani vechime în spate, clasând consumurile medii ale motocicletelor şi scuterelor. Cifrele din cele ce urmează nu sunt bazate pe măsurători specifice efectuate de către o singură persoană care a testat motocicleta respectivă, ci pe utilizaera efectivă a fiecărui vehicul de către proprietarul acestia. Pentru că preţul combustibilului şi tema poluării sunt nişte factori destul de importanţi în ziua de astăzi, poate aceste valori te vor ajuta să te hotărăşti, din aceste puncte de vedere, în privinţa unui vehicul pe două roţi. 1 - Keeway Speed ​​125 (> 06)2.29 L / 100 km 2 - HONDA MSX 125 (> 13)2.33 L / 100 km 3 - HONDA CBF 125 (> 09) *2.62 L / 100 km 4 - YAMAHA YBR 125 (> 10)2.80 L / 100 km 5 - HONDA CBR 125 R (> 11)2.93 L / 100 km 6 - DAELIM 125 Solution (> 06)3,00 l / 100 km 7 - SYM XS 125 (> 07) *3,00 l / 100 km 8 - Keeway Superlight 125 (> 08)3,00 L / 100 km 9 - SUZUKI TU 125 X (99-01) *3,00 l / 100 km 10 - HONDA CG 125 (75-01)3,00 L / 100 km 11 - SUZUKI DR 125 SM (> 08)3.07 L / 100 km 12 - YAMAHA WR125X (> 09)3.08 L / 100 km 13 - YAMAHA YBR 125 de deviere (06-10) *3.09 L / 100 km 14 - YAMAHA YBR 125 (05-09) *3.11 L / 100 km 15 - SYM Wolf 125 (05-07)3.11 L / 100 km 16 - Yamaha YZF-R125 (> 08) *3.14 L / 100 km 17 - ROYAL ENFIELD Bullet Electra 500 EFI - Deluxe (monobloc, injecție) (> 08)3.17 L / 100 km 18 - HONDA CBR 125 R (07-11) *3.20 L / 100 km 19 - YAMAHA YBR 125 personalizat (> 08) *3.23 L / 100 km 20 - YAMAHA WR125R (> 09)3.25 L / 100 km 21 - YAMAHA SR 125 (82-03) *3,27 l / 100 km 22 - HONDA CBR 250 R (> 11)3.28 L / 100 km 23 - SUZUKI GN 125 (82-03) *3,28 l / 100 km 24 - YAMAHA XV 240 - XV 250 Virago (89-98)3.30 L / 100 km 25 - KYMCO Zing 125 (97-04) *3,35 l / 100 km 26 - YAMAHA YBR250 (> 07) *3,36 l / 100 km 27 - HONDA CG 125 (> 04) *3,36 l / 100 km 28 - Skyteam Dax 125 (> 05)3,38 L / 100 km 29 - KYMCO Pulsar 125 CK (03-05) *3,38 l / 100 km 30 - Aprilia RS4 125 (> 11)3,38 L / 100 km 31 - HONDA CLR 125 Cityfly (99-03) *3.40 L / 100 km 32 - HONDA XR 125 L (03-07) *3.40 L / 100 km 33 - SUZUKI RV 125 VanVan (> 03) *3.43 L / 100 km 34 - DAELIM VS 125 (97-04)3.43 L / 100 km 35 - SUZUKI GZ 125 Marauder (99-05) *3,43 l / 100 km 36 - YAMAHA XT 125 R (05-07) *3,47 l / 100 km 37 - HONDA NX 250 (88-96) *3,50 l / 100 km 38 - DAELIM Altino 100 (99-04)3.50 L / 100 km 39 - KAWASAKI EL 125 Eliminator (98-07) *3,50 l / 100 km 40 - HONDA CB 250 Două Cincizeci (90-98)3.50 L / 100 km 41 - SUZUKI DF 125 (99-01)3.50 L / 100 km 42 - DAELIM Daystar 125 SI (> 07) *3.50 L / 100 km 43 - Honda CMX 250 Rebel (96-03)3.50 L / 100 km 44 - Honda CA 125 Rebel (97-03) *3,53 l / 100 km 45 - YAMAHA XVS 125 Dragstar (00-04) *3,53 l / 100 km 46 - HONDA XL 125 R (82-99) *3,54 l / 100 km 47 - KAWASAKI KLX 250 (> 09)3,57 L / 100 km 48 - HONDA NX 125 Transcity (88-99) *3,60 l / 100 km 49 - KYMCO 125 ​​Quannon (> 07) *3,62 l / 100 km 50 - SUZUKI DR 125 SE (94-03) *3,62 l / 100 km 51 - KYMCO 125 ​​Quannon Naked (> 09)3,63 L / 100 km 52 - KYMCO 125 ​​Sector (99-04)3,63 L / 100 km 53 - ROYAL ENFIELD Bullet Classic 500 EFI (monobloc, injecție) (> 08)3,63 L / 100 km 54 - Honda NC 700 S (12-13) *3,65 l / 100 km 55 - HONDA XL 125V Varadero (> 07) *3,68 l / 100 km 56 - YAMAHA Tricker 250 (> 05)3.70 L / 100 km 57 - ROYAL ENFIELD Bullet 500 EFI Standard (injecție monobloc) (> 08)3.75 L / 100 km 58 - HYOSUNG XRX 125 RX (00-08) *3,75 l / 100 km 59 - Derbi Mulhacen 125 4T (> 07)3.75 L / 100 km 60 - Jinlun Highlander 125 *3,76 l / 100 km 61 - DAELIM Daystar 125 (> 00) *3,81 l / 100 km 62 - YAMAHA XT 125 X (05-07) *3,82 l / 100 km 63 - HONDA CBR 125 R (04-06) *3,83 l / 100 km 64 - YAMAHA XV 125 Virago (SP) (97-01) *3,83 l / 100 km 65 - MZ 125 SM (01-08) *3,85 l / 100 km 66 - MZ 125 RT (00-08) *3,85 l / 100 km 67 - HONDA CM 125 personalizat (CMC) (82-03) *3,85 l / 100 km 68 - HYOSUNG RT 125 Karion D (ACT 2) (> 07) *3,87 l / 100 km 69 - Honda NC 700 X (12-13) *3,87 l / 100 km 70 - SUZUKI GN 250 (82-06)3,88 L / 100 km 71 - Kawasaki Ninja 300 (> 13)3,88 L / 100 km 72 - DERBI Terra 125 4T (> 07) *3,89 l / 100 km 73 - Derbi Senda Baja 125 4T (> 07)3,90 L / 100 km 74 - KTM 125 Duke (> 11)3,92 L / 100 km 75 - SUZUKI TU 250 X VOLTY (97-01) *3,92 l / 100 km 76 - KYMCO Hipster 125 (> 01)3.93 L / 100 km 77 - KYMCO Stryker 125 pe drum / off (99-04)3.94 L / 100 km 78 - SUZUKI VL 125 Intruder (00-06) *3,94 l / 100 km 79 - KAWASAKI W 800 (> 11)4.00 L / 100 km 80 - YAMAHA TW 125 (98-06) *4,00 l / 100 km 81 - HONDA CB 500 F (13-0)4.00 L / 100 km 82 - DERBI Mulhacen Café 125 (> 08)4.00 L / 100 km 83 - HYOSUNG RT 125 Karion (02-06) *4,00 l / 100 km 84 - HONDA CB 500 X (> 13)4.00 L / 100 km 85-125 DAELIM Roadwin / inj (> 04) *4.02 L / 100 km 86 - DAELIM VT 125 (98-04) *4,03 l / 100 km 87 - BMW G 650 xcountry (> 07) *4,04 l / 100 km 88 - SACHS Roadster 125 V2 (99-05)7.4 l / 100 km 89 - HONDA XL 125 V Varadero (01-06) *4,07 l / 100 km 90 - HONDA VT 125 C Shadow (99-07) *4,08 l / 100 km 91 - CAGIVA 125 Roadster (2T) (94-01)17,4 L / 100 km 92 - Daytona 125 LeonART4.17 L / 100 km 93 - Kawasaki Ninja 250R (08-12) *4.19 L / 100 km 94 - HYOSUNG GF 125 (00-05)4.21 L / 100 km 95 - BMW F 800 GT (> 13)4,25 L / 100 km 96 - DAELIM Roadsport 125 R (> 07) *4,26 l / 100 km 97 - HYOSUNG GT 125 R Comet (> 06) *4,27 l / 100 km 98 - YAMAHA WR250X (> 08)4.33 L / 100 km 99 - HYOSUNG GT 125 Comet (> 03) *4,37 l / 100 km 100 - KTM 690 Duke (> 12) *4,37 l / 100 km 101 - BMW F 650 CS Scarver (01-05) *4,38 l / 100 km 102 - YAMAHA WR250R (> 08)4,42 L / 100 km 103 - BMW F 650 GS / Dakar (> 00) *4,42 l / 100 km 104 - HONDA VT 750 S (> 10)4,43 L / 100 km 105 - BMW F 650 GS (Twin) (08-12) *4,48 l / 100 km 106 - YAMAHA SR 500 (78-99)4.50 L / 100 km 107 - Derbi Terra Adventure 125 4T (08-11)4.50 L / 100 km 108-250 V-Twin Jinlun4.50 L / 100 km 109 - BMW G 650 Xmoto (> 07)4.50 L / 100 km 110 - HYOSUNG GV 125 (Aquila) (> 00) *4,55 l / 100 km 111 - BMW F 800 ST (06-12) *4,58 l / 100 km 112 - HARLEY-DAVIDSON XL 883 C personalizat 53 (99-00)4,67 L / 100 km 113 - YAMAHA XV 500 SE (Special) (84-90)4,67 L / 100 km 114 - SUZUKI DR 350 S / E (93-99) *4,67 l / 100 km 115 - KAWASAKI EL 250 Eliminator (91-96)4.70 L / 100 km 116 - Kawasaki ER-6 F (> 12)4,71 l / 100 km 117 - BMW F 800 S (> 06) *4,74 l / 100 km 118 - SUZUKI GS 500 F (04-07) *4.80 L / 100 km 119 - SUZUKI DL 650 V-Strom (> 12) *4.83 L / 100 km 120 - BMW F 800 GS (08-12) *4,85 l / 100 km 121 - YAMAHA XT660Z Ténéré (> 08) *4,88 l / 100 km 122 - KAWASAKI ER-6N (> 12)4,90 l / 100 km 123 - KAWASAKI 250 Estrella (94-00)4,92 L / 100 km 124 - KTM 690 Duke R (> 09)4,92 L / 100 km 125 - Buell Lightning X1 - alb Lightning (99-02) *4,93 l / 100 km 126 - YAMAHA XVS 950 A Midnight Star (> 09)4,94 L / 100 km 127 - KAWASAKI W 650 (98-06) *4,94 l / 100 km 128 - BMW F 800 R (09-11) *4,98 l / 100 km 129 - KTM 690 Enduro (08-11)5.00 L / 100 km 130 - HONDA VT 500 C (83-86)5.00 L / 100 km 131 - KAWASAKI KLX 300 R (97-07)5.00 L / 100 km 132 - KAWASAKI VN 900 personalizat (> 07)5,00 L / 100 km 133 - MOTO GUZZI V7 Classic (08-11)5,06 L / 100 km 134 - YAMAHA XT 660 R (> 04) *5,06 l / 100 km 135 - KTM LC4 640 Adventure / R (97-07)5,06 L / 100 km 136 - KAWASAKI Versys 650 (> 10) *5,08 l / 100 km 137 - SUZUKI LS 650 Savage (86-00) *5,08 l / 100 km 138 - MOTO GUZZI Breva 750 Ie (03-07) *5,09 l / 100 km 139 - BMW F 650 ST (97-00)5.10 L / 100 km 140 - HONDA VT 750 DC Shadow Spirit / C-ABS (07-11)5.10 L / 100 km 141 - KAWASAKI ER-6N (09-11) *5.12 L / 100 km 142 - HONDA VT 600 C Shadow (95-01) *5.14 L / 100 km 143 - SUZUKI SFV 650 Gladius (> 09) *5.16 L / 100 km 144 - KAWASAKI Versys 650 (07-09) *5,16 l / 100 km 145 - Harley-Davidson Sportster XL 883 (00-03)5,17 L / 100 km 146 - HARLEY-DAVIDSON XL 883/R/Low inj. (06-13)5,17 L / 100 km 147 - Harley-Davidson Sportster XL Iron 883 N (> 09) *5,17 l / 100 km 148 - Honda CB 500 S (98-03) *5,19 l / 100 km 149 - KTM 690 SM (07-10) *5,21 l / 100 km 150 - HARLEY-DAVIDSON XL 883 R Sportster R (01-03) *5,23 l / 100 km 151 - SUZUKI DL 650 V-Strom (03-11) *5,23 l / 100 km 152 - YAMAHA SRX 600 (SRX-6) (86-90) *5,23 l / 100 km 153 - YAMAHA TT 600 RE (03-05)5.25 L / 100 km 154 - MOTO GUZZI California 1100 Classic - Touring (06-10)25,5 l / 100 km 155 - KAWASAKI ER-5 (97-06) *5.25 L / 100 km 156 - HONDA CB 500 (96-03) *5.25 L / 100 km 157 - APRILIA 125 Classic (95-01)5.25 L / 100 km 158 - HONDA VT 750 C Shadow (00-01)5.25 L / 100 km 159 - Harley-Davidson Sportster XL 883 / R / Low (04-06) *5,27 l / 100 km 160 - HONDA VT 750 DC Black Widow (00-03)30,5 L / 100 km 161 - BMW R 1200 ST (05-07) *5,31 l / 100 km 162 - KAWASAKI VN 900 Classic (> 06) *5,32 l / 100 km 163 - HUSQVARNA Nuda 900 (> 12)5.33 L / 100 km 164 - BMW K 75 S (86-96)5.33 L / 100 km 165 - HONDA NTV 650 Deauville (98-01) *5,34 l / 100 km 166 - KAWASAKI GPZ 500 S (94-05) *5,34 l / 100 km 167 - SUZUKI DR-Z 400 SM Franta (04) *5,35 l / 100 km 168 - HONDA XL 600 V Transalp (98-99) *5,36 l / 100 km 169 - HONDA NTV 700 Deauville (> 06) *5,37 l / 100 km 170 - KAWASAKI KLX 650 R (93-02)5,38 L / 100 km 171 - SUZUKI M 800 Intruder (> 05)5,38 L / 100 km 172 - SUZUKI GSF 650 S Bandit (> 09)5,38 L / 100 km 173 - KTM 690 Duke (08-11) *5,38 l / 100 km 174 - MOTO GUZZI Nevada 750 (00-04)5,38 L / 100 km 175 - HONDA CBF 600 S (08-13) *5,39 l / 100 km 176 - KAWASAKI ER-6N (05-08) *5,39 l / 100 km 177 - Ducati Monster 620 Ie Special (01-03)5,40 L / 100 km 178 - Kawasaki ER-6 F (09-11) *5,40 l / 100 km 179 - KAWASAKI KLE 500 B (05-07) *5,41 l / 100 km 180 - HONDA NTV 650 Revere (88-97) *5,41 l / 100 km 181 - SUZUKI GS 500 E (JS1) (01-04) *5,42 l / 100 km 182 - SUZUKI GS 500 E (GM51A) (89-99) *5,42 l / 100 km 183 - KAWASAKI VN 800 Drifter (99-02) *5,42 l / 100 km 184 - SUZUKI DR 650 RSE (91-97) *5,42 l / 100 km 185 - BMW F 650 (94-01) *5,43 l / 100 km 186 - KAWASAKI GPZ 500 / S (86-93) *5,43 l / 100 km 187 - SUZUKI GSR 750 (> 11) *5,43 l / 100 km 188 - HONDA Pacific Coast PC 800 (89-93) *5,45 l / 100 km 189 - HONDA VT 750 C Shadow (04-06) *5,45 l / 100 km 190 - Ducati Monster 600 de carbohidrati (Classic) (94-01) *5,46 l / 100 km 191 - Kawasaki ER-6 F (06-08) *5,46 l / 100 km 192 - HONDA CB 500 (94-95) *5,47 l / 100 km 193 - HONDA FX 650/650 SLR Vigor (97-02) *5,48 l / 100 km 194 - Voxan VX-10 (> 08)5.50 L / 100 km 195 - Ducati Multistrada 620 (05-06) *5.50 L / 100 km 196 - Harley-Davidson Sportster XL 1200 Roadster / Low (04-06) *5.50 L / 100 km 197 - YAMAHA XJ6 Diversion F (> 10)5.50 L / 100 km 198 - HONDA XL 500 R (XLR 500) (82-84)5.50 L / 100 km 199 - KTM 690 Enduro R (> 09)5.50 L / 100 km 200 - HARLEY-DAVIDSON XL 883 C personalizat 53 (00-03)5.50 L / 100 km 201 - BMW R 850 GS (99-01)5.50 L / 100 km 202-500 CAGIVA Canyon (96-02)5.50 L / 100 km 203 - TRIUMPH 1200 Trophy / SE (> 13)5.50 L / 100 km 204 - KTM 690 SMR (08-10)5.50 L / 100 km 205 - BMW HP2 Enduro (05-08)5.50 L / 100 km 206 - HARLEY-DAVIDSON XL 883 C personalizat (04-06)5.50 L / 100 km 207 - MOTO GUZZI Nevada Classic 750 ie (04-12)5.50 L / 100 km 208 - BMW R 1200 R (06-10) *5,53 l / 100 km 209 - HONDA CBF 600 Naked (> 08) *5.53 L / 100 km 210 - SUZUKI DR 600 S - DR 600 R - 650 R DR - DR 650 RE - Djebel - Dakar (85-96) *5,54 l / 100 km 211 - BMW R 850 RT (01-02) *5,55 l / 100 km 212 - HONDA XL 700 V Transalp (08-13) *5,55 l / 100 km 213 - Ducati Monster 695 (06-08) *5,56 l / 100 km 214 - BMW R 850 RT (02-06) *5,56 l / 100 km 215 - KAWASAKI EN 500 (Indiana) (90-03)5,56 L / 100 km 216 - BMW R 1200 RT (> 10) *5,56 l / 100 km 217 - Ducati Sport 1000 S (07-10)5,58 L / 100 km 218 - Suzuki GSX 600 F (99-04) *5,59 l / 100 km 219 - 1100 MOTO GUZZI California Vintage (06-12) *5,59 l / 100 km 220 - YAMAHA TDM 900 / ABS (> 07) *5,59 l / 100 km 221-125 CAGIVA Planet (N1, Naked) - Raptor (> 98) *5.60 L / 100 km 222 - Harley-Davidson Sportster XL 1200 S S (00-03)5,60 L / 100 km 223 - DUCATI 750 SS adică SuperSport (98-02) *5,61 l / 100 km 224 - BMW K 75 - K 75 C (86-96) *5,62 l / 100 km 225 - KAWASAKI Zephyr 550 (91-97) *5,62 l / 100 km 226 - BUELL XB12X Ulysses (05-10) *5,62 l / 100 km 227 - HONDA XL 600 V Transalp (94-97) *5,63 l / 100 km 228 - HONDA NTV 650 Deauville (02-05) *5,63 l / 100 km 229 - 1190 KTM Adventure (> 13)5,63 L / 100 km 230 - MOTO GUZZI 1100 California piatra - metalice (01-07)5,64 l / 100 km 231 - BMW R 1200 GS (> 13)5,64 L / 100 km 232 - YAMAHA XJ 600 S Diversion (91-03) *5,64 l / 100 km 233 - YAMAHA XT 660 X (> 04) *5,65 l / 100 km 234 - KAWASAKI KLR 650 (95-06) *5,65 l / 100 km 235 - HYOSUNG GT 650 R / S Comet (05-08) *5,65 l / 100 km 236 - KAWASAKI KLE 500 (94-04) *5.66 L / 100 km 237 - Ducati Monster 620 Ie închis / 5 spd std. (01-03) *5.66 L / 100 km 238 - YAMAHA TDM 900 (02-06) *5,67 l / 100 km 239 - 1584 Harley-Davidson Dyna Low Rider FXDL (06-09)5,67 L / 100 km 240 - HARLEY-DAVIDSON XL 1200 C Sportster C (96-00)5,67 L / 100 km 241-955 TRIUMPH Sprint RS (01-05) *5,67 l / 100 km 242 - MOTO GUZZI V7 Cafe Classic (09-11)5,67 L / 100 km 243 - BUELL M2 Cyclone (97-02)5,67 L / 100 km 244 - Yamaha XTZ 660 Ténéré (91-98) *5,67 l / 100 km 245 - HYOSUNG GV 650 Aquila (combustibil / injecție) (> 05)5,67 L / 100 km 246 - YAMAHA XV 535 Virago (S, DX) (88-00) *5,67 l / 100 km 247 - BMW K 1200 LT (Light rapidă) (04-11) *5,67 l / 100 km 248 - BMW R 1200 RT (05-09) *5,68 l / 100 km 249 - TRIUMPH Scrambler 865 (> 06)5,69 L / 100 km 250 - Monster DUCATI 1100 S (09-11)5,69 L / 100 km 251 - BMW R 1200 R / Classic (> 11)5,70 L / 100 km 252 - SUZUKI GSF 650 S Bandit (05-06) *5,70 l / 100 km 253 - DUCATI ST4S/ABS (03-05)5,70 L / 100 km 254 - YAMAHA XJ6 Diversion (> 09) *5.70 L / 100 km 255 - YAMAHA FZ6 Fazer S2 / ABS (> 07) *5.71 L / 100 km 256 - Ducati Multistrada 1100 (07-09) *5.71 L / 100 km 257 - YAMAHA XT1200Z Super Ténéré (> 10) *5.73 L / 100 km 258 - DUCATI 750 Sport (00-02) *5,73 l / 100 km 259 - BMW R 1150 RS (01-05) *5,74 l / 100 km 260 - HARLEY-DAVIDSON XL 1200 X Sportster Forty-Eight (11-13)5,75 L / 100 km 261 - BUELL XB12R (03-10) *5,75 l / 100 km 262 - XB12XT BUELL Ulysses (08-10)5,75 L / 100 km 263 - Suzuki XF 650 Freewind (97-03) *5,75 l / 100 km 264 - BMW R 1200 C (98-05) *5,75 l / 100 km 265 - Ducati Hypermotard 796 (09-12)5,75 L / 100 km 266 - YAMAHA DTR 125 (88-04) *5,76 l / 100 km 267 - KTM 690 SMC (08-11) *5,77 l / 100 km 268 - HONDA FMX 650 (05-06) *5,77 l / 100 km 269 ​​- BMW R 1200 GS (08-09) *5,79 l / 100 km 270 - HONDA DN-01 (08-10) *5,79 l / 100 km 271-900 TRIUMPH Tiger (93-98)5,79 L / 100 km 272-675 Triumph Street Triple R (> 13)5,80 L / 100 km 273 - BMW R 1200 GS (10-12) *5,80 l / 100 km 274 - Ducati Monster 796 (> 10) *5,80 l / 100 km 275 - YAMAHA XT 600 E (3TB, 3WS, 4PT, DJ021) (90-03) *5,81 l / 100 km 276 - MOTO GUZZI Bellagio 940 / lux (> 07)5,81 L / 100 km 277 - YAMAHA FZ6 Fazer (> 07)5,81 L / 100 km 278 - HONDA CBF 1000 F ABS (> 11) *5.81 L / 100 km 279 - Harley-Davidson Sportster XL 1200 N Nightster (08-12) *5,82 l / 100 km 280 - Yamaha XJ6 N (> 09) *5.82 L / 100 km 281 - 1450 Harley-Davidson Softail Springer clasice (05-06)5.83 L / 100 km 282-790 TRIUMPH Americii (01-05)5.83 L / 100 km 283 - MOTO GUZZI Breva 1200 (07-11)5.83 L / 100 km 284 - HUSQVARNA Nuda 900R (> 12)5.83 L / 100 km 285 - HONDA VT 1100 C Shadow, Spirit, Sabre, Aero, C2, C3 (85-07)5.83 L / 100 km 286 - YAMAHA XJ 600 N Diversion (91-03) *5.83 L / 100 km 287 - 1450 Harley-Davidson Dyna Super Glide (99-04)5.83 L / 100 km 288 - Aprilia Shiver 750 GT / ABS (> 09)5.83 L / 100 km 289 - SUZUKI VX 800 (90-97) *5,85 l / 100 km 290 - HYOSUNG GT 650 Comet (03-08) *5,85 l / 100 km 291 - SUZUKI GSF 650 S Bandit (07-09) *5,85 l / 100 km 292 - XB9SX BUELL (05-11) *5,85 l / 100 km 293 - XB9S BUELL (02-05) *5,85 l / 100 km 294 - 1584 Harley-Davidson Dyna FXDC Super Glide personalizat (> 06) *5,85 l / 100 km 295 - MOTO GUZZI Griso 1100 (05-07)5,86 L / 100 km 296 - Ducati Monster 600 de carbohidrati închis (98-01) *5,86 l / 100 km 297-650 CAGIVA Raptor (combustibil / de exemplu, injecție) (01-08) *5,88 l / 100 km 298 - TRIUMPH Tiger 800 XC (> 11)5,88 L / 100 km 299 - Aprilia Pegaso 650 Strada (05-09) *5,88 l / 100 km 300 - SUZUKI GSF 650 Bandit N (> 09)5,88 L / 100 km 301 - HONDA CBR 600 F (11-13) *5,88 l / 100 km 302 - FLHRC 1584 Harley-Davidson Road King clasică (> 06)5.88 L / 100 km 303 - HARLEY-DAVIDSON XL 1200 C Sportster personalizat inj. (06-10)5,88 L / 100 km 304 - BMW R 1200 GS Adventure (06-07) *5,90 l / 100 km 305 - BMW K 1200 LT (98-03) *5,90 l / 100 km 306 - YAMAHA FZ6 Goala (> 07) *5.90 L / 100 km 307 - Ducati Monster 696 + (09-10) *5,90 l / 100 km 308 - SUZUKI DR 650 SE (96-03) *5,90 l / 100 km 309 - Ducati Monster 1100 Evo (> 11) *5.90 L / 100 km 310 - KAWASAKI ZX-6R (98-00) *5,90 l / 100 km 311 - SUZUKI GSX 1250 FA (> 10) *5.91 L / 100 km 312 - SUZUKI DRZ 400 S (00-04) *5,91 l / 100 km 313 - SUZUKI VL 800 Volusia (01-06) *5,91 l / 100 km 314 - SUZUKI GSF 400 Bandit (90-95) *5,91 l / 100 km 315-600 CAGIVA Canyon (96-98)5,92 L / 100 km 316 - YAMAHA FZ6 S2 Naked / ABS (> 07) *5,92 l / 100 km 317 - HARLEY-DAVIDSON XL 1200 C Sportster C (04-06)5,92 L / 100 km 318 - SUZUKI DR-Z 400 SM Japonia (05-08)5,92 L / 100 km 319 - BUELL XB12STT (07-10)5,92 L / 100 km 320 - Suzuki GSX 650 F (> 08) *5,92 l / 100 km 321 - DERBI GPR 125 2T (05-09)5,93 L / 100 km 322 - HONDA XL 650 V Transalp (00-07) *5,93 l / 100 km 323 - BMW R 1150 GS (00-04) *5,94 l / 100 km 324 - 1050 Triumph Sprint GT (> 10)5,94 L / 100 km 325 - 1100 MOTO GUZZI California Sacalul (99-01)5,94 L / 100 km 326 - DERBI Mulhacen 659 (06-08)5,94 L / 100 km 327 - 1000 KAWASAKI Versys (> 12)5,94 l / 100 km 328 - YAMAHA YZF 600 R Thundercat (96-04) *5,94 l / 100 km 329 - Triumph 900 TBird (95-03) *5,95 l / 100 km 330 - Aprilia Pegaso 650 ie (Toscana-Tibet) (01-05) *5,95 l / 100 km 331 - YAMAHA FZS 600 Fazer (98-01) *5,96 l / 100 km 332 - HONDA NSR 125 R (JC22) (93-03) *5,96 l / 100 km 333 - YAMAHA FZS 600 Fazer (02-03) *5,98 l / 100 km 334 - BMW R 1100 GS (94-99) *5,98 l / 100 km 335 - KAWASAKI GTR 1400 (> 10) *5,98 l / 100 km 336 - 1340 Harley-Davidson Road Regele inj. (98-99)6.00 L / 100 km 337 - 1450 Harley-Davidson Dyna Street Bob (05-06) *6,00 l / 100 km 338 - HARLEY-DAVIDSON FLHR Road Regele 1584 (> 06)6.00 L / 100 km 339 - KAWASAKI VN 800 (95-98)6.00 L / 100 km 340 - 1584 Harley-Davidson Dyna Wide Glide FXDWG (> 10)6.00 L / 100 km 341 - MOTO GUZZI Nevada 750 Club (98-04)6.00 L / 100 km 342 - 1340 Harley-Davidson Softail Springer (97-00)6.00 L / 100 km 343 - 1690 Harley-Davidson Electra Glide Ultra FLHTK Limited (11-13)6.00 L / 100 km 344 - HARLEY-DAVIDSON XL 1200 C Sportster C (00-03)6.00 L / 100 km 345 - 1100 MOTO GUZZI California EV 80 Data nasterii (01-02)6.00 L / 100 km 346 - YAMAHA SZR 660 (96-98)6.00 L / 100 km 347 - 1450 Harley-Davidson Softail Fat Boy inj. (00-06)6.00 L / 100 km 348 - BMW R 1200 GS (04-07) *6,02 l / 100 km 349 - 1200 Triumph Tiger Explorer / XC (> 12) *6.02 L / 100 km 350 - HONDA CBF 600 S puiul târgului (04-07) *6.02 L / 100 km 351 - KAWASAKI Zephyr 750 (91-99) *6.02 L / 100 km 352 - BUELL XB12Ss lungi (05-10) *6,03 l / 100 km 353 - MOTO GUZZI Breva 1100 (05-07) *6,03 l / 100 km 354 - YAMAHA BT 1100 Bulldog (01-06) *6,03 l / 100 km 355 - TRIUMPH Tiger 800 (> 11) *6,04 l / 100 km 356 - MOTO GUZZI 1200 Sport 8V (> 07) *6.04 L / 100 km 357-955 TRIUMPH Tiger (01-06) *6,04 l / 100 km 358 - 1600 Triumph Thunderbird (> 09) *6.04 L / 100 km 359 - YAMAHA XVS 650 Dragstar (97-07) *6,05 l / 100 km 360-900 TRIUMPH Tiger (99-01) *6,05 l / 100 km 361 - HARLEY-DAVIDSON XL 1200 R / Low inj Sportster. (> 06) *6,05 l / 100 km 362 - YAMAHA TDR 125 (97-03) *6,05 l / 100 km 363 - BMW R 850 R (03-06)6.06 L / 100 km 364 - Aprilia Shiver SL 750 / ABS (07-09) *6.06 L / 100 km 365 - DUCATI GT 1000 (06-10) *6.06 L / 100 km 366 - BMW K 1600 GTL (> 11)6,07 L / 100 km 367 - KAWASAKI ZL 600 Eliminator (86-97)6,07 L / 100 km 368 - XB12S BUELL (03-11) *6,08 l / 100 km 369 - YAMAHA XVS 1100 Dragstar (99-04) *6,08 l / 100 km 370 - Aprilia SMV 750 Dorsoduro / ABS (> 08) *6.08 L / 100 km 371 - DUCATI 620 Sport (02-04)6.08 L / 100 km 372-955 TRIUMPH Sprint ST (01-04) *6,08 l / 100 km 373 - 1450 Heritage Harley-Davidson Softail Classic inj. (00-06)6.08 L / 100 km 374 - YAMAHA FZ6 Fazer (04-06) *6,08 l / 100 km 375 - Ducati Monster 1100 (09-11) *6,09 l / 100 km 376 - TRIUMPH TT 900 Legendă (98-01) *6.10 L / 100 km 377 - Ducati Monster 900 Special (99-01)6.10 L / 100 km 378 - Naked HONDA CBF 600 (04-07) *6.10 L / 100 km 379 - SUZUKI SV 650 N (99-03) *6.10 L / 100 km 380 - 1450 Harley-Davidson Road Regele personalizat (03-06)6.10 L / 100 km 381 - Ducati Monster 620 IE închis / 6 spd std. APTC (04-05) *6.11 L / 100 km 382 - BMW R 1100 RS (93-01) *6.11 L / 100 km 383 - Voxan Roadster (99-03) *6.12 L / 100 km 384 - SUZUKI SV 650 S (03-09) *6.13 L / 100 km 385 - 1450 Harley-Davidson Dyna Super Glide T Sport (99-04)6.13 L / 100 km 386 - HARLEY-DAVIDSON FLD Switchback 1690 (> 12)6.13 L / 100 km 387 - 1450 Harley-Davidson Road King (99-04)6.13 L / 100 km 388 - BMW K 1300 S (> 09) *6.13 L / 100 km 389 - Triumph Speedmaster 790 (03-04)6.13 L / 100 km 390 - BMW R 1200 GS Adventure (10-12) *6.14 L / 100 km 391-955 TRIUMPH Sprint ST (00-01) *6.14 L / 100 km 392 - Honda CB 750 Seven Fifty (92-03) *6.14 L / 100 km 393 - SUZUKI VZ 800 Marauder (97-01) *6.14 L / 100 km 394 - Ducati Monster 800 de exemplu, S (Special) (02-04) *6.15 L / 100 km 395 - HONDA CBF 1000 / ABS (06-11) *6.15 L / 100 km 396 - SUZUKI SV 650 S (99-03) *6,15 l / 100 km 397 - BMW R 1200 S (06-09) *6.15 L / 100 km 398 - SUZUKI GSF 650 N Bandit (05-06) *6.16 L / 100 km 399 - 1050 TRIUMPH Tiger / SE (07-12) *6.16 L / 100 km 400 - HARLEY-DAVIDSON FXCWC 1584 Softail Rocker / C (08-11)6.17 L / 100 km 401 - Aprilia Mana 850 GT / ABS (> 09)6,17 L / 100 km 402 - MOTO GUZZI Bellagio Aquila Nera 940 (> 10)6.17 L / 100 km 403 - YAMAHA FJR 1300 A (> 13)6.17 L / 100 km 404 - Harley-Davidson 1340 Softail Heritage Classic (97-00)6.17 L / 100 km 405 - Aprilia Mana 850 / ABS (> 07) *6.17 L / 100 km 406 - HARLEY-DAVIDSON FXDF Dyna Fat Bob (08-12) *6.17 L / 100 km 407-998 DUCATI (01-03)6.17 L / 100 km 408 - Aprilia Shiver SL 750 / ABS (> 10)6.17 L / 100 km 409 - BMW HP2 Sport (> 08)6.17 L / 100 km 410 - HONDA NX 650 Dominator (88-01) *6.17 L / 100 km 411 - 1100 MOTO GUZZI California injecție (94-98)6.17 L / 100 km 412 - BMW R 850 R (96-03) *6.18 L / 100 km 413 - HONDA XRV 750 Africa twin (90-03) *6.18 L / 100 km 414 - BMW R 1200 GS Adventure (08-09) *6.18 L / 100 km 415 - YAMAHA TT 600 R (DJ011) (99-02) *6.18 L / 100 km 416 - SUZUKI GSX 750 Inazuma (98-03) *6.18 L / 100 km 417 - KAWASAKI ZR-7S (01-04) *6.18 L / 100 km 418-125 supercity CAGIVA (91-02) *6.18 L / 100 km 419 - MOTO GUZZI 1000 California II (2), carbohidrati (82-93) *6.19 L / 100 km 420 - HONDA VFR 750 F (94-97) *6.19 L / 100 km 421 - BMW R 1100 RT (96-01) *6.19 L / 100 km 422 - YAMAHA XVS1300A Midnight Star (> 07) *6.19 L / 100 km 423 - KAWASAKI Z 750 S (05-06) *6.20 L / 100 km 424 - BMW R 1200 C Montauk (04-05)6.20 L / 100 km 425 - BMW K 1600 GT (> 11) *6.20 L / 100 km 426 - 1340 Harley-Davidson Fat Boy (90-00)6.20 L / 100 km 427 - KAWASAKI VN 800 Classic (95-98) *6.20 L / 100 km 428 - Ducati Monster 900 ie / închis (00-02)6.21 L / 100 km 429 - Triumph Trophy 900 (91-95)6.21 L / 100 km 430 - 1584 Harley-Davidson Softail FXSTC personalizat (06-10)6.21 L / 100 km 431 - BMW R 1150 RT (01-04) *6,22 l / 100 km 432 - YAMAHA TDM 850 (96-02) *6,22 l / 100 km 433 - HONDA XL 600 V Transalp (87-93) *6,22 l / 100 km 434 - BMW R 1150 R (01-06) *6,22 l / 100 km 435 - SUZUKI GSF 600 N Bandit (00-04) *6,23 l / 100 km 436 - YAMAHA MT-03 (> 06) *6,23 l / 100 km 437 - HONDA 1300 Pan European STX / CBS-ABS (02-03) *6,24 l / 100 km 438 - 1584 Harley-Davidson Street Glide FLHX (> 06)6.25 L / 100 km 439 - HONDA CBR 600 F (87-90)6.25 L / 100 km 440 - HONDA Crosstourer 1200 (12-13) *6,25 l / 100 km 441 - Harley-Davidson Sportster XL 1200 S S (96-00)6.25 L / 100 km 442 - KAWASAKI VN 2000 (> 04)6.25 L / 100 km 443 - 1450 Harley-Davidson Street Glide (05-06)6,25 L / 100 km 444 - KTM 125 Sting (97-99)6.25 L / 100 km 445 - BMW K 1100 RS (93-97)6.25 L / 100 km 446 - MOTO GUZZI V10 Centauro GT / Sport (98-01)6.25 L / 100 km 447 - Ducati Multistrada 1200 (10-12)6.25 L / 100 km 448 - 1050 TRIUMPH Sprint ST (06-10) *6,26 l / 100 km 449-790 TRIUMPH Bonneville (01-06) *6,27 l / 100 km 450 - BMW R 1200 CL (03-05) *6,27 l / 100 km 451 - YAMAHA XV 1100 Virago (86-98) *6,27 l / 100 km 452 - YAMAHA XJS 900 de deviere (94-03) *6,27 l / 100 km 453 - HONDA Crossrunner 800 (> 11) *6,27 l / 100 km 454 - DUCATI 600 SS SuperSport (94-98) *6,27 l / 100 km 455 - YAMAHA Fazer8 (10-12)6,28 L / 100 km 456 - KAWASAKI KLE 500 (91-94) *6,28 l / 100 km 457 - Ducati Multistrada 1100 S (07-09)6,28 L / 100 km 458 - 1000 DUCATI Monster S2R (05-08) *6,28 l / 100 km 459 - BMW K 100 LT (86-92)6,28 L / 100 km 460 - Harley-Davidson XR 1200 (08-10) *6.29 L / 100 km 461 - HONDA CBF 500 (04-07) *6.29 L / 100 km 462 - YAMAHA XV 1600 Wild Star (99-04) *6.29 L / 100 km 463 - DUCATI 900 SS adică SuperSport (98-02) *6.30 L / 100 km 464 - BMW K 1300 GT (09-11) *6.30 L / 100 km 465 - BMW R 1100 R (95-01) *6,31 l / 100 km 466 - MOTO GUZZI Norge 1200 (06-09) *6,31 l / 100 km 467 - SUZUKI SV 650 N (03-09) *6,31 l / 100 km 468 - HARLEY-DAVIDSON FXDB 1584 Dyna Street Bob (06-08)6,31 L / 100 km 469 - HONDA ST 1100 Pan European / ABS-CBS-TCS (89-01) *6,31 l / 100 km 470-865 TRIUMPH Bonneville / Inj. (> 07) *6.32 L / 100 km 471 - DUCATI ST2 (98-03) *6,32 l / 100 km 472 - 1000 DUCATI SS SuperSport (02-05) *6.33 L / 100 km 473 - TRIUMPH Street Triple 675 (07-11) *6.33 L / 100 km 474 - FLHRC 1584 Harley-Davidson Road King clasică (> 09)6.33 L / 100 km 475 - Ducati Monster 800 ie închis (02-04)6.33 L / 100 km 476 - YAMAHA FZ6 Naked (04-06) *6.33 L / 100 km 477 - KAWASAKI ZX-10 Tomcat (88-90)6.33 L / 100 km 478 - 1450 Harley-Davidson Softail Night Train (00-06)6.33 L / 100 km 479 - Ducati Diavel (> 11)6.33 L / 100 km 480 - HONDA CBR 1000 RR Fireblade (> 12)6.33 L / 100 km 481 - BMW K 1100 LT (90-97) *6,34 l / 100 km 482 - Honda CB 600 Hornet F (07-10) *6,34 l / 100 km 483 - KAWASAKI VN 1500 Mean Streak (02-03) *6,35 l / 100 km 484 - HARLEY-DAVIDSON FXDB 1584 Dyna Street Bob (09-12) *6,36 l / 100 km 485 - BMW R 1150 R ROCKSTER (03-05)6,36 L / 100 km 486 - BMW K 1200 GT (06-09) *6,36 l / 100 km 487 - SUZUKI DR 800 S (90-97) *6,36 l / 100 km 488 - HONDA CBR 600 RR (07-08) *6,37 l / 100 km 489-675 Triumph Street Triple R (09-11) *6,37 l / 100 km 490 - YAMAHA MT-01 (05-06) *6,37 l / 100 km 491 - SUZUKI GSF 650 N Bandit (07-09) *6,37 l / 100 km 492 - KAWASAKI Z 1000 SX (11-13) *6,37 l / 100 km 493 - KTM 640 Supermoto LC4 (98-07) *6,37 l / 100 km 494 - HONDA XR 650 R (> 00)6,38 L / 100 km 495 - 1450 Harley-Davidson Electra Glide Ultra Classic inj. (99-06)6,38 L / 100 km 496 - TRIUMPH Daytona 900 (94-97) *6,38 l / 100 km 497 - MOTO GUZZI California EV 1100 (97-05) *6,38 l / 100 km 498 - YAMAHA DT 125 X (05-06) *6,38 l / 100 km 499 - MOTO GUZZI 1000 (mii) GT (87-93)6,38 L / 100 km 500 - BMW R 100 R (91-96)6,38 L / 100 km 501 - 1450 Harley-Davidson Road King / Classic Inj. (00-06) *6,39 l / 100 km 502 - MOTO GUZZI Stelvio 1200 (08-10) *6,39 l / 100 km 503 - HONDA 1300 Pan European STX / CBS-ABS (> 04) *6,40 l / 100 km 504 - KAWASAKI KLX 650 (93-96)6.40 L / 100 km 505 - TRIUMPH Daytona 675 (06-09) *6.41 L / 100 km 506 - DUCATI 800 SS adică SuperSport (02-07) *6.41 L / 100 km 507 - YAMAHA XV 750 Virago (84-96) *6,42 l / 100 km 508 - BMW K 1300 R (> 09) *6,42 l / 100 km 509 - SUZUKI GSF 1250 Bandit S (> 07) *6,42 l / 100 km 510 - 1000 MOTO GUZZI Le Mans IV - V (4-5) (85-92)6.42 L / 100 km 511 - HONDA XL 1000 V Varadero (07-11) *6,42 l / 100 km 512-865 TRIUMPH Bonneville T100 (> 05) *6,42 l / 100 km 513 - HONDA CBR 600 RR (09-12)6,43 L / 100 km 514 - Ducati Monster S2R 800 / închis (04-08) *6,43 l / 100 km 515 - Honda CB 600 Hornet F (11-13)6,43 L / 100 km 516 - 1450 Harley-Davidson Electra Glide (99-03)6.43 L / 100 km 517-955 TRIUMPH Sprint RS (00-01) *6,43 l / 100 km 518 - 1450 Harley-Davidson Electra Glide inj. (04-06)6,43 L / 100 km 519 - YAMAHA TZR 125 R - RR - SP (Belgarda) (92-03) *6,43 l / 100 km 520 - Suzuki GSX 750 F (98-07) *6,43 l / 100 km 521 - YAMAHA MT-01 (> 07) *6,43 l / 100 km 522 - Ducati Hypermotard 1100 S (07-09)6,44 L / 100 km 523 - 1450 Harley-Davidson Dyna Super Glide Sport (99-05) *6,45 l / 100 km 524 - BUELL XB9R (02-05) *6,45 l / 100 km 525 - DUCATI ST4S/ABS (01-03) *6,46 l / 100 km 526 - Triumph Trophy 900 (96-01) *6,46 l / 100 km 527 - DUCATI ST3 (03-05) *6,46 l / 100 km 528 - KAWASAKI ZZR 600 (90-04) *6,46 l / 100 km 529-900 Monster DUCATI / închis (carbohidrati) (93-00) *6,46 l / 100 km 530 - Honda CB 600 Hornet F S (00-02) *6,47 l / 100 km 531 - TRIUMPH Thruxton 865 (> 04) *6,47 l / 100 km 532 - TRIUMPH Daytona 955 (01-06) *6,47 l / 100 km 533 - BMW K 1200 RS (01-05) *6,47 l / 100 km 534 - Triumph 900 TBird Sport (98-05) *6,47 l / 100 km 535 - BMW R 1150 GS Adventure (02-05) *6,48 l / 100 km 536 - KAWASAKI ZR-7 (99-04) *6,49 l / 100 km 537 - SUZUKI GSF 600 S Bandit (00-04) *6,49 l / 100 km 538 - BUELL XB12Scg (07-10)6.50 L / 100 km 539 - Harley-Davidson Electra Glide Standard FLHT 1584 (> 09)6.50 L / 100 km 540 - Suzuki GSX-R 750 (08-10) *6.50 L / 100 km 541 - MOTO GUZZI V10 Centauro (97-98)6.50 L / 100 km 542 - SUZUKI GSF 600 S Bandit (96-00) *6.50 L / 100 km 543 - 1000 MOTO GUZZI Cota (90-91)6.50 L / 100 km 544 - MOTO GUZZI 1100 California Sport Special (01-03)6.50 L / 100 km 545 - BMW K 1100 LT SE Special Edition (94-95)6.50 L / 100 km 546 - BMW R 80 GS (87-96)6.50 L / 100 km 547 - APRILIA ETX 125 (98-01)6.50 L / 100 km 548 - KTM 640 Duke II (99-02)6.50 L / 100 km 549 - BMW K 1200 GT (02-05) *6.50 L / 100 km 550 - 1584 Harley-Davidson Street Glide FLHX (> 09)6.50 L / 100 km 551 - SUZUKI DRZ 400 / E (00-05)6.50 L / 100 km 552 - KAWASAKI VN 1600 / Classic (03-06)6.50 L / 100 km 553 - BMW R 80 G / S (80-87)6.50 L / 100 km 554 - KTM 620 Duke (95-96)6.50 L / 100 km 555 - Aprilia Tuono 125 (03-06)6.50 L / 100 km 556 - HONDA VTX 1300 S (03-06)6.50 L / 100 km 557-600 GILERA Nordwest (89-90)6.50 L / 100 km 558 - HONDA XRV 650 Africa twin (88-89) *6,53 l / 100 km 559 - BMW R 1100 S / Replika (99-05) *6,53 l / 100 km 560 - SUZUKI RF 900 R (94-96) *6,53 l / 100 km 561 - Aprilia RS 125 (06-10) *6,53 l / 100 km 562 - KAWASAKI ZX-6R (00-01) *6,54 l / 100 km 563 - Honda CB 600 Hornet F (05-06) *6,54 l / 100 km 564 - YAMAHA FJR 1300 (01-05) *6,55 l / 100 km 565 - MOTO GUZZI V11 Le Mans Rosso Corsa (02-05) *6,55 l / 100 km 566 - Ducati Hypermotard 1100 (07-09) *6,55 l / 100 km 567 - SUZUKI VS 800 Intruder (92-98) *6,55 l / 100 km 568 - Suzuki GSX-R 1300 Hayabusa (> 08) *6,55 l / 100 km 569 - KAWASAKI GPZ 1100 / ABS (95-98) *6,55 l / 100 km 570 - KAWASAKI GTR 1400 (07-09) *6,55 l / 100 km 571 - HONDA XL 1000 V Varadero (03-06) *6,56 l / 100 km 572 - CAGIVA 900 Gran Canyon (98-00) *6,56 l / 100 km 573 - Voxan Roadster (> 04)6,56 L / 100 km 574 - YAMAHA TRX 850 (96-00) *6,56 l / 100 km 575 - SUZUKI VL 1500 (98-04) *6.57 L / 100 km 576 - MOTO GUZZI V11 Sport Ballabio (03-06)6.57 L / 100 km 577 - BMW R 100 RT (Monolever) (87-96) *6,58 l / 100 km 578 - CAGIVA 1000 Navigator (00 - 05) *6,59 l / 100 km 579 - 1050 TRIUMPH Sprint ST (05-06) *6,60 l / 100 km 580 - YAMAHA FZ8 (10-12) *6,60 l / 100 km 581 - Aprilia RSV 1000 Factory (06-09)6,60 L / 100 km 582 - YAMAHA XJS GT 900 (90-00) *6,60 l / 100 km 583 - DUCATI ST3S ABS (06-07) *6,60 l / 100 km 584 - YAMAHA XV 1900 Midnight Star (> 06) *6,60 l / 100 km 585 - YAMAHA FZS 1000 Fazer (01-05) *6,61 l / 100 km 586 - Monster DUCATI 1000 S adică (Special) (03-05) *6,61 l / 100 km 587 - YAMAHA FJR 1300 ABS (03-12) *6,62 l / 100 km 588-955 TRIUMPH Speed ​​Triple (02-04) *6,62 l / 100 km 589 - Aprilia Pegaso 650 3 (97-01) *6,62 l / 100 km 590 - KAWASAKI Z 750 R (11-12)6,63 L / 100 km 591 - YAMAHA XVZ 1300 Royal Star (96-02) *6,63 l / 100 km 592 - DUCATI 999 (05-06)6,63 L / 100 km 593 - KAWASAKI GTR 1000 (86-93)6,63 L / 100 km 594 - 1130 Harley-Davidson VRSCD Noapte Rod (06-08)6,63 L / 100 km 595 - YAMAHA FJR 1300 Auto AS (> 06)6,63 L / 100 km 596 - Aprilia SMV 750 Dorsoduro Factory (> 10)6,63 L / 100 km 597 - HONDA VF 750 C Magna (94-03) *6,64 l / 100 km 598 - YAMAHA DT 125 RE (R Everts) (04-06) *6,64 l / 100 km 599 - MOTO GUZZI Stelvio 1200 (> 11)6.64 L / 100 km 600 - HARLEY-DAVIDSON FLSTC 1584 Heritage Softail Classic (06-11)6.64 L / 100 km 601 - KAWASAKI KMX 125 (86-03) *6,64 l / 100 km 602 - HONDA CBR 600 F (91-94) *6,64 l / 100 km 603 - KAWASAKI KLV 1000 (04-05) *6,65 l / 100 km 604 - Voxan Cafe Racer (> 00) *6.66 L / 100 km 605 - HONDA VFR 800 Fi (98-01) *6,66 l / 100 km 606 - SUZUKI GSX 1200 Inazuma (99-01) *6.67 L / 100 km 607 - 1450 Harley-Davidson Heritage Softail Springer (00-04)6.67 L / 100 km 608 - MOTO GUZZI Norge GT 8V 1200 (> 10)6.67 L / 100 km 609 - Harley-Davidson Electra Glide Ultra FLHTK Limited (> 10)6.67 L / 100 km 610 - HARLEY-DAVIDSON FLSTF 1584 Fat Boy (06-11)6.67 L / 100 km 611 - Harley-Davidson Electra Glide Standard FLHT 1584 (> 06)6.67 L / 100 km 612 - SUZUKI TS 125 R (89-96)6.67 L / 100 km 613 - Harley-Davidson XR 1200 X (10-12)6.67 L / 100 km 614-675 Triumph Street Triple R (11-12)6.67 L / 100 km 615 - Ducati Multistrada 1200 S (10-12) *6,68 l / 100 km 616 - DUCATI 748 R / S (00-02) *6,68 l / 100 km 617 - KAWASAKI ZX-6R (636) (02-03)6,69 l / 100 km 618 - KTM 640 Duke II (03-05)6,70 L / 100 km 619 - Suzuki GSX 750 F (88-97) *6,70 l / 100 km 620 - DL Suzuki V-Strom 1000 (02-08) *6,70 l / 100 km 621 - HONDA CB 1300 SA (> 08) *6,70 l / 100 km 622 - YAMAHA DTR 125 E (89-99)6,70 l / 100 km 623 - SUZUKI GSR 600 (06-11) *6,70 l / 100 km 624 - HONDA CB 1300 S (> 05) *6,71 l / 100 km 625 - KAWASAKI ZZR 1100 (90-01) *6,71 l / 100 km 626 - 1450 Harley-Davidson Dyna Super Glide personalizat (05-06)6.71 L / 100 km 627 - 1100 MOTO GUZZI California EV Touring PI (02-05)6.71 L / 100 km 628 - TRIUMPH Daytona 675 (> 09) *6,73 l / 100 km 629 - Ducati Multistrada 1000 (03-06) *6,73 l / 100 km 630 - KAWASAKI Z 750 (07-12) *6,73 l / 100 km 631 - KAWASAKI ZX-6R (95-98)6.75 L / 100 km 632 - 1050 TRIUMPH Speed ​​Triple (08-10) *6,77 l / 100 km 633 - KAWASAKI GTR 1000 (94-04) *6,78 l / 100 km 634 - Ducati 916 Strada (93-97)6.78 L / 100 km 635 - KAWASAKI ZZR 1200 (02-05) *6,78 l / 100 km 636 - TRIUMPH Trident 900 (91-98)6.79 L / 100 km 637 - YAMAHA YZF 1000 R Thunderace (96-03) *6,79 l / 100 km 638 - SUZUKI GSF 1250 Bandit N (07-09) *6,79 l / 100 km 639 - KAWASAKI ZX-6R (636) (05-06)6.79 L / 100 km 640 - KAWASAKI VN 1600 Mean Streak (04-06)6,80 L / 100 km 641-900 TRIUMPH Sprint (94-98) *6,80 l / 100 km 642 - KAWASAKI VN 1700 Classic Tourer (> 09)6,80 L / 100 km 643 - BMW HP2 Megamoto (> 07)6,80 L / 100 km 644-900 TRIUMPH Adventurer (96-01)6,80 L / 100 km 645 - HONDA VFR 750 F (86-89) *6,80 l / 100 km 646 - SUZUKI GSF 1200 Bandit S (06) *6,81 l / 100 km 647-955 TRIUMPH Speed ​​Triple (99-01) *6,81 l / 100 km 648-650 Aprilia Moto 6.5 (95-00)6,81 L / 100 km 649 - 1584 Harley-Davidson FLHTCU Ultra Classic Electra Glide (06-09)6,81 L / 100 km 650 - SUZUKI GSF 1200 Bandit S (01-05) *6,81 l / 100 km 651 - YAMAHA FZX 750 Fazer (87-94) *6,81 l / 100 km 652 - BMW K 1200 RS (99-01) *6,81 l / 100 km 653 - 1000 V CAGIVA Raptor (00-04)6,81 L / 100 km 654 - TRIUMPH Daytona 650 (05)6.83 L / 100 km 655 - KAWASAKI Z 750 (04-06) *6.83 L / 100 km 656 - BMW R 100 RT (78-84)6.83 L / 100 km 657 - MOTO GUZZI Breva 850 (06-10)6.83 L / 100 km 658 - 1700 Triumph Thunderbird / Storm (> 11)6.83 L / 100 km 659 - 1584 Harley-Davidson FLHTCU Ultra Classic Electra Glide (09-10)6.83 L / 100 km 660 - SUZUKI GSF 600 N Bandit (95-00) *6.83 L / 100 km 661 - KAWASAKI VN 1700 Classic (> 09)6.83 L / 100 km 662 - TRIUMPH Daytona 675 R (> 13)6.83 L / 100 km 663-916 DUCATI Monster S4 (00-03) *6,84 l / 100 km 664 - DUCATI 750 SS SuperSport (carbohidrati) (91-98) *6,84 l / 100 km 665 - YAMAHA FZ1 Fazer (06-09) *6,84 l / 100 km 666 - KAWASAKI ZRX 1200 S (01-04) *6,86 l / 100 km 667 - TRIUMPH TT 600 (00-03) *6,87 l / 100 km 668 - Voxan Scrambler (> 01) *6,88 l / 100 km 669 - KAWASAKI VN 1600 Classic Tourer (05-09)6,88 L / 100 km 670 - MOTO GUZZI V 11 Le Mans (01-05) *6,88 l / 100 km 671 - MOTO GUZZI V11 Cafe sport (03-05)6,88 L / 100 km 672 - Ducati Multistrada 1000 S DS (05-06)6,88 l / 100 km 673 - DUCATI 749 S (02-04)6,88 L / 100 km 674 - SUZUKI VZ 1600 Marauder (04-07)6,88 L / 100 km 675 - HONDA CBR 900 RR (918 cm3) Fireblade (98-99) *6,89 l / 100 km 676 - HONDA CBR 600 F (97-98)6.89 L / 100 km 677 - BMW K 1200 R Sport (07-09)6.89 L / 100 km 678 - HONDA VFR 800 Fi VTEC / ABS (02-13) *6,89 l / 100 km 679 - BMW K 1200 S (05-06) *6,89 l / 100 km 680 - Suzuki VS 1400 Intruder (87-04) *6,90 l / 100 km 681 - KAWASAKI KDX 125 (90-03) *6,90 l / 100 km 682 - HONDA CBR 1000 F (SC 25 - dual CBS) (93-00) *6,91 l / 100 km 683 - HONDA CBR 600 F (99-00) *6,91 l / 100 km 684 - YAMAHA R1 (02-03) *6,91 l / 100 km 685 - KAWASAKI VN 1700 Voyager (> 09)6,92 L / 100 km 686 - KAWASAKI ZRX 1200 (01-04) *6,92 l / 100 km 687 - YAMAHA XV 1700 Warrior (03-05) *6,93 l / 100 km 688 - KAWASAKI ZRX 1100 (97-00) *6,94 l / 100 km 689 - DUCATI ST4 (99-03)6,94 L / 100 km 690 - Ducati Sport 1000 (06-10)6,94 L / 100 km 691 - HONDA CBR 900 RR (918 cm3) Fireblade (96-97)6,94 L / 100 km 692 - Honda CB 600 Hornet F (01-02) *6,94 l / 100 km 693 - KTM 950 LC8 Adventure S (03-05)6,94 L / 100 km 694 - Suzuki GSX-R 600 (06-07)6,94 L / 100 km 695 - HONDA CBR 900 RR (893 cm3) Fireblade (92-93) *6,95 l / 100 km 696 - KAWASAKI ZX-9R (98-00) *6,95 l / 100 km 697 - KAWASAKI ZX-6R (07-08) *6,95 l / 100 km 698 - Suzuki GSX-R 600 (97-00) *6,95 l / 100 km 699 - GL 1800A aur Wing (07-11) HONDA *6,95 l / 100 km 700 - SUZUKI GSF 1200 Bandit N (06) *6,96 l / 100 km 701 - SUZUKI GSF 1200 Bandit S (95-00) *6,96 l / 100 km 702-750 Monster DUCATI / închis (carbohidrati) (96-01) *6,97 l / 100 km 703 - Honda CB 600 Hornet F (03-04) *6,98 l / 100 km 704 - HONDA VFR 750 F (90-93) *6,98 l / 100 km 705 - KTM 990 Adventure (09-12)7.00 L / 100 km 706 - KTM 990 Adventure (06-08) *7,00 l / 100 km 707 - 1200 TRIUMPH Daytona (93-97)7,00 L / 100 km 708 - SUZUKI RG 125 Gamma (85-91) *7,00 l / 100 km 709 - MOTO GUZZI Stelvio 1200 NTX (09-10)7,00 L / 100 km 710 - HONDA VFR 1200 F (10-11) *7,00 l / 100 km 711 - MOTO GUZZI 1100 Sport Corsa ie (98-99)7,00 L / 100 km 712 - KAWASAKI GPZ 900 R Ninja (Limited Edition) (83-90)7,00 L / 100 km 713 - YAMAHA TDM 850 (90-95) *7,00 l / 100 km 714 - HONDA CBR 900 RR (893 cm3) Fireblade (94-95)7,00 L / 100 km 715 - KAWASAKI ZZR 1400 (ZX-14R) (> 12)7,00 l / 100 km 716 - 1130 Harley-Davidson VRSCD Noapte Rod (05-06)7,00 L / 100 km 717 - KAWASAKI ZX-9R (00-01) *7,00 l / 100 km 718 - KTM 950 Super Enduro / R (07-09)7,00 L / 100 km 719 - 1050 TRIUMPH Speed ​​Triple (05-07) *7,02 l / 100 km 720 - HONDA GL 1800 Aur Wing (01-06) *7,02 l / 100 km 721 - HONDA CB 1000 R / C-ABS (> 08) *7,02 l / 100 km 722-996 DUCATI Monster S4R (03-06) *7,03 l / 100 km 723 - HONDA CBR 1000 RR Fireblade (06-07) *7,04 l / 100 km 724 - HONDA CB 1000 Big One (92-98) *7,04 l / 100 km 725 - 1050 TRIUMPH Speed ​​Triple (> 11) *7,05 l / 100 km 726 - YAMAHA 1000 GTS (91-99) *7,05 l / 100 km 727 - Aprilia ETV 1000 Caponord / ABS (01-06) *7,05 l / 100 km 728 - BMW S 1000 RR (> 10) *7,05 l / 100 km 729 - KAWASAKI ZRX 1200 R (01-04) *7,06 l / 100 km 730 - Ducati Monster S4R Testastretta 998 (07-10)7.7 l / 100 km 731 - 1300 Suzuki B-King (07-11) *7,07 l / 100 km 732 - Harley-Davidson 1450 Softail Heritage Classic (00-04)7,08 L / 100 km 733 - YAMAHA FZR 600 (89-93) *7,09 l / 100 km 734 - KAWASAKI Z 1000 (07-09) *7,09 l / 100 km 735 - 1100 MOTO GUZZI California EV PI (03-05)7.10 L / 100 km 736 - MV Agusta F4 750 S 1 1 (99-02)7.10 L / 100 km 737 - Moto Morini 9 1/2 (07-12)7.10 L / 100 km 738 - YAMAHA FZR 600 R (94-95)7.10 L / 100 km 739 - KTM 950 LC8 de aventură (03-05) *7,12 l / 100 km 740 - APRILIA RST Futura 1000 (01-04) *7.13 L / 100 km 741 - KTM 1190 RC8-R (09-13)7.13 L / 100 km 742 - MOTO GUZZI 1100 carbohidrati Sport (93-97)7.13 L / 100 km 743 - BENELLI Tre 1130 K (> 01)7.13 L / 100 km 744 - Ducati Streetfighter 848 (> 12)7.13 L / 100 km 745 - KAWASAKI ZRX 1100 R (98-00) *7,15 l / 100 km 746 - BMW K 1200 R (05-08) *7,15 l / 100 km 747-600 TRIUMPH Speed ​​Four (01-05) *7.16 L / 100 km 748 - TRIUMPH Daytona 955 (97-00) *7.16 L / 100 km 749 - HONDA CBR 600 F (01-03)7.17 L / 100 km 750 - SUZUKI GSF 1200 Bandit N (01-05) *7.17 L / 100 km 751 - SUZUKI Intruder M1800R (> 08)7.17 L / 100 km 752 - KTM 990 SMT / ABS (09-13) *7,18 l / 100 km 753 - HONDA GL 1500 Aur Wing (88-00) *7,18 l / 100 km 754 - Voxan Street Scrambler (> 04) *7,19 l / 100 km 755 - HONDA CBR 1000 RR Fireblade (08-11) *7,20 l / 100 km 756 - Suzuki GSX-R 600 (04-05)7,20 L / 100 km 757 - Suzuki GSX-R 1000 (09-11)7,20 L / 100 km 758-900 TRIUMPH Speed ​​Triple T301 (94-96) *7,21 l / 100 km 759 - Suzuki GSX-R 600 (01-03) *7,23 l / 100 km 760 - Suzuki GSX-R 1300 Hayabusa (99-07) *7,24 l / 100 km 761 - KAWASAKI ZX-7R (96-02) *7,24 l / 100 km 762 - HONDA VFR 1200 F DCT (10-11)7.25 L / 100 km 763 - SUZUKI GSX 1100 G (91-95) *7.25 L / 100 km 764 - YAMAHA R6 (99-02) *7.25 L / 100 km 765 - MOTO GUZZI V11 Sport Naked (01-05)7.25 L / 100 km 766 - YAMAHA R6 (05)7.25 L / 100 km 767 - YAMAHA XJR 1300 (02-03) *7,27 l / 100 km 768 - APRILIA MX 125 (05-07)7,28 L / 100 km 769 - 1200 MOTO GUZZI Griso 8 V (> 07)7,28 L / 100 km 770-848 DUCATI (08-10) *7,30 l / 100 km 771 - Suzuki GSX-R 600 (08-10)7,30 L / 100 km 772 - MOTO GUZZI V11 Scura (01-06)7,30 L / 100 km 773 - SUZUKI RF 600 R (93-97) *7,30 l / 100 km 774 - KAWASAKI ZZR 1400 (ZX-14R) (06-11) *7,30 l / 100 km 775 - MOTO GUZZI V 11 Sport (99-01)7,31 L / 100 km 776 - HONDA CBR 900 RR (929 cm3) Fireblade (00-01) *7,31 l / 100 km 777 - 1130 Harley-Davidson V-Rod VRSCA-B (02-06) *7,32 l / 100 km 778 - Honda CB 600 Hornet F (98-00) *7,32 l / 100 km 779 - MOTO GUZZI 1400 California Touring (> 13)7.33 L / 100 km 780 - TRIUMPH Rocket III Touring (> 08)7.33 L / 100 km 781 - YAMAHA RD 350 LC (31K - YPVS) (83-91)7.33 L / 100 km 782 - Ducati Streetfighter 1098 (09-11)7.33 L / 100 km 783 - SUZUKI GSX 1100 F (in dinti, FK, FL, FM, FN, FP) (87-94) *7,34 l / 100 km 784 - 1300 YAMAHA XJR (04-06) *7,34 l / 100 km 785 - Aprilia SL 1000 Falco (00-05) *7,34 l / 100 km 786 - Suzuki GSX-R 750 (00-03) *7,35 l / 100 km 787 - YAMAHA R6 (06-07) *7,35 l / 100 km 788 - HONDA CB 1300 F (03-09) *7,36 l / 100 km 789-900 TRIUMPH Speed ​​Triple T509 (97-98) *7,36 l / 100 km 790 - BMW R 80 RT (Monolever) (84-95) *7,37 l / 100 km 791 - SUZUKI VZ-1800 R Intruder (06-08) *7,38 l / 100 km 792 - Honda CB 900 Hornet F (01-07) *7,40 l / 100 km 793 - DUCATI 748 Biposto (95-98)7,40 L / 100 km 794 - BUELL 1125R (08-11)7,40 L / 100 km 795 - KTM 990 SM R (> 09) *7,41 l / 100 km 796 - YAMAHA R6 (03-04) *7,42 l / 100 km 797 - Suzuki GSX-R 1000 (05-06) *7,42 l / 100 km 798 - Suzuki GSX-R 1000 (03-04) *7,42 l / 100 km 799-125 CAGIVA Mito EV (94-08) *7,42 l / 100 km 800 - Moto Morini 1200 Granpasso (08-12)7,42 L / 100 km 801 - 1000 CAGIVA Raptor (00-05) *7.43 L / 100 km 802 - SUZUKI GSX 1400 (01-06) *7.43 L / 100 km 803 - HONDA CBR 600 F Sport (01-03)7.43 L / 100 km 804 - BUELL 1125CR (09-10)7.43 L / 100 km 805 - KTM 1190 RC8 (> 08) *7.43 L / 100 km 806 - HONDA GL 1500 F6C (Valkyrie) (97-02) *7.43 L / 100 km 807 - BMW R 100 GS (87-96)7.44 L / 100 km 808 - KAWASAKI ZX-6R (> 09)7,44 L / 100 km 809 - Suzuki GSX-R 1000 (07-08) *7,45 l / 100 km 810 - YAMAHA V Max 1200 - Ltd (85-92) *7,46 l / 100 km 811 - KTM 950 Supermoto (05-07) *7,47 l / 100 km 812 - YAMAHA R1 (98-01) *7,47 l / 100 km 813 - SUZUKI TL 1000 R (98-03) *7,48 l / 100 km 814 - DUCATI 996 R (00-01)7,50 L / 100 km 815 - KAWASAKI VN 1500 Tourer (98-02)7.50 L / 100 km 816 - KAWASAKI VN 1500 Inj. (01-03)7.50 L / 100 km 817 - Buell S1 Lightning - alb Lightning (96-99)7.50 L / 100 km 818 - Ducati Streetfighter 1098 S (> 09)7.50 L / 100 km 819 - KAWASAKI VN 1500 Classic (96-02)7.50 L / 100 km 820 - HONDA CBR 1000 F (SC25) (89-92)7.50 L / 100 km 821 - KTM 990 Adventure S (06-08)7.50 L / 100 km 822 - XVZ 1300 YAMAHA Royal Star Venture (99-02)7.50 L / 100 km 823 - HONDA CRM 125 (90-00) *7,50 l / 100 km 824 - KAWASAKI ZX-9R (02-03) *7,54 l / 100 km 825 - Suzuki GSX-R 750 (96-97) *7,55 l / 100 km 826 - SUZUKI SV 1000 N (03-07) *7,55 l / 100 km 827 - HONDA CBR 600 RR (05-06)7.56 L / 100 km 828 - SUZUKI SV 1000 S (03-07) *7,57 l / 100 km 829 - HONDA CBR 1100 XX Super Blackbird (97-00) *7,58 l / 100 km 830 - YAMAHA FJ 1100 - FJ 1200 (84-97) *7,59 l / 100 km 831 - HONDA GL 1500 Aur Wing SE (91-00) *7,60 l / 100 km 832 - TRIUMPH Trophy 1200 (96-03) *7,60 l / 100 km 833 - 1130 Harley-Davidson VRSCR Street Rod (05-07)7,61 L / 100 km 834 - HONDA CBR 1100 XX Super Blackbird (01-07) *7,61 l / 100 km 835 - 1300 YAMAHA XJR (> 07) *7,62 l / 100 km 836 - BIMOTA YB11 (Yamaha YZF 1000 R Thunderace) (96-99)7,63 L / 100 km 837 - YAMAHA R1 crossplane (09-11)7,63 L / 100 km 838 - ZZ SACHS 125 (2T) (99-03)7,63 L / 100 km 839 - Voxan Black Magic (> 04)7,64 L / 100 km 840 - HONDA CBR 600 RR (03-04) *7,64 l / 100 km 841 - 1100 KAWASAKI Zephyr (92-96)7,64 L / 100 km 842 - Aprilia Tuono 1000 (03-05) *7.66 L / 100 km 843 - Moto Morini 1200 Sport (08-12)7.67 L / 100 km 844 - KAWASAKI ZX-10R (06-07)7.67 L / 100 km 845 - Laverda Formula 750 (98-02)7.67 L / 100 km 846 - DUCATI 749 / închis (05-07)7.67 L / 100 km 847 - YAMAHA FZ1 Fazer (> 10)7.67 L / 100 km 848 - 1200 TRIUMPH Trophy (91-95)7.67 L / 100 km 849 - Aprilia RSV 1000 Factory (03-05)7.67 L / 100 km 850 - Suzuki GSX-R 750 (06-07) *7,68 l / 100 km 851 - HONDA XL 1000 V Varadero (99-02) *7,69 l / 100 km 852 - YAMAHA YZF 750 R - SP (95-97) *7,69 l / 100 km 853 - DUCATI 999 (03-04) *7,70 l / 100 km 854 - KAWASAKI Z 1000 (10-13) *7.71 L / 100 km 855 - KAWASAKI ZX-6R (636) (03-04)7,72 l / 100 km 856 - YAMAHA V Max 1200 (93 - 03) *7,72 l / 100 km 857 - Suzuki GSX-R 750 (92-95)7,75 L / 100 km 858 - HONDA CBR 600 F (95-96)7,75 L / 100 km 859 - Suzuki GSX-R 1100 (aer / ulei - SACS) (89-92)7,75 L / 100 km 860 - YAMAHA R6 (08-09) *7,75 l / 100 km 861 - Aprilia RSV 1000 R (03-05) *7,76 l / 100 km 862 - 1300 YAMAHA XVZ de risc (90-95) *7,77 l / 100 km 863 - TRIUMPH Daytona 600 (03-04)7,81 L / 100 km 864 - Aprilia Tuono 1000 R (06-07) *7,82 l / 100 km 865 - YAMAHA XJR 1200 - SP (95-98) *7.83 L / 100 km 866 - Yamaha XTZ 750 Super Tenere (89-97) *7.83 L / 100 km 867 - YAMAHA TDR 240 - TDR 250 (87-90) *7.83 L / 100 km 868 - HUSABERG FS 650E Supermoto (04-06)7.83 L / 100 km 869 - HONDA CB X-11 (X Eleven) (99-01) *7,84 l / 100 km 870 - Aprilia RSV 1000 R (00-03)7,86 L / 100 km 871 - Aprilia RSV 1000 (98-03) *7,88 l / 100 km 872 - HONDA VTR Firestorm 1000 F (97-00) *7,89 l / 100 km 873 - Aprilia RSV 1000 R (06-09)7,89 L / 100 km 874 - Honda VTR SP-2 (02-04) *7,91 l / 100 km 875 - YAMAHA XJR 1300 - SP (99-01) *7,91 l / 100 km 876 - KTM 990 Supermoto (08-10) *7,92 l / 100 km 877 - KAWASAKI ZX-10R (04-05) *7,92 l / 100 km 878 - Suzuki GSX-R 1000 (01-02) *7,93 l / 100 km 879 - TRIUMPH Rocket III (04-09) *7,94 l / 100 km 880 - HONDA CBR 900 RR (954 cm3) Fireblade (02-03) *7,94 l / 100 km 881 - YAMAHA FZ1 Naked (06-09) *7,96 l / 100 km 882 - SUZUKI TL 1000 S (97-01) *7,98 l / 100 km 883 - Aprilia Tuono 1000 R Factory (07-09)8,00 L / 100 km 884 - HARLEY-DAVIDSON FLHTCUSE2 1803 Screamin 'Eagle Electra UC Gl.(> 06)8,00 L / 100 km 885 - Moto Morini Corsaro Avio 1200 (08-12)8,00 L / 100 km 886 - Harley-Davidson FLSTSB Softail Cross Bones (08-11)8,00 L / 100 km 887 - SUZUKI GSF 1200 Bandit N (95-00) *8,00 l / 100 km 888 - Aprilia RSV4 Factory / DAE (> 09)8,00 L / 100 km 889 - 1250 Harley-Davidson V-Rod VRSCF musculare (> 09)8,00 L / 100 km 890 - HONDA CBR 1000 RR Fireblade (04-05) *8,00 l / 100 km 891 - Suzuki GSX-R 750 (98-99)8,00 L / 100 km 892 - DUCATI 1098 (07-08) *8,04 l / 100 km 893 - Aprilia RS 125 (98-05) *8,07 l / 100 km 894 - Suzuki GSX-R 750 (04-05) *8,09 l / 100 km 895-998 S4RS Ducati Monster (06-08) *8,09 l / 100 km 896 - KTM 990 Superduke (> 07) *8,09 l / 100 km 897-899 BENELLI TNT / S (08-10) *8.10 L / 100 km 898 - Moto Morini Corsaro 1200 (06-12) *8.10 L / 100 km 899 - KAWASAKI Z 1000 (03-06) *8.13 L / 100 km 900 - TRIUMPH Trident 750 (92-98)8.13 L / 100 km 901 - HONDA VTR Firestorm 1000 F (01-05) *8,15 l / 100 km 902 - YAMAHA R1 (04-06) *8.16 L / 100 km 903 - Aprilia Tuono V4 R DAE (> 11)8,17 L / 100 km 904 - KAWASAKI ZX-12R (00-02) *8,17 l / 100 km 905 - Ducati Paul inteligent 1000 (06-07)8,17 L / 100 km 906 - KAWASAKI ZX-9R (94-98)8,21 L / 100 km 907 - YAMAHA R1 (07-08) *8,21 l / 100 km 908 - YAMAHA FZR 1000 (91-95) *8,28 l / 100 km 909 - KTM 660 SMC (03-05) *8.29 L / 100 km 910 - KTM 625 SMC (03-05)8.33 L / 100 km 911 - BENELLI Tornado Tre 900 RS / / LE (01-06)8.33 L / 100 km 912 - KAWASAKI ZX-10R (08-10)8,36 L / 100 km 913 - KAWASAKI ZX-12R (02-06) *8,37 l / 100 km 914 - DUCATI 1198 (09-10)8,38 L / 100 km 915 - DUCATI 996 / S (98-01)8,39 L / 100 km 916 - MV Agusta Brutale 1078 RR (08-09)8,43 L / 100 km 917 - Honda VTR SP-1 (00-01) *8,43 l / 100 km 918 - Suzuki GSX-R 750 (88-90)8,44 L / 100 km 919 - Aprilia RSV4 R / DAE (> 10) *8,45 l / 100 km 920 - MV Agusta Brutale 910 S (06-08) *8,58 l / 100 km 921 - HARLEY-DAVIDSON VRSCDX 1250 Noapte Rod Special (08-11)8,63 L / 100 km 922 - HONDA RVF 750R RC45 (94-97)8,70 L / 100 km 923 - DUCATI 749 (03-04)8,71 L / 100 km 924 - KTM 990 Superduke R (07-13)8,75 L / 100 km 925 - MV Agusta Brutale R 1090 (10-11)8.75 L / 100 km 926 - DUCATI 999 S (05-06)8,75 L / 100 km 927 - Moto Morini Corsaro Veloce 1200 (07-12)8,79 L / 100 km 928 - KTM 950 Supermoto R (07-08) *8,80 l / 100 km 929 - KTM 990 Superduke (05-06) *8,81 l / 100 km 930 - Suzuki GSX-R 1100 (aer / ulei - SACS) (86-88) *8,82 l / 100 km 931 - HARLEY-DAVIDSON VRSCDX 1130 Noapte Rod Special (07-08)8,94 L / 100 km 932 - BENELLI TNT 1130 Sport Evo (07-09)9,00 L / 100 km 933 - YAMAHA V Max 1700 (> 08)9.00 L / 100 km 934 - DUCATI 998 S / R (01-03)9,17 L / 100 km 935 - HONDA VTX 1800 C (01-04)31,9 L / 100 km 936 - BENELLI TNT 1130 (01-10)9.33 L / 100 km 937 - MV Agusta F4 1000 S 1 +1 (04-09)9.33 L / 100 km 938 - MV Agusta F4 1000 (10-12)9.40 L / 100 km 939 - 1130 BENELLI Cafe Racer (> 01)9,50 L / 100 km 940 - YAMAHA FZR 1000 (89-90)9,67 L / 100 km 941 - SUZUKI RGV 250 Gamma (VJ 22) (91-95)9,75 L / 100 km 942 - SUZUKI RG 500 Gamma (85-89) *9,80 l / 100 km 943 - Aprilia RS 250 (96-02)9,94 L / 100 km 944 - SUZUKI RG 250 Gamma (83-87)10,00 L / 100 km 945 - MV Agusta Brutale 750 S (01-05) *10.59 L / 100 km În cadrul acestui test, s-au luat în considerare doar modelele şi mărcile de motociclete care au primit mai mult de trei opinii de consum din partea utilizatorilor, astfel încât s-a putut face o medie ponderată. Modelele marcate cu * au primit un număr de opinii exprimate mai mare de zece.
  4. If you were going to rob a bank on a motorcycle, what would you choose? It needs to be fast, like any good getaway vehicle, and agile enough to evade Johnny Law. There might as well be comfort and amenities too, right? Bluetooth connectivity to contact your crew on the burner phone, plus cruise control so you maintain an inconspicuous speed while you make the call. Plus electronically adjustable suspension and ride modes for city, freeway, and back roads. You’re a bank robber, not an animal! And of course, you’ll need space for the stacks of money. Allow me to suggest a Multistrada. It’s fast, comfortable, dripping with technology, and there are approximately 10,000 new ones on the road each year, so you won’t stand out in the wrong way. Since you’ll be wealthy from your bold raid of First Merchants you might as well spring for the swankiest one to date: the 2018 Ducati Multistrada 1260 S Touring. Yes, I know, $22,395 is a pretty penny to spend—and we’ll talk about why you might as well splurge on the S version rather than $18,695 for the base model—but you get an awful lot of motorcycle for the money. The Tech, And What’s New You might be thinking that the new Multi 1260 looks a lot like the bike that debuted in 2010 with the 1,198cc 11° engine, and you’d be right. Aesthetics withstanding, since then the bike has been updated with and Desmodromic Variable Timing (2015) as well as many other small upgrades over the years—saddlebag latches, a color dash unit, and the like. The meaningful moves for the 2018 model involve inheriting the ’s 1,262cc engine, a longer wheelbase, and updates to the color dash. The 2018 Ducati Multistrada 1260 in white. First, the powerplant, which caused a bit of a stir around here when it debuted the . Genius as it is, , but in XDiavel form the engine grew to be monstrously torquey (thanks to 1.6mm of stroke added) and smoothed out considerably with evolution of the tuning. Ducati claim 18 percent more torque at 5,500 rpm, patching the dip in torque that plagued the Multi 1200 DVT mill. This is Ducati’s provided dyno chart for the 1260 torque curve versus the 1200 engine—if nothing else, an admission that there was a massive hole in the torque on the first DVT engine. The chassis updates involved lengthening the swingarm by 1.9 inches and adding a degree of rake (and 0.2 inch of trail), which adds up to a wheelbase that’s 2.2 inches longer—that’s a lot. The frame was also updated to hold the XDiavel powerplant, and while the Sachs fork and shock use the same external hardware, they are adjusted differently for the new setup. I asked why the wheelbase and rake stretch and what I heard was, “stability.” Apparently, Ducati felt it could make a bike just as agile but more stable when ridden fast with a passenger and full luggage. More on that later. The 2018 Ducati Multistrada 1260 in profile. My, what a long wheelbase you have! Beefy M50 brakes from Brembo are high-end binders and they feel like it. Good stuff. The dash is the same size but has a higher-resolution TFT screen and updated software to navigate the galaxy of options within—that includes everything from damping characteristics in the suspension to adjusting each of the electronic rider aids individually. Basically, instead of only offering a spread of settings from which to choose (1 through 8 for traction control, for example), there is guidance built in—select TC Level 2 and the bike tells you that’s best for performance on dry roads, where TC Level 7 is best for performance on wet roads. It’s all a little arbitrary, and dependent on rider skill, of course, but it’s a step toward people learning how the system is meant to operate. (For an example of how the menus look and work, see the video embedded below.) Other changes and updates slung around the Multi 1260 include new heated grips, a “more reliable” keyless ignition (evidently the previous one was finicky), an up/down quickshifter option (standard on the S), and a tire-pressure monitoring system option. There’s also the Ducati Link App, which will allow owners to adjust settings from their phone, link with social media, track and share rides, win badges and points for logging miles, and keep track of service intervals—18,000 miles between valve adjustments, by the way, and 9,000 for basic service. The app is available starting in February of 2018. How It Feels To Ride Enough with the specs! You want to know how fast this sucker can get you away from the vault and into the hills—hypothetically, of course. The short answer is, quickly and splendidly. So much of what has made the Multistrada a popular machine since 2010 is captured wholly in the new 1260. The engine is the biggest improvement. Ducati claim 6 additional ponies over the 1200, but it doesn’t really feel faster. The longer wheelbase makes it less prone to wheelie, I’m sure—mostly it’s how linear the power delivery is that made me smile. It’s happy to lug around town,and has a fat midrange that won’t disappoint. Dual fenders keep the Multi’s tail clean. Note that the left bag is larger because of the exhaust on the right side. Luggage is standard on the Touring models, an upgrade on everything else. Wheels are updated on the 2018 Multistrada 1260, and Ducati claims they are 300 grams lighter. Plus they’re gold! (Unless you get the bike in red, then they’re black.) The chassis updates didn’t do it for me. In adding rake and trail and wheelbase I think they’ve dulled one of my favorite parts of the Multistrada blade—only a little, but it’s noticeable. It just doesn’t feel as light and direct to steer as it has in the past. The old bike is , and I love that about it. Ducati staff say the more relaxed geometry helps direct more feedback to the rider, but I’m not sure I felt it. If it’s for the sake of safety and stability, then I can’t argue—that should always be a priority in motorcycle design. Even if it felt less excitable, I dragged my toes all day and never broke a sweat. The 1260 is fully capable of slaying a twisty road. More to the point of a getaway vehicle, the Multistrada’s ride modes are still some of my favorite of any bike. Trundling through small towns on the test ride, I flicked the 1260 into Urban mode. The preload in the shock automatically decreases, making the ride h lower (nice for stoplights) and the damping in the fork and shock loosens way up. Then there’s the engine, which mellows out in the Low power mode, making the bike easy to trot through suburban streets. Lastly, the dash reconfigures to show the clock and speedo nice and big, and forgoes the tachometer. Who cares about revs in the city? It’s excellent. At 6-foot-2 I thought the Multi 1260 offered excellent touring manners and all-day comfort. It’s a tall and heavy bike, and rewards experience. The 2018 Ducati Multistrada 1260 has an up/down quickshifter that works really nicely. You can turn it off if you hate it. Should your getaway cover be blown and you need to make haste, Sport mode awaits. The suspension tightens, dash displays a prominent tach, and all 158 claimed horses are on tap. Touring mode is somewhere in the middle, and Enduro mode is designed to help if your ride takes you off road. Lots of bikes have different power modes available, others have adjustable suspension, and some even do this same trick of tweaking everything at once. In my opinion, though, the Multistrada offers the most comprehensive and drastic available changes. The bike’s personality really does change, and it’s a fantastic option to have. Moreover, every parameter built in to the ride mode—traction control, wheelie control, ABS, throttle map, dash display, quickshifter, and suspension settings—are able to be tailored individually in the menu. That means each of the four ride modes becomes customizable to your preferred settings. Urban mode could be soft suspension for the cobblestone street approaching the bank, Touring mode could have full preload in the shock to account for the payload after the robbery. I’m just spitballing here. My preference for twisty roads was Sport mode, with the preload set a shade high, rear ABS and wheelie control off, and the throttle map set to Medium (that’s full power, but gentler delivery). One of my favorite things about the Multistrada is that if you ask it to be bad, it’s more than willing. How many 500-something-pound sport-touring bikes are comfortable when sideways? Not many, but the 2018 Multi 1260 is one of them. Switches on the 2018 Ducati Multistrada 1260 are largely the same as they were on the previous DVT model. The rim around the base of the switch glows, too, which is handy in the dark—though you still can’t see what the buttons do. You’ll have to learn that yourself. Aside from the nifty tricks that the Multi does, it delivers everything a sport-touring bike should. The weather protection is good, and easily adjustable via the pinch-’n’-slide windscreen. The mirrors are decent, the seat is nicely shaped, and the brakes are stellar. The seat is adjustable for h, if you please, and the saddlebags work nicely other than not being able to leave them unlocked. The quickshifter is great, and the LED headlights that come on the up-spec models also include cornering lights. The Bottom Line The Multistrada 1260 S Touring delivers everything it promises and, in my opinion, it damn well should. For a price tag north of $22,000 you, the consumer, should be getting everything you want in a motorcycle. Back to one of the first questions I posed: Why not get the base bike? For a “scant” $18,700 you can still have the new engine and new chassis so why not? The upsell is $2,300 to the S (in red), plus $1,400 for the Touring, and $200 for the gray paint on my testbike, which ends up at $22,595. That’s a no-joke, at nearly $4,000 more than the base bike, but I still say it’s worth it. If you want this burly beast of a sport-tourer, then you want the quickshifter, the color dash, LED headlight, luggage, centerstand, and the fancy suspension. You can think the Multistrada is ugly, or doesn’t sound good, or is too big. Opinions are good to have. As far as delivering an exciting and capable grand touring experience, the Multistrada 1260 succeeds in spades. It would probably be a perfect getaway vehicle, too, if you happen to be up to no good. TECH SPEC PRICE $22,395 (S model) ENGINE 1262cc liquid-cooled 90° V-twin TRANSMISSION/FINAL DRIVE 6-speed/chain CLAIMED HORSEPOWER 158.0 hp @ 9500 rpm CLAIMED TORQUE 95.1 lb.-ft. @ 7500 rpm FRAME Steel-tube trellis FRONT SUSPENSION Sachs 48mm fork with adjustable spring preload and semi-active compression and rebound damping; 6.7 in. travel REAR SUSPENSION Sach shock with adjustable spring preload and semi-active compression and rebound damping; 6.7 in. travel FRONT BRAKE Brembo M50 four-piston calipers (S), 330mm discs with ABS REAR BRAKE Brembo two-piston caliper with ABS RAKE/TRAIL 25°/4.4 in. WHEELBASE 62.4 in. SEAT HEIGHT 33.3/32.5 in. (845/825mm) FUEL CAPACITY 5.3 gal. (20L) CLAIMED WET WEIGHT 518 lb. (235kg) CONTACT The list of options and models in the 2018 Ducati Multistrada 1260 lineup. The MSRP on the Pikes Peak version is $24,995, and it comes with Öhlins suspension instead of the Sachs Skyhook kit, as well as a Termignoni pipe and a spicy livery. We won’t get the S D|air version (developed with Dainese airbag systems) in the US of A. 2018 Ducati Multistrada 1260 cockpit: ready for whatever sport tour you can handle. 2018 Ducati Multistrada 1260 bags are decent. You can also get the aluminum top-loading cases from the Enduro model if you like. 2018 Ducati Multistrada 1260 Sursa
  5. This article was originally published in the December-January 1999 issue of Cycle World's Big Twin magazine. You don’t normally think of a Big Twin as much of a corner-carver; but with its combination of Convertible chassis and Twin Cam 88 power, the FXDX Dyna Sport is a barrel of fun on a serpentine road. Steal just a quick glance of a , and you might miss the good stuff. Concealed under slath­erings of flat-black paint, its Twin Cam 88 engine looks much like an Evo. The distinctive timing cover fails to stand out without a polished finish, and the big cylinder fins are diminished by the darkness. It could be just another Dyna. Turn the key and ride off, though, and you’ll definitely know that you have entered a new world of Harley-Davidsons. The Sport pulls hard and smoothly from down low, getting no­ticeably stronger around 3500 rpm. It keeps pulling past 5000 rpm—where a stock Evos have long since begun wheezing—and keeps on going to the 5500-rpm redline and beyond. From the rumbles and shakes, you know you’re riding a Big Twin, but every moment on board tells you it’s not an Evo. The light-flywheeled Twin Cam has a revvy eagerness that is lacking in a stock Evo, and all its 88 cubic inches respond now when you twist the throttle open. At the same time, it really is mechanically quieter, with noticeably less clatter from its top end, all while running a little smoother than an Evo. Harley’s engineers deserve a cigar or six for this performance. Harley's engineers deserve a cigar for this performance. Almost as importantly, the Twin Cam engine has given the Dyna line something beyond improved ac­cel­eration, a higher degree of refinement and better roll-ons: a new direction. According to Al Wagner, Dyna Platform Manager, the FXDX is “taking the design into a sportier Big Twin.” Both Wagner and Motor Company Design Chief Louie Netz insist that Harley need­ed, in Netz’s words, “a model that would showcase the Twin Cam. The other models that the new engine came in weren’t changed cosmetically. We needed to showcase the motor someplace. And to match the engine performance, it had to be a sport/handling package.” That matched perfectly with Wag­ner’s own desire to take at least part of the Dyna lineup down a sportier path. Harley’s market researchers—not to mention the company’s European distributors—were telling him that people were eager for a stronger-performing, better-handling Big Twin. The con­tinuing strength of the FXR chassis among custom builders was reinforcing that message, as was the continuing trend for big-bore customs using forks and brakes that could have come from the VR1000 Superbike. Twin Cam 88 gives the Sport considerable punch in stock form. But engine performance can be significantly upgraded with a factory Stage 1 kit that won’t even void the warranty if installed by a Harley dealer. So, Twin Cam engine married Dyna chas­sis at an opportune time. But the decision to proceed with the sportier version was made late, in the autumn of 1997, less than a year from production. That meant the ’99 FXDX could only be the first step toward a more hot-rod production Big Twin, not the final statement. Fortunately, The Motor Company had a good place to start in the Dyna Convertible. That bike had long ago been given longer-travel suspension that made it the best-riding Big Twin, as well as the one that—because of its chassis h—could lean over farthest in a corner before hard parts be­gan dragging. It also had the sportiest Dyna frame, the one with a 28-degree steering-head angle to provide sharp, easy steering. And it was fitted with powerful, twin-disc front brakes in the bargain. Essentially, the Convertible contributed its chassis and suspension to the Dyna Sport. But the Sport got a new look, more contemporary and less fussy than that of the Convertible. The engine was blacked-out almost entirely, save for polished fin ends and a few bright spots of chrome. Black wrinkle paint also darkened the rear fender stays and air-cleaner housing. Fenders and gas tank were given a simple, monochromatic finish, either the black seen here, or an elegant pearl silver, or a competition-like orange. Instead of a com­pli­cated, nostalgic tank logo, the Sport only wears “” in simple type down the sides of its tank. The Twin Cam met the Dyna at an opportune time. Much like the Night Train Softail, the Sport gets a seat that emphasizes a streamlined appearance over passenger comfort. Fortunately, the passenger accommodations on the FXDX aren’t as sparse as those on the Night Train, with the rear of the seat wider and less crowned. The highly scalloped and far wider seat intended for the rider is more like it, and will keep your butt content through a tank of gas or two. When asked about the passenger seating, Netz says, “Our best selling accessory seats—at least for some models—are the least comfortable. That tells you a lot about priorities.” But perhaps the most significant dif­ference between the Sport and any other Dyna is its handlebar. According to Wagner, surveys conducted by Harley indicated that “buckhorns are out,” with that result supported by 80 out of 100 riders. Instead, the company reached deep into the parts bin and gave the Sport a bar identical in bend to that of the —though executed in black stainless rather than the carbon steel of the original. Similar to dirt-track bends, the 32-inch-wide handlebar stretches out and curves back gradually, placing you on the bike in a very slight rearward lean, your arms out naturally in front of you, elbows bent. It’s very much like the control-oriented riding position found on most dirtbikes. Compared either to drag bars on risers or buckhorns, the XR-style bar gives you more steering lever­age that makes the Sport seem lighter and more maneuverable. Overall, then, the quick-responding, hard-accelerating Twin Cam en­gine and the in-control riding position make the FXDX Sport feel, well, sport­ier. It’s a combination that makes you want to rev it through the gears, to toss it into a corner, and to brake harder and later than you might on any other Big Twin. Black-on-black paint treatment and lean, clean lines make the Big Twin FXDX look more like a slightly overgrown Sportster. But it’s not as though you’re sacrificing anything for that feeling, other than maybe a marginally greater seat h. The long-travel shocks in the rear ride over even substantial bumps without the harshness that comes with bottoming, and the riding position is comfortable over miles and miles of freeway travel. Yes, the shocks could use a little more damping, especially if you ride the FXDX hard enough to leave footpeg and exhaust-pipe dust on the asphalt; and the pulled-in steering head doesn’t cause the bike to lock in on straight-ahead the way a dowser’s stick goes toward water. On the other hand, the 28-degree head angle re­duces the effort required to lean the Sport over, and it eliminates the low-speed, falling-in sensation shared by most machines that have substantially greater rake and trail. Plus, the brakes are very powerful, but easily controllable. The Sport is simply a Big Twin that does about everything well. That also includes protecting your wallet. With solid paint, the Sport car­ries a list price of only $12,995 (pearl paint is another $240). Perhaps that reasonable price tag explains a phenomenon reported by Wagner: So far, Harley has shipped just about one 94-cubic-inch big-bore kit for every Sport sold. If fitted by a dealer, this Stage 1 factory big-bore kit boosts both power and torque by about 8 percent while allowing you to maintain the original new-vehicle warranty. That also fits into another tidbit of info from the Dyna’s Platform Manager: “This is just the start of the journey,” says Wagner. “The Dyna is going to evolve. It’s going to get sportier yet.” Based on what we’ve experienced with the FXDX, we can hardly wait. Sursa
  6. This issue was originally published in the December-January 1998 issue of Cycle World's Big Twin magazine. Increased torque makes itself known immediately on this 1998 Harley-Davidson Sportster Sport. Four sparkplugs. High-compression heads. Hotter cams. More power. The new, 1998 XL1200S Sport promises to beat with a hot-rod heart. But think again. All the engineering changes made to this first “P-3”-powered Sporty have resulted in more of a seamless, torquey type of acceleration rather than brute, wide-eyed, idle-skipping power. When you first lay eyes on this latest Sportster, the detailing impresses: black cylinders with polished fin ends; black fender stays and handlebar; a new, aluminum-powder finish on the cases, sidecovers, and top and bottom rock-er covers that makes them look like sand-blasted alloy. The bike looks purposeful and a little nasty. Fire it up and the purposefulness remains, but not much of the nasty. This new XL quickly falls into the smoothest idle of any Sportster ever, and with the least mechanical noise. There’s little of the loping, syncopated, random misfiring that traditionally has defined H-Ds at idle; instead, you find the same kind of regular beat as with the fuel-injected FLs. Ride off, and increased torque makes itself known immediately; no stock Sportster has ever pulled harder from low rpm than this one. It’s a short-shifter’s delight that will accept full throttle from as low as 1500 revs. If you shift by ear and feel, you’ll seldom exceed 3500, yet will still be impressed by the quickness. If you watch the tach and rev it out more, this newest XL will keep pulling out to 5200 rpm, but you’ll feel the torque falling off. And if you try to reach the 6200-rpm redline, you’ll find a surprise: The rev limiter in the ignition system has the bike staggering with misfires by 5500 rpm. What Harley’s engineers have done with the P-3 Sportster engine is to enhance what Sportster powerplants have always done well; but they have done so without magically transforming the Sport into a rocketship, regardless of what the marketing department may indicate. The emphasis has been on increasing low-speed power and throttle response down in the engine operating range most used by real-world riders, rather in coming up with top-end numbers that look impressive on a spec sheet. When you first lay eyes on this Sportster, the detailing impresses. The bike looks purposeful and a little nasty. The starting point was new cylinder heads based on the ones introduced on the S1 Lightning in 1996. The heads mate the compact combustion chamber of the 883 Sportster with 1200cc-size valves and better-flowing ports. The combustion chamber yields a 10.0:1 compression ratio and allows quick burning of the mixture, even with a single sparkplug per cylinder; but Harley has given each head (on the 1200S only) two plugs. This exemplifies the difference in tuning philosophy between The Motor Company and its Buell division. Buell works with rubber-mounted machines that run smoother and smoother the higher they rev; the newest Buell engines peak about 1000 rpm higher than this Sportster P-3 engine, and concentrate their best power in the 4500- to 6500-rpm range. But on the solid-mount Sportster, those kinds of revs risk homogenizing a rider’s internal organs, not to mention eventually leaving a trail of parts scattered along the road-way. Buell also has been willing to mount huge, if not graceful, airboxes and mufflers to allow a Sportster-based engine to make power up high; it’s simply not possible to design shorty duals and a classic-looking air filter that breathe as well as they look, at least while passing the government’s mandatory sound checks. So, took a different road with the new Sportster, one similar to that followed with the fuel-injected FLs. Since high-rpm power couldn’t be had with the standard intake and exhaust plumbing, the new engine would instead make the best possible low-end power. To that end, the 1200S Sport—much like the injected FLs—got new, short-duration camshafts. And the Buell heads helped raise peak power through improved breathing and higher compression ratio. The torque cams, however, increased low-speed cranking pressures even beyond the ability of the new combustion chamber to tolerate. So, the solution was a classic one often employed to curtail detonation problems: dual sparkplugs. Using two plugs speeds up the combustion process by starting the fire in two locations, so the end gases don’t have a chance to explode uncontrollably. Assisting was a new, mapped ignition system with an intake-manifold-pressure sensor that would dial-in exactly the amount of spark needed, no more and no less. This helps reduce detonation while improving throttle response and fuel economy. Aside from dual-plug heads, 1200S motor has an improved oil pump with 50-percent more scavenging capacity. Rear shocks aren’t just the usual units with reservoirs attached; they’re higher-quality dampers that greatly improve ride and wheel control. What results is an engine that produces more power and torque down low with improved throttle response, makes a couple of more peak horsepower and foot-pounds of torque than previously, and signs off a little earlier. Previous Sportster cams peaked the engine at 5800-6000 rpm when aftermarket exhausts and a Screamin’ Eagle air filter and ignition box were fitted; the new cams are optimized to peak at just over 5000 rpm. When you ride the XL1200S, you find it has a nearly ideal powerband for a Sportster. It grunts out torque where you want it, and runs smoothly up to about 67 mph in top gear. That’s the point, at about 3000 rpm, where the handgrips begin buzzing and growing; if you want to go faster, you have to have a fair tolerance for vibration. But short-shift around town, or ride at a mellow pace on country lanes instead of freeways, and you’ll really appreciate the new engine. The rest of the Sportster Sport retains XL1200S virtues and vices. The brakes are the strongest on any machine outside of a VR1000 racebike, and the suspension is both notably compliant and adept at keeping the wheels under control. The riding position is—for better and for worse—classic Sportster. The pegs are slightly forward and high, the seat low and close. It’s neither as comfortable as a stretched-out Big Twin nor as control-oriented and sporty as any Buell. The handlebar puts you close to bolt-upright, and the wind pressure and lack of Softail-like back support turn you into a human sail at about the same highway speeds at which vibration begins to annoy. Keep the needle under 65, though, and this is a motorcycle that could carry you through several tanks of fuel without regrets. In the end, what Harley has built with the XL1200S Sport is the most competent and civilized Sportster ever—though “civilized” is perhaps the least likely word to tag on a descendent of an XLCH. But Harley dealers are already selling the spiritual descendent of that legendary machine in the Buell White Lightning. If what you want is a performance-intense, Milwaukee-powered hot-rod, the Buell is your bike. But if you want a quick, solid, thoroughly competent machine with a Sportster’s unique looks, long traditions and respectable sport handling, the XL1200S is right up your alley. All it has to offer is the best, most seamless engine and most charismatic powerband ever found on an XL. UPS: Torquey powerband Brick-wall brakes Precise and smooth shifting Looks good Compliant and controlled suspension Sounds better than most Big Twins DOWNS: Solid-mount vibration at higher speed Not quite the rocketship expected Footpegs still too close to seat Sursa
  7. After recently riding every model in Harley-Davidson’s newly updated , the Heritage Classic 114 stood out as being among the most diverse and capable models in the bunch. Possessing the best of both worlds with nimble handling, strong power output, wind management and storage options, the Heritage 114 is lean and low, and ready for long miles. The floorboards—which would scrape at a shamefully early lean angle on past Heritage models—are now much more effective in the turns. Saddlebags provide ample storage, and black leather and blackened nickel studs keep the look dark and aggressive. A two-tone windshield adds more of the old school vibe, as well as shield your body from buffeting. The look is classic, dark and mean but the ride is smooth and strong. Starting at $20,299, the is definitely in the higher echelon of motorcycles, right up there with its touring chassis-equipped brethren. But the lighter weight, shorter wheelbase and more responsive handling give the Heritage 114 a distinct advantage when it comes to city riding and the twisties. For more video reviews like this, check out to hear our thoughts on the Ducati XDiavel, Polaris Slingshot and more! Sursa
  8. The 2018 Suzuki GSX250R has looks inspired by the GSX-R family, but it was designed more with the practical approach of the Katana series in mind. goal for their 2018 GSX250R was to capture both new and returning riders with a fresh small-capacity sport bike. Call it adventitious, call it bold—but whatever you do, don’t call their new bike a “Gixxer”. From the words of Tak Hayasaki, president of Suzuki Motor of America, “Why are we coming into the market with a 250cc bike now? We’re focused on practicality, and we see this bike as being bought by those who want an experience—a bike that will last them many, many years.” Be it as it might, some of you out there will still be wondering why Suzuki decided not to punch the GSX250R’s parallel-twin powerplant up to 300cc, a completely justifiable quandary. It might bear a striking resemblance to its larger GSX-R cousins, but it draws its biggest inspiration from the Katana lineage—blending rideability with reliability. This concept, Suzuki hopes, will help convince new owners to hold on to their bike for a longer period of time, as opposed to being in a rush to replace it. This also explains the “GSX” part of the name, as the earlier Katana line featured the same model designation. It’s still not enough to make me think that calling it the “GSX-R250” would have been too detrimental, as the more recognizable name would fetch more interest. There’s no denying that the styling works—and works well! THE TECH Right out of the gate, Suzuki’s new checks all the right boxes in the looks department. From the sleek, stylish bodywork, down to the GSX-R1000R-inspired headlight and taillight, Suzuki’s new mini machine sure screams, “I’m a sport bike,” however it quickly apologizes for raising its voice at you with comfortable, upright ergonomics and simplistic controls. An easy-to-read digital gauge relays all the necessary information to the rider in real-time, and doesn’t feel cheap. At the heart of this minuscule beast is a parallel-twin, 248cc engine that some of the more eagle-eyed readers will notice bears a certain similarity to Suzuki’s older engine from the GW250. Luckily for you, they’ve since updated it, and it now features redesigned valves that have a new tapered profile, a better cylinder wall finish that retains oil, and rollers on the rocker arms. They’ve also added new throttle bodies that house new injectors. What this boils down to is this: Suzuki have increased the durability, flow, RPM ceiling, fuel economy, and compression while lowering the emissions. The controls keep the riding position more upright, far more comfortable during longer rides. Suspension comes in the form of a standard, telescopic fork in the front, and a standard, preload-adjustable shock in the rear. Neither are adjustable for compression or rebound damping, which is par for the course at this price point. New 10-spoke, 17 inch wheels at both the front and rear aid with aftermarket tire selection, and the 31.1-inch seat h welcomes riders of shorter stature—as does the narrow seat profile itself. The seat is comfortable, and narrow enough that the 31.1-inch seat h does not feel intimidating to shorter riders. Suzuki claims their GSX250R’s 4.0-gallon tank will stretch the bike’s range to about 280 miles—doing the math will show that they’re assuming 70mpg. Not too bad, but similar to the estimates for 300cc bikes claimed by other manufacturers. THE RIDE San Pedro, California was the sunny (and brutally warm) site of our road test, a good mixture of city streets bustling with traffic, and flowing hillside littered with twists and turns. Straight away, the GSX250R felt nice and planted, and I was indeed impressed with the overall fit and finish of the machine. The digital dash is high-contrast and easy enough to read and featured a bar-type RPM gauge. The seating position was comfortable for my 30-inch inseam—as well as some of my taller counterparts. I was pleasantly surprised with the ride quality of the GSX250R. Sure, the suspension was a hair on the soft side, but it handled corners well enough, and the brakes did a good job of slowing the bike down in time. Although this bike is heavier than we’d prefer at 392lbs, the steering geometry was quick and made the bike feel light on its feet. The suspension wasn’t anything to write home about; a rather springy front fork mixed with a very basic rear shock did all it could to soak up the irregularities in the road, but was easily overloaded under harder braking. Good enough, but not great. Braking was definitely another strong suit, the included ABS stepped in just as the bike became too unruly in a panic situation. Is the GSX250R the ultimate around-town commuter motorcycle? If you’re sold on Suzuki’s styling and don’t mind the slightly smaller displacement, I’d say it’s a good choice. At risk of sounding like a broken record, I’d like to thank Suzuki for including an adjustable front brake lever—something too often overlooked in a bike that’s meant for people of all shapes and sizes. It’s a small detail, but I appreciate it. The six-speed transmission was—to my surprise—noticeably smooth. The engine provided decent grunt, and although it might technically be outclassed in the power area, it pulled strong across the RPM range, and I never felt like it was struggling while pulling me up any hills. THE VERDICT The Suzuki GSX250R is a solid little motorcycle—if what you’re looking for is practicality over performance. Their reasoning for not bumping up the displacement to 300cc comes down to reliability and ease of use, mainly. I applaud them for the angle they’re going for—they made a point to state that this bike still features tappet-style valves (for easy adjustments), and they’re even offering a complete “Oil Change Kit” available separately at the dealerships that contains everything needed to change your own oil. It’s still strange to me that Suzuki didn’t decide to punch the engine out to a competitive 300cc, but at least the inclusion of roller-type rockers, new cylinder coating and redesigned valves make for a better version of the engine than found in the earlier GW250. While this bike won’t win any drag races against its closest twin-cylinder competitors, the linear power delivery is on-par with single-cylinder CBR300R. With a $4,499 price tag (including ABS), it’s a bit cheaper than the Honda CB300R, Kawasaki Ninja 300 and Yamaha R3, while still offering a high level of fit and finish, comfort, and enjoyment. Again, I understand idea behind the bike, but personally I’d spend a small amount more for any of the other bikes which all offer more power and still return excellent fuel economy. It still makes me wonder though—why not employ the same line of thinking behind the GSX250R, but with a 300cc engine? It seems like a logical step, seeing as how all the direct competitors have already made the jump. It seems then, that only time will tell if Suzuki will eventually come around and join the 300cc troupe. TECH SPEC Evolution: A newly-designed, small-capacity sport bike that borrows from older designs to provide a practical approach. Rivals: , , , , TECH PRICE $4,499 ENGINE 248cc liquid-cooled parallel-twin TRANSMISSION/FINAL DRIVE 6-speed/chain CLAIMED HORSEPOWER N/A CLAIMED TORQUE N/A FRAME Aluminum semi double-cradle frame FRONT SUSPENSION Telescopic fork, non-adjustable; 4.5-in. travel REAR SUSPENSION Single shock adjustable for spring preload; 4.9-in. travel FRONT BRAKE Two-piston Nissin caliper, single disc REAR BRAKE Single-piston Nissin caliper, single disc RAKE/TRAIL 25.6°/4.1 in. WHEELBASE 56.3 in. SEAT HEIGHT 31.1 in. FUEL CAPACITY 4.0 gal. CLAIMED WEIGHT 392 lb. (dry) AVAILABLE Fall 2017 CONTACT Verdict: Comfortable, punctual, and very useable—a solid choice if you don’t mind taking a bit of a hit in the horsepower area. Sursa
  9. Riding past the terraced orange groves of the Sierra Nevada foothills in Andalucía, Spain, I’m struck by the foreignness of the place. The landscape is wild and seemingly untrammeled, though it’s dotted here and there with long-entrenched civilization. The sleepy mountain villages with narrow lanes and whitewashed facades seem as native to the environment as the olive trees that attract my attention from behind the windscreen. I’m riding the top-spec 2018 Tiger 1200 XCA ($21,750), a motorcycle capable of tackling any adventure inspired by the allure of the roads we ride and the vistas we behold. For 2018, the Tiger 1200 receives significant updates to improve ergonomics, shed weight, and to include next-gen tech such as self-balancing semi-active suspension, a rev-matching up/down quickshifter, linked brakes with cornering ABS, a hill hold feature, adjustable traction control, and adaptive cornering lighting. You’re forgiven if your eyes glaze over reading such a list. While you’ll need an engineering degree to comprehend how the systems work, it’s immediately clear the way they work, palpably changing the character of the motorcycle and improving rider control. The Tiger 1200 line is divided into two ranges. The XC range (responsible for about 70 percent of Tiger sales) has spoked wheels and more off-road-ready touches, like handguards and off-road pegs, and is available in two trim levels: the XCX ($19,550) and top-shelf XCA. The XR range has cast-aluminum wheels and is available in four trim levels: the base level XR ($16,500), which does not feature the TSAS semi-active suspension among other features; the XRX ($18,750); the XRX LRH, a shorter version with a 31.1-inch to 31.8-inch adjustable seat h and dedicated suspension ($18,750); and the top-line XRT ($21,500). Starting off on the motorway heading out of Almería, I use the five-way joystick on the left handlebar to adjust the windscreen’s h, creating a body of still air around me. Next, I toggle the joystick to adjust the suspension damping on the fly, optimizing it for comfort as I take in the snowcapped peaks in the distance. The stunning views and the Tiger’s all-day comfy ergos have me wishing the panniers were full and my wife was on the back of the bike to share the experience. Besides, that would give the suspension’s self-adjusting preload another chance to shine. All but the base-model XR feature Triumph Semi Active Suspension (TSAS), which uses WP hardware and Triumph’s own electronic trickery in the IMU (inertial measurement unit), which adjusts damping at 10-millisecond intervals. The IMU is the Tiger 1200’s brain, sensing the motorcycle’s vertical, lateral, and longitudinal acceleration, as well as its pitch, yaw, and roll. After stopping for lunch beneath the gaze of Castillo de La Calahorra, an earthy red Italian Renaissance castle built in the early-16th century, the roads grow narrow and winding as they ascend into the mountains. When I put the ride mode in Sport, and the suspension firms up and the throttle map becomes more aggressive, though it maintains its incredibly neutral and linear characteristic. When I roll back the throttle, a claimed 141 hp and 90 pound-feet of torque propel the Tiger out of the corners with gusto even from low revs, the three-cylinder engine insistently and smoothly accelerating to peak power while the three-piston symphony sings through the titanium Arrow exhaust. Throttle response is exceptional with zero on/off jerkiness. When it comes to natural-feeling electronic connections between rider input and hardware, Triumph is on its game. Slowing for the blind tight corners of the mountain road, I leave my hand off the clutch and gently click down the gearbox, the revs matching perfectly without any rider assistance. It’s an action that goes against instinct, but the effectiveness of the system soon has me changing my habits. I take advantage of the linked braking system and the reassurance of the cornering ABS, braking deeper into corners than I would ordinarily, the Tiger responding predictably as the suspension maintains its superb contact with the road. Grabbing another gear exiting the corner, it does the job just as well. In fact, when upshifting at neutral throttle positions, using the quickshifter is less invasive than at full chat where many quickshifters operate best. The torque assist hydraulic clutch gives a light feel at the lever for smooth gear changes. I never missed a gear doing standard gear changes or when using the quickshifter for clutchless, throttle-open gear changes. At a standstill, it always popped right into neutral as well. The road winds through the deciduous forests of the mountains, mist clings to the trees beneath a low gray sky, and the Tiger 1200 remains poised, agile, and amazingly easy to ride as the asphalt descends toward the sea. The Tiger is equally happy galloping through the corners as it is trotting along at a leisurely pace, a light push on the bars dipping it toward the apex. It places no demands on the rider in terms of how it must be ridden. It makes everything easy. Triumph shaved nearly 25 pounds off the top-spec XCA, in large part by including a titanium Arrow exhaust, but also by lightening the frame and engine, utilizing a lighter flywheel and crankshaft, and using magnesium engine covers. Still, the XCA weighs in with a claimed dry weight of 534 pounds. It’s impressive then, that it’s so light on its toes. The next day, on bikes fitted with Pirelli Scorpion Rally knobbies, former racer Nick Plumb and Charley Boorman (of Long Way Round fame) guide the group of assembled journalists through the canyons and hills of the Tabernas Desert. Setting off, I switch to Offroad mode, which turns off ABS in the rear and softens the suspension, effectively increasing rake as the rear squats. As I’ve not ridden in the dirt since I was a teenager, I avoid the new Offroad Pro Mode, which turns off both ABS and traction control. I, for one, am reassured by feeling the computer take over as the rear end steps out in sandy washes. I would expect a motorcycle of such size, weight, and power to be a bit of a handful in the gravel and sand, but the Tiger is just as unflappable and easy to use as it is on pavement. I get a bit overeager in the soft stuff, the front wheel seeming to gain senescence and guide me of its own accord, but the tractable and immediately responsive power quickly straighten the bike out. I’m grinning ear to ear at this point. To be honest, it’s some of the most fun I’ve ever had on a motorcycle. The top-of-the-line Tiger 1200 XCA and XRT come fully loaded with amenities to rival luxury cars, including heated grips adjustable with a dedicated button, independently heated rider and passenger seats, illuminated switchgear, tilting 5-inch full-color TFT dash with customizable display, adaptive cornering LED lights, electronically adjustable windscreen, and keyless ignition. With features like the Titanium Arrow exhaust as standard, the Tiger is fully equipped straight from the factory in top trim level. The Triumph caters to the rider’s needs to the benefit of the larger riding experience. Its utility, comfort, and reliability mean it can carry you to whatever winding mountain road, dusty desert trail, or lush forest glade that inspires you. On paper it’s a big, heavy machine, but underway, it’s so easy to use and balanced as every system works in concert. It’s a bike that puts the rider first. And when the road or trail overwhelms the senses with the grandeur of the landscape it bisects, the Tiger justifies the sum of its impressive parts and transforms into a magic carpet into the unknown. Ergonomic changes include a softer seat compound and handlebars that have been moved 20mm closer to the rider. Switchgear feels high-quality and is intuitive to use. SPECIFICATIONS PRICE $21,750 (as tested) ENGINE 1,215cc liquid-cooled inline three-cylinder TRANSMISSION/FINAL DRIVE 6-speed/shaft CLAIMED HORSEPOWER 141.0 hp @ 9,350 rpm CLAIMED TORQUE 90.0 lb.-ft. @ 7,600rpm FRAME Tubular-steel trellis FRONT SUSPENSION WP 48mm fork with adjustable spring preload with semi-active compression and rebound damping; 7.5 in. travel REAR SUSPENSION WP shock adjustable for preload with semi-active compression and rebound damping; 7.6 in. travel FRONT BRAKE Brembo four-piston calipers, 305mm discs with ABS REAR BRAKE Nissin two-piston calipers, 282mm disc with ABS RAKE/TRAIL 23.2°/3.9 in. WHEELBASE 59.8 in. SEAT HEIGHT 32.9/33.7 in. FUEL CAPACITY 5.3 gal. CLAIMED DRY WEIGHT 534 lbs. (as tested) AVAILABLE February 2018 CONTACT 2018 Triumph Tiger 1200 XCA 2018 Triumph Tiger 1200 XCA 2018 Triumph Tiger 1200 XCA 2018 Triumph Tiger 1200 XCA 2018 Triumph Tiger 1200 XCA 2018 Triumph Tiger 1200 XCA Sursa
  10. Anticipation has mounted since The Motor Company announced its newly designed family of . Technical Editor Kevin Cameron whetted our appetite with an of what has been touted as “the largest product development project in company history.” Also, Editor-At-Large Peter Egan provided his take following a brief . Much like a year ago when I joined a select handful of motojournalists at Blackhawk Farms Raceway near Beloit, Illinois, to be the first to sample the then-, Egan’s seat time at Blackhawk amounted to the same rapid-fire two-lap stints on the 2018 Softails and their respective 2017 predecessor. That’s a whole lot to digest in a single day—an intoxicating tasting that would leave even the most disciplined connoisseur wobbly with wonder. 2018 Harley-Davidson Softail Heritage Classic 114 While I can’t speak for Egan, I identify as a beer man who prefers the full-body experience of a large-displacement jug of Milwaukee’s finest consumed on the home front. To this end we’ve wrangled a 114ci Softail Heritage Classic and took to some favorite Southern California roads to learn how this latest breed Big Twin cruiser rides in the wild. Our Vivid Black test unit (color and two-tone options are also available) projects a purposeful no-frills appearance that forgoes shiny distractions that can blind one’s measure of a bike’s performance, handling, and functionality. Before I had even thumbed the starter and brought the easy cranking air-/oil-cooled twin to life, I noted a standout feature that’s given the Softail line a new leg to stand on: The newly designed sidestand is much easier to deploy and retract. My boot located the tang without fail, and there’s more clearance swinging through its motion when parked on an uneven surface. 2018 Harley-Davidson Softail Heritage Classic 114 Fob-sensing keyless ignition is another new convenience, and the traditional barrel-key steering-head lock has been replaced by a quarter-turn conventional-style key. I like the new larger LCD multi-function display integrated into the lower portion of the boldface speedometer located on the fuel tank console. The old display was “harley” bigger than a stick of gum, whereas one can now more easily read engine rpm, tripmeter, or fuel range remaining at a glance. The LCD features a fuel-level bar graph and gear position indicator that both remain persistent as you toggle through the other functions with the left thumb switch. Adhering to Softail doctrine, the solid-mount engine transmits a pleasing level of mass-rich vibration at idle. Its assist-style clutch requires only moderate effort at the lever, and while engagement was a bit grabby initially, it soon became more linear as I rode. This and a bit of difficulty engaging neutral when at a complete stop was possibly due to dragstrip testing the previous day. While the new Heritage lacks the heel-toe shifter of its predecessor, I didn’t mind, as the M-8 Cruise Drive six-speed box has very good shift action under way and there’s unobstructed aft foot placement on the floorboard to boot. The jukebox has left the building. Previous Heritage style was a bit more sparkle and a lot more candy. Counterbalanced Milwaukee-Eight V-twin features twin sparkplugs, hence four plug wires from its coils. Short-shifts at low revs produced truly relaxed chugging from one traffic signal to the next. Even in top cog the engine pulls cleanly from low as 1,400 rpm equating to 40 mph but feels happiest running between 2,000 and 4,000 rpm, producing more than 100 pound-feet of torque throughout this range and only begins to feel busy once revs surpass 4,000 and approach the 5,500-rpm rev limit. A good twist of throttle in any gear unleashes linear acceleration and a very hearty exhaust note accompanied by amazingly little mechanical clatter reflecting off the windscreen. Cruising the freeway en route to the desert community of Borrego Springs shed light on a number of key areas. Given its 114ci capacity, the dual counterbalanced M-8 runs remarkably smooth at speeds beyond 80 mph, the cruise control is simple to operate (tap it rather than hold it for smooth acceleration response), the mirrors remain clear, the mid-h ape bars are comfortably positioned and angled, the saddle is oh-so plush, and the floorboards rock. Harley-Davidson's comment regarding the hard-formed leather bags on the Heritage Softail this year was, "No more saggy bags." They are lockable, easy to use, and carry enough for a solo weekend trip. If it's a weekend at the beach, maybe you can bring a friend. I soon achieved a good sense of what the Heritage Classic offers over its Softail stablemates. All-day ergonomics, storage, and wind protection top the list. Its new hard-formed “sagless” leather saddlebags provide a deep rectangular cavity that appears capable of consuming a 12-can case of PBR (not that I tried) and has a locking flip lid for blue-ribbon security. I did fill one bag with a change of clothes, quilted hipster jacket, beanie cap, and toiletry bag, while the other swallowed my backpack containing a laptop. While tall enough to keep bug splat from soiling my jacket, the top edge of the PD-style windscreen sat just below my line of sight. While I appreciated the coverage (doubly so had it rained) I have to report that helmet buffet proved tiresome at sustained speed above 75 mph. The screen can be removed in mere seconds without tools, so I logged some miles without it, to air out the pits and take in the unobstructed view of the headlamp nacelle while enjoying clean airflow at helmet h. 2018 Harley-Davidson Softail Heritage Classic 114 Speaking of headlights, a moonless desert night provided a good test of the new LED Daymaker lamp’s excellent side coverage and illumination. Leaving the desert floor the following morning and heading up Montezuma Grade, a serpentine ribbon composed of tight hairpin, medium and fast sweeping corners put the all-new Softail chassis through its paces. Manhandling the bike produced rider-induced wiggles and wobbles. Steering is light effort and rewards a gentle touch. Give the Heritage its head, bank smoothly into corners and it tracks sweet and true. Despite being sprung and damped foremost for comfort, the Showa bending valve fork and single shock also proved up for a spirited pace. Aside from the hinged floorboards grounding, ridden in a swift-yet-sensible manner the frame and lower muffler were spared from contact when exploring the claims of improved cornering clearance. The fork felt supportive under hard braking, and the rear resisted bottoming in all but the most extreme hits. It took some extensive searching for my 180-pound weight to find a G-out bump that used all available rear travel, and even then, after repeated passes I remained impressed with the chassis composure and improved ability to take a sharp blow. If the 114ci Heritage Classic is any indicator, Harley-Davidson has brought the Softail family in line with the times, delivering the most refined powertrain and chassis The Motor Company has brewed to date. 2018 Harley-Davidson Softail Heritage Classic 114 SPECIFICATIONS GENERAL List Price $20,299 (black), $20,699 (color), $21,049 (two-tone), $21,199 (anniversary) Importer Harley-Davidson Motor Co. Inc. Customer service phone (414) 343-4680 Warranty 2 years/unlimited mi. ENGINE & DRIVETRAIN Engine Air-/oil-cooled 45º V-twin Bore & stroke 102.0 x 114.3mm Displacement 1868cc Compression ratio 10.5:1 Valve train Single cam, eight valve Valve adjust intervals N/A Fuel delivery EFI Oil capacity 5.0 qt. Electric power 390W Battery 17.5 Ah AGM CHASSIS Weight: Tank empty 698 lb. Weight: Tank full 728 lb. Fuel capacity 5.0 gal. Wheelbase 64.0 in. Rake/trail 30/5.5 in. Seat h 28.5 in. Ground clearance 4.7 in. GVWR 1160 lb. Load capacity (tank full) 432 lb. SUSPENSION & TIRES Front suspension: Manufacturer Showa Tube diameter 49mm Claimed wheel travel 5.1 in. Adjustments N/A Rear Suspension: Manufacturer Showa Type Single shock Claimed wheel travel 4.4 in. Adjustments Spring preload Front tire 130/90-B16 Dunlop D401F Rear tire 150/80-B16 Dunlop D401T PERFORMANCE 1/4 mile 13.23 sec. @ 100.7mph 0–30 mph 1.9 sec. 0–60 mph 4.4 sec. 0–90 mph 9.4 sec. 0–100 mph 12.9 sec. Top gear time to speed: 40–60 mph 4.4 sec. 60–80 mph 4.9 sec. Measured top speed N/A Engine speed @ 60 mph 2250 rpm FUEL MILEAGE High/low/average 45/42/44 mpg Avg. range inc. reserve 220 mi. BRAKING DISTANCE From 30 mph 33.7 ft. From 60 mph 132.2 ft. SPEEDOMETER ERROR 30 mph indicated 29.5 mph 60 mph indicated 58.6 mph Editor’s Notes Sean MacDonald, Digital Content Manager The Heritage 114 surprised me the most out of all the bikes from Harley-Davidson’s new Softail lineup. It’s ready to ride across the country as soon as you get it off the showroom floor with super-comfy ergonomics, a potent powerplant, and a chassis that begs to drag floorboards. Pull the fairing and bags off and the perfectly swept bars and triple headlight come into their own aesthetically to make for a tastefully blacked-out take on the classic cruiser that’s perfect for a daily rider. Birds, meet stone. Don Canet, Road Test Editor Radical change can be difficult to accept, particularly for those vested in a bike that’s been around for decades. For many Harley faithful, the wholesale update to the Softail platform may carry elements of bittersweetness. That’s only natural, but don’t be quick to judge until you’ve ridden the new machine. As often is the case, time marches on and the new generation soon becomes the status quo. I like the direction Harley-Davidson has taken the Softail and look forward to where it’s headed. Mark Hoyer, Editor-in-Chief There’s this thing called “Dyna bounce,” and if you spent any time on the now-discontinued rubber-mount cruisers from H-D, you’ll know what I’m talking about. It was real. I felt it a lot on the old Dyna Switchback long-term testbike we had. This Heritage Softail is a much better light touring bike, and the 114ci kick is a nice touch. As for the old Heritage Softail, there’s no comparison with this all-new design. Check out more photos of the 2018 Harley-Davidson Softail Heritage Classic 114: 2018 Harley-Davidson Softail Heritage Classic 114 2018 Harley-Davidson Softail Heritage Classic 114 2018 Harley-Davidson Softail Heritage Classic 114 2018 Harley-Davidson Softail Heritage Classic 114 2018 Harley-Davidson Softail Heritage Classic 114 2018 Harley-Davidson Softail Heritage Classic 114 2018 Harley-Davidson Softail Heritage Classic 114 2018 Harley-Davidson Softail Heritage Classic 114 Sursa
  11. Published on 11.20.2017 [embedded content] Royal Enfield is gearing up for a groundbreaking 2018 with the entry of the highly anticipated Himalayan model to the North America market. The Himalayan is purpose-built for adventure while allowing for a less extreme and more accessible form of adventure touring. “2018 will be a very exciting year for Royal Enfield in North America, as we introduce three entirely new motorcycles. These new motorcycles are fun, easy and affordable — and are perfect for new motorcyclists, veteran riders and everyone in between.” said Rod Copes, President, Royal Enfield, North America. “Royal Enfield is committed to growing the middle-weight motorcycle segment, and these new motorcycles are exactly what motorcycle enthusiasts have been desiring for years.” The People’s Adventure Bike Building on a successful launch overseas in 2017, Royal Enfield North America will bring the popular Himalayan model to US showroom floors in summer of 2018. The Himalayan is purpose-built for adventure with a rugged duplex split cradle frame designed and developed by Harris Performance. The Himalayan’s 9-inch ground clearance and long-travel suspension allows it to take on trail obstacles comfortably. A 21″/17″ wheel size combination provides better control while riding over rocks and ruts. The Himalayan is powered by a simple air-cooled, overhead camshaft engine platform that forms the base of Royal Enfield’s new long-stroke LS 410 engine. The engine delivers high torque and usable power at lower RPMs that delivers smooth riding in higher gears at lower speeds, making it easier to climb hills with confidence. Modern design and materials translate into increased efficiency and reduced maintenance. Touring utility is built inherently into the Himalayan. A 4-gallon fuel tank provides a long range of approximately 280 miles. An ergonomically optimized layout for the footpegs, handlebar and seat h produce a comfortable upright riding posture that is necessary for long rides. An accessible 31.5-inch seat h with lower center of gravity and relatively light weight of 401 pounds, ensures ease of planting feet on the ground and more control. The Royal Enfield Himalayan comes fitted with dual-sport tires that lend a confident grip and performance across a range of terrain. Braking control is provided by a large 300mm front and 240mm rear disc, which also help to reduce braking effort. The Himalayan will be in available in two colors — Graphite and Snow — in the summer of 2018. The model will retail for $4,499 MSRP and a full range of motorcycle accessories will also be available. We look forward to getting an opportunity to test out the new Himalayan this coming spring. Stay tuned for more details! 2018 Royal Enfield Himalayan Specs Engine Type: Single cylinder, air-cooled, 4 stroke, SOHC Displacement: 411cc Bore & Stroke: 78mm x 86mm Compression: 9.5:1 Max. Power Output: 24.5 BHP @ 6500 RPM Max. Torque 26 ft-lbs Fuel System: Fuel injected Ignition System: TCI, multi-curve Engine Start: Electric only Fuel Capacity: 4 gallons Fuel Efficiency: 70 MPG (estimated) Lubrication: Wet Sump Clutch Wet, multi-plate Gearbox / Transmission Type: 5 speed constant mesh Final Drive: O-ring chain Frame Type: Half-duplex split cradle frame Suspension (front): Telescopic 41mm forks, 7.9 in. (200mm) Travel Suspension (rear): Monoshock with linkage, 7.1 in. (180mm) Travel Dimensions (L x W x H): 86 in. x 33 in. x 53 in. Wheelbase: 58 in. Seat Height: 31.5 in. Ground Clearance: 9 in. Wet Weight: 401 lbs. Tires (front): 90/90-21″ Tires (rear): 120/90-17″ Brakes (front): 300mm single disc, 2-piston floating caliper Brakes (rear): 240mm single disc, single piston floating caliper Electrical System: 12 Volt DC Instruments: 12 Volt, 8 AH VRLA Headlight: 12V H4 60/55 W Taillight: LED . Photos and video by Stephen Gregory
  12. Published on 11.20.2017 [embedded content] Royal Enfield is gearing up for a groundbreaking 2018 with the entry of the highly anticipated Himalayan model to the North America market. The Himalayan is purpose-built for adventure while allowing for a less extreme and more accessible form of adventure touring. “2018 will be a very exciting year for Royal Enfield in North America, as we introduce three entirely new motorcycles. These new motorcycles are fun, easy and affordable — and are perfect for new motorcyclists, veteran riders and everyone in between.” said Rod Copes, President, Royal Enfield, North America. “Royal Enfield is committed to growing the middle-weight motorcycle segment, and these new motorcycles are exactly what motorcycle enthusiasts have been desiring for years.” The People’s Adventure Bike Building on a successful launch overseas in 2017, Royal Enfield North America will bring the popular Himalayan model to US showroom floors in summer of 2018. The Himalayan is purpose-built for adventure with a rugged duplex split cradle frame designed and developed by Harris Performance. The Himalayan’s 9-inch ground clearance and long-travel suspension allows it to take on trail obstacles comfortably. A 21″/17″ wheel size combination provides better control while riding over rocks and ruts. The Himalayan is powered by a simple air-cooled, overhead camshaft engine platform that forms the base of Royal Enfield’s new long-stroke LS 410 engine. The engine delivers high torque and usable power at lower RPMs that delivers smooth riding in higher gears at lower speeds, making it easier to climb hills with confidence. Modern design and materials translate into increased efficiency and reduced maintenance. Touring utility is built inherently into the Himalayan. A 4-gallon fuel tank provides a long range of approximately 280 miles. An ergonomically optimized layout for the footpegs, handlebar and seat h produce a comfortable upright riding posture that is necessary for long rides. An accessible 31.5-inch seat h with lower center of gravity and relatively light weight of 401 pounds, ensures ease of planting feet on the ground and more control. The Royal Enfield Himalayan comes fitted with dual-sport tires that lend a confident grip and performance across a range of terrain. Braking control is provided by a large 300mm front and 240mm rear disc, which also help to reduce braking effort. The Himalayan will be in available in two colors — Graphite and Snow — in the summer of 2018. The model will retail for $4,499 MSRP and a full range of motorcycle accessories will also be available. We look forward to getting an opportunity to test out the new Himalayan this coming spring. Stay tuned for more details! 2018 Royal Enfield Himalayan Specs Engine Type: Single cylinder, air-cooled, 4 stroke, SOHC Displacement: 411cc Bore & Stroke: 78mm x 86mm Compression: 9.5:1 Max. Power Output: 24.5 BHP @ 6500 RPM Max. Torque 26 ft-lbs Fuel System: Fuel injected Ignition System: TCI, multi-curve Engine Start: Electric only Fuel Capacity: 4 gallons Fuel Efficiency: 70 MPG (estimated) Lubrication: Wet Sump Clutch Wet, multi-plate Gearbox / Transmission Type: 5 speed constant mesh Final Drive: O-ring chain Frame Type: Half-duplex split cradle frame Suspension (front): Telescopic 41mm forks, 7.9 in. (200mm) Travel Suspension (rear): Monoshock with linkage, 7.1 in. (180mm) Travel Dimensions (L x W x H): 86 in. x 33 in. x 53 in. Wheelbase: 58 in. Seat Height: 31.5 in. Ground Clearance: 9 in. Wet Weight: 401 lbs. Tires (front): 90/90-21″ Tires (rear): 120/90-17″ Brakes (front): 300mm single disc, 2-piston floating caliper Brakes (rear): 240mm single disc, single piston floating caliper Electrical System: 12 Volt DC Instruments: 12 Volt, 8 AH VRLA Headlight: 12V H4 60/55 W Taillight: LED . Photos and video by Stephen Gregory
  13. The clock on the wall says 8 a.m. as we spill out of a coffee house in downtown San Diego. Today’s route offers a taste of everything Southern California—rush-hour traffic, twisty canyons, and deserted desert—before circling back at the end of the day to the same corner shop. And with each passing mile, the 2018 Yamaha XSR700 looks even more impressive, especially to the hipster barista who complemented it while brewing my espresso. Yamaha says the idea behind the XSR700 was to design a motorcycle to answer consumer demand for a classically styled machine with performance that meets today’s sporting standards. To achieve this goal, engineers began with the MT-07 (previously known as the FZ-07). Core components—engine, frame, and suspension—are identical, with only “Sport Heritage” cosmetics distinguishing the two models. The XSR700 benefits from using the MT-07 as its base, retaining all of its sporty handling while adding a unique, classic look. Despite the round headlight, taillight, and LCD instrument panel, plus the addition of a reshaped gas tank and a stubby seat, the general character of XSR700 is very similar to that of its sportier-looking sibling. Compared to the previous-generation FZ-07, the KYB suspension has six percent stiffer fork springs, an 11 percent stiffer shock spring, and corresponding increases in damping. At the heart of the XSR700 is the same 689cc parallel twin that’s used in the MT-07. Torquey? Yes. Capable of wheelies? Heck, yeah. On the road, those changes prove beneficial, enhancing stability and feel at maximum lean angles. The previous FZ-07 would wallow mid-corner, whereas the stiffer setup of the XSR delivers a more planted feel that gives the rider confidence to brake later and carry more speed. Pirelli Phantom Sportscomp tires with a retro tread pattern complement the suspension changes and provide excellent feel and grip. 2018 Yamaha XSR700 Engine Type: liquid-cooled, DOHC, parallel twin Displacement: 689cc Seat h: 32.1 in. Fuel capacity: 3.7 gal. Claimed wet weight: 410 lb. MSRP: $8,499 Subtle changes were also made to the ergonomics for a more upright riding position. Seat h is slightly higher (32.1 in. versus 31.7 in.) and the handlebar is nearly 3 in. wider. At 5-foot-7, I fit well, with a comfortable reach to the handlebar and plenty of legroom; taller riders shouldn’t have any problems, either. My only gripe is that the softly padded seat cut into my comfort quotient after just 50 miles or so. Part of the XSR’s classic styling is this round-shaped LCD instrument panel, which is legible even at a full clip. Opening the throttle on the 689cc parallel twin makes discomfort a distant memory. This compact powerplant is famous for its torquey nature and pointing the front wheel skyward under hard acceleration is no problem. The XSR really takes off around 5,500 rpm, and the strong delivery only tapers off near redline. Initial throttle response is impressive, direct without being overly abrupt at slower speeds. Up front, a pair of Advics monoblock brake calipers do a fine job of bringing the XSR700 to a halt. ABS is standard. Good brakes are critical for mitigating all that steam, so Yamaha equipped the XSR700 with Advics monoblocks clamping 282mm discs up front with a Nissin unit in the rear. The combination manages stopping needs just fine, even if a lack of feel at the front lever hinders true potential. ABS is standard and only intervened during overly enthusiastic slow-speed braking. Regardless of the environment, the XSR700’s upright seating position is relaxed and comfortable, but the spongy saddle makes longer rides a pain in the, um, seat. This modern-day performance and timeless styling cater to both exploring open roads and kicking tires at the coffee shop. At $8,499, the Yamaha XSR700 costs $900 more than an MT-07 but if you really like that classic look and don’t mind ponying up a little extra cash, the XSR700 may be the bike for you. As for me, though, I would rather pocket the difference and buy more coffee. The 2018 Yamaha XSR700 in its Matte Gray/Aluminum colorway. Raspberry Metallic is the second paint option for the 2018 XSR700. Sursa
  14. After flying in from Seattle at an unspeakably early hour and rendezvousing with ADV Pulse Senior Editor Rob Dabney, we fled from LA like we were running from the law, lane splitting past Sunset Boulevard over the Grape Vine into the San Joaquin Valley, fighting high winds and triple digit temperatures the whole way. Just as I was beginning to wonder whose idea it was to ride all the way out to this event, we reached the Sierra foothills and my dissent evaporated. Desert floor gave way to curvy climbs and long sweeping turns. The Honda Africa Twin and BMW R1200GS Rallye we were riding transitioned from racking up mind-numbing highway miles to scraping pegs with ease. The twenty-five-mile ascent from Prather up to Shaver Lake could be some of the best pavement I’ve ever experienced on two wheels. The closer we got to our final destination of Huntington Lake, it became more and more clear why this has been the home of the Adventure Rally Sierra Edition since its inception in 2013. This event is designed to get people to experience riding in a new location with little or no preparation. The format is essentially a two-day scavenger hunt with a home base of China Peak Mountain Resort located in the heart of the Sierra. Imagine showing up to a region that you’ve never ridden before and being handed a map marked up by the most knowledgeable locals, with all the best routes and points of interest. Price of admission includes six meals; a loaded goody bag and more amazing riding than you could shake a stick at. Pushing the big BMW R1200GS Rallye on a loose hill climb. Each team of two to six people was given a map, score sheet, time card and guidebook just 30 minutes before being let loose in the Sierras Friday morning. The Rever app was employed to prove that groups had actually gone to where they claimed (along with Instagram posts) but navigation occurred primarily without GPS. Once you reached a point of interest on the map, you marked it on your scorecard, took a picture with all the riders in your group (or all of the bikes) and then posted said picture to Instagram using pre-determined hash tags. The more places you visited the more points you got, with higher points awarded for harder-to-reach waypoints. Although it might seem complicated, it was actually quite an ingenious way to document and score the event. The Adventure Rally is designed to get you out on the trail to see as many incredible vistas and unique destinations in California’s Sierra Nevada Mountains as possible. Riding the Gauntlet Friday was one of the most memorable days of riding I’ve ever had. It’s the only time I’ve ever been on an adventure ride that nearly degraded into a survival situation. Our group rode out of China peak at 8:30am brimming with excitement and didn’t return until 10:30pm that night: exhausted, dehydrated and cold as hell. Not due to lack of preparation but simply because we ended up on one of the gnarliest trails any of us had ever encountered on big bikes. It was getting late in the afternoon and after completing several trails rated “black diamond” earlier in the day with no trouble, we figured this one would be no different. With a description in the book of “Masochists will love it” and what looked like only a short distance on the map, we couldn’t resist. The first rocky descent had us all thinking “I hope we don’t have to ride back up that” and the trail just continued to get more brutal with one loose, rocky hill climb after another. Every now and then we’d get a few hundred yards of smooth riding that would tempt us into thinking we were done with the hard part, but this only lured us into more torturous terrain. Eventually, we caught up with another team of riders from the rally that had made the same fateful decision. One of the riders was too exhausted to ride anymore and another had smoked the clutch on his KTM 950 Adventure. At this point we were all struggling to get our big bikes through the rough sections, so we joined forces and worked together as a team (leaving the 950 on the side of the trail) pushing on. [embedded content] We were sure salvation was just around the next bend, but as the Sun began to set, we ran into a group of locals in heavily modified jeeps that gave us the bad news that we had more difficult riding ahead of us than behind us. Continuing on would guarantee us a night in the forest with no food, water or shelter, soaking wet with sweat in freezing temperatures. Reluctantly, we made the decision to turn tail and head back the way we came in. To no one’s surprise, what was difficult in daylight was nearly impossible in darkness. Steam emanated from our helmets and sweat dripped off our chins while we repeatedly dropped and picked up 500-pound bikes at over 9,000 feet elevation. Having run out of water long ago, at one point we were literally taking turns face down in a creek sucking water through a Life Straw. We hiked steep grades, rode at the upper-most limits of our skill (what we had left) and dug deep to find the will to keep pushing forward. This was the kind of exertion that reeks of desperation and we still had miles to go. One of the riders in the group we had merged with was in bad shape and was struggling just to walk the trail. There was no cell reception in this remote part of the forest, but one of our team members had a Garmin InReach with two-way text messaging that allowed us to alert event organizers to our situation. Working together to get all the bikes up the last gnarly hill climb, we finally got everyone out. Event coordinators were there to meet us at the trailhead with hot food and water and were in sheer amazement that we even attempted the trail on our big bikes. They told us the waypoint we were trying to reach was intended to be accessed from the south and that normally when riders try to reach it from the north, they immediately turn around after encountering the first rough section. We discovered later that this particular trail was actually an infamous rock crawling gauntlet similar to the Rubicon Trail. While it’s just 16 miles long from start to finish, the Swamp Lake trail is usually done over a two-day span in well-equipped, high-clearance vehicles with expert operators. It it doable on 500-pound adventure motorcycles? Yes but not advisable, especially with a late afternoon start. We tried almost every trick in the book to get this KTM 950’s clutch working again. Unfortunately, it had to be left on the side of the trail overnight to be retrieved the next day. Luckily, there were no major injuries and our motorcycles were still able to get us back to camp under their own power. Soaked in sweat and shivering cold with an ambient air temperature of around 35 degrees, we finally headed back. I watched animal eyes flash and disappear in the dark abyss on the side of the road and all I could think about was what we would get to experience tomorrow. Sleep came easy after one of the most thrilling, humbling and adventurous days I’ve seen. The Aftermath Saturday morning was greeted with aching bodies and sleepy eyes. No longer concerned with the competition aspect of the weekend, we opted to drink coffee while other attendees hurried out the door. Once adequately caffeinated and dosed with enough ibuprofen to function, we set about fixing our hobbled motorcycles. The master at work! Owen Balduf of RawHyde Adventures offered to help repair the Rallye. He has performed countless valve cover repairs on GSs over the years. Of the bikes in our group, the BMW R1200GS Rallye had a hairline crack in the valve cover along with a broken off shift lever. One of the Africa Twins had a right foot peg that was completely severed from the bike and the other had a cracked water pump housing as well as a skid plate that was dangling from its subframe. The RawHyde staff, managing the demo fleet for BMW, were kind enough to assist us with repairs on the GS while Team Red (Honda) helped us with the Africa Twins. In the interest of time, the guys at Honda let us to swap our press loaners for AT’s from their demo fleet, allowing us to continue without delay. With a “good as new” GS and two fresh Africa Twins, the ADV Pulse team was back on the make but ready to take it a bit easier than the previous day. We ran into the REV’IT! Women’s Team on our way out and decided to join forces checking out part of the famous Dusy Ershim trail and several scenic points of interest. We got a chance to ride with the REV’IT! Women’s Team on day two. It was great to see how passionate these ladies are about adventure riding. Carving twisty asphalt deep into the Sierra Mountains, we eventually made it to Mono Hot Springs. We soaked our sore bones in the warm pools, lay in the Sun and marveled at the distant sequoias. Our ride Saturday was the polar opposite of the day before and a good example of how the Adventure Rally can be anything you want it to be. That night points were tallied and an award ceremony was held after dinner, along with boisterously swapped war stories and battle scars from the weekend. My biggest takeaway was the community atmosphere that the event organizers were able to cultivate. It was a refreshing take on the standard adventure motorcycle rally format. I had more fun, logged more miles and connected with more people than at any other event this year. I was more than a little impressed with the Africa Twin after testing it in extreme conditions. It felt much more nimble than its weight specs would suggest on the technical trails of the Sierras. Returning to the smog, heat and clogged highways of Los Angeles after the long weekend in the Sierra made me appreciate this event even more. It’s hard to imagine a starker contrast than the one between the rugged beauty of that mountain wilderness and the urban sprawl of LA. Not only is the remote location of the Adventure Rally Sierra Edition its defining characteristic but also its best kept secret. The Adventure Rally Series events are held annually in June and September with one in Colorado (Rockies Edition) and the other in California (Sierra Edition). If you haven’t been to one already, it’s an event you have got to experience for yourself. About the Author: Spencer Hill “The Gear Dude” has been fueling his motorcycle addiction with adventure since first swinging his leg over a bike in 2010. Whether he’s exploring his own backyard in the Pacific Northwest or crisscrossing the United States, Spencer is always in search of scenic off road routes, epic camping locations and the best gear possible. He began writing shortly after taking up two-wheel travel to share his experiences and offer insight with his extensive backpacking, camping and overland background. Photos and video by Spencer Hill and Eric Hall
  15. Moto Guzzi V11 Tenni YEARS SOLD: 2000–2006 MSRP NEW: Sport $11,900 (’00) to $14,490 (’06) BLUE BOOK RETAIL VALUE: Sport $3,855 (’00) to $5,345 (’06) BASIC SPECS: Sporting the iconic longitudingally mounted air-cooled 90-degree, pushrod 1,064cc V-twin, the V11 was ’s shot at a factory café racer-styled sportbike. This was evident in the equipment that the bikes had over the many years it was made. The two-valve-per-cylinder engine produced a very streetable 91 hp with 69 pound-feet of torque. Most models came with two 320mm front discs with four-piston Brembo calipers along with a 282mm disc two-piston caliper in the rear. Some models also came with factory Öhlins suspension, while most others had a Marzocchi fork and Sachs shock. A 5.0-gallon tank gave it a range of about 200 miles, ensuring you can get to the coffee shop and your favorite canyon road. WHY IT’S DESIRABLE: Beginning production just before the turn of the millennium, the Moto Guzzi V11 helped lay the groundwork for the resurgence of “café” styled bikes conceived and built by manufacturers. V11 models are generally naked or with a small café fairing to fit the look. For performance, the traditional Guzzi platform had many updates to the 30-year-old design—a lighter clutch, six-speed gearbox, fuel injection, and stiffer frame, to name a few. The V11 was produced in many versions, each with unique style, from the naked Sport in Guzzi yellow to the sleek Le Mans Nero Corse in black and red. The Tenni (pictured) is a particularly desirable model. THE COMPETITION: Supersport 900, Sprint RS, ZRX 1100, 1200, R1100RS, V-Max Sursa
  16. Published on 11.10.2017 There is just something so right about the look of Walt Siegl Motorcycles’ (WSM) new adventure bike, the L’Avventura. From the dual headlights (one clear, one yellow, for improved contrast and night vision), to the upswept exhaust tucked neatly under the tail section, this built-to-order bike pulses with style and purpose. It pays homage to classic big-bore Dakar bikes from the days when the ultimate off-road race was held on the same continent as the city it’s named after, yet also manages to update the desert-racer look. The result is a stunning blend of form and function that makes you wish other motorcycle manufacturers were paying closer attention. It’s not really surprising that the L’Avventura comes from WSM, a New Hampshire-based custom builder of some of the most beautiful motorcycles in the world. Siegl himself is a true renaissance man: artist, engineer, endurance racer, cultural tastemaker, business exec. His other two “production” models – the Bol d’ Or and the Leggero – manage to transform Ducati street bikes into something even more beautiful. And the spec sheet indicates the L’Avventura is meant for adventure riding. It’s powered by an 1,100cc air-cooled Ducati L-Twin. The smooth, flowing Kevlar fairing blends seamlessly into a fuel tank that holds 6.5 gallons, enough to actually get to places adventure riders want to go. The front end looks the business, featuring Showa USD forks that are tuned to the individual needs and riding style of each buyer, a 21-inch front wheel and massive Brembo brakes. Out back is a 17-inch wheel, a beefy double-sided swingarm with Öhlins rear shock and a smoothly rounded tail section that speaks of an artist’s hand. L’Avventura riders face a large fairing-mounted GPS just below the line of sight that can be removed for security or to help you find your way on foot. Nice touch. Crash bars are integrated into the trellis frame’s overall design so smoothly you almost miss them at first, and the distinctive Ducati engine is protected front to back by a long, drilled aluminum skidplate. WSM hasn’t published full official specs for the L’Aventurra, but we’ve seen reports that the whole package weighs in at a curb weight of under 350 pounds. If true, that means it would seriously undercut big-bore adventure bikes from BMW, KTM, Honda and Yamaha. Clearly, the L’Aventurra is one bike that was meant to do more than look pretty. For more info go to www.waltsiegl.com About the Author: Bob Whitby has been riding motorcycles since age 19 and working as a journalist since he was 24, which was a long time ago, let’s put it that way. He quit for the better part of a decade to raise a family, then rediscovered adventure, dual sport and enduro riding in the early 2000s. He lives in Arkansas, America’s best-kept secret when it comes to riding destinations, and travels far and wide in search of dirt roads and trails.
  17. Published on 11.10.2017 There is just something so right about the look of Walt Siegl Motorcycles’ (WSM) new adventure bike, the L’Avventura. From the dual headlights (one clear, one yellow, for improved contrast and night vision), to the upswept exhaust tucked neatly under the tail section, this built-to-order bike pulses with style and purpose. It pays homage to classic big-bore Dakar bikes from the days when the ultimate off-road race was held on the same continent as the city it’s named after, yet also manages to update the desert-racer look. The result is a stunning blend of form and function that makes you wish other motorcycle manufacturers were paying closer attention. It’s not really surprising that the L’Avventura comes from WSM, a New Hampshire-based custom builder of some of the most beautiful motorcycles in the world. Siegl himself is a true renaissance man: artist, engineer, endurance racer, cultural tastemaker, business exec. His other two “production” models – the Bol d’ Or and the Leggero – manage to transform Ducati street bikes into something even more beautiful. And the spec sheet indicates the L’Avventura is meant for adventure riding. It’s powered by an 1,100cc air-cooled Ducati L-Twin. The smooth, flowing Kevlar fairing blends seamlessly into a fuel tank that holds 6.5 gallons, enough to actually get to places adventure riders want to go. The front end looks the business, featuring Showa USD forks that are tuned to the individual needs and riding style of each buyer, a 21-inch front wheel and massive Brembo brakes. Out back is a 17-inch wheel, a beefy double-sided swingarm with Öhlins rear shock and a smoothly rounded tail section that speaks of an artist’s hand. L’Avventura riders face a large fairing-mounted GPS just below the line of sight that can be removed for security or to help you find your way on foot. Nice touch. Crash bars are integrated into the trellis frame’s overall design so smoothly you almost miss them at first, and the distinctive Ducati engine is protected front to back by a long, drilled aluminum skidplate. WSM hasn’t published full official specs for the L’Aventurra, but we’ve seen reports that the whole package weighs in at a curb weight of under 350 pounds. If true, that means it would seriously undercut big-bore adventure bikes from BMW, KTM, Honda and Yamaha. Clearly, the L’Aventurra is one bike that was meant to do more than look pretty. For more info go to www.waltsiegl.com About the Author: Bob Whitby has been riding motorcycles since age 19 and working as a journalist since he was 24, which was a long time ago, let’s put it that way. He quit for the better part of a decade to raise a family, then rediscovered adventure, dual sport and enduro riding in the early 2000s. He lives in Arkansas, America’s best-kept secret when it comes to riding destinations, and travels far and wide in search of dirt roads and trails.
  18. Triumph has launched the brand new 2018 Tiger 1200 XC and XR line-up, the most advanced Tiger models to date. The all-new range is the latest addition to a legendary Triumph Tiger heritage that began 80 years ago. The new Tiger 1200s have been purpose-built to handle on-road adventures and off-road challenges, with every single new technological innovation, engine enhancement, premium specification, and style update. Triumph’s brand-new Tiger 1200 range changes result in an even more responsive adventure bike designed to combine maximum enjoyment on the road with complete confidence off-road. The 1200’s silhouette now carries an even more distinctive style with new premium bodywork details and finish. And with multiple model variants in the lineup, there’s a Tiger for every road, rider and adventure. “The new Tiger 1200 range is so advanced it has taken a full four years to develop. These are by far the most adventure-ready Tigers ever built.” – Paul Stroud, Chief Commercial Officer for Triumph Motorcycles. The new Tiger 1200 range sees a substantial weight reduction of up to 22 pounds (10kg) compared to the previous generation thanks to a range of developments across the engine, chassis and exhaust system. This has improved each model’s responsiveness and dynamic capability even further, while significantly enhancing its agility and maneuverability – both on and off-road. The result is a performance-tuned engine that delivers all the power needed for any terrain, yet with a first major service that’s not due until 10,000 miles (16,000 km). Improvements To Tiger 1200’s Off-Road Capability • Up to 22 lbs (10kg) lighter than the previous generation. • Weight savings achieved across the engine, chassis and exhaust components. • Delivering improved maneuverability and better off-road agility and handling. • Engine upgraded for more immediate power delivery and feel. • New “Off Road Pro” riding mode, with a choice of up to six riding modes. • New Triumph Shift Assist for clutchless gear changes, both up and down. Technological Advances The new Tiger 1200’s technology is state-of-the-art and now even more fully loaded. Both XR & XC models include all-new innovative Triumph Adaptive Cornering Lighting for active enhanced visibility when cornering, updated cruise control, new adjustable full-color TFT display screen, all-new LED lighting, new ergonomically sculpted backlit handlbebar switches and heated grip function, new Triumph Shift Assist for smooth clutchless changes up and down the gearbox, rider-friendly keyless ignition on higher spec models, and an all-new ‘Off-Road Pro’ riding mode on the XC models. Next Generation 1215cc Triple Maintaining its position as the most powerful shaft-driven engine in its class with an impressive 139 HP, a significant new engine update gives the Tiger 1200 a more immediate power delivery lower down the rev range and an even better soundtrack. The new torque-laden 1200cc engine enables a breathtakingly smooth reliable delivery through the torque-assist clutch, helping rider control on all surfaces. Complementing these updates are an Arrow titanium and carbon fiber silencer offering the same thrilling Tiger Triple sound through an even lighter system. This new generation of Tiger is designed to push every adventure further, in first-class comfort. Improved Riding Comfort A new seat compound, revised handlebar positioning and updated frame geometry enhances rider ergonomics for a more commanding riding position and ultra-long-distance comfort. All improvements including the new off-road tire specifications have been carefully chosen to improve rider enjoyment. Distinctive Styling New elegant sculpted bodywork and stylish wheel specifications enhance the presence and muscular style of the new model, while new metallic badges, signature LED lighting and contemporary graphics create eye-catching points of interest. The Tiger 1200’s even higher quality finish includes wet-painted engine covers that contrast with the black crinkle-effect crank cases and titanium coloured powder-coated frame. Tiger 1200 Core Technology On top of the new generation state-of-the-art technology, the new Tiger 1200 range offers a huge choice of ‘core’ features, innovations and benefits to deliver a superior riding experience; fully integrated management systems controlled by an Inertial Measurement Unit (IMU), integrated braking system (developed with Continental), optimised cornering ABS & traction control, hill hold, ride-by-wire throttle, and up to six riding modes to configure the motorcycle to suit its terrain at the press of a button. An electrically-adjustable windscreen, heated equipment, and power sockets make every journey even more comfortable. High-Spec Components The new Tiger also maintains its premium levels of finesse with high specification Brembo brakes, adjustable WP suspension controlled by Triumph’s Semi-Active Suspension technology, a two-position seat h (32.8 – 33.6 in.), adjustable to suit riding style and terrain, and a Low Ride Height XRx model variant that at 32-32.8 in is 0.8 in. (20 mm) lower than the standard seat. Different Tiger 1200 Models The new XR line-up is tailor-made to deliver the ultimate on-road/off-road adventure; from the base model XR, to the mid-specification XRx and the highest specification XRT. An XRx Low Ride Height model is also available, making the Tiger 1200 even more accessible to every adventurer. The new XC line-up has been specifically designed to respond to the most challenging of adventures thanks to a range of specialized off-road features offering even more rough terrain capability, from the XCx to the highest specification XCA. The new Tiger 1200s are expected to start arriving on US showroom floors around mid-February 2018. Prices to be announced. 2018 Triumph Tiger 1200 Specs Engine Type: Liquid-cooled 12 valve, DOHC, in-line 3-cylinder Displacement: 1215cc Bore & Stroke: 85 x 71.4mm Max. Power Output: 139 HP @ 9,350rpm Max. Torque: 90 ft-lbs @ 7,600rpm Compression: 11.0:1 Fuel System: Ride by Wire, fuel injection Exhaust: Stainless steel 3 into 1 header system, stainless steel silencer Clutch: Wet, multi-plate hydraulically operated, torque assist Gearbox: 6 speed Final Drive: Shaft drive Frame Type: Tubular steel trellis Suspension (front): WP 48mm upside down forks, rebouand and compression manual damping adjustment Suspension Travel (front): XR: 7.48 in.; XRx Low: 6.61 in.; XC: 7.48 in. Suspension (rear): Cast aluminium swing arm with shaft drive, WP mono-shock, rebound damping and hydraulic preload adjustment Suspension Travel (front): XR: 7.59 in.; XRx Low: 6.22 in.; XC: 7.59 in. Brakes Front: Twin 305mm floating discs radially mounted monoblock Brembo 4-piston calipers, Switchable ABS Brakes Rear: Single 282mm disc, Nissin 2-piston sliding caliper, Switchable ABS Tires Front: 120/70-19 Tires Rear: 170/60-17 Wheels Front: XR: Cast aluminum 19 x 3.0 in.; XC: Wire spoke 19 x 3.0 in. Wheels Rear: XR: Cast aluminum 17 x 4.5 in.; XC: Wire spoke 17 x 4.5 in. Seat Height (STD/Low): 32.8/33.6 in. Height (without mirrors): 57.8 in. Rake: 23.2º Trail: 3.93 in. Length: 87.2 in. Wheelbase: 87.8 in. Dry Weight: XR: 534 lbs.; XRx: 538 lbs.; XRx Low 538 lbs.; XRT: 536 lbs.; XCx: 547 lbs.; XCA: 547 lbs. Fuel Capacity: 5.3 US Gallons Fuel consumption: 40.6 mpg Color Options: Matt Cobalt Blue, Jet Black, Crystal White, Korosi Red [embedded content]
  19. Triumph has launched the brand new 2018 Tiger 1200 XC and XR line-up, the most advanced Tiger models to date. The all-new range is the latest addition to a legendary Triumph Tiger heritage that began 80 years ago. The new Tiger 1200s have been purpose-built to handle on-road adventures and off-road challenges, with every single new technological innovation, engine enhancement, premium specification, and style update. Triumph’s brand-new Tiger 1200 range changes result in an even more responsive adventure bike designed to combine maximum enjoyment on the road with complete confidence off-road. The 1200’s silhouette now carries an even more distinctive style with new premium bodywork details and finish. And with multiple model variants in the lineup, there’s a Tiger for every road, rider and adventure. “The new Tiger 1200 range is so advanced it has taken a full four years to develop. These are by far the most adventure-ready Tigers ever built.” – Paul Stroud, Chief Commercial Officer for Triumph Motorcycles. The new Tiger 1200 range sees a substantial weight reduction of up to 22 pounds (10kg) compared to the previous generation thanks to a range of developments across the engine, chassis and exhaust system. This has improved each model’s responsiveness and dynamic capability even further, while significantly enhancing its agility and maneuverability – both on and off-road. The result is a performance-tuned engine that delivers all the power needed for any terrain, yet with a first major service that’s not due until 10,000 miles (16,000 km). Improvements To Tiger 1200’s Off-Road Capability • Up to 22 lbs (10kg) lighter than the previous generation. • Weight savings achieved across the engine, chassis and exhaust components. • Delivering improved maneuverability and better off-road agility and handling. • Engine upgraded for more immediate power delivery and feel. • New “Off Road Pro” riding mode, with a choice of up to six riding modes. • New Triumph Shift Assist for clutchless gear changes, both up and down. Technological Advances The new Tiger 1200’s technology is state-of-the-art and now even more fully loaded. Both XR & XC models include all-new innovative Triumph Adaptive Cornering Lighting for active enhanced visibility when cornering, updated cruise control, new adjustable full-color TFT display screen, all-new LED lighting, new ergonomically sculpted backlit handlbebar switches and heated grip function, new Triumph Shift Assist for smooth clutchless changes up and down the gearbox, rider-friendly keyless ignition on higher spec models, and an all-new ‘Off-Road Pro’ riding mode on the XC models. Next Generation 1215cc Triple Maintaining its position as the most powerful shaft-driven engine in its class with an impressive 139 HP, a significant new engine update gives the Tiger 1200 a more immediate power delivery lower down the rev range and an even better soundtrack. The new torque-laden 1200cc engine enables a breathtakingly smooth reliable delivery through the torque-assist clutch, helping rider control on all surfaces. Complementing these updates are an Arrow titanium and carbon fiber silencer offering the same thrilling Tiger Triple sound through an even lighter system. This new generation of Tiger is designed to push every adventure further, in first-class comfort. Improved Riding Comfort A new seat compound, revised handlebar positioning and updated frame geometry enhances rider ergonomics for a more commanding riding position and ultra-long-distance comfort. All improvements including the new off-road tire specifications have been carefully chosen to improve rider enjoyment. Distinctive Styling New elegant sculpted bodywork and stylish wheel specifications enhance the presence and muscular style of the new model, while new metallic badges, signature LED lighting and contemporary graphics create eye-catching points of interest. The Tiger 1200’s even higher quality finish includes wet-painted engine covers that contrast with the black crinkle-effect crank cases and titanium coloured powder-coated frame. Tiger 1200 Core Technology On top of the new generation state-of-the-art technology, the new Tiger 1200 range offers a huge choice of ‘core’ features, innovations and benefits to deliver a superior riding experience; fully integrated management systems controlled by an Inertial Measurement Unit (IMU), integrated braking system (developed with Continental), optimised cornering ABS & traction control, hill hold, ride-by-wire throttle, and up to six riding modes to configure the motorcycle to suit its terrain at the press of a button. An electrically-adjustable windscreen, heated equipment, and power sockets make every journey even more comfortable. High-Spec Components The new Tiger also maintains its premium levels of finesse with high specification Brembo brakes, adjustable WP suspension controlled by Triumph’s Semi-Active Suspension technology, a two-position seat h (32.8 – 33.6 in.), adjustable to suit riding style and terrain, and a Low Ride Height XRx model variant that at 32-32.8 in is 0.8 in. (20 mm) lower than the standard seat. Different Tiger 1200 Models The new XR line-up is tailor-made to deliver the ultimate on-road/off-road adventure; from the base model XR, to the mid-specification XRx and the highest specification XRT. An XRx Low Ride Height model is also available, making the Tiger 1200 even more accessible to every adventurer. The new XC line-up has been specifically designed to respond to the most challenging of adventures thanks to a range of specialized off-road features offering even more rough terrain capability, from the XCx to the highest specification XCA. The new Tiger 1200s are expected to start arriving on US showroom floors around mid-February 2018. Prices to be announced. 2018 Triumph Tiger 1200 Specs Engine Type: Liquid-cooled 12 valve, DOHC, in-line 3-cylinder Displacement: 1215cc Bore & Stroke: 85 x 71.4mm Max. Power Output: 139 HP @ 9,350rpm Max. Torque: 90 ft-lbs @ 7,600rpm Compression: 11.0:1 Fuel System: Ride by Wire, fuel injection Exhaust: Stainless steel 3 into 1 header system, stainless steel silencer Clutch: Wet, multi-plate hydraulically operated, torque assist Gearbox: 6 speed Final Drive: Shaft drive Frame Type: Tubular steel trellis Suspension (front): WP 48mm upside down forks, rebouand and compression manual damping adjustment Suspension Travel (front): XR: 7.48 in.; XRx Low: 6.61 in.; XC: 7.48 in. Suspension (rear): Cast aluminium swing arm with shaft drive, WP mono-shock, rebound damping and hydraulic preload adjustment Suspension Travel (front): XR: 7.59 in.; XRx Low: 6.22 in.; XC: 7.59 in. Brakes Front: Twin 305mm floating discs radially mounted monoblock Brembo 4-piston calipers, Switchable ABS Brakes Rear: Single 282mm disc, Nissin 2-piston sliding caliper, Switchable ABS Tires Front: 120/70-19 Tires Rear: 170/60-17 Wheels Front: XR: Cast aluminum 19 x 3.0 in.; XC: Wire spoke 19 x 3.0 in. Wheels Rear: XR: Cast aluminum 17 x 4.5 in.; XC: Wire spoke 17 x 4.5 in. Seat Height (STD/Low): 32.8/33.6 in. Height (without mirrors): 57.8 in. Rake: 23.2º Trail: 3.93 in. Length: 87.2 in. Wheelbase: 87.8 in. Dry Weight: XR: 534 lbs.; XRx: 538 lbs.; XRx Low 538 lbs.; XRT: 536 lbs.; XCx: 547 lbs.; XCA: 547 lbs. Fuel Capacity: 5.3 US Gallons Fuel consumption: 40.6 mpg Color Options: Matt Cobalt Blue, Jet Black, Crystal White, Korosi Red [embedded content]
  20. [embedded content] Ever since their debut in 2007, the F-Series BMW GS models have stood for premium riding enjoyment with typical ‘Made by BMW Motorrad’ features, in the middle-class Adventure segment. After roughly ten years of consistent model development, BMW Motorrad has fully reengineered these models and now more than ever, the new BMW F850GS and F750GS are targeted toward a specific rider type. Accordingly, BMW states the F750GS is aimed for riders who prefer the sensation and design of a travel enduro in combination with a low seat h, ample power, high cost-effectiveness, and excellent versatility. Opposite this is the new F850GS, which besides offering more power and torque, features even more distinctive touring characteristics coupled with optimized off-road capabilities. New BMW F850GS in GS Rallye Light White color scheme. BMW F750GS in Austin Yellow color option. New Powerful In-Line Twin Engine The main development focus of the new F Series line was to create an increase in both power and torque. In addition, special attention was given to reducing fuel consumption levels. Both models utilize the same 853cc inline twin motor (compared with 798 cc in the previous models). Power output of 77 HP (57 kW) at 7500 rpm and 61.2 ft-lbs at 6000 rpm generated by the F750GS is more than adequate for most situations. While the F850GS unleashes the full power potential of the platform, generating 95 HP (70 kW) at 8250 rpm and 67.9 ft-lbs at 6250 rpm. Developers also achieved a soulful sounding exhaust note by employing a crankshaft with a 90 degree journal offset and a 270/450 degree firing interval. Unwanted vibrations are absorbed by the new engine’s two counterbalance shafts. A self-amplifying, anti-hopping clutch provides a discernible reduction in the hand clutch operating force while the drop in engine drag torque also enhances safety on the road. Power transmission to the rear wheel comes from the 6-speed gearbox with chain drive that is now positioned on the left-hand side. Advanced Electronics The new GS models address individual rider requirements by offering ‘Rain’ and ‘Road’ riding modes, while the combination of BMW Motorrad ABS and the ASC automatic stability control ensures a high level of safety. The F850GS and F750GS can be fitted with optional equipment, such as Pro riding modes and in turn the additional ‘Dynamic’, ‘Enduro’ and ‘Enduro Pro’ riding modes (the latter only available in the F850GS) as well as the DTC dynamic traction control and lean-angle sensing ABS Pro. Improved Chassis Design The bridge frame of the new GS models in the F series is made of deep-drawn, welded components. It integrates the 2-cylinder in-line engine as a stressed member and offers benefits in terms of torsional rigidity and robustness. The fuel tank has been placed in the classic position between the seat bench and the steering head, for optimized packaging and an improved center of gravity. New Sharper GS Styling The F750GS and F850GS also feature a completely new look with a more dynamic and masculine design. In addition to the basic version, the new F models are also available in Exclusive style variations. The Rallye style variant is exclusive to the new F850GS and places particular emphasis on its off-road capabilities. Optional equipment and BMW Motorrad Accessories The new GS models of the F series are being launched with a range of equipment options that is impressive for the middleweight Adventure segment. Be it the different seat hs and windshields, the new full LED headlight, the optional Connectivity equipment with TFT display or eCall, the list of fascinating features with which owners can maximize their riding enjoyment and safety as well as experience the thrill of the road, is now better than ever. BMW F850GS and F750GS Highlights: • Powerful 2-cylinder in-line engine with a displacement of 853 cc. • Pleasing engine note produced by firing interval of 270°/450°. • New, steel bridge frame in monocoque construction for increased precision. • New telescopic fork/upside-down telescopic fork • Double-sided aluminium swinging arm with central spring strut. • ABS, ASC plus ‘Rain’ and ‘Road’ riding modes included as standard. • Pro riding modes with ABS Pro and dynamic brake light, DTC & new ride modes. • ESA electronic suspension adjustment available as optional equipment. • A self-amplifying, anti-hopping clutch with reduced hand clutch operating force. • Full LED headlight including LED daytime running light as optional equipment. • Connectivity with multi-functional instrument cluster and 6.5″ color TFT display. • Intelligent emergency call function now offered as optional equipment. • Optimized off-road and travel ability plus improved wind & weather protection. • Sharper GS profile resulting from new design. • New color concepts and style variations Rallye and Exclusive. • Optional equipment includes: Keyless Ride, Gear shift assistant Pro, Dynamic ESA, eCall, Connectivity and more. 2018 BMW F850GS and F750GS Specs Engine Type: Liquid-cooled 8 valve, DOHC, in-line twin Displacement: 853cc Bore & Stroke: 84 x 77mm Max. Power Output: F750GS: 77 HP @ 7500rpm; F850GS: 95 HP @ 8250rpm Max. Torque: F750GS: 61.2 ft-lbs @ 6000rpm; F850GS: 67.9 ft-lbs @ 6250rpm Compression: 12.7:1 Clutch: Multiplate wet clutch (anti-hopping), mechanically controlled Gearbox: Constant-Mesh 6 speed Final Drive: O-ring chain Frame Type: Steel bridge frame in monocoque design, load-bearing engine Suspension (front): F750GS: 41mm Telescopic Forks; F850GS: 43mm USD Forks Suspension Travel (front): F750GS: 5.9 in. (151mm); F850GS: 8.0 in. (204mm) Suspension (rear): Aluminum double-sided swing arm, directly mounted, preload and rebound damping adjustable (Dynamic ESA option) Suspension Travel (rear): F750GS: 7.0 in. (177mm); F850GS: 8.6 in. (219mm) Brakes Front: Hydraulically activated 305 mm twin disc brake, 2-piston floating caliper Brakes Rear: Hydraulically activated 265 mm single disc brake, 1-piston floating caliper Tires Front: F750GS: 110/80-19; F850GS: 90/90-21 Tires Rear: 150/70-17 Wheels Front: F750GS: Cast aluminum 19 x 2.5 in.; F850GS: Cross-spoke 21 x 2.15 in. Wheels Rear: F750GS: Cast aluminum 17 x 4.25 in.; F850GS: Cross-spoke 17 x 4.25 in. Seat Height Options: F750GS: 30.3-32.7 in. (770-830 mm); F850GS: 32.1-35.0 in. (815-890 mm) Width (incl. mirrors): 36.3 in. (922 mm) Length: 88.8 in. (2,255 mm) Wheelbase: F750GS: 61.4 in. (1,559 mm); F850GS: 62.7 in. (1,593 mm) Wet Weight: F750GS: 494 lbs. (224 kg); F850GS: 505 lbs. (229 kg) Fuel Capacity: 4.0 US Gallons (15 liters) Fuel consumption: 57.4 mpg Acceleration 0-100 km/h: F750GS: 4.1 seconds; F850GS: 3.8 seconds Top Speed: F750GS: 118 mph (190 kp/h); F850GS: > 125 mph (200 kp/h) Color Options: F750GS: Light White, Austin Yellow, Stereo Metallic Matt; F850GS: Racing Red, Pollux Metallic Matt, GS Rallye Light White
  21. [embedded content] Ever since their debut in 2007, the F-Series BMW GS models have stood for premium riding enjoyment with typical ‘Made by BMW Motorrad’ features, in the middle-class Adventure segment. After roughly ten years of consistent model development, BMW Motorrad has fully reengineered these models and now more than ever, the new BMW F850GS and F750GS are targeted toward a specific rider type. Accordingly, BMW states the F750GS is aimed for riders who prefer the sensation and design of a travel enduro in combination with a low seat h, ample power, high cost-effectiveness, and excellent versatility. Opposite this is the new F850GS, which besides offering more power and torque, features even more distinctive touring characteristics coupled with optimized off-road capabilities. New BMW F850GS in GS Rallye Light White color scheme. BMW F750GS in Austin Yellow color option. New Powerful In-Line Twin Engine The main development focus of the new F Series line was to create an increase in both power and torque. In addition, special attention was given to reducing fuel consumption levels. Both models utilize the same 853cc inline twin motor (compared with 798 cc in the previous models). Power output of 77 HP (57 kW) at 7500 rpm and 61.2 ft-lbs at 6000 rpm generated by the F750GS is more than adequate for most situations. While the F850GS unleashes the full power potential of the platform, generating 95 HP (70 kW) at 8250 rpm and 67.9 ft-lbs at 6250 rpm. Developers also achieved a soulful sounding exhaust note by employing a crankshaft with a 90 degree journal offset and a 270/450 degree firing interval. Unwanted vibrations are absorbed by the new engine’s two counterbalance shafts. A self-amplifying, anti-hopping clutch provides a discernible reduction in the hand clutch operating force while the drop in engine drag torque also enhances safety on the road. Power transmission to the rear wheel comes from the 6-speed gearbox with chain drive that is now positioned on the left-hand side. Advanced Electronics The new GS models address individual rider requirements by offering ‘Rain’ and ‘Road’ riding modes, while the combination of BMW Motorrad ABS and the ASC automatic stability control ensures a high level of safety. The F850GS and F750GS can be fitted with optional equipment, such as Pro riding modes and in turn the additional ‘Dynamic’, ‘Enduro’ and ‘Enduro Pro’ riding modes (the latter only available in the F850GS) as well as the DTC dynamic traction control and lean-angle sensing ABS Pro. Improved Chassis Design The bridge frame of the new GS models in the F series is made of deep-drawn, welded components. It integrates the 2-cylinder in-line engine as a stressed member and offers benefits in terms of torsional rigidity and robustness. The fuel tank has been placed in the classic position between the seat bench and the steering head, for optimized packaging and an improved center of gravity. New Sharper GS Styling The F750GS and F850GS also feature a completely new look with a more dynamic and masculine design. In addition to the basic version, the new F models are also available in Exclusive style variations. The Rallye style variant is exclusive to the new F850GS and places particular emphasis on its off-road capabilities. Optional equipment and BMW Motorrad Accessories The new GS models of the F series are being launched with a range of equipment options that is impressive for the middleweight Adventure segment. Be it the different seat hs and windshields, the new full LED headlight, the optional Connectivity equipment with TFT display or eCall, the list of fascinating features with which owners can maximize their riding enjoyment and safety as well as experience the thrill of the road, is now better than ever. BMW F850GS and F750GS Highlights: • Powerful 2-cylinder in-line engine with a displacement of 853 cc. • Pleasing engine note produced by firing interval of 270°/450°. • New, steel bridge frame in monocoque construction for increased precision. • New telescopic fork/upside-down telescopic fork • Double-sided aluminium swinging arm with central spring strut. • ABS, ASC plus ‘Rain’ and ‘Road’ riding modes included as standard. • Pro riding modes with ABS Pro and dynamic brake light, DTC & new ride modes. • ESA electronic suspension adjustment available as optional equipment. • A self-amplifying, anti-hopping clutch with reduced hand clutch operating force. • Full LED headlight including LED daytime running light as optional equipment. • Connectivity with multi-functional instrument cluster and 6.5″ color TFT display. • Intelligent emergency call function now offered as optional equipment. • Optimized off-road and travel ability plus improved wind & weather protection. • Sharper GS profile resulting from new design. • New color concepts and style variations Rallye and Exclusive. • Optional equipment includes: Keyless Ride, Gear shift assistant Pro, Dynamic ESA, eCall, Connectivity and more. 2018 BMW F850GS and F750GS Specs Engine Type: Liquid-cooled 8 valve, DOHC, in-line twin Displacement: 853cc Bore & Stroke: 84 x 77mm Max. Power Output: F750GS: 77 HP @ 7500rpm; F850GS: 95 HP @ 8250rpm Max. Torque: F750GS: 61.2 ft-lbs @ 6000rpm; F850GS: 67.9 ft-lbs @ 6250rpm Compression: 12.7:1 Clutch: Multiplate wet clutch (anti-hopping), mechanically controlled Gearbox: Constant-Mesh 6 speed Final Drive: O-ring chain Frame Type: Steel bridge frame in monocoque design, load-bearing engine Suspension (front): F750GS: 41mm Telescopic Forks; F850GS: 43mm USD Forks Suspension Travel (front): F750GS: 5.9 in. (151mm); F850GS: 8.0 in. (204mm) Suspension (rear): Aluminum double-sided swing arm, directly mounted, preload and rebound damping adjustable (Dynamic ESA option) Suspension Travel (rear): F750GS: 7.0 in. (177mm); F850GS: 8.6 in. (219mm) Brakes Front: Hydraulically activated 305 mm twin disc brake, 2-piston floating caliper Brakes Rear: Hydraulically activated 265 mm single disc brake, 1-piston floating caliper Tires Front: F750GS: 110/80-19; F850GS: 90/90-21 Tires Rear: 150/70-17 Wheels Front: F750GS: Cast aluminum 19 x 2.5 in.; F850GS: Cross-spoke 21 x 2.15 in. Wheels Rear: F750GS: Cast aluminum 17 x 4.25 in.; F850GS: Cross-spoke 17 x 4.25 in. Seat Height Options: F750GS: 30.3-32.7 in. (770-830 mm); F850GS: 32.1-35.0 in. (815-890 mm) Width (incl. mirrors): 36.3 in. (922 mm) Length: 88.8 in. (2,255 mm) Wheelbase: F750GS: 61.4 in. (1,559 mm); F850GS: 62.7 in. (1,593 mm) Wet Weight: F750GS: 494 lbs. (224 kg); F850GS: 505 lbs. (229 kg) Fuel Capacity: 4.0 US Gallons (15 liters) Fuel consumption: 57.4 mpg Acceleration 0-100 km/h: F750GS: 4.1 seconds; F850GS: 3.8 seconds Top Speed: F750GS: 118 mph (190 kp/h); F850GS: > 125 mph (200 kp/h) Color Options: F750GS: Light White, Austin Yellow, Stereo Metallic Matt; F850GS: Racing Red, Pollux Metallic Matt, GS Rallye Light White
  22. Published on 11.07.2017 Revealed earlier in leaked photos this week, the KTM 790 Adventure R Prototype set social media abuzz with its muscular build and aggressive looks. KTM proudly presented their new lightweight adventure bike prototype today at EICMA. Building on the brand new 2-cylinder LC8c parallel-twin engine found in the 2018 KTM 790 Duke, the prototype will eventually evolve into a full production model. And once released, it will be KTM’s first foray into the middleweight twin adventure segment. The Adventure Riding community has been eagerly awaiting a lightweight, compact midrange travel enduro with real off-road capability for some time. The KTM 790 Adventure R Prototype appears to be exactly what many adventure riders have been asking for: a true KTM to close the gap between the enduros and the larger bikes of the Adventure Touring series. Unfortunately, we’ll have to wait a little longer before we can ride it because it’s not quite ready for production. For decades, KTM has been a leader in the off-road segment and has a rich Rally Racing history. Picking up where illustrious predecessors – like the KTM 950 and 990 ADVENTURE rally bikes – left off, the KTM 790 Adventure R Prototype fully embraces KTM’s ‘READY TO RACE’ philosophy. The Austrian company aims at designing the most performance-focused mid-weight travel enduro of its class, with an aggressive attitude and power-to-weight ratio normally found in larger displacement bikes. The prototype’s rally design with its single seat, small LED lights and low-slung fuel tanks tells much of this story. KTM’s customary design and development partner agency KISKA, clearly referenced the new KTM 450 RALLY which was developed in parallel. If the Dakar Rally had a large displacement class, the prototype shown in Milan would be a tailor-made fit. The brand new, ultra-compact and lightweight 799cc LC8c parallel twin sits inside a lightweight and rugged KTM chassis complete with top quality WP Suspension components front and rear. It goes without saying that a production version will be equipped with the latest in electronic rider aids – with the versatility to support many types of adventures. Hopefully, we’ll get our first look at the production model later in 2018 to be released as a 2019 model. In the meantime, we’ll continue to share details as they appear.
  23. Published on 11.07.2017 Revealed earlier in leaked photos this week, the KTM 790 Adventure R Prototype set social media abuzz with its muscular build and aggressive looks. KTM proudly presented their new lightweight adventure bike prototype today at EICMA. Building on the brand new 2-cylinder LC8c parallel-twin engine found in the 2018 KTM 790 Duke, the prototype will eventually evolve into a full production model. And once released, it will be KTM’s first foray into the middleweight twin adventure segment. The Adventure Riding community has been eagerly awaiting a lightweight, compact midrange travel enduro with real off-road capability for some time. The KTM 790 Adventure R Prototype appears to be exactly what many adventure riders have been asking for: a true KTM to close the gap between the enduros and the larger bikes of the Adventure Touring series. Unfortunately, we’ll have to wait a little longer before we can ride it because it’s not quite ready for production. For decades, KTM has been a leader in the off-road segment and has a rich Rally Racing history. Picking up where illustrious predecessors – like the KTM 950 and 990 ADVENTURE rally bikes – left off, the KTM 790 Adventure R Prototype fully embraces KTM’s ‘READY TO RACE’ philosophy. The Austrian company aims at designing the most performance-focused mid-weight travel enduro of its class, with an aggressive attitude and power-to-weight ratio normally found in larger displacement bikes. The prototype’s rally design with its single seat, small LED lights and low-slung fuel tanks tells much of this story. KTM’s customary design and development partner agency KISKA, clearly referenced the new KTM 450 RALLY which was developed in parallel. If the Dakar Rally had a large displacement class, the prototype shown in Milan would be a tailor-made fit. The brand new, ultra-compact and lightweight 799cc LC8c parallel twin sits inside a lightweight and rugged KTM chassis complete with top quality WP Suspension components front and rear. It goes without saying that a production version will be equipped with the latest in electronic rider aids – with the versatility to support many types of adventures. Hopefully, we’ll get our first look at the production model later in 2018 to be released as a 2019 model. In the meantime, we’ll continue to share details as they appear.
  24. The Tiger 800 XC and XR, known for their powerful 800cc triple engines, are part of a bloodline that began with gold-medal winning Tigers of the 1936 International Six Day Trial. Triumph was the motorcycle of choice for both the multiple winning British teams and famously Steve McQueen’s US ride entry in 1964. Decades later, the story continues with a new generation that takes the Tiger’s capability to a whole new level. The new, significantly updated Tiger 800 XC and XR family has received over 200 chassis and engine upgrades. These are complemented by a suite of major off-road improvements that work hand-in-hand with carefully crafted on-road enhancements. Triumph has specifically targeted improvements to technology, comfort, and style alongside the introduction of a new generation engine that maximizes the rider experience. As a result, the new Tiger 800 is better in every way – both on road and off. “We’ve developed a host of major new technology and performance updates designed to enhance the new Tiger 800’s capability both on and off-road. With developments that complement the Tiger’s accessible and agile, easy riding style, as well as its existing distinctive Tiger poise and presence, the new 800 line-up is built for maximum adventure – every single day.” – Paul Stroud, Chief Commercial Officer for Triumph Motorcycles. Improvements To Tiger 800’s Off-Road Capability • More than 200 upgrades to the chassis and engine. • More responsive, optimized Triple engine. • New shorter 1st Gear enhances traction, low-speed maneuvering & acceleration. • New lighter, free-flowing silencer with improved exhaust note. • New “Off Road Pro” riding mode, with a choice of up to six riding modes. • New five position adjustable screen. Technology Advances Every new Tiger 800 represents a huge step-up in rider technology with improvements including full-color TFT instruments, up to six riding modes, high-specification Brembo front brakes, optimized suspension configurations, handlebar-mounted switches incorporating elegant backlit buttons, distinctive signature all-LED lighting, updated cruise control, enhanced chassis, and premium bodywork. All of these add to the Tiger 800’s extensive core state of the art Technology Major Triple Engine Update A mass-optimized 800cc Triple engine now gives more immediate power delivery and a peak power output of 94 HP. It has even more character and a lighter exhaust system with a sportier soundtrack that together transform the new generation engine. There is a new, shorter ratio first gear to enhance off-road traction, all-road low speed responsiveness, and more immediate acceleration that gives the rider a truly thrilling feel. In addition, the new Off-Road Pro riding mode on the XC models allows an advanced rider to take complete control off road. Improved Ergonomics Triumph has enhanced the rider ergonomics across the whole Tiger 800 range. This includes moving the handlebars back by 10mm for a more commanding riding position, higher specification Brembo front brakes and Showa adjustable suspension, new handbook- approved off-road tire specification fitment, new five-position single hand adjustable windscreen and aero diffusers for segment-leading aero protection, and a new seat compound giving all-day riding comfort. Signature Styling and Premium Finish Tiger signature styling is now even stronger across the latest 800 range. New premium bodywork includes high quality painted finishes with updated side panel designs, along with higher quality badges, graphics and detailing to deliver real presence. This also gives each Tiger a more contemporary and dynamic stance that highlights the on and off-road bias of each model, while retaining the distinctive and instantly recognizable Tiger 800 silhouette. Tiger 800 XC and XR Core Technology The Tiger 800’s trademark handling and category-defining core technologies are the foundation of this bike’s superb riding experience. All the Tigers’ essential adventure standards are maintained with ABS, traction control, ride-by-wire throttle, cruise control, heated seats and grips, power sockets, and a two-position seat h (810-830mm on XR models, 840-860mm on XC models) adjustable by 20mm to suite riding style and terrain, and a low ride h XRx model variant that at 760 mm is 50mm lower than the standard XR range of seats. Different Tiger 800 models From the road-focused Tiger XR, mid spec XRX and range topping XRT, to the off-road hungry Tiger XCX and fully-loaded XCA – not forgetting the XRx low ride h model – Triumph has aimed to make available a Tiger 800 for every person, every ride and every adventure. The new Tiger 800s are expected to start arriving on US showroom floors around mid-February 2018. Prices to be announced. 2018 Triumph Tiger 800 Specs Engine Type: Liquid-cooled 12 valve, DOHC, in-line 3-cylinder Displacement: 800cc Bore & Stroke: 74.05 x 61.9mm Max. Power Output: 94 HP @ 9,500rpm Max. Torque: 58 ft-lbs @ 8,050rpm Compression: 11.3:1 Fuel System: Multipoint sequential EFI Exhaust: Stainless steel 3 into 1 header system, stainless steel silencer Clutch: Wet, multi-plate Gearbox: 6 speed Final Drive: O-ring chain Frame Type: Tubular steel trellis Suspension (front): Showa 43mm upside down forks (adjustable rebound and compression damping on XC and XRT models) Suspension Travel (front): XR: 7.41 in. (180mm); XRx Low: 5.5 in. (140mm); XC: 8.7 in. (220mm) Suspension (rear): Cast aluminium swing arm, Showa mono-shock, hydraulically-adjustable preload, remote oil reservoir on XC Suspension Travel (rear): XR: 6.7 in. (170mm); XRx Low: 5.9 in. (150mm); XC: 8.5 in. (215mm) Brakes Front: Twin 305mm floating discs, Brembo 2 piston sliding capipers, Switchable ABS Brakes Rear: Single 255mm disc, Nissin single piston sliding caliper, Switchable ABS Tires Front: XR: 100/90-19; XC: 90/90-21 Tires Rear: 150/70-17 Wheels Front: XR: Cast aluminum 19 x 2.5 in.; XC: Wire spoke 21 x 2.15 in. Wheels Rear: XR: Cast aluminum 17 x 4.25 in.; XC: Wire spoke 17 x 4.25 in. Seat Height (STD/Low): XR: 31.9/32.7 in.; XRx Low: 29.9/30.7 in.; XC: 33.0/33.8 in. Height (without mirrors): 53.1 in. Rake: XR: 23.8º; XC: 23.4º Trail: XR: 3.41 in.; XRx Low: 3.39 in.; XC: 3.68 in. Length: 87.2 in. Wheelbase: XR: 60.2 in.; XC: 60.8 in. Dry Weight: XR: 428 lbs.; XRx: 440 lbs.; XRx Low 438 lbs.; XRT: 441 lbs.; XCx: 452 lbs.; XCA: 458 lbs. Fuel Capacity: 5.0 US Gallons Fuel consumption: 50.5 mpg Color Options: Crystal White, Matt Cobalt Blue, Siver Ice, Jet Black, Lucerne Blue, Matt Jet Black
  25. The Tiger 800 XC and XR, known for their powerful 800cc triple engines, are part of a bloodline that began with gold-medal winning Tigers of the 1936 International Six Day Trial. Triumph was the motorcycle of choice for both the multiple winning British teams and famously Steve McQueen’s US ride entry in 1964. Decades later, the story continues with a new generation that takes the Tiger’s capability to a whole new level. The new, significantly updated Tiger 800 XC and XR family has received over 200 chassis and engine upgrades. These are complemented by a suite of major off-road improvements that work hand-in-hand with carefully crafted on-road enhancements. Triumph has specifically targeted improvements to technology, comfort, and style alongside the introduction of a new generation engine that maximizes the rider experience. As a result, the new Tiger 800 is better in every way – both on road and off. “We’ve developed a host of major new technology and performance updates designed to enhance the new Tiger 800’s capability both on and off-road. With developments that complement the Tiger’s accessible and agile, easy riding style, as well as its existing distinctive Tiger poise and presence, the new 800 line-up is built for maximum adventure – every single day.” – Paul Stroud, Chief Commercial Officer for Triumph Motorcycles. Improvements To Tiger 800’s Off-Road Capability • More than 200 upgrades to the chassis and engine. • More responsive, optimized Triple engine. • New shorter 1st Gear enhances traction, low-speed maneuvering & acceleration. • New lighter, free-flowing silencer with improved exhaust note. • New “Off Road Pro” riding mode, with a choice of up to six riding modes. • New five position adjustable screen. Technology Advances Every new Tiger 800 represents a huge step-up in rider technology with improvements including full-color TFT instruments, up to six riding modes, high-specification Brembo front brakes, optimized suspension configurations, handlebar-mounted switches incorporating elegant backlit buttons, distinctive signature all-LED lighting, updated cruise control, enhanced chassis, and premium bodywork. All of these add to the Tiger 800’s extensive core state of the art Technology Major Triple Engine Update A mass-optimized 800cc Triple engine now gives more immediate power delivery and a peak power output of 94 HP. It has even more character and a lighter exhaust system with a sportier soundtrack that together transform the new generation engine. There is a new, shorter ratio first gear to enhance off-road traction, all-road low speed responsiveness, and more immediate acceleration that gives the rider a truly thrilling feel. In addition, the new Off-Road Pro riding mode on the XC models allows an advanced rider to take complete control off road. Improved Ergonomics Triumph has enhanced the rider ergonomics across the whole Tiger 800 range. This includes moving the handlebars back by 10mm for a more commanding riding position, higher specification Brembo front brakes and Showa adjustable suspension, new handbook- approved off-road tire specification fitment, new five-position single hand adjustable windscreen and aero diffusers for segment-leading aero protection, and a new seat compound giving all-day riding comfort. Signature Styling and Premium Finish Tiger signature styling is now even stronger across the latest 800 range. New premium bodywork includes high quality painted finishes with updated side panel designs, along with higher quality badges, graphics and detailing to deliver real presence. This also gives each Tiger a more contemporary and dynamic stance that highlights the on and off-road bias of each model, while retaining the distinctive and instantly recognizable Tiger 800 silhouette. Tiger 800 XC and XR Core Technology The Tiger 800’s trademark handling and category-defining core technologies are the foundation of this bike’s superb riding experience. All the Tigers’ essential adventure standards are maintained with ABS, traction control, ride-by-wire throttle, cruise control, heated seats and grips, power sockets, and a two-position seat h (810-830mm on XR models, 840-860mm on XC models) adjustable by 20mm to suite riding style and terrain, and a low ride h XRx model variant that at 760 mm is 50mm lower than the standard XR range of seats. Different Tiger 800 models From the road-focused Tiger XR, mid spec XRX and range topping XRT, to the off-road hungry Tiger XCX and fully-loaded XCA – not forgetting the XRx low ride h model – Triumph has aimed to make available a Tiger 800 for every person, every ride and every adventure. The new Tiger 800s are expected to start arriving on US showroom floors around mid-February 2018. Prices to be announced. 2018 Triumph Tiger 800 Specs Engine Type: Liquid-cooled 12 valve, DOHC, in-line 3-cylinder Displacement: 800cc Bore & Stroke: 74.05 x 61.9mm Max. Power Output: 94 HP @ 9,500rpm Max. Torque: 58 ft-lbs @ 8,050rpm Compression: 11.3:1 Fuel System: Multipoint sequential EFI Exhaust: Stainless steel 3 into 1 header system, stainless steel silencer Clutch: Wet, multi-plate Gearbox: 6 speed Final Drive: O-ring chain Frame Type: Tubular steel trellis Suspension (front): Showa 43mm upside down forks (adjustable rebound and compression damping on XC and XRT models) Suspension Travel (front): XR: 7.41 in. (180mm); XRx Low: 5.5 in. (140mm); XC: 8.7 in. (220mm) Suspension (rear): Cast aluminium swing arm, Showa mono-shock, hydraulically-adjustable preload, remote oil reservoir on XC Suspension Travel (rear): XR: 6.7 in. (170mm); XRx Low: 5.9 in. (150mm); XC: 8.5 in. (215mm) Brakes Front: Twin 305mm floating discs, Brembo 2 piston sliding capipers, Switchable ABS Brakes Rear: Single 255mm disc, Nissin single piston sliding caliper, Switchable ABS Tires Front: XR: 100/90-19; XC: 90/90-21 Tires Rear: 150/70-17 Wheels Front: XR: Cast aluminum 19 x 2.5 in.; XC: Wire spoke 21 x 2.15 in. Wheels Rear: XR: Cast aluminum 17 x 4.25 in.; XC: Wire spoke 17 x 4.25 in. Seat Height (STD/Low): XR: 31.9/32.7 in.; XRx Low: 29.9/30.7 in.; XC: 33.0/33.8 in. Height (without mirrors): 53.1 in. Rake: XR: 23.8º; XC: 23.4º Trail: XR: 3.41 in.; XRx Low: 3.39 in.; XC: 3.68 in. Length: 87.2 in. Wheelbase: XR: 60.2 in.; XC: 60.8 in. Dry Weight: XR: 428 lbs.; XRx: 440 lbs.; XRx Low 438 lbs.; XRT: 441 lbs.; XCx: 452 lbs.; XCA: 458 lbs. Fuel Capacity: 5.0 US Gallons Fuel consumption: 50.5 mpg Color Options: Crystal White, Matt Cobalt Blue, Siver Ice, Jet Black, Lucerne Blue, Matt Jet Black
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