A machine like this simply needs no presentation as the name says it all. It was the fastest production bike ever made before the Kawasaki gave an answer to it in the form of the ZX-12R back in 2000 and it would still be today if it wasn’t for the 186mph limitation that followed. Also, this is probably the most highly worked on and modified motorcycle ever as all the outrageous modification that passed through tuners minds would have first find their place on the Busa and then on smaller bikes.
In 2009 the Suzuki Hayabusa features the best power-to-weight ratio and presents as one of the sharpest looking motorcycles ever made after the 2008 redesign. Powered by the smooth-accelerating and fuel-injected 1,340cc, four-stroke, liquid-cooled, DOHC engine that started a revolution in its earliest form, it would seem that the drag track is the only place to exploit it, but the thing actually goes on legal roads and that’s where part of the fun actually begins. In order for that to happen smoothly, this model features the Suzuki Drive Mode Selector which is de adequate solution for different riding styles or conditions. Mated to a smooth six-speed transmission, that overwhelmingly powerful engine gets down to business in the GSX-R style.
The frame, swingarm and rear shock are all made out of aluminum alloy for proper weight reduction while the inverted front forks are compression, rebound damping and spring preload adjustable in order to give the bike a versatile part too. On top of that, the standard steering damper is a must on this bike, but that can also be said by the radial mount front brake calipers and the 260mm rear disc. ABS is also available for extra safety.
History 1999 Suzuki GSX1300RSuzuki first introduced the Hayabusa or the GSX1300R, as it was initially called, in 1999 as a hyper sport motorcycle that would dethrone the Honda CBR1100XX Super Blackbird from the “fastest production motorcycle” position. It reached a top speed of 189.6mph and the secret behind it was a liquid-cooled 1,299cc inline-four engine that developed 156hp at 9500rpm.
But Suzuki pretty much rested on its laurels later on and enjoyed the model’s success without significantly refining it. After 2000, the top speed was electronically limited to 186mph, but that didn’t stop the Japanese maker to heavily upgrade this highly successful model in 2007. This is when the public was first introduced to the mighty 1,340cc, four-stroke, four-cylinder, liquid-cooled, DOHC, 16 valve engine that now developed 194hp. The compression ratio was increased from 11.0:1 to 12.5:1 and the 44mm Suzuki Dual Throttle Valve (SDTV) throttle bodies were added. Also, the GSX-R series “donated” the Suzuki Drive Mode Selector (S-DMS).
Although Suzuki’s hyper sport motorcycle was redesigned in 2007, the latest and biggest design upgrade came on the 2008 model year. Aerodynamics was improved and the bike looks sleeker. This model was carried on for 2009.
This genre is difficult to categorize - part purpose-built metric dragster, part boulevard cruiser, part radical custom show bike, and a little Hip Hop style billet-bling thrown in for good measure. Metric super bikes such as the Suzuki Hayabusa or Kawasaki Ninja are a popular canvas from which these builders create their stretched and slammed customs. Some builders opt for the stripped-down, anodized, minimalist approach, while others never saw a metal bit that didn't deserve a layer of chrome. Different stokes for different folks, but any way you choose it, audaciousness is the prime mover of this rapidly growing niche in the world of motorcycles. 
Making a significant departure from traditional sports motorcycle concepts, BMW proudly presented the “most powerful naked bike of all times” at the 2004 INTERMOT Motorcycle Show: the BMW K 1200 R.
Ever since it has been a well-known fact that BMW is by all means willing and able to openly demonstrate extreme power and extroverted design in genuine style. Now the significantly upgraded successor to the BMW K 1200 R is making its world debut at the 2008 INTERMOT Motorcycle Show in the BMW Urban Encounter World – the new K1300R, the most powerful naked bike BMW has ever built.
Developing a maximum output of 127 kW (173 hp) and weighing exactly 243 kg (536 lb) with a full tank, this extravagant Power Roadster, one of the most powerful and dynamic machines in its segment, fulfils the greatest demands in terms of riding dynamics without in any way neglecting the particular wishes and preferences of the BMW customer in terms of safety, equipment and riding comfort.
The K1300R Power Roadster is a high-performance riding machine offering a perfect blend of performance, riding safety and technical features carried over from the K 1300 S. So while the drivetrain and running gear are carried over from the K 1300 S, they have been modified in this case to meet the particular requirements of a large-capacity naked bike.
The most significant and outstanding considerations in developing the K1300R were indeed to offer the rider supreme riding pleasure combined with equally outstanding safety on the road as well as the most sophisticated design features and an extroverted, masculine look.
Suspension geometry has been upgraded to an even higher standard than on the previous K 1200 R and it gives the K1300R even greater agility combined with the same high standard of riding stability as before.
The basic technical data on the suspension are now the same as on the K 1300 S. In comparison with the previous K 1200 R, the BMW Duolever front-wheel suspension is now slightly lower, with the wheelbase of the new model being correspondingly longer.
The guide ducts on the engine have likewise been modified for the new machine, with maximum output of 127 kW (173 hp); almost the same as on the K 1300 S. Quite generally, both engine output and torque have been increased significantly over the previous model, while the shorter final drive ratio of 2.91 versus 2.82 on the K 1300 S likewise has a positive impact on the acceleration and pulling power of the new machine.
BMW K1300R Technical Highlights – an Overview:Even more dynamic, particularly at lower and medium engine speeds, thanks to the increase in engine capacity. Engine output 127 kW (173 hp) at 9,250 rpm, maximum torque 140 Newton-meters (103 lb-ft) at 8, 250 rpm. Increase in torque by more than 10 Newton-meters (7.4 lb-ft) all the way from 2,000–8,000 rpm. Newly tuned Digital Motor Electronics to fulfill the highest environmental standards. Optimized charge process for greater performance and lower fuel consumption. Optimized exhaust system with a new rear-end muffl er and electronic flap control as well as a fully controlled three-way catalyst. Desmodromic operation of the power application function to improve dosage of engine power. Even greater riding precision combined with maximum riding stability ensured by the optimized Duolever front wheel suspension with a newly designed longitudinal arm at the bottom. Firmer spring/damper set-up for even better feedback to the rider. Supreme handling ensured by optimized suspension geometry, optimum mass distribution and a perfectly balanced overall concept. Second-generation ESA II electronically adjustable suspension and ASC anti-spin control as an option. New, innovative generation of control switches with optimized ergonomics. Optimized, maintenance-free shaft drive with a new two-stage drive shaft. HP Gearshift Assistant for shifting up without the slightest interruption of power and traction available as an option. Wide range of standard features and accessories tailored to the K1300R, all offering the usual supreme qualities of a BMW.
The last few years have been what could be described as something of a 'second coming' for Kawasaki.
A firm that once seemed content to tick-over with minor annual updates while the rest of the competition accelerated off into the wide, blue yonder have
given themselves a sturdy kick up the corporate backside of late, resulting in a healthy range of bikes with the scope to rival any other manufacturer.
Perhaps understandably, in this sports bike obsessed nation of ours, it's the headline bikes such as the ferocious ZX-10R; its nimble kid brother the ZX-6R
and the new 'considerably-faster-than-you' ZZ-R1400 that have been hogging all the media limelight.
Well, that's as maybe, but for those of you a little thinner in wallet and shorter in riding experience, you should be glad to hear that it's a case of
strength in depth for the green army in 2006, with the new ER-6f being a prime example.
Accessible performance, real world practicality and affordable insurance costs are, for the vast majority, just as important as three figure speeds and bar room boasts of unfeasible dyno figures.
Essentially a faired version of the ER-6n ('n' for naked, 'f' for faired) the f variant promises more potential for those looking to cover larger distanceswithout having to resort to rigorous neck-building exercises. But it's not just been a case of botching on a fairing and hoping the best. A fair bit of
thought has gone into the design process, resulting in a machine specifically tailored to suit its new role.
The front fork length has been increased by 10mm to compensate for the added weight and downforce generated by the new fairing and the horizontally-mounted,
offset rear shock has been tweaked accordingly. The net result is a slight increase in caster, trail, wheelbase and improved ground clearance which is helped
all the more by the stylish underbelly exhaust.
Having spent the day travelling since the wee small hours to our picturesque test location on the east coast of Sicily, the press briefing was refreshingly,
erm, brief with much of the focus centring on the motor. The parallel twin configuration isn't anything new, but interestingly it does appear to be making
something of a comeback in various guises other than the common or garden 500cc commuter bike.
Yamaha achieved moderate success with the 850cc (and latterly 900cc) TDM and TRX models in the UK, (though the TDM sold by the truck load in Europe) but up
until the arrival of the ER-6n and the eagerly anticipated BMW F800S and ST, the popularity of the parallel design seemed to be on the decline, with more
companies opting for the more fashionable four across the frame or vee-twin layout. So I guess they do have a fair point when they mention their 'unique
configuration'. Well, almost anyway...
Jumping on the bike, the riding position takes me by surprise a little with just how low it is. It's a slim bike too, meaning that for those a little short
in the leg, touching down both sides shouldn't be a problem (though taller riders will be pleased to hear that a higher seat is available as an optional
extra). Traditional handlebars also mean that there's plenty of scope to adjust the riding position to suit, meaning that it should be a case of
one-size-fits-all, which can only be a good thing. Confidence is a key word with the ER-6f and Kawasaki quite unashamedly highlight the fact that this is a
bike aimed at newer riders, riders returning to riding after a few years out or simply those looking for a mid-priced machine for anything from a Sunday
blast to the odd weekend away.
And it is an easy bike to ride. Heading out on to the unfamiliar Sicilian roads from our base camp in Taormina along the tight, cobbled streets that wind
their way through the scattered villages along the coast, the bike allows its rider to focus his attentions on avoiding the unpredictable drivers and errant
scooter riders that buzz around seemingly oblivious to what's going on around their Versace sunglasses, rather than worry about what the bike's doing.
Reading the map gaffa-taped to your tank. All in a day's work for Hoyles..
At slower town speeds, the motor feels smooth and fuels precisely. Unlike many vee-twins that tend to be lumpy and difficult to regulate at small throttleopenings, the ER-6f's delivery makes for a far more civilised and less stressful ride through town and traffic, with the generous turning circle making its
presence felt on more than one occasion, partly due to the tight town roads, but mainly down to the countless u-turns caused by my apparent inability to
follow a map. I blame the road signs, myself!
Carrying on a little further along the idyllic Mediterranean coastline, through picture postcard villages and up into the lush green foothills of the
imposing Mount Etna, the road opens out, finally allowing us to get out of the first three gears and giving us the chance to fully explore the bike's
performance.
To be totally honest, initially I'm rather underwhelmed. Rightly or wrongly, almost instantly I find myself comparing it to Suzuki's SV650 and by comparison
the Kawasaki feels a little bit flat. Stomp off the bottom end isn't anywhere near as torquey as the SV and for a while I'm left wondering what all the fuss
made of the ER-6n was about. A few corners later, I suss out how to ride it. While it may be a twin, the delivery and engine character are totally different
to the more traditional vee arrangement.
The art of saving money on your bike and your kneesliders..
Of course, the engine is essentially half a four cylinder motor, so the key is to rev it like one. The power comes in with a little more fervour at around
7,000rpm and keeping it buzzing higher up the rev-range rewards with reasonable drive off the turns, putting it on a par with the SV in terms of out-and-out
straight line performance, all the way up to a guesstimated top speed just shy of 130mph.
Making the most of the available power does mean that cog swapping needs to be clean and precise for spirited riding. Fortunately the little Kwak lets you do
just that. The gear lever connects directly to the gearbox shaft, meaning there is no slack to take up in the linkages as there aren't any.
But frantic hairpin-bashing isn't really what the 6f is all about. Cruising at a more sedate pace, taking in both the dramatic Sicilian scenery and spending
more time thinking about the bike than what may lurk the other side of a two-hundred foot precipice, I soon start to realise what it's good at. As it turns
out it's good, if not brilliant, at a little bit of everything.
but ninety percent of the time it quietly gets on with the job, providing a plush ride, complimented by the comfortable riding position and seat.The brakes work well enough to hoist the rear wheel off the floor with plenty of feel at the lever so there are no complaints there. There's also an ABS
option available (for an extra £400) which should be reassuring for less experienced riders.
Hoyles loves to get it up..
The 6f scores well in the practicality stakes, too. While the spec sheet reveals a relatively small fuel tank, the bike is incredibly frugal on juice - We
managed getting on for 120 miles before the light came on - despite spending much of the time thrashing around sinuous mountain roads. Expect well over 150
with a steadier throttle hand.
Well-placed bungee points should help with luggage and, with a whole plethora of genuine Kawasaki bolt-ons to enhance the touring experience such as a top
box that bolts directly in place of the side-mounted grab rails, large crash mushrooms, a higher seat and even smaller indicators to replace the hideous
original items there should be enough scope to personalise the bike to suit your type of riding.
Overall, while innovative in design, the ER-6f is still fairly simple. Bog-basic non-adjustable forks and brake calipers embrace trick petal discs and sporty
looking six-spoke wheels. From the old-fashioned (but very easy to read) clocks to the MotoGP style exhaust and cassette gearbox there's a fair mix of old
and new technology thrown together, though it has to be said that as a whole it does come together rather well both visually and on the move.
While the nearly naked FZ6 sported an aluminum chassis and a high-strung engine from the previous generation R6, the fully faired FZ6R carries the styling of a supersport but in an affordable package. The FZ6R is fills a price point in the model line as well as aiming at women riders and entry-level sportbike lovers
Emerging as an all-new model for Yamaha, the FZ6R bursts onto the scene in four vivid colors and graphics packages. Here you see the yellow stunter edition. Rumor has it the yellow bikes have more horsepower.
Emerging as an all-new model for Yamaha, the FZ6R bursts onto the scene in four vivid colors and graphics packages. Here you see the yellow stunter edition. Rumor has it the yellow bikes have more horsepower.
Yamaha has just introduced comfort to the commuting sportbike crowd. We’ve seen a lot of price-driven bikes crop up lately - cheaper bikes for a softer market - and Yamaha steps up the plate with a great looking player.While the sportier FZ6 is still available for the pure more experienced riders with a starting MSRP just $300 higher, the FZ6R dips below the $7000 mark and comes with a new steel chassis and a completely revised and retuned 600cc inline 4-cylinder DOHC powerplant that’s is sure to please many newcomers.
New riders can expect to find an all-new steel frame and swingarm with comfortable and adjustable rider positioning to provide a bike that you won’t soon outgrow. The 30.9-inch saddle seat height (FZ6 is 31.3) can be raised 20mm from the stock position, while the bars can also move 20mm forward by rotating the bar mount columns with the included tool kit. Compared to the FZ6 model, the handlebar is 12mm rearward and 12mm lower. The seat position is 4mm forward and 2mm lower than the FZ6.
The relaxed geometry, tighter rider triangle, tuned-for-low-to-mid powerband and R-bike styling make the FZ6R a notable addition to Yamaha’s sportbike line-up.
The relaxed geometry, tighter rider triangle, tuned-for-low-to-mid powerband and R-bike styling make the FZ6R a notable addition to Yamaha’s sportbike line-up.
Yamaha breaks down its “sportbike” category into three sub-classes: Supersport, Sport and Sport-Touring. Their research says 60% of its first-time buyers choose a Supersport bike like the R6 and R1, both of which aren’t exactly newbie friendly. Just 32% of these consumers chose an FZ1 or FZ6 from the Sport category.
The new FZ6R sports a redesigned engine from the crankcases on up.
But the Sport class has seen mild surges in sales for the past three years, surely due to more economically minded buyers in the market. They want sporty bikes as well as great fuel mileage and comfort. They also want to blend in with their friends’ sportbikes but don’t wanna be uncomfortable doing it. This is where the relaxed riding position of the new FZ6R meets the aggressive style of the YZF-R line. The lower price point and lower saddle heights probably don’t hurt either. The option might appear redundant on the OEM’s part, but it’s providing the buyer a better fit of the rider physique and the pocketbook.These ‘entry sport’ bikes as Yamaha calls them - sub 750cc sportbikes - are at a 5-year sales high with nearly 43,000 units selling in 2008. Yamaha only had an 8% take in that overall market number last year with just one model (the FZ6), and it hopes to make a bigger splash with the addition of the friendlier FZ6R in 2009. If you’re considering the R6 but don’t need the power or want the price, consider taking home the FZ6R.
Efficiency runs deeper than just through your wallet. When compared to FZ6, the 6R gets 8% better fuel economy thanks in part to its 4mm smaller throttle bodies and milder state of tune, plus the narrower 160mm rear tire compared to the 180 on the FZ6. A freshly engineered clutch (inner push type versus outer pull) and new crankcase castings are also part of the FZ6R. Despite being 8 lbs heavier (11 pounds in Cali), the FZ6R is said to get 43 mpg versus the 40 mpg of the FZ6.
The rigidly mounted engine (a stressed member) is hung from a diamond-steel frame and suspended by a non-adjustable 41mm conventional Soqi fork and an easily accessible 7-step preload-adjustable-only Soqi monoshock rear. To keep newbies comfortable and safe, the 6R’s rake is lazy 26.0 degrees, 1.0 shallower than the FZ6, while trail is slightly increased to 104mm. The tubular handlebar is set up to facilitate a tight turning radius.
Taller riders will appreciate the additional near inch provided by the adjustable saddle.
one will notice the lack of punch at the whack of the throttle. The 6R has a milder state of tune, and this pays off with power being available at revs that are more easily accessible – no need to zing it to redline. The engine gains speed slowly but deliberately, accompanied by a slight buzz after 7000 rpm.Comfy ergonomics and ample wind protection are two of the rider-friendly attributes of the FZ6R.
When it’s time to slow down, the front and rear Brembo master cylinders pipe that stopping power through a 5-way adjustable lever to a pair of dual-piston pin-slide Akebono calipers up front gripping two 298mm rotors. Providing adequate power for the bikes intended audience, they’re not up to the standards of power and feel as racier sportbikes. The rear single-piston pin slide Nissin caliper chomps on a 245mm rotor, the same as found on the FZ6 model.
The all-black FZ6R Raven model has an MSRP of just $6,990 while the Team Yamaha Blue/White, Cadmium Yellow and Pearl White paint and graphic schemes run slightly higher at $7,090. Each color has a different graphics package – two are traditional Yamaha and two are more in line with the flashy and cool R6 designs.
The FZ6R is a worthy option for someone who wants a practical and easy-to-ride bike yet wants some sporty styling and responses.
The 1970s-era tangerine yellow of the 2007 Ducati Sport 1000 looks vintage until you roll back on the throttle and unleash the power of its 21-century fuel-injected 992cc Ducati V-Twin.This piece of nouveau nostalgia is designed to pull at the heartstrings of geezer sport bikers - those who remember a time when air-cooling wasn't a hindrance to performance and when dual shocks were the norm.And despite the absence of any fairing that implies shape and form. No, this is a motorcycle - an engine, a couple of wheels and a handlebar. A round chrome-ringed headlight is simply perfect, and eyes immediately follow to the distinctively shaped fuel tank and back to a smooth dual seat that looks vaguely like an old GP racer's bum-stop single seat. This thing looks like what an old Brit biker would call a "proper" motorcycle.
Nestled in the center of this beauty is the supremely streetable air-cooled Ducati V-Twin, fully exposed to show off its silver cylinder fining that is set against a backdrop of black, including the engine cases, tubular steel frame and exhaust system. The fuel-injected 992cc Twin produces a rather modest 75.4 rear-wheel horsepower, which, we assure you, is more thrilling than the humble number might suggest.
The key to this two-valve-per-cylinder motor's joy is that it is relentlessly responsive. It produces more than 50 lb-ft of torque over the vast majority of its punchy powerband, which just so happens to be more than any 600cc sportbike does at its peak. And unlike the peaky middleweights, the juicy part of the Duc's rev range can be accessed during every ride. It has a particularly seductive surge of power from 4500-6200 rpm, culminating in its peak torque value of 58.5 lb-ft at 5900 rpm.
The Sport 1000's front end includes a non-adjustable 43mm inverted Marzocchi fork. Brembo 320mm dual discs clamped by 2-piston calipers do a fine job of bringing the action to a halt.So, whether out-sprinting that Mustang GT from a traffic light or testing rear-tire grip exiting a canyon hairpin, the Duc's liquid-like motor is an affable companion - just make sure to let it warm a minute before riding off so it carburets cleanly. This engine is visceral yet mellow; powerful but not intimidating. And the sounds from this 90-degree V-Twin are pure music for a motorhead, accentuated with a nice burble on the overrun.One bit of noise absent from this Ducati is the jingle-jangle sounds from a dry clutch. Instead, the Sport Classics come with a newer wet design that is much quieter and is also very easy to modulate (even if the required effort at the lever isn't light). I would derive great pleasure from launching at stop lights, floating the front tire only an inch or so across the ground while balancing the inputs from friendly clutch and light-action throttle.
Aiding brisk progress is a cooperative gearbox that features fairly short throws, as Ducati trannys keep improving through the years. Neutral might not be as easy to find as some of the best Japanese bikes, but it's much better than Desmos of old.
The Sport's suspension is a mix of new and old styles. Out back, the pair of direct-actuating Sachs shocks with external reservoirs may look like the simple boingers from the 1970s, but the available adjustments for preload and two-way damping belie their modern origins. Similar but different story up front, with a contemporary-looking 43mm inverted Marzocchi fork that has zero provisions for adjustment. Overall suspension quality is quite good, though the direct-action rear shocks don't provide the sophisticated ride of a linkage-equipped suspension. The fork can sometimes feel a bit harsh over sharp bumps but it's not bad.
The 2007 Sport 1000 is distinct from the'06 model in that it uses dual shocks instead of the single shock of last year that allowed for the bitchin' shotgun exhaust. Those stacked mufflers have been replaced with one on each side of the bike. Rumor has it that a monoposto version in special paint colors will be forthcoming later this year. Brakes remain the same, but the low-spec 2-piston Brembo calipers put a burly bite on the large 320mm dual front discs via braided-steel lines that are more than enough for normal street use. A 245mm disc out back helps out nicely.
The vintage-leaning Sport 1000 loves flowing sweepers like these found in San Diego County's Mt. Palomar, a SoCal sportbike Mecca of sorts.The most functional improvement over the 2006 model is the addition of higher handlebars sourced from the Bologna manufacturer's ST3 sport-touring machine. Last year's brutally low clip-ons were punishing for 20-year-olds, never mind the old-timers this retro rodder appeals to. Much higher this time around, they're still a small stretch for lesser-limbered geezers. The Sport 1000's Hailwood-esque posture is attractive for those who are willing to pull it off, and it actually makes good sense once you're out of the confines of the city. An 80-mph cruise is actually more comfortable than you might imagine, as the force of the oncoming air takes some pressure off a rider's wrists.
That forward-biased riding position both helps and hurts the Sport 1000 in the corners. With just 46.6% of the bike's fully fueled 454 lbs carried by the front wheel, the rider's forward lean adds road-hugging weight to the critical front end. On the other hand, the lowish clip-ons don't offer much leverage, resulting in a bike that steers slower than one might expect from a bike with a common 24.0-degree rake, a moderate 103mm of trail, and a tidy-enough 56.2-inch wheelbase.
Also to blame for the lack of anticipated nimbleness is the wheel/tire combination. When the Sport 1K debuted last year, it was fitted with modern recreations of the old Pirelli Phantoms, one of the hottest tires of the 1980s and another tug of nostalgia. Our 2007 model instead had a set of Michelin's (Pilot Classics) that look similar to a vintage set of Hi-Sports. These new versions consist of modern compounds and construction which result in good though not stellar grip levels. The super-fat front tire seems wider than its 120mm rating and, together with a very rounded profile, conspires to slow steering. Also, freeway rain grooves can distract the leading Pilot from its path. But laid into a corner, the Sport offers the soothing stability Ducatis are known for.
The Sport 1000's forward-biased riding position helps put weight on the front wheel, but the low clip-ons are uncomfortable and don't provide a lot of leverage.Supporting those buns are classic spoked wheels made by Excel, which greatly enhance the bike's vintage appeal. They have the undesirable side effect of adding unsprung weight when compared to a tubeless tire mounted on a cast-aluminum wheel. Aesthetically, they're worth their weight.
And aesthetics are what this bike is really about. Pick any area of the Sport 1000 and you'll find beauty: the color - a 1970s-era tangerine yellow with an offset black racing stripe accent down its length - is gorgeous; the lovely aluminum front fender bracket topped by the dual chrome-covered horns (even if it's plastic chrome); the hand-polished fork caps underlining the handsome dual chrome-bezeled instruments with white faced gauges; the simple round taillight similar to the 1973 version flanked by period-looking turn signals. It's only fashion faux pas is the evaporative emissions canister mounted on left side of engine in front of forward cylinder, as it distracts from some of the mechanical architectural pieces.
As for function, the Sport 1000 brings to the table adjustable-span brake and clutch levers to help personalize its fit to the rider. The Sport's seat is broad and supportive, even if its 32.5-inch height can intimidate the vertically challenged. The sculpted fuel tank is narrow between the knees, though at just 3.9 gallons, it probably should be. Bar-end mirrors are nicer looking than traditional stalks but they add several inches to the bikes width, something my California lane-splitting tendencies didn't appreciate.
The pull of the potent Ducati Sport 1000's Twin powerplant brings a smile to Duke Danger. Through its time with us, Ducati's Sport 1000 proved to be quite a willing accomplice for what seems to be on the surface a vintage bike. It was fun to hop on for just a quick jaunt to the 7-11, and it also feels in its element on our favorite meandering backroads - and virtually anywhere else.While the above qualities might not be rare among motorcycles, the fact that this Duc does it while looking like a lovingly restored class is exceptional. And it looks vintage without being vintage, so there's no oil stain under it and no spare electrical system sitting on a shelf alongside it.The Sport 1000 has a way of bringing smiles to most eyes it meets.
2009 Big Dog MotorcyclesBig Dog Motorcycles is an American manufacturer based out of Wichita, Kansas. Established in 1994, Big Dog has become the world's largest manufacturer of custom motorcycles. Every Big Dog bike features a V-Twin 117 cubic inch engine, 6-speed transmission, one-piece steel tank and right side drive, but what sets Big Dog apart is customization. Numerous paint and graphic options are available, as are custom seats, exhausts.It’s a big year for the factory-custom manufacturer out of Wichita. Big Dog is celebrating its 15-year anniversary and just produced its 25,000th motorcycle, a patriotic-themed 2009 Wolf hand-painted with plenty of red, white and blue stars and stripes. The company-owned Orange County store seeks to give Big Dog an increased presence in one of the largest potential markets for high style bikes, Southern California. Big Dog plans to increase its international presence too, with the launch of eight stores in Canada soon.
But how do you maintain your claim as “The World’s Largest Manufacturer of Custom Bikes” with competitors doing their damnedest to wrestle away that title? Releasing its largest lineup to date, seven models in all, three of them being all-new is a good start. Dropping prices on its gateway motorcycle and utilizing the newest technology available in the form of the EPA-friendly X-Wedge engine are sound business decisions as well. Using current trends in the industry, consumer feedback, and dealers’ input to steer the direction of your company are also keys to continued success.
During Marketing Director Paul Hansen’s intro to the 2009 lineup, I learn the Wolf is the second generation of the thinking process that brought us the 2008 Pitbull, which bodes well for the Wolf since the Pitbull was voted 2008 V-Twin Bike of the Year by Easyriders’ parent company, Paisano Publications. The immediate similarities are in the lines of the tank design and in the flow of the bikes. But where the sweep of the Pitbull is broken by its dual-spring seat, the Wolf keeps going as the 4.5-gallon tank, seat pan and steel rear fender run together seamlessly the length of the bike. And with a stance that’s 9.5-ft long, your lines had better be sharp and refined.
The front wheel on the Wolf is about as big as they come at 23-inches tall. The Wolf attains its enviable attributes by virtue of a seven-inch stretch to the backbone, a backbone that’s claimed to be so over-built, so heavy duty that there’s no torsional twisting. The front end has a three-inch stretch on the fork, which is exaggerated by the motorcycle’s 45-degree rake - a combination of 40-degrees in the frame rake plus five-degrees in the triple trees. The seat sits almost even with the gargantuan 23-inch front wheel. I sit low and upright on the motorcycle, making it a straight reach to the 1.25-inch rubber-mounted pull-back handlebars.
Tall tires front and back make sure that the bike is proportional. The front wheel is about as big as you can get and still be functional. The rear is no slouch itself at 20-inches tall, and the 220mm width is enough to provide Long and low with killer paint, tons of chrome, a monster V-Twin and better-than-expected handling - yes, indeed, the 2009 Wolf is one formidable pro-streeter. the custom look that buyers require without totally sacrificing handling. The machined aluminum wheels give it a true custom look. They look so good that Big Dog went to the trouble of placing the rear brake caliper and rotor behind the drive to provide an uncluttered view of the chrome design. A single left-side disc on the front puts the lead wheel prominently on display as well.
And sitting in the middle of the 83.5-inch wheelbase is the heart of the 2009 Wolf, S&S Cycle’s 121 cubic-inch X-Wedge engine. What’s the big deal about the X-Wedge, you say? The air-cooled, pushrod V-Twin is the first 49-state certified lump that meets the 2010 US Environmental Protection Agency’s Tier II standards. According to S&S, the belt-driven, three-cam design has its valve train geometry aligned for maximum efficiency and minimal The 121 cubic-inch X-Wedge is a tri-cam, square-bored V-Twin that provides a heart-pounding 1976cc of power.noise. This adds up to a claimed 21% reduction in vibrations, 22% more fin area, and a 30% reduction in parts. The ’09 Wolf also has a new primary compensator sprocket to provide a smoother, quieter ride as more throttle is given.
But you want to know the best part? The X-Wedge puts almost 2000cc of power in your right hand. Twist the throttle with authority on this baby and you’d better be holding on. Big Dog claims the big pro-streeter will hit 60 mph in less than four seconds, and I believe them. You’ll find most of the torque early, between 2000-3000rpm. Throttle response isn’t instantaneous, but fuel delivery to the 4.25-inch cylinders is even as the closed-loop EFI constantly checks air temp, engine temp and speed, throttle position and exhaust oxygen levels. It makes power similar to the 117 cubic-inch S&S mill we dynoed in our review of the 2008 Pitbull, where max torque came on around 3300rpm.On the freeway I cruise along with the engine rumbling efficiently at 2650rpm in sixth gear. The combination of under-molded rubber grips and footpegs, rubber-mounted handlebars and the efficiency of the engine itself temper down vibrations and keeps heat coming off the air-cooled engine tolerable, but the air-filter cover toasted the inside of my right thigh pretty good while sitting in stop-and-go traffic.
Climbing on one of the longest motorcycles I’ve ever ridden, I anticipated executing a turn would be a chore. With 45- Big Dog's Sheldon Coleman provided a little insight on BDM's future while we lunched at Cook's Corner. degrees of rake, a wheelbase almost seven-feet long, and tires that damn near come up to my waist, wouldn’t you? But that’s where the Wolf surprised me. The bike is much more manageable than anticipated. When Big Dog designed a new swingarm for the 2009 Wolf, it aimed to provide a smoother, more comfortable ride, and after my time in the saddle I have to commend them on the job they’ve done. Of course, having full suspension helps as well. The rear shocks are tucked neatly out of sight and are adjustable, which will come in handy because even though there’s no pillion, detachable saddlebags for the Wolf is an option that will be available come spring. Big Dog’s decision to run only a 220mm rear also contributes to its rider-friendliness.
Jumping onto Highway 405 and running through the gears of the Baker 6-speed transmission, shifting feels a little dry and the gears have that new-tranny notchiness. It also resists going into Neutral easily, despite BDM’s Neutral Detent System that’s supposed to simplify the process. When traffic clogs up ahead and it’s time to get on the brakes hard, stopping action relies heavily on the 4-piston Performance Machine calipers on the rear’s racing-style floating rotor as the larger disc on the front is a little soft for a bike that boasts a 770-lb dry weight.
While Big Dog has amended its 2009 marketing strategies to appeal to a larger consumer base by offering its most affordable motorcycle yet, the Wolf’s $35,900 MRSP means it is still tailored toward the high-end rider. Amongst the movie stars and moguls of California’s Orange County, it fits right in. It is the type of motorcycle that will give you instant celebrity status.
The Coyote is the lightest, most agile of the 2009 Big Dog lineup and gets the most out of its 117 c.i. S&S engine. After spending time behind the handlebars of the big, bad Wolf, I opt for the other end of the BDM spectrum next, the 2009 Coyote. The Coyote replaces last year’s Mutt, and Big Dog dealers were said to be very excited about the potential of the bike at the recent dealer meeting. With its $23,900 MSRP, it rings in a cool grand cheaper than last year. The fact that it isn’t as visually intimidating as the Wolf is another strong selling point.The pro-street style Coyote shares many of the same traits as the Wolf, only in smaller portions. A torque-filled S&S 117 cubic-inch engine provides the punch to the 6-speed Baker tranny. The backbone sports a six-inch stretch while the 21-inch front tire sits at the end of 39-degrees of frame rake on a two-inch over -standard stretched fork. Both roll on hidden rear shocks, with the Coyote’s suspension receiving a few tweaks to soften it up. Crawling off the ultra-long Wolf, the 8.5-ft-long, 665-lb Coyote almost feels small.
“With the Coyote, we aimed to build a motorcycle that would appeal to a broader range of riders, namely through a more attractive price, but not compromise the design, style, and performance that has been expected from Big Dog Motorcycles for 15 years,” said Paul Hansen.
The Coyote, like the Wolf, is long, low and classy. Killer paint decorates the gas tank, fenders, and oil cover. You can easily catch your reflection in the copious amounts of chrome, and the big S&S not only provides plenty of punch but looks sharp with its diamond-cut heads. The Coyote gets new 2-into-1 double barrel exhaust that run low down the right side. The black leather seat is also new and situates riders slightly more forward than the Wolf even though the reach to the bars and foot controls are about the same.
The Coyote boasts a six-inch shorter wheelbase, three-degree tighter rake, and a two-inch shorter front tire than the Wolf. Team that with a low center of gravity and you’ve got the best-handling Big Dog that I’ve ridden. And this despite the ’09 Coyote having a hefty 250mm rear tire. The motorcycle is well balanced, benefitting from its BDM balance drive technology that places the final drive on the right side of the bike. Being the lightest motorcycle amongst the 2009 Big Dogs, it also gets the most out of its 1917cc engine.
The 2009 Big Dog Bulldog is the company's first bagger. It will come with a fiberglass front fairing and windscreen to go along with its hard saddlebags.The third new motorcycle in Big Dog’s 2009 contingency, the 2009 Bulldog Bagger, came about as a direct result of dealer and owner requests.
“Last year dealers told us that they wanted a bagger. They told us they wanted rubber mount, they told us what tire size, and they wanted it to be a full bagger,” Hansen said.
And as eager as our throttle-happy group of motojournalists were to christen the new motorcycle, Big Dog’s first factory bagger won’t be ready until late December. What we do know about it is that it will be powered by the 117 cubic-inch S&S mill with three rubber mounts. Suspension duties will be provided by gas shocks and an inverted fork. It appears to be outfitted with a single disc up front with 4-piston PM calipers to go along with a single disc out back. I’ll wager that the front tire is 21-inches tall, and I know the rear is 250mm wide. You can bet it will be in the nine-foot range with a low seat height of 25.25-inches. The touring package includes a front windscreen, a fiberglass front fairing and hard saddlebags. Both rider and passenger get floorboards, and Sirius satellite standard completes what we know about the $37,900 package.
The 2009 Mastiff and Pitbull fill in Big Dog’s ‘09 pro-street line. The Mastiff has the widest rear tire among the pro-street Dogs at 300mm wide. It continues to be a best-seller for the Kansas-based manufacturer, so BDM didn’t muck much with its styling. It does come with the choice of a Super G carb or EFI to deliver fuel to its 117 cubic-inch engine, and stickers for $27,900.
The Pitbull got totally revamped last year, and its boardtracker-inspired design won so many awards in 2008 that Big Dog kept the same styling cues for 2009. The Pitbull is easily identifiable by its sweeping, contoured one-piece fuel tank, its leather seat with dual Works Performance shocks, and its tall wheel combo. The small shocks underneath the seat are all the rear suspension you’re going to find on this otherwise rigid ride. The most noticeable difference between the ’08 and ’09 models is the price – the 2009 Pitbull rings in $600 cheaper than last year, with an MSRP of $26,900.
Also back for another run are Big Dog’s nine-foot-long choppers, the 2009 Ridgeback and K-9. Frame dimensions are the same for both – 1.5-inch tubing with an eight-inch stretch to the backbone, four-inches on the downtubes, and a 12-inch over-standard fork. The Another great day of riding comes to an end. But there's always tomorrow!Ridgeback boasts the bigger tire of the two at a whopping 330mm and is a rigid while the top-selling K-9 gets its own beefy 300mm backside but has the luxury of hidden shock suspension. The smoother-riding K-9 costs a little more with a MSRP of $28,900, while the classic-styled Ridgeback sells for $27,500.
Though the motorcycles share many common bonds, “Each bike has a purpose” according to Big Dog’s head honcho, Sheldon Coleman. Their main purpose at the moment will be to maintain the claimed 50-60% market share for factory-custom production bikes that Big Dog owns. Their secondary purpose will be to bring riders the exhilaration of finding a golden ticket and being given the keys to the kingdom. Twenty-five thousand motorcyclists confirm that Big Dog’s got a good thing going, so who are we to argue?
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