Suzuki Intruder M1800R

Suzuki Intruder M1800R is a top notch performer trying to be in fray with the Harley Davidson in particular. The sports cruiser is derived from the superior technology with the advanced features to deliver the much desired high-end performance for any kind of terrain. Suzuki Intruder M1800R commands a unique style statement that leaves the bike lovers with the burning desire at the very first sight. The radiant look with the metal on Intruder M1800R tantalizes anyone for a test ride. The back tyre is very huge and rises to the right point proportionate with the seating posture of the rider. The seat saddle looks dipped and is exclusively for single rider. The weight of the bike is almost twice that of a GSX R1000. The pipes are dual cut and they are curved beautifully towards the rear end and the side stand of the bike is something that's so artistically designed and conceived. No wonder the machine has become quite popular since its launch among the die-hard biking population.

Engine
The power of Intruder M1800R is sourced from the V-twin, 1783cc engine equipped with revolutionary SDTV (Suzuki Dual Throttle Valve) digital fuel injection system, liquid cooled, DOHC and four valves per cylinder. Each cylinder is coated with SCEM (Suzuki Composite Electrochemical Material which makes them hardy and heat resistant). Suzuki Intruder has the largest engine pistons than any other motorcycle. The huge 112mm aluminum-alloy piston is a product of race-proven design to give an envious performance on the road and the track. The power is awesome with125 Bhp @ 6200 rpm and commands an incredible torque of 160 Nm @ 3200 rpm with electronic ignition and compression ratio of 10.5: 1.

Design And Comfort
The Intruder M1800R is a massive cruiser with height of 1185mm, width 875mm and the length is no less than 2480mm. The exquisite look of the bike is not only accentuated by the stylish side stand, the LED taillight assembly and headlight cover also add to overall look of the bike. The low massive tank, the huge headlamp, the enormous aluminium handlebar, bespoke alloy wheels and a colossal 240-section rear tyre are all modern-day absorbing chopper-like features. Everything on this bike is large and with the generous amount of chrome adorned all over the bike, it's definitely an eye-catcher. The hyper cruiser, M1800R reflects a perfect blend of styling, extraordinary torque and raw power. Suzuki Intruder M1800R is just huge and the Japanese company Suzuki intended to make it different from all the other cruisers.

Ride And Handling
Suzuki Intruder M1800R boasts of great brakes but in an undulating terrain when we have to shift gears, the ride can get bumpy occasionally. However, in normal road conditions, riding Intruder M1800R is an exciting opportunity to feel the difference. The front suspension of Suzuki Intruder M1800R is inverted telescopic, oil damped and coil spring while the rear suspension is the link type. The tubeless tyres offer greater stability and gripping on the road. A big bike but with remarkable balance. The engine performance of Suzuki Intruder could be compared to Triumph's Rocket III. The bike weight is mostly taken down beneath its huge fuel tank and also to the front of the rider to give an easy manoeuvrability. The seat height becomes lower than the Triumph's III and makes it easily manageable. This is a commendable feature and the more one rides the bike the better one feels. The bike adjusts so well in U turns and it become a child's play once a rider gets used to the bike.

Variants, Price And Color
Suzuki Intruder M1800R is available in two colors: Pearl Dark Cherry Red and Pearl Nebular Black. Priced at 12.5 lakhs as ex-showroom rated in major Indian cities. Intruder M1800R would initially be available in Delhi, Bangalore, Hyderabad, Chennai, Pune, Mumbai and Ahmedabad.

Royal Enfield Classic 500

Finally the Royal Enfield Classic 500EFI appears in India after its first revelation in Germany followed by the subsequent launch for the European market. It is the first bullet in the country to be launched with the fuel injection. This powerful machine will be sold in India as "Royal Enfield Classic" getting the tag description "Bullet" removed. In consideration of the Indian buyers, Royal Enfield has rolled out Enfield Classic in two models as Classic 350 and Classic 500 so that the Indian bullet fans can own either depending on their affordability. This technologically improved motorcycle is sure enough to be a big hit in the country given the fact that there are already hordes of die hard bullet bikers who have been awaiting the launch of this dream machine. The Bullet Classic 500 EFI is pegged as the most powerful Bullet unleashing 27.2bhp at 5250rpm and a whooping torque of 41.3Nm at 4000rmp.

Engine
In the heart of Royal Enfield Bullet Classic 500EFI rests the fuel injected 499cc, single cylinder UCE (Unitary Construction Engine) four stroke engine. The clutch and gearbox are loaded outside and they are both converged into the crankcase. According to Royal Enfield, the UCE construction is to ensure less moving parts, less transmission and better maintenance. The EFI engine is loaded with a 5-speed gearbox. Scrapping the age-old carburettor version, the new age Enfield Classic 500 EFI is now sure to offer better air-fuel mixture, smoother operation, better power delivery and cleaner emissions.

Design And Comfort
The Royal Enfield now adopts a new 18" wheel in place of its traditional wheel size of 19" with the Avon tyres for better ride and handling. The Pagani turn signals are simply eye popping. The headlight with the tiger eye lamps gives a macho look of the machine. As traditional the headlamp is, it owns a halogen bulb to lend good illumination. The antique tail lamp assembly silhouettes the classic design. The well sculpted fuel tank with the pristine graphics along with the high pads evokes the vintage look on the bike. It also features hand-touched up aluminium castings and hand-lined gas tank. The toolbox and the air filter box both add up to the classic look and design of the motorcycle.
The speedometer coupled with the fuel indicator is housed into the die-cast headlight casing. The speedometer with the classic English font and the mudguards with the classic touch are all designed appropriately for the utility purpose and the authentic look of the bike. The well chiselled silencer with the 1950's look is also available as an optional accessory for off-road use only. The look and design of Enfield Classic 500 is a good combination of both classic and the new age contemporary look.

Ride And Handling
The seat in the Classic 500 is a single type and it renders maximum comfort with the high end heaven bound ride. The mudguards are deeply drawn and wide and offer a splash free ride. With the generic wheel size, the handling is more comfortable along with the improvement in speed. The new machine can gain a maximum speed of 129 kmph with the claimed fuel efficiency of 28.5kmpl. As the new Bullet Classic 500 EFI comes with the electric start, the kick start difficulty is ironed out. The 280mm disc brake at the front shows its functionality in all riding conditions. It brings the bike to a halt without any complaint. The motorcycle now boasts of the international standard technology and the top end ride quality for which it deserves the price available in the market and worth of owning for our personal proof and evaluation.

Variants, Price And Color
The Royal Enfield Classic 500 is available for Rs. 1,24,000 in the Delhi ex-showroom and the on road is expected to be around Rs. 1,40,000. It is available in the colors of Red, Black & Green.

Importing Rules & Regulations

The bike loves from all across India have been importing Superbikes to satisfy their need for speed. They have to pay a huge price to import this high performance bikes. To import a brand new bike, one will have to pay 105 percent duty and 100 percent on a used one. The Exim Policy 2001 lifted quantitative restrictions on the import of second-hand vehicles. Also read about The Imported Sports Bikes in India ?

Bike Modification In India

India has now become the favorite market for all bike manufacturers. There are more bike enthusiasts then anywhere in the world. That may be the reason that all major giants in two wheeler industry are seeing India as the perfect place to launch their new bike or a new model. In recent past we have seen a lot of launches taking place first in India and then anywhere else. Not many bikers in India can afford the expensive Imported superbikes, but they do crave for them. Many People now try to replicate their dream bikes. If you are among those who crave for a giant super machine but doesn?t ..

2011 MV Agusta Brutale 920

Mv Agusta has added a new model to their line-up with the introduction of the new Brutale 920. For 2011, the new Brutale 920 gets a suspension that is now softer and more comfortable, anodized handlebars with pivoting clamps, unique wheels and two available color schemes: black and white.

The new bike is powered by a new 921cc 4 cylinder engine that now gets a new bore and stroke ratio. The new four cylinder MV Agusta matches 129 horsepower with a broad torque curve, incredible levels of power have never been this easy to control. The crankshaft of the Brutale is shared with the 55mm stroke unit in the 1090RR as well as the second order engine balance shaft, the optimized oiling system, and the oil cooled generator.

The new Brutale 920 is currently on sale at a price of $15,764

2011 Yamaha FZ8 First Impressions

 

 

 

 

Just recently, Yamaha held a press intro for the all-new 2011 FZ8 in Venice Beach, CA – just miles from SRheadquarters - during which Sport Rider Magazine was able to put over 120 miles on the newly-designed machine along the coast of Southern California.

The bike, which was offered as a ’10 model in Europe, is not what many would consider an all-new design though, as it features geometry numbers that are identical to the FZ1. Where the FZ8 is different than previous models though, is in the engine department. The bike runs a 779cc DOHC four-cylinder engine with a newly developed top end that runs four valves per cylinder (rather than five like the FZ1) and boasts a 12.0:1 compression ratio. The crankcase and crankshaft of the FZ8 are taken directly from the five-valve R1 engine, and while the stroke is unchanged, bore numbers have been reduced from 77mm to 66mm.

As previously mentioned, the geometry of the FZ8 is unchanged from that of the FZ1. Weight balance between both bikes stays the same and the 57.5 inch wheelbase has gone untouched. But when you throw a leg over the motorcycle, Yamaha’s efforts to make the bike feel smaller but still comfortable are immediately apparent. This is because ergonomically speaking; the FZ8 has taken on a number of changes. The handlebars are pushed some 5mm forward and the foot rests are down some 10mm and back an additional 15mm. 

To further accommodate the rider and to make the bike feel less cumbersome, the bike was designed with a narrow tank/seat junction. The result is an upright seating position that is similar to the FZ1 and FZ6R, but with more room to move around in the saddle.

In an effort to provide strong midrange power and a controllable engine response, Yamaha engineers altered the engine’s cam lift and valve timing. And although the 749cc engine does not seem overwhelmingly strong on the bottom, it did impress us with its very linear power delivery that makes riding through the canyons very enjoyable. As you exit a corner and open the throttle, the build of power is so smooth and manageable that getting from one corner to the next is quick and effortless. 

When you’re king, sometimes you have to defend your throne.

Triumph’s Street Triple R lost its 2009 Motorcycle of the Year crown to BMW’s stunning S1000RR (no other bike really stood a chance against it) in this year’s 2010 Motorcycle.com Best of awards. Yet, had the Beemer not come along, we’re pretty certain the raspy lil’ Trumpet once again would’ve represented itself well for a shot at BoY this year.

In the naked sportbike realm, Kawasaki’s mostly unfaired 2010 Z1000 possesses an advantage on the order of at least 25 rear-wheel horsepower over the Triumph, but the Street Triple makes a case for itself by scaling in 65 lbs lighter than the Z’s 481 lbs in a comparison of wet weights.

Triumph’s Street Triple R was our favorite of all bikes last year. Does the STR still have what it takes to remain one of our most loved motorcycles in 2010?

Regardless of missing out on a winner-take-all title for 2010, the TSTR is still a top dog in the nekkid bike segment.

New naked middleweight contender? Time for a street brawl!

Closer to the Triumph’s class of displacement is a new contender for this year.

Ducati’s all-new Monster 796 expands the Monster lineup to three models. With a useful boost in power compared to the Monster 696’s engine, and a chassis very similar to the Monster 1100, the newest member of the Monster family is in many ways the best combination of its siblings.

A new kid on the block, eh? Best we round this pair up and see what shakes down.

Our first few rides had us thinking the Monster’s slightly lower tech two-valve-per-cylinder, air-cooled 803cc L-Twin didn’t haul the mail quite as well as the Triumph’s liquid-cooled, DOHC, 12-valve 675cc inline Triple.

Ducati’s all-new Monster 796. The midsize Monster is possibly the best combo of what the Monster 696 and 1100 offer, but is the 796 Monster enough to take on the formidable Street Triple R?

Dyno time proved us right when all runs were completed, as the Trumpet’s nearly 97 hp at 12,000 rpm easily surpassed the Monster’s 76.1 peak rwhp at 8400 rpm.

Our Triumph test unit came equipped with an aftermarket Arrow exhaust (available as a Triumph accessory), and is the likely culprit in what is roughly a 6-hp gain compared to the 91 hp thestandard Street Triple made for us a couple years back. But despite the utterly delicious-sounding music this Arrow can makes, Boss Man Kevin Duke couldn’t help but wonder if it contributed to softer low-end response.

Despite the Triumph’s horsepower blow out at the top, the Duc carries a surprising power advantage every place else.

From as early as 3500 rpm the Ducati pulls 4 to 5 hp on the Triumph, and carries that advantage until 6K rpm at which point it made as much as 10 hp more than the Street Triple.

The Triumph’s inline Triple was the dominant force in terms of peak horsepower. Nevertheless, the Duc’s air-cooled Twin proved the more potent engine until it reached its peak power, at which point the Triumph keeps spinning up higher.

Only another thousand rpm later and the Duc whipped the Trumpet’s 54.5 ponies by nearly 14 hp. The 796 continues this 10+ hp spanking until its 8400 rpm peak, at which time the middleweight Triple catches up and continues to build toward its dominating final peak power.

The Triumph’s smooth-running and rev-happy engine doles out wonderfully linear power. Aside from a dip at approximately 7500 rpm in the Triumph’s horsepower graph, the inline Triple’s dyno results are comparatively straight and consistent. It’s so smooth, in fact, the blip at 7500 was imperceptible out on the street.

Honda Bikes

In the spring of 2010 Hondareleased a trio of new cruisers called the Sabre, Interstate and Stateline, making up the heart of the VT1300 line of cruisers.

The custom-type cruiser models share the same powertrain platform of a 1312cc, liquid-cooled, SOHC, 3-valve-per-cylinder, single-pin crank, 52-degree V-Twin – the same Twin design found in the wildly successful Fury – which has been a core platform in Honda’s arsenal for some time now.

However, each of the three new VTs received a specific design directive, thereby creating three separate models.

The VT1300 Sabre, with its long, low and unencumbered look accented by a chopper-ish 21-inch front wheel, is what Honda considers the “pro-street” VT. The VT1300 Stateline retains the Sabre’s flowing lines, but it sports a chubbier 17-inch front tire; it’s essentially a stripped version of the VT1300 Interstate that wears a windshield, soft saddlebags and roomy floorboards rather than footpegs, as standard touring equipment.

If you’d asked us before this year’s Long Beach, Calif., stop of the 2010/11 IMS whether custom-type bikes were still a strong part of the cruiser segment, we’d have guessed no, not so much. Honda thinks differently.

As it is, the Fury is quite a departure from usually conservative Honda design. But for Honda designer Nick Renner, the turnkey chopper Fury was merely a clean slate. See below Renner’s furious idea of the Fury.

Starting with bone-stock models of the already-edgy-for-Honda Fury, joined by a Sabre and Stateline, Honda gave three of its designers from Honda Research & Development Americas located in Southern California, an opportunity to build customs based on where their visions would take each machine.

The designers were given free reign within a limited budget and two stipulations: that each bike remains a full-on runner and stays true to the core of the production vehicle. The designers had a scant three months to accomplish their reimagining of the VTs.

The Furious, based on the Fury, is the chopper; the Switchblade pro-dragger was morphed from the Sabre, and the Slammer is a low-lying bagger born from the Stateline. The concept models debuted at the December 17th, 2010 International Motorcycle in Long Beach, Calif., and will stay on as part of the Honda display for the remainder of the IMS 2011 show dates.

2010 Honda Stateline "Slammer"

From the mild-mannered VT1300 Stateline comes this super sinister looking bagger. Honda, we beg you to make this bike!

Based on a 2010 Stateline, designer Erik Dunshee (Honda R&D Americas) sees the Slammer bagger as an ultra-low interpretation of the genre. The Slammer sports fully adjustable air-ride suspension, NAV/Multimedia, 10-inch subwoofer and 500 watts of music-pumping power. With a full front-end conversion, including a lean 23-inch custom wheel, the designer achieved all this without frame or engine modification.

What makes the baggerized Statline into the Slammer:

* Stock: Frame, swing arm, VT1300cc engine and tank

* 23-inch spec designed front wheel

* Fully adjustable air-ride front & rear suspension w/6-inch ride height to 2.25 inches lowered

* Composite coated narrow-track front rotor with 6-piston caliper

* Nav/Multimedia head unit with GPS speed display

* Three speakers including a 10-inch subwoofer & 500-watt sound system

* Full custom bodywork including a leather drop seat

* Two-tone Satin metallic black & pearl black paint

* Custom spec crossover twin pipe exhaust

* Airbox/cleaner conversion

2010 Honda Sabre "Switchblade"

Honda R&D designer Edward Birtulescu took the pro-street-inspired Sabre back to the drag strip, so to speak, in the form of his pro-drag influenced Switchblade. With an Ohlins fork, Brembo calipers, upswept aftermarket exhaust and fatty rear tire, the ‘Blade is one Honda we want to put under the lights at the ‘strip.

Taking the 2010 Sabre as a starting point, designer Edward Birtulescu conceived the Switchblade. Racing-inspired styling cues come from Formula1 and MotoGP according to Honda. The ‘Blade sports full carbon fiber bodywork, an Ohlins front-end, a single-sided swing arm with a 535 chain conversion from the VT1300’s standard shaft final drive and dual Brembo calipers, as indicators of the concept bike’s race bike-influenced design.

Changes implemented on the Sabre to create the Switchblade:

* Stock frame, VT1300cc engine & tank

* Three-way fully adjustable sport suspension

* Carbon fiber custom bodywork & spec seat

* 535 Chain conversion from shaft final drive

* Single-sided swing arm conversion

* Racing spec calipers & rotors

* Carbon fiber 18-inch rear wheel - 21-inch carbon fiber front wheel

* Onboard GPS laptimer & data acquisition unit

* Oversize billet top and lower “bridge” (triple clamp)

* Airbox/cleaner conversion

2010 Honda Fury "Furious"

Can the Fury become even more minimalist? Nick Renner says yes with his take on the no non-sense potential of the Fury.

Nick Renner remolded a 2010 Fury into the Furious, a design exercise Honda says is a blend of new and old school flavor. Pounding the street with a 23-inch wheel up front and a 20-incher for the rear, the Furious concept strikes a stretched, no-b.s. pose. A 45-degree rake makes for a long looking front joined by a converted hard tail that says simply: chopper. Metal-flake, variegated leafing, and diamond-stitched seat contrast with the five-spoke hoops and Fury tank. An instant neo-classic, says Honda materials.

From Fury to Furious:

* Stock: VT1300cc engine & tank

* 23-inch front wheel & 20-inch rear wheel

* Exposed shaft drive

* Hard tail custom spec frame conversion (37-degree head pipe with a 8-degree fork angle offset)

* Custom oversize drag bars

* Custom paint

* Straight pipe exhaust

* Custom diamond stitched leather seat & rear hugger

2011 KTM 125 EXC SixDays

KTM’s Mattighofen factory in Austria has invested a huge amount of effort in developing the latest Offroad motorcycles for the 2010 season with the clear aim of improving the advantage on loose ground even more. Star of the KTM model range is the revolutionary MX1 innovation, the 350 SX-F.

Engine type: 1 cylinders, 2-stroke, Single
Displacement: 124 cc (7.58 cubic inches)
Bore × stroke: 54 mm × 54.5 mm (square)
Cooling system: Water cooled
Throttle: Cable operated
Valves
Valve train: Reed valve, variable
Fuel and ignition
Sparks per cylinder: 1
Fuel supply system: Carburetor
Ignition type: Digital CDI
Funnel diameter: 36 mm
Compression: 12.5:1
Engine mounting: Transverse
Lubrication system: Oil pump
Gear box: Manual 6-speed
Clutch: Wet, multiple discs, hydraulic operated
Final drive: Chain
Spark plug pipe type: NGK, R6918-B8
Motor oil: Synthetic, 2T
Starter: Kick-starter