Bimota Modified Bikes

2010-Bimota-DB7R-Diavolo-Rosso-Sport-Bike

bimota-hb4-moto

BMW K1600GT MotorBikes

BMW K1600GT MotorBike

BMW K1600GT MotorBike

BMW K1600GT MotorBike

BMW K1600GT MotorBike

BMW K1600GT MotorBike

Roehr 1130 Superbike

Review

Roehr Motorcycles has revealed their new V-roehr 1130 superbike, powered by the Harley-Davidson Revolution engine, the same engine found in all of Harley's V-Rod variations. Housed in carbon fiber bodywork with strong hints of Ducati, this new bike looks to have a lot of potential. As we've said many times, big twins need something other than a cruiser frame to show their stuff and this could do it. Production of the first 50 units is slated to begin next year with a price of $39,995.

We've reported on the Roehr Motorcycle company before and the long gestation period for this bike. It looks like they are getting a lot closer to getting the bike out the door. I really like the current choice of the Revolution engine, especially since there are so many performance upgrades available, some of which will be offered by Roehr raising power to as much as 180 hp.

The price is very reasonable, the design, while not spectacular is certainly nice and I have to believe the V-Rod power could make this a pretty sweet ride. It will be very interesting to see how the actual production model performs. More American sport bikes, ... I like this.

Roehr Motorcycles introduces the V-roehr 1130 superbike, a new generation of American motorcycle.

Powered by the Harley-Davidson* Revolution* engine, the V-roehr combines modern state-of-the-art engine technology with a race track inspired chassis design, resulting in a truly modern American sport bike.

The design goal for the new superbike was simply to produce the fastest, most powerful, and finest handling machine, using the best American engine available.

The Harley-Davidson* Revolution* engine was chosen due to it’s superior power potential, modern high tech design and durable construction, allowing reliable high power output potentials.

The engine is housed in a composite CrMo steel and aluminum composite beam frame, consisting of large diameter, internally ribbed steel main beams, bonded and bolted to billet machined aluminum swingarm pivot plates.

This design uses these two materials in areas of the frame in which their material characteristics are best suited, yielding a stiff, light weight structure that provides excellent feedback and rider feel.

This light, compact frame, combined with ideal chassis geometry and mass centralization provides an exceptionally responsive, stable and balanced handling dynamic.

Side mounted radiators provide a forward engine position allowing a suitable wheelbase and ideal weight distribution.

The V-roehr is also equipped with the finest chassis components available. Ohlins suspension, Brembo brakes, Marchesini wheels and beautiful bodywork in aerospace quality carbon- fiber.

Designed and constructed by company founder Walter Roehrich, the V-roehr delivers the power, performance and beauty unmatched by current American sport bikes.

Roehr Motorcycles will also offer a full line of high-performance parts and accessories, with engine kits producing up to 180hp.

Production of the first 50 units is scheduled to begin in 2008, with pricing estimated at $39,995.00.

Escrow deposits to reserve your V-roehr will be accepted starting Aug.1st 2007 for 2008 delivery.

Technical Specifications:

Engine:
Type 2 cylinder, liquid cooled, DOHC, Counterbalanced, 60deg, V-twin
Displacement 1130cc
Bore X Stroke 100mm X 72mm
Compression ratio 11.3 / 1
Transmission 5 speed
Clutch Wet, multi-plate, hydraulic actuation
HP/Torque 120hp / 75lb/ft
Final drive Chain

Chassis:
Type Steel/aluminum composite beam frame, 4130 steel/ 7075 aluminum
Wheelbase 56 inches (1422mm)
Rake/trail 23.5deg. / 97mm
Seat height 31.5 inches
Dry weight 425lbs. (193kg)
Front suspension Ohlins 43mm fully adjustable upside-down fork with TiN
Rear suspension Ohlins fully adjustable linkless monoshock
Front Brakes 2 x 330mm semi-floating discs, radially mounted Brembo monobloc
4 piston calipers. (Production version)
Rear brake 245mm single disc, with 2 piston Brembo caliper
Frt. Wheel/tire 3.5 x 17 forged aluminum 10 spoke Marchesini, 120/70 ZR17 tire
(Production version)
Rear wheel/tire 6.0 x 17 forged aluminum 10 spoke Marchesini, 190/55 ZR17 tire
(Production version)
Fuel tank capacity 3.6 US gallons

Kawasaki Versys

Kawasaki has introduced a brand new multi purpose motorcycle designed for all sorts of different riding styles and needs, the 2008 Versys. It's a 649cc 8 valve parallel twin that looks pretty good.

Kawasaki press release follows:

The new 2008 Kawasaki Versys is a machine which occupies a hard to define sweet spot in the motorcycling universe. Is it a practical commuter? Long-legged urban assault vehicle? Sportbike? Light Tourer?

The answer on all counts is a resounding Yes! This isn’t a niche specialist but rather a jack-of-all-trades with user-friendly versatility as one of its many charms.

The 649cc parallel twin and the neutral handling and light steering chassis of the Ninja 650R sportbike made the perfect starting point for this comfortable gridlock commando. A swoopy gull-wing swingarm, long-travel inverted 41mm fork, six-spoke superbike-inspired wheels, adjustable-height windscreen and a comfortable cockpit were combined to create a motorcycle that just begs to be ridden wherever the pavement might lead.

The compact liquid-cooled, fuel-injected, DOHC, 8-valve, 649cc parallel twin engine was modified for the Versys motorcycle so it delivers smooth power that’s well-suited for off-the-line acceleration and flexible torque in the cut-n-thrust of a rider’s morning commute. This engine’s overall characteristics are entertaining for even the most advanced riders, yet predictable enough to inspire confidence in less-experienced motorcyclists.

Full press release and more photos below:

Its suspension offers the next level in sophistication: an advanced Showa rear shock featuring a free piston and two-stage damping valves for progressive compression damping which firms significantly as the shock moves through its stroke. This allows a longer wheel travel with a feel that is initially soft like a dual sport, but firms to near sportbike levels as suspension loads escalate. Of course, this advanced shock is fully-adjustable and connected to a beautiful aluminum gull-wing swingarm that is longer than average, thanks to a short/compact engine and chassis.

Up front, the Versys suspension continues the high-tech approach with a fully-adjustable 41mm tapered-tube inverted fork that combines the best of off-road and sportbike suspension action for a stiffness balance that is a perfect compliment to the chassis settings. In addition to a more-comfortable ride, the long-travel suspension’s soft-stroke allows easy control of the chassis’ running angle by shifting the rider’s weight.

Complimenting the able suspension is the carefully designed cockpit that features a two-piece seat constructed to provide optimum comfort to both the rider and passenger. An easy-to-read and informative instrument panel allows riders to quickly scan the gauges and get their eyes back on the road. Capping off the comfort list is an adjustable windscreen that can be raised or lowered to three positions in 20mm increments.

Engine

649cc parallel twin-cylinder, DOHC engine is the most compact in its category.
The engine is considerably smaller than that of the Ninja 500 and helps reduce the dimension of the entire motorcycle

Tuned to deliver smooth, responsive power in the low-to mid-rpm range with exceptional roll-on response ideal for negotiating city traffic

Triangular crank and transmission shaft layout makes it short front to back, a semi-dry sump oil system reduces overall engine height, and the narrow pitch of the chrome composite plated aluminum cylinders helps reduce engine width

Muffler with 3-way catalyzer and bullet-tip opening is mounted below the engine to help lower the center of gravity and aid weight centralization

180-degree crankshaft plus balancer shaft for extremely smooth engine operation

Oil jets on the connecting rod big ends spray oil on the undersides of the pistons to aid cooling

Liquid Cooling
Fewer external hoses because the coolant is routed through the engine cases
Digital Fuel Injection (DFI)

Utilizes 38mm Keihin throttle bodies with ECU controlled sub throttle valves for optimum performance and rideability

The sub throttles, located behind the main throttle valves, permit the DFI system a more precise throttle response, similar to a constant velocity carburetor

Automatic fast idle system makes starting and warm-up easy
Digital Capacitor Discharge Ignition (CDI) System

Microprocessor controlled timing never requires adjustment and is ultra responsive to engine needs

Spark plug mounted “stick” ignition coils are compact and help reduce weight
Six-Speed Transmission
Cassette style transmission means the shafts and shift drum are in a compact layout that is easily removed as a single unit from the case for easier maintenance

Trellis Frame
High tensile steel trellis frame is small and light
Designed using 3-dimensional computer analysis to achieve the optimum stiffness balance for better handling

Narrow at the knees and feet for increased rider comfort and control
Single shock Rear Suspension

Aluminum gull-wing swingarm and offset, laydown single rear shock complement the frame design to create an integrated line flowing from the steering head to the rear hub

Short, compact frame and engine design allows the swingarm to be longer, which helps improve overall handling

Showa shock has adjustable preload and rebound damping and uses a free piston and two-stage damping valves for smooth action during initial compression that becomes much firmer near the end of the stroke for a more planted feel

Long-Travel Fork
41mm Inverted fork with stiff springs combines the best of off-road and sportbike-type suspension for excellent performance over a wide range of conditions

Tapered, relatively short outer tubes help provide the ideal stiffness balance to compliment chassis settings

Fork height, preload and rebound damping can all be adjusted to fine-tune the suspension to specific conditions or riding style

Triple Petal Design Brake Discs
Petal design rotors offer improved cooling and warp resistance
Same rotor design as found on the Ninja ZX-6R and ZX-10R supersport machines

Six-spoke wheels
Also found on the Ninja ZX-6R and ZX-10R; the six-spoke design requires much less material between spokes so that the rim thickness is thinner and overall wheel weight is reduced

Comfortable Cockpit
Each part of the two-piece seat was designed with a different thickness and firmness of foam to optimize comfort for both rider and passenger

Passenger seat and grab bars were designed to provide a natural seating position for added comfort

Easy-to-read instrument panel has a large analog tachometer and digital readout for the speedometer, fuel gauge, odometer, dual trip meters and clock. White LED backlighting provides increased visibility at night

Adjustable Windscreen

Three different settings, each 20mm apart, allows riders to adjust windscreen height to suit their preferences

Specifications:
Engine: Four-stroke, liquid cooled, DOHC, four-valve per cylinder, parallel twin
Displacement: 649cc
Bore x stroke: 83.0 x 60.0mm
Compression ratio: 10.6:1
Maximum torque: 44.9 lb/ft @6,800 rpm
Cooling: Liquid
Fuel injection: Digital fuel injection with two 38mm Keihin throttle bodies
Ignition: Digital CDI
Transmission: Six-speed
Final drive: O-Ring chain
Frame: Semi-double cradle, high-tensile steel
Rake / trail: 25 degrees / 4.3 in.
Wheelbase: 55.7 in.
Front suspension / wheel travel: 41mm hydraulic telescopic fork with adjustable rebound and preload / 5.9 in.
Rear suspension / wheel travel: Single offset laydown shock with adjustable rebound and spring preload / 5.7 in.
Front tire: 120/70x17
Rear tire: 160/60x17
Front brake: Dual 300mm petal discs with two-piston caliper
Rear brake: Single 220mm petal disc with single-piston caliper
Overall length: 83.7 in.
Overall width: 33.1 in.
Overall height: 51.8 in.
Seat height: 33.1 in.
Dry weight: 399 lbs.
Fuel capacity: 5.0 gal.
Color: Passion Red
MSRP: $6,899
Warranty: 12 months

German motorcycle Grand Prix--History

The German motorcycle Grand Prix, first held in 1925, is since 1952 part of the Grand Prix motorcycle racing World Championship.

History

The first two Großer Preis von Deutschland races were held at Berlin's AVUS before moving to the new the purpose-built Nürburgring which was used in its full 28 km configuration. No GP was held in 1932, in 1933 the AVUS was given another try, and since 1934, public roads near and through Hohenstein-Ernstthal in Saxony were in use, initially without the name Sachsenring which had been used elsewhere. It was adopted in 1937.

After the war, in 1949, two German states were founded, and the FIM introduced a motorcycle World Championship in which neither Germans nor German race tracks could participate due to still being banned. In the (Western) Federal Republic of Germany, a strong motorcycle industry (NSU, DKW etc.) emerged in the early 1950s, as cars were not yet affordable. With the Sachsenring being now in the (Eastern) German Democratic Republic (GDR), a new venue had to be selected. The Nürburgring was damaged and due to its length not very suitable. The Solitudering near Stuttgart had a challenging layout and due to proximity of a major city, the crowds were large, but the narrow roads had to be widened. In 1953, the Schottenring near Fulda was chosen, but due to lack of safety, it was partially boycotted, and only the small classes races had WC status. Attendance at the Nürburgring, which was by now used in its 22.8 km Nordschleife configuration, was disappointing. Former DKW and NSU factory rider and world record setter Wilhelm Herz promoted the Hockenheimring successfully. Thus, with Hockenheim (in odd-numbered years) and Solitude, two tracks in the southwestern state of Baden-Württemberg shared the German GP until the mid-1960s, when the Solitude was abandoned and replaced by the Nürburgring. There, the lesser known 7.7 km Südschleife was used twice, as in the Eifelrennen races which often attracted international entrants, but that part of the track was not rebuilt in 1970/71; thus in the even years from 1970 to 1980, the famous Nordschleife was used.

In that time, also the "Grand Prix of the GDR", held on the Sachsenring, was part of the WC from 1961 to 1972. It is referred to as East German GP, EGER for short on the Moto GP website. During that period the German GP was also referred to as West German GP (WGER), even though its name never changed.

The popularity of motorcycles sharply fell in late 1950s Germany, as now everyone aspired to get an automobile. Only BMW survived, dominating side car racing. The East German brand MZ had made groundbreaking progress in two stroke technology, but due to defecting personnel and other problems, they fell behind in the late 1960s. After West German Dieter Braun won the East German race on the Sachsenring in 1971, the crowd sung the (West) German anthem, the Deutschlandlied. To prevent further "demonstrations", the East German politicians, otherwise eager to gain international recognition, sacrificed the event's World Championship status, limiting entry of riders from Western states from 1972 onwards. With mainly riders from other Eastern bloc socialist states taking part, it was still called Großer Preis der DDR until 1977, when it was renamed Großer Preis des ADMV der DDR after the motorsports governing body.

In 1974, the event on the improved Nürburgring Nordschleife was boycotted by championship contenders as the track had not been fitted with enough straw bales. Traditionally, the Eifelrennen hosted motorcycle and automobile racing on the same weekend. Safety demands became problematic, as drivers asked for armco and catch fences, while rider safety requires unobstructed surroundings, with walls of straw bales in front of obstacles. With Agostini and others holding out, German amateur riders took all wins. The Eifelrennen in spring became an automobile event, and the GP became a separate event in August.

A few years later, in 1980, the last German GP was held on the Nordschleife, with the new GP track taking over in 1984.

The additional 1986 Baden-Württemberg Grand Prix (at Hockenheim) counted towards the WC only for 80cc and 125cc classes.

In 1998, after having become rather unpopular first at Hockenheim and then at Nürburgring due to the style of the promoters, the German motorcycle Grand Prix moved to new promoters, and to the shortened purpose-built Sachsenring where it became a sell-out event since.

Suzuki Hayabusa

Suzuki Hayabusa

The Suzuki Hayabusa (or GSX1300R) is a Sport bike motorcycle made by Suzuki since 1999. It immediately won acclaim as the world's fastest production motorcycle, with a top speed of 188–194 miles per hour (303–312 km/h).

Hayabusa Japanese for "peregrine falcon", a bird that often serves as a metaphor for speed due to its vertical hunting dive, or stoop, speed of 180 to 240 miles per hour (290 to 390 km/h), the fastest of any bird. In particular, the choice of name was made because the peregrine falcon preys on blackbirds which reflected the intent of the original Hayabusa to unseat the Honda CBR 1100 XX Super Blackbird as the world's fastest production motorcycle.Eventually, the Hayabusa managed to surpass the Super Blackbird by at least a full 10 miles per hour (16 km/h).

In 2000, fears of a European regulatory backlash or import ban led to an informal agreement between the Japanese and European manufacturers togovern the top speed of their motorcycles at an arbitrary limit.

The media-reported value for the speed agreement in miles per hour was consistently 186 mph, while in kilometers per hour it varied from 299 to 303 km/h, which is typical given unit Conversion rounding errors. This figure may also be affected by a number of external factors,

The conditions under which this limitation was adopted led to the 1999–2000 Hayabusa's title to remain, at least technically, unassailable, since no subsequent model could go faster without being tampered with.

of 2000 fell 4 mph (6 km/h) short of claiming the title, the Hayabusa secured its place as the fastest standard production bike of the 20th century.

Besides its speed, the Hayabusa has been lauded by many reviewers for its all-around performance, in that it does not drastically compromise other qualities like handling, comfort, reliability, noise, fuel economy or price in pursuit of a single functionJay Koblenz of Motorcycle Consumer News commented, "If you think the ability of a motorcycle to approach 190 mph or reach the quarter-mile in under 10 seconds is at best frivolous and at worst offensive, this still remains a motorcycle worthy of just consideration. The Hayabusa is Speed in all its glory. But Speed is not all the Hayabusa is.

Suzuki Hayabusa

Suzuki Hayabusa

Suzuki Hayabusa

Suzuki Hayabusa