Yamaha V-Star 950 Review

A rational cruiser

By Kevin Duke, Oct. 22, 2008, Photography by Tom Riles, Video by Fonzie

So, there’s another new cruiser on the market, and it’s powered by a V-Twin motor that doesn’t come close to setting new records in terms of size or power. Some may yawn.

But that would be to ignore what’s currently happening in the motorcycle market. Cruisers continue to dominate, nearly doubling the sales total of the higher-profile sportbike market with 436,000 sold over the past 12 months. High-end cruisers are the best selling category, but the smaller classes have recently had a big upturn while the expensive stuff has been tailing off.

Enter the V-Star 950, a new cruiser that is appealing for its combination of manageable size, big-bike style and reasonable price. The new 950 fills a hole in Yamaha’s Star brand of cruisers, slotting in between two long-in-tooth models: the V-Star 650 and V-Star 1100. Star’s design goals for the bike were to offer an easy-to-use platform for all skill levels and rider sizes while providing a full-size cruiser feel with comfort, attitude and image.

To find out how this new entry performs, we accepted Star’s invite to ride it in the hilly backroads of north Georgia. A phalanx of 950s glistened under the morning sun in its four colors and two iterations: a standard version and the Tourer, the latter with a windscreen, leather-wrapped hard saddlebags and a passenger backrest.

Seeing the bike in the flesh, its styling isn’t revolutionary but is a fresher take on the traditional cruiser profile. Its proportions are nicely balanced, especially on the right side where the two-into-one exhaust anchors the flowing silhouette. Cast-aluminum wheels with polished rims are an attractive touch, with the front hoop extra visible on the right side due to the single front brake rotor. Upper fork leg covers add some butchness to the 41mm Kayaba unit, while an intentional gap in the frame below the steering head offers the impression of lightness. The 4.4-gallon fuel tank is curvaceous, and a large chrome airbox cover juts out proudly between the two cylinders. It’s all tastefully done if not ground-breaking.

Thumbing the starter button ignites the fuel-injected 942cc V-Twin without employing a choke lever. The twin-cylinder mill is air-cooled for simplicity and aesthetics, with its 85 x 83mm cylinders arranged 60 degrees apart. A single overhead cam and roller rockers actuate four valves per cylinder. Modern technology comes in the forms of ceramic-coated cylinders for improved heat dissipation and forged-aluminum pistons and connecting rods for durability. The compression ratio is 9.0:1, allowing the use of non-premium fuel. The exhaust note from the single-pin-crank motor is adequately deep but probably not loud enough to save lives. It sounds good but a bit flaccid from the cockpit, so you’ll be happy to know that fitting aftermarket slip-on mufflers is made simple by the ECU’s oxygen sensor being located just ahead of the mufflers.

It helps if you grunt when lifting the V-Star 950 off its wee-bit-short sidestand, although it’s a barely audile grunt. Star claims its newest cruiser weighs 613 lbs, but that’s a ready-to-ride, full-of-fuel number. Yamaha/Star appears to have followed Honda’s lead of providing real-world weights instead of the overly optimistic dry weights usually claimed by OEMs.

It was a cool but sunny morning in rural Georgia, and the air was sweet with the surrounding fall foliage – quite refreshing from our SoCal digs. Refreshing, too, was the way the V-Star 950 immediately felt manageable when negotiating the hilly parking lot surrounding our resort, which contrasts greatly from some of the more gargantuan cruisers available.

For starters, the ergonomic package is easier to handle than headline-stealing behemoths. Even compared to the not-so-huge V-Star 1300, the handlebars are 2 inches rearward and slightly down, and its 26.6-inch seat height is 1.6 inches lower. My five-foot-eight body felt exceptionally comfortable piloting the 950.

"This Star is definitely not an arm-stretcher like the mega cruisers like the Roadliner, but it’s quite responsive and revs out nicely."

The double-cradle chassis of the V-Star is made from steel (rather than aluminum) to keep the price low. Although the 8-spoke wheels are set at a fairly lengthy 66.3 inches apart, the 950 doesn’t feel cumbersome. A 32-degree rake and 5.7 inches of trail is typical of this type of bike, but the combination of 130/70-18 front and 170/70-16 rear tires offers a surprisingly nimble package.

Although the cable-actuated clutch is larger than the V-Star 1100’s, it requires less lever effort to pull. Light, too, is the action from the 5-speed transmission that uses straight-cut gear dogs (rather than 3 degrees undercut) for smoother shifts. Final drive is via a belt for less shift shock and easier customization.

Star didn’t release horsepower figures for the 950, but it did provide peak torque numbers: 58.2 ft-lbs at 3500 rpm, which coincidentally are the exact stats claimed by Kawasaki for the smaller but liquid-cooled 903cc Vulcan 900. On a Dynojet, the Vulcan spat out 53.4 ft-lbs of torque and 47.3 hp. This Star is definitely not an arm-stretcher like the mega cruisers like the Roadliner, but it’s quite responsive and revs out nicely. Although the motor is rigid-mounted in four locations and has no balance shaft; vibration never becomes intrusive – a rider receives only a lightly reassuring thudding from the engine room. The response from the fuel-injection’s 35mm throttle bodies is newbie-friendly.

Georgia’s thick trees gleamed with crimson and gold as we cruised over and down the gently rolling hills of the rural south. The V-Star 950 was in its element as our group ambled briskly on sparsely trafficked backroads. Neutral steering response gives the little-big cruiser a natural feel as it maneuvers through corners. Floorboard-scuffing bank angles are easy to reach, but Star’s research shows that cruiser riders rarely ever request more cornering clearance. For those who enjoy the fun of horizon tilting, Star is wise to fit its cruisers with removable floorboard sliders, which are much cheaper to replace than the entire floorboards.

"It’s a comfy, classy and attractive cruiser that can satisfy relative newbs..."

The usual compromise of a low seat height is harsh suspension, but the 950 has a fairly generous 4.3 inches of rear travel. The single shock has provisions only for preload adjustment, but it gets bonus marks for being the easy-to-tweak ramp-type adjuster that can be altered by a tool in the bike’s tool kit. Together with 5.3 inches of travel from the compliant fork, the Star provides a cushy ride without feeling under-damped and sucks up bumps with aplomb.

The V-Star 950’s cockpit is a pleasant place to spend the hours exploring new areas. Its attractive tank-mounted instrument console includes a countdown reserve, clock and dual tripmeters, controlled via buttons on the right handlebar. A rider has to look down to see the large analog speedometer, which is easy enough, though the digits on the clock and odo are too small to be seen at a glance. A gear-position indicator would be a nice touch on a bike such as this. The bar-mounted mirrors offer a clear view rearward, and the swing-top fuel-cap cover is a nice touch.

Braking duties are handled by a single large 320mm rotor with 2-piston pin-slide caliper up front. It’s low-tech but works surprisingly well, able to howl the front tire at will. A 12.7mm master cylinder is smaller than typical, making for a lighter lever pull. Maximum whoa is achieved by incorporating the rear brake’s 298mm rotor and single-piston caliper, but you’d better be ready to lift your foot of the floorboard to reach the large pedal.

I spent much of my day on the Tour version of the V-Star 950, which is burdened with added baggage of touring accoutrements to the tune of an additional 44 lbs. The shorty windshield worked well for a person of my height, as I was able to easily see above it while enjoying a decent level of wind protection. Tall riders may want to fit a taller screen from Star’s extensive accessory catalog. I like how the 11-gallon saddlebags are lockable and keyed to the ignition, but, like the bags on most touring cruisers, their entry is too small to fit a helmet, even a half-face one. Your passenger will appreciate the backrest and what appears to be a fairly comfy perch.

It should be noted that the quick-release windshield and backrest shown in the accompanying video are from Star’s accessory department; removing the standard components on the Tour model involves the fussy procedure of unbolting them. The scuttlebutt is that the quick-release stuff was too expensive to fit to the Tour model, which would’ve boosted its $8,990 base price (in red or black; $9,090 in silver) above the price-point goal for the bike.

Star Accessories

Star Motorcycles probably does the best job of the Japanese manufacturers in ensuring easy customization, and that often starts with the factory’s accessory catalog. Star’s Dave Pooler told us that a V-Star’s average customer spends more than $1,400 on accessories, with 60% of that at the time of the bike’s purchase. It doesn’t take the brains of Warren Buffett to realize this as a valuable source of income. As such, Star is ready with a selection of 87 accessories available for the V-Star 950, with 48 of them new to this bike. In addition to the aforementioned quick-release windshield and backrest, the accessory list includes scratch-resistant polycarbonate (rather than acrylic) windscreens in three heights, chrome bag guards and engine shields, driving lamps with a die-cast aluminum mount, and decorative fender-tip brightwork. Also available are a luggage rack that mounts to the backrest, saddlebag liners, and Jeff Palhegyi signature series “Bomber” engine covers in chrome or black. All-day-ride types might be interested in the line of “Comfort Cruise” seats that have leather seat surfaces and were developed using pressure-mapping technology. Star also offers five new jackets ranging in price from $179 to $299, which seems reasonable, encouraging Star-branded riders.

So, what hath Star wrought in this newest of V-Stars? It’s a comfy, classy and attractive cruiser that can satisfy relative newbs and budget-conscious veterans. Downsides? Its relatively compact ergonomic triangle that works so well for riders of average and smaller stature might be a bit tight for six-plus-footers. Also, its seat feels plush for 40 minutes, then feels less so. Finally, we were surprised to see valve-adjustment intervals of a short 4,000 miles.

But these are small or inconsequential criticisms of a cool cruiser that retails for less than a 10-year-old Honda Civic. There’s a lot of value here for $8,000, as long as you’re not looking for tire-melting power or the manhood-extending allure of 100-plus-cubic-inch motors. Consider that the Jurassic-era V-Star 1100 starts at $9290, or the nicely turned out V-Star 1300 which starts above the $10K mark, and the new 950 looks even more appealing.

I predict Star has a sales hit with the V-Star 950 as long as our economy doesn’t fully implode. One of the few things standing in its way is Kawasaki’s similar-themed Vulcan 900, a bike that with an MSRP a few hundred bucks less at $7,499. Here’s how they stack up on paper.

Victory Models Review – Vegas Jackpot, Hammer, Hammer Sport

Vegas Jackpot, Hammer and Hammer S get the goods!

By Pete Brissette, Oct. 24, 2008, Photography by Scott Cox, Video by Alfonse Palaima


One decade at a time

Ten years in business is a significant milestone these days, regardless of the goods or services being sold. And continued growth in the face of a receding market is even more impressive. With industry bike sales down approximately 7 percent two years running, the Medina, MN company claims growth in the “low to mid single digits.”

This is how we find Victory Motorcycles coming into 2009: Modest growth where many are declining, 18 models (counting the various iterations) and growing parts, accessories and clothing lines. Additionally, Victory is reaching new markets like Germany and Australia, with more than 100 German dealer prospects on the hook.

Not bad for a company whose parent’s (Polaris) two largest endeavors (snowmobiles and ATVs) are in markets that are suffering so greatly that they make current bike industry woes seem like another day in Candy Land. To Polaris’ credit, its 2008 third quarter earnings are up 7 percent overall, thanks largely to international sales and the success of its Ranger side-by-side vehicle.

Claiming nearly 50,000 bikes on the road, Victory, as the only other mass-produced American V-Twin cruiser company, has bragging rights. However, we need to keep perspective. According to Paul James, Harley-Davidson’s director of product communications, in our State-of-the-Cruiser Address , claims Harley has a “48 percent share of the heavyweight (651cc+) [cruiser] market. This compares to Honda with 14.3, Suzuki's 12.7, Yamaha's 9.2 and Kawasaki's 7.5 percent. All other brands combined (Ducati, Triumph, Moto-Guzzi, Aprilia, BMW, KTM, Victory, etc.) equaled 8.3 percent.” No matter how much Harley sales falter it’s hard to imagine the Milwaukee giant will lose much ground.

To be clear, Victory doesn’t pretend to be David, slinging its tiny American-made slingshot. The company readily acknowledges that Harley’s success (to a point) is Victory’s success, and unlike so many other V-Twin makers, fully honors Harley for its own existence. Victory doesn’t really tout its products or the company to be a replacement for H-D, but rather an alternate take on the V-Twin formula.

Boldly going where no bike has gone before?

Fortune favors the bold, as the saying goes, and the Vision was the equivalent of Victory hopping off Easy Street, making a hard left down Rue de Risqué, and seeing who would follow. The Vision was a decidedly dangerous departure from the time-tested cruiser platform, especially for such a young company, but the vision for the Vision was more than just that. The company conducted heaps of market research, testing and querying current Victory owners, to see if the Vision’s acres of bodywork and heretofore unseen use of smooth, fluid lines would be well-received, or signal the company’s first major disaster. After only a year the gamble seems to have paid off. As we reported only last week in our First Ride, of 99 10th Anniversary Vision models for sale exclusively on-line, all were sold in a whopping 7 minutes.

The Victory team had no illusions about their first bagger’s divisive design. “Some people love it and some hate it, but that’s okay,” says Mark Blackwell, Vice President Victory Motorcycles and International Operations Polaris Industries. “We knew going in it would be polarizing, but that’s how we made it,” said Blackwell.

Taking a minute to editorialize, about the only issue I have with Victory is its chosen slogan, The New American Motorcycle. Its brashness doesn’t really fit with so much of the humility that comprises the entire Victory team. Victory should somehow market and capitalize on the impressive quality of its bikes rather than promote itself as the new kid in town. Word on the street is that many Victory dealers put themselves in a bind by carrying Victory: they simply don’t require the level of service of other brands. Sell a Victory, cling to the profit up front, and lose opportunity on the service end.

If Victory stays its current course of producing high-quality products, and is willing to flex and adapt to a market that will likely shift and morph, there’s no foreseeable reason why we shouldn’t anticipate Victory’s 20th anniversary.

From Victory to Freedom: Victory Engine Timeline • 1999 V92/5: Fuel injected four valve OHC—67 HP and 85 Ft Lbs of Torque • 2002 Freedom 92/5 Speed: Refined looks and performance —76 HP and 94 Ft Lbs of Torque • 2005 Freedom 100/6 Speed: First with 6 Speed Overdrive — 83 HP and 103 Ft Lbs of Torque • 2008 Freedom 106/6 Speed: —92 HP & 109 Ft Lbs of Torque; 100/6 Speed: — 85 HP & 106 Ft Lbs of Torque

2009 Vegas Jackpot/Ness Jackpot, Hammer and Hammer Sport

If the Vegas Jackpot wasn’t already full of attitude (we won’t even mention the flashy Ness models!), and the Hammer and Hammer S full of muscle-car toughness, all three models received an engine in ’09 to make more known the in-yer-face characteristics of each bike.

The powerful Freedom 106/6 engine, first seen exclusively in 2008 in the Vision, now wicks up the go-power of the Jackpots and Hammers. The 106ci (1731mm) 50-degree OHC Vee with 6-speed overdrive puts out 92 hp and 109 ft-lbs in stock form, but the Jackpots and Hammers get Victory’s Stage 2 cam treatment, boosting power to a claimed 97 hp and 113 ft-lbs. California models should expect about a 2 hp deficit according to Victory materials. Thanks, Cali!

More ponies make ‘Mericans happy, but what’s equally as crucial yet so infrequently achieved in cruisers is weight loss. In addition to the bigger, more powerful mill, this trio of trouble makers is graced with lightened wheels. The Stingray cast-aluminum wheels are claimed by Victory to shave between 15.9 to 17.8 pounds. The Jackpot gets a new one-piece seat, and all three models get a new headlight with improved lighting and a new, substantially brighter LED taillight.

I rode a Jackpot from my home in greater L.A. to Del Mar, CA (just north of San Diego) where the 2009 line-up launch was held. The Lucky Lime w/Extreme Graphics ‘Pot was fitted with a Victory two-into-one exhaust for better flow and enhanced throttle-blipping buffoonery. And during the press ride the next day I spent at least half my time on a standard Hammer and then a Hammer S.

It’s difficult to perceive a claimed 14 percent increase in power from the seat of a bike, but riding bikes with the “closed-course competition only” exhaust seemed to have a more visceral quality. Not only in regards to sound, but in acceleration as well. The motor simply didn’t feel as muted as a bike with a standard exhaust, not that the cammed-up 97 hp is anything to scoff at. The Jackpot with the exhaust seemed to come on the cam ‘round 90 mph (most models do not include tachs). Roll-on power at freeway passing speeds is plentiful even in top gear.

As for the lightened wheels, well, there’s no question that virtually everything about a bike’s handling, acceleration and braking will benefit, though I couldn’t say definitively that I felt a big change in handling. Save for the Jackpot’s resistance to maintain the arc of a turn thanks to the 250mm rear tire, initial turn-in and rapid direction changes come easily.

Historically, the Hammer, like the Jackpot, has suffered the same resistance to maintaining a smooth turn, and for the same reason: a 250mm rear. Since its introduction I often lamented the poor handling of the Hammer, noting the need for a good shove on the bar and constant pressure on the inside bar to prevent the bike from wanting to center itself while attempting to hold a line through a bend. Along came the Hammer S two years ago, and with it came a supremely better handling bike.

During the fall 2006 introduction of the Hammer S, Victory would say only that they changed the type of handlebars from the standard Hammer’s V-shape custom style to a more relaxed pull-back type on the S model. For such dramatic improvements in handling, I wasn’t buyin’ that as the only alteration, and I learned at this year’s press event that I wasn’t alone in my suspicions.

A number of us rider/writer types couldn’t believe that a bar swap was the only fix for the Hammer’s handling, and the most plausible theory was that despite claiming a constant rear wheel size since the Hammer’s introduction, perhaps Victory changed the wheel design just enough in order to alter tire profile, thereby overcoming the big 250’s desire to stand up. It’s also conceivable that Victory had the tires manufactured with slight changes from the initial tire model, yet we’d never know as all the markings on the sidewall would still be the same.

I’m on board with that. Now that the Hammer has an all-new wheel set, riding it revealed a bike that handles just as well as the S model. Fighting the standard Hammer to complete a turn seems to have been cured for 2009. Sneaky Victory!

Ride quality on the Hammers and Jackpots was excellent despite low seat heights that usually equate to limited suspension travel. Riding the Jackpot over 140 miles to Del Mar gave me plenty of time to consider how well-behaved and forgiving the chassis can be, with only the big bumps and potholes taxing the bike’s springs. The Hammer and Hammer S offer equally competent suspension and comfortable rider ergos. Just don’t be surprised when you get Popeye forearms after blasting the freeway at anything over 80 mph.

The transmission retains that reassuring built-in-America ka-thunk, especially when using the hydraulic clutch that requires a heavy pull. Opt for clutch-less up shifting and transitions between gears smooth out to near Japanese-quality.

Other new models and updates

The next biggest news is the introduction of an “all-new” model in the Kingpin Low. Victory stats claim that of the purchasers of last year’s Vegas Low, 43 percent were women. Lowering seat height to 25.2-inches and pulling back hand and foot controls two-inches seems like a successful plan, so in ’09 the Kingpin followed suit. In addition to its lower stance, the Kingpin Low, like the Vegas Low, loses pillion capacity by eliminating passenger pegs and seat. Along with all Kingpin and Vegas models, the Low gets the lighter Stingray cast wheels, brighter headlamp, and improved LED taillight.

Since the Vision was unveiled earlier this year we can’t expect much in the way of updates, yet Victory found a way. Improved stereo speakers were added, and premium models receive billet wheels and chrome fork lowers. Speaking of the Vision, the Ness name wasn’t left out of the 2009 line-up. Father Arlen took his pen to the Vision, adding custom stitching to the lower, carved-out rider saddle, did some fancy flipping of the paint brush, and in the process created a Limited Edition Arlen Ness Signature Vision based on the Street model.

I put in some miles on the Ness Signature Vision as well as a Vision Tour and readily report that rider ergos on both the Street and Tour rival the comfort of the venerable Harley-Davidson Ultra Classic Electra Glide and Honda’s time-tested Gold Wing.

The Vision’s aluminum-framed chassis performed extremely well, never once pitching, flexing or resisting steering inputs. Ground clearance, or lean angle depending on who you talk to, is exceptional and required a concerted effort by me to find its limits. This was my first ride at length on the Vision and I came away impressed during my relatively short time in the saddle.

Finally, rumor has it that Arlen likes his Victory Vision so much that he talked the infamous Sonny Barger into trying one. Barger is allegedly now a die-hard Victory Vision fan. Will wonders never cease?

Kawasaki ZX-6R Review - First Ride

Major improvement for the middleweight Ninja

By Kevin Duke, Oct. 28, 2008

We’ve now had one day of testing Kawasaki’s thoroughly revised ZX-6R on one of the world’s best racetracks, Japan’s Autopolis Raceway. The verdict: a major improvement!

We were impressed with the 2007-08 middleweight Ninja, but it was let down by a relatively flat engine that had a hard time running with the best in class. Team Green has addressed that predicament by boosting its powerband from top to bottom. Most impressive is the bump in grunt in the upper midrange.

Equally striking is the newfound agility in the 600cc Ninja. Kawasaki has pulled in the steering rake by a full degree and nipped its trail numbers as well as adding an Ohlins steering damper to quell twitchiness. Just as important to its dexterity is the remarkable loss of 20 lbs from the supersport contender.

Styling is all new, borrowing liberally from the ZX-10R. It shares the squinty eyes of its big brother, but it thankfully foregoes the mirror-mounted turnsignals. Gone is the underseat exhaust, replaced by a system that combines an under-engine section with a right-side outlet.

We have one more day of lapping the fun and flowing Autopolis tomorrow, and then we’ll report back next week with a full review of what so far seems to be a highly competitive middleweight sportbike. Stay tuned!

Big Dog Motorcycles Review - First Ride

By Alfonse Palaima, Oct. 30, 2008, Photography by Gavin Peters, Fonzie, Video by BDM, Fonzie

Established 1994. You might recognize that as Motorcycle.com's latest motto. We’re in good company as Big Dog Motorcycles (BDM) uses it as well. And while MO was just inventing itself in 1994, Sherman Coleman was rolling out “Old Smokey,” his own custom chopper and kernel for a successful business. Fifteen years later, Big Dog Motorcycles is the world’s largest producer of custom motorcycles and has come to produce over 25,000 rolling pieces of art in the process.

Raising motorcycle benchmarks with each model year, this coming annum they’ll introduce a wider spectrum to their lineup with the addition of three new models for a total of seven models in their catalog - six of which are available today. The seventh is slated to roll onto the showroom floor January 2009.

From pro-street to classic choppers to touring, Big Dog Motorcycles will soon have an award-winning motorcycle for you – if they don’t already. Their high-style high-performance motorcycle niche comes from within their 150,000 square foot factory in Wichita Kansas. BDM is proud of their engineering and craftsmanship, from the least expensive model to the top-of-the-line Wolf model. BDM also plans to soon grow out of its 100 national dealers and into the Canadian market with sights on the world market later in 2009. A slow but steady growth process, thanks in part to BDM Founder Sheldon Coleman's leadership, is responsible for growing the brand worldwide.

At Big Dog’s model introduction, held in their new factory store in Costa Mesa California, we got our paws on as many bikes as we could in one day. We also had yet another run-in with Johnny Law, but we’ll save that story for the Christmas party. Not having been on a Big Dog in nearly 5 years I didn’t hop on the headlining 2009 model right away - opting instead to experience the 117ci street rods with a ride on the rigid and retro-styled Pitbull. I have to admit it, the carnival flake paint scheme and stellar shining chrome grabbed my attention first. Surprisingly, the relatively short wheelbase (the shortest at 73-inches) pro-street cruiser was more comfortable than I could have expected with dual-mountain bike shocks stuffed under the saddle and a standard 41mm sleeved traditional fork.

Looking into the hearts of the machinery, we see the new tri-cam 121 cubic-inch OHV 56 degree X-Wedge engine, available only on the new top-of-the-line Wolf. That’s nearly a 2000cc EFI slap in the saddle – and it’s fully polished of course! The remaining five bikes come equipped with the 117 cubic-inch engine, and two models are available with an optional closed-loop EFI system. All are mated to the six-speed BDM Balance Drive introduced in 2005, bringing the final drive to the right side of the bike for better balance, cornering and maintenance.

Among the other notable cross-the-board features are a newly reduced-effort clutch, a smoother and quieter primary compensator sprocket, 41 mm telescopic forks in the front and hidden shocks in the rear (on some models), Performance Machine calipers and two-piece rotors, a speedometer with integrated LED tachometer, double barrel two into one exhaust and the famous super fat tires.

For the economic-minded rich kid that just bought a $40K chopper, BDM claims 42 mpg for all its motorcycles. For the record, we didn’t get to measure any of our own mileage reports. Although we did notice that the reserve allowance on the Pitbull will carry you much further than experienced on the 2004 Ridgeback. I learned that the hard way.

Despite being in the lineup for 10 years now, The Pitbull has had a complete overhaul in 2008 and returns again in 2009 for it’s 11th model year with not many changes. If it ain’t broke… Declared a best of the best by industry leading magazines, I had to get a taste of the rigid board-tracker for myself. The 20-inch/280mm rear-end matched with a 23-inch/130mm front tire sandwich a frame with 33 degrees of rake and 6-inches of trail.

After lunch at the biker friendly Cooks Corner, friend-of-MO Steve Bohn and I traded off a pair of bikes for the photo stops and remaining miles in our day. The too-cool-in-blue Wolf and Coyote models both shook our bones and filled our egos with admiring female onlookers along our ride.

As the “entry” level chopper and model replacement for the MY08 Mutt, the Coyote ain’t no joke. Upgrading the model and dropping the price a thousand bucks, the new Coyote swaps a spoked wheel for a billet one, includes modified shocks, an updated exhaust, a longer kickstand and softer seat. The Coyote comes with the same 117ci engine and 6-speed Baker tranny available on all the other Dogs in the kennel. Even the seat height is the same, yet it feels like a small bike when you compare it directly to the Wolf, which is 10-inches longer and one inch higher. The only thing small about the Coyote is the price, at the bottom of the spectrum at $23,900. “When we approached the Coyote, we had one goal,” explained Paul Hansen, BDM Marketing Director, “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 fifteen years. At less than $24,000, the Coyote succeeds on all counts.”

At the opposite end of the spectrum for Big Dog is the 2009 Wolf. Taking up $35,900 on your credit card statement, this shining masterpiece is a surprisingly well-balanced pro-street dream at over 9 feet long. Long and low, with a ground clearance of 3.8 inches, the Wolf packs the BDM exclusive S&S 121-inch X-Wedge engine. The 56-degree, tri-cam engine, with its 4.25 square bore & stroke, boasts a 21-percent reduction in vibration and 30-percent fewer parts. This makes for a stronger, quieter and smoother V-Twin for a killer overall package. “This is a particularly agile bike, even by Big Dog Motorcycles’ standards,” Hansen explained. “With the Wolf’s narrower tire and purposeful frame design, when you get behind the handlebars, it’s almost impossible to believe that you’re riding a bike that is over 9-feet long and tips the scales at over 800 lbs. It is unlike any other Big Dog out there.”

Surrounding the massive powerhouse is a new single downtube 45-degree raked frame and a shallower, more radical swing arm design meant to compliment the sleek long and low overall design.

Not yet available, but meant to expand the touring capabilities of the Wolf, are an optional fairing and detachable hard saddlebags which you can see in the CAD drawings in the gallery. Of the three bikes I’d ridden that day, the saddle of the Wolf had been the hardest on the tailbone. You might be interested in the accessory saddles right from the get-go.

Also returning for 2009 are the top-selling K-9 and Mastiff chops, both available as either a carbed or EFI version and the fattest tire bike, the Ridgeback. The 2009 Ridgeback sports a short 17-inch rear wheel with Big Dog's widest available tire, a big fat 330. That's a 1-foot wide rear tire trailing a hidden shock suspension to provide a beefy chopper style.

In the end, we only had time to check out the ProStreet lineup but we’ll get back in the saddle later this year and bring you a report on the newest tourer when Big Dog gets the Bulldog ready for the market in the spring of 2009.

The 2009 Bulldog will bring back a rubber mounted engine after a nine year hiatus – packing the 117ci six-speed engine with BDM Balance drive. It will be BDM’s full-time touring bagger with paramount design and comfort. From an iPod/satellite radio-ready dash, minimal gauge fairing and lockable hard luggage large enough for a half-sized helmet, the Bulldog is meant to go the distance. Completing the package with floorboards, chin fairing, a 5-gallon gas tank, smooth and controllable 250mm rear tire and a passenger-ready design with a price estimated at $37,900.

HondaCBF1000

The CBF1000 could be a great and un-intimidating step up the displacement ladder

By Yossef Schvetz, Oct. 16, 2006

You can juggle and play with the figures as long as you want but it ain't gonna help; Big Nakeds haven't been a big success so far and that's a fact. On paper, it should have worked better, at least in Europe where middleweight nakeds such as the Yamaha FZ-6 and Suzuki GSR600 rule the sales hit parade.

But somehow, regardless of their big jugs, the liter-sized strippers have failed to appeal and you'd better not try comparing Italian market sales figures for the 599 to those of the 919; it'll be downright embarrassing.

The big four have noticed this scandalous injustice a while ago and are trying to address the situation.

Yamaha has pushed the lovely FZ-1 towards the ragged edge this year with an aluminum frame, bizarre-ish design and extreme engine tuning, and Kawasaki is following the same route for 2007 with the new version of the Z1000. Both companies seem eager to transform their do-it-all giants into extreme "naked-sports" thingies. Someone in Honda must have thought that redemption for liter nakeds might be found elsewhere then, at the opposite end of the scale. Instead of chasing the city racers and wheelie hooligans, why not go for the mature boys, the once-in-a-while tourers with a family and a mortgage?

Cast a look at the new CBF1000 and you'll understand immediately that a weekend in its company will be more a "let's hold hands" type of thing rather than a sweaty and steamy affair.

Honda product planners seemingly drew their inspiration from the discreet success of the Europe-only CBF600, a cute mid-weight touring naked of sorts and have morphed the 919 into a much more sedate type of tool.

Look behind the half fairing and you'll indeed find the same basic rectangular steel backbone tube frame of the 599/919.

Honda didn't try to re-cycle too many parts in creating the CBF1000 (the seat unit looks too familiar though); it's more as if the bodywork of the CBF600 was simply scaled up by 10% by the 3D CAD software. Compared to its smaller brother, the main differences that stick out are the strange, arc-shaped, silver-painted side panels and the use of nothing less than the latest version of the CBR1000RR mill to propel the thing.

"It's more as if the bodywork of the CBF600 was simply scaled up by 10%..."

The engine choice is a bit bizarre to say the least. From the 174 claimed hp in the RR, the unit has been detuned to... 96 hp in the CBF1000.

That means a good 78 HP have been chopped for "better midrange response". I can't think of a reason as to why Honda would decide to use this engine when they already had good torque producers in the shape of the previous 954 Fireblade mill or the 1100 motor of the Super Blackbird. Why they used a power unit with a relatively extreme bore and stroke ratio is beyond me. Maybe this is paving the road for the new 1000 version of the 919, a bike that will surely come pretty soon.

Till that one arrives, it's the CBF1000 that we are dealing with. By the sound of it you might be tempted to see it as a contender to the new half-faired FZ-1 tested in MO's 2006 naked comparo, but in reality the two are aimed at very different folks. The FZ-1 is all about sharp angles, tight lines and complex syntax while the CBF offers smooth classic lines, soft curves and a plain-Jane composition of its components. The final result is indeed a close cousin to the groovy and well-proportioned CBF600, just not as well groomed in my opinion. I think that the most offending element in the CBF1000's design is that odd, arc-shaped side panel that's stuck smack in the middle of the bike, a rather boring focal point.

Closer examination of the CBF1000 helps to clarify Honda's intentions even more. There's a standard fork with no adjustments, a pair of simple two-piston brake calipers of the floating type, a rear 160-section tire (even the 599 has a 180), and an all-analog instrument panel with no LCD in sight. Hello? Honda? It's the year 2006, remember?

The finishing and detailing level doesn't impress either. So then, we have a sort of budget 1000cc tool which means that in Europe, it's priced a good 15% cheaper than the half faired FZ-1 and that's not small change. OK, the picture is becoming clearer now, yet in my humble opinion, with exactly the same budget, a much more captivating design could have been achieved. A Honda technician catches me casting dubious looks at the CBF1000 before leaving and voluntarily adds: "What do you expect? It's been styled in Honda's German studio." Aha! That would explain.

The aesthetics complaint chapter ends a few minutes into the ride. De-tuned the engine might be, a puppy dog, a pussycat, call it as you like but I've yet to experience such an elastic response and so much user friendliness from a liter tool. With an extreme starting point such as the CBR1000RR mill, textbooks say it shouldn't be so, but smaller throttle bodies and a host of other mods have turned the fire-breathing Fireblade powerplant into a refined unit that purrs happily from what feels like zero RPM.

A close look at the CBF's torque curve published by one of the local mags shows that from a silly 3,000 RPM and up the power unit supplies 61.4 foot pounds of torque and never dips under this figure till 8,000 RPM, climbing to a 68.7 foot-pound peak at 6,500 RPM. And that curve doesn't lie. It's kind of usual to attach the expression "pulls from any revs" to big twins, but this four-cylinder mill could teach some big twins the meaning of "low-down pull".

"When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull."

When I took the bike from Honda, one mechanic suggested I try starting from standstill in sixth gear. "Do it gently and you'll see it manages". Well, I didn't go that far; I didn't feel like being left stranded with a fried clutch in case it didn't work as planned. But I did try the trick in fourth gear and, by golly, it does pull away! I also let the revs drop to 1,500 in sixth and the CBF gathered itself together without any of the shaking power pulsing and drama that you'd find in, say, a Ducati 1000 at such revs. So then, it turns out that leaving aside the new FJR 1300, this CBF1000 is the closest thing to riding an automatic bike that I've ever tried. On secondary roads that are free of dead-slow hairpins, you can pretty much leave the thing in sixth and forget about shifting.

The relaxed attitude is also displayed in the pilot's environment. It's not as plush as that of a GoldWing to be sure, yet it's still very comfy. There's an ultra-soft seat, a very natural bend in the handlebars, a total lack of vibes and the fairing protects well till 80-85 mph (though not beyond). Considering the budget nature of the CBF1000 there is also a surprising feature in the form of seat height adjustability (with an Allen key) but I didn't have the chance to try that.

So this CBF isn't really a tourer or sport tourer but rather a standard comfy roadster with a half fairing. OK then, doesn't that mean that it should also be a good back road scratcher? Isn't that part of the charm of these high-bar, simple-to-ride tools?

When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull, but the rest of the package doesn't leave a clear impression. Yep, there's plenty of oomph to drive you out of turns and thankfully, the highish handlebars do help while throwing the CBF around with abandon but there are limits to the idyll too.

"This nice-guy attitude has some limits."

The extra leverage is really needed as Honda engineers put more attention to stability rather than flickability on this one.

Up to 80-90 percent on the speed scale, the CBF1000 does behave itself, supplying a semi-sporty experience, but don't get too serious about getting your adrenaline fix with this one. Pile on the coals and the 160-section rear tire starts to move around.

Slam on the brakes with authority and the fork consumes its entire available stroke in one big gulp without a hint of guilt or remorse.

The progressively-linked rear shock copes rather well with the increased demands but it's the single-backbone frame that at a certain point cries "enough is enough". The well-behaved motor also tries to tell you that torque is torque but still, power is power. What I mean is that plenty of drive at 4,000 or 5,000 RPM is a nice thing to have but when riding above semi-fast speeds, you don't spend much time at those kinds of revs and the lack of kick higher up the range is missed.

'I can't think of an easier liter bike to ride to work with on a daily basis...'

In reality, after 8,000 revs there's a serious drop in power so that you don't even feel tempted to try and bump into the rev limiter and simply hook up the next gear. I must add that knowing about the 12,000 RPM redline potential of this very engine in its Fireblade incarnation left me with mixed feelings about the limited rev range of this otherwise fine unit.

Considering the budget calipers mounted, the braking power was rather good, but also brought to light a strange problem. The top half of the fairing ends in two sharp corners that are positioned exactly in front of the rider's knees. When braking hard, unless I was making a conscious effort to brace myself on the gas tank my knees often met the offending corners. Ouch!

Since we're talking `bout braking, it might be worth noting that I've been riding the standard version of the CBF1000 but there's also an ABS-CBS version with linked anti lock brakes. The CBF1000ST model is equipped with higher-spec Brembo calipers and some of my colleagues reported improved braking power. On top of the sophisticated brakes, the ST version comes with original hard luggage, adding about 10% to the basic model's price.

Back in town, the tables are turned back again. The CBF1000 simply shines here and that's no mean feat for a 1000 tool in the narrow city streets.

I can't think of an easier liter bike to ride to work with on a daily basis except maybe -- just maybe -- the GT1000 I road tested not long ago. The drivers around me are nervous, the weather is extra hot but the CBF maintains its millennium nirvana. The reduced fairing lowers of the CBF let the heat disperse with ease, the seat is still comfy regardless of the massive sweating, all the levers and controls remain buttery smooth and I must admit that I am cursing less than usual inside my boiling helmet considering the heavy heat.

The CBF1000 seems to have a calming effect of sorts.Whether that's good or bad is a matter of taste and personality but on the cobblestone-paved streets I find myself quite happy with the softish springing and damping rates chosen by Honda's test riders for the CBF.It's just too easy to blame and disdain the CBF for not being all sorts of things. Like not being a proper contender to the aforementioned FZ-1 or Z1000 or for not having a more inspiring design or color schemes. But then, it seems like Honda never planned a glittering rock star status for their cute CBF1000.

Moving over to the half-full side of the glass, it's just as easy to praise the fact that together with the SV1000, it's the world's cheapest liter tool. Or that it's almost an up-to-date water-cooled Bandit 1200 rather than a road-burning streetfighter.

The model is not headed to the US this year but seen in a European context, the CBF1000 could be a great and un-intimidating step up the displacement ladder for somebody who's growing out of a 599 or FZ6. Seen as such, the CBF1000 has a rationale behind it, a rationale that can speak volumes to the 40-50 something born-again bikers that are so numerous these days across the pond. It's an easy to live with on a daily basis, 1000cc roadster that could also take you on a comfy weekend-long two-up trip. Does this sound just too serene and relaxed?

Honda seems to believe that the market for this kind of tool and attitude exists and how. I wouldn't be surprised if a year from now, Honda ends up selling more CBFs than the competition sells flashy FZ-1s or Z1000s.

Vespa S 150

In my head there exists an awards ceremony called “The Scooties” and each year my brain nominates contenders for the best in a variety of categories. There’s no red carpet, just me as the orchestra, audience, comedic host, judge and presenter. One of the most prestigious categories is “Best Aesthetics”. Unfortunately, there wasn’t a whole lot of competition for 2008, and since I’m also the Joan Rivers of the ceremony I can let you know that at this year’s show the award for “Best Aesthetics” went to a hot newcomer, the 2008 Vespa S. “Can we tawk?” sorry I couldn’t resist.

There’s something about this tiny scooter that really sets it apart from the rest. Sure, it’s a Vespa so you’d expect it to be visually appealing, but this baby is different. I think what sets her apart is the fact that she was designed to evoke not just the classic Vespa style, but more precisely a specific model; the Vespa Special 50. I even think she has some resemblance to the Vespa that’s in my garage, the T5. I’ve included photos of the two, so you can judge for yourself. The rectangular headlight is a bit unusual on a Vespa, but it’s the coolest in my opinion.

Speedo, fuel gage, clock, and warning lights all packed into a busy, chromy, cluster.

My half helmet fit nicely. Looks like there's room for a full face helmet under the seat. Tool kit included.

'The dazzling chrome looking bits are a beautiful touch'

The ride feels very similar to a model produced earlier, the Vespa LX 150. The suspension feels a bit stiffer, but it has the same engine, same weight, length, fuel capacity and wheel size. As a matter of fact, some have said it’s little more than an LX 150 with a new body kit. I see the similarities under the hood, if you will, but the Vespa S is so much more; or to confuse things, so much less. The sportier, low profile, single passenger corsa (racing) seat is a style that hasn’t been seen on another modern Vespa until the now. It’s a style that must have received a warm welcome because it’s also been included on the new Vespa Super 300 as a two passenger version. There is also an optional touring seat available if you like to have more seating options (shifting toward the front or back of the seat) or would like to comfortably carry a passenger.

Also on the topic of less, the price of the Vespa S is less than that of the LX 150. It was a pleasant surprise to see an MSRP of $4,099; that’s $200 less than the LX. We we’re taken off guard when they announced the price difference, but it could be due to the LX having more metal on her than the S. The S has a plastic front fender, headset and on the upper half of the floorboard is plastic.

Continuing the less is more theme, I’m pleased to see the return of the thinner leg shield as well. Unlike the others in the Vespa line-up, the Vespa S trades the bulkier glove box for a thin profile leg shield and a pair of catch-all trays. You might not miss the removal of the locking glove box they replace because there’s a good amount of storage under the seat. I was actually able to hang my helmet on the under seat hook and store my gloves, armored jacket and reflective vest under the seat. That’s about all the storage I need to run around town. In the event that you need to haul something bigger, you can always add a luggage rack and top case accessory from Vespa, designed to match their scooter paint scheme. A backpack is also a good option, as long as it doesn’t interfere with your riding ability.

The dazzling chrome looking bits are a beautiful touch, but also one of my few complaints. When the sun was high over my shoulder, they were in such a position that they dazzled me as well. Not good when riding through busy intersections at 40 mph. My other complaint is that the seat has its own separate lock. It cannot be unlocked from the ignition switch unlike most of her siblings. Remove the key from the ignition, unlock the seat, pull your stuff out and drop the seat. Next you put the key in the ignition and start her up realizing you forgot to put away your rented DVD. Turn the key, remove it from the ignition, and unlock the seat. Mostly an annoyance, but remember if you have more than one key on the key ring and drop the seat with the key in the seat mounted lock you stand a great chance of scratching up your paint. So be careful.

The twist and go Vespa S is running on the proven LEADER (low emissions) 150cc, 4-stroke, air cooled engine that produces 11.7 bhp at 7750 RPM. That means you’ll get a top speed of just under 60 mph and very respectable fuel economy of around 60-70 mpg. Air cooling is the norm for scooters with displacements of less than 200cc. You can usually expect a little lower torque out of an air cooled engine but the simplicity of air cooling means not having to worry about the related radiators, pumps, hoses and coolant leaks.

2008 Vespa S on the left and 1985 Vespa T5 on the right.

At 225 lbs the Vespa S is one of the lightest weight 150cc scooters available; even four pounds lighter than the 125cc Yamaha Vino. She handles well on the city streets and the 30.5” seat height helps the rider see and be seen. She has the smallish tires (10” rear, 11” front) you’d expect on a Vespa, great for darting around obstacles and down crowded city streets. Braking is provided by a pair of relatively large (8.66”) hydraulic discs, front and rear. My demo unit was still pretty green, probably explaining why my brakes were a little soft, but at no point did the ride feel unsafe.

The Vespa S is a bit more expensive than other 150cc scooters with an MSRP of $4,099, but when you buy a Vespa you’re also buying desirability and collectability, which means that if you keep her in good shape you’ll have a scooter with a good resale value should you ever decide to part with her.

Fire Red is just one of many colors available for 2008.

The Vespa S comes with a one year factory warranty and 24-hour roadside assistance with a two year factory extended warranty available. Oh, one more thing. Vespa colors are known to have pretty limited runs, so if you see one in a color you like you should probably make your move before they discontinue it. I’m especially fond of the new orange Vespa S. She’s the only one with orange colored stitching in the black seat; a very nice touch. Must… fight… desire to put… down… deposit.

Kawasaki KX250F

Team Green's redesigned motocrosser packs plenty of punch

By Jeremy Korzeniewski, Sep. 04, 2008

When climbing aboard the brand new 2009 KX250F for the first time, I must admit to a bit of that eerily familiar ‘big guy on a little bike’ feeling. Being 6-foot 2 and 215-pounds pounds, hopping on a small displacement bike often leads to the suspension sagging nearly to the ground. Fortunately, Kawasaki was on hand as journalists tested the thoroughly new bike at an equally new test track in California and Team Green had brought the suspension experts from Showa with them to tune things for each rider. After a few quick turns of the wrench, the KX250F lost that lowrider feeling.

After kicking the beast to life it was time to set off for the track. From that point on, the new KX proved extremely impressive, as it had plenty of power to clear the doubles of the track - even with this mildly-tubby rider on board. More about that later; first, what makes the '09 KX250F new?

Seriously, nearly every single piece of the '09 KX250F has been redesigned. Starting with the (take a deep breath) 249cc, liquid-cooled, four-stroke, four-valve, DOHC 'thumper' engine, a new cylinder head keeps the titanium valves from last year but enlarges them and casts them from a revised material. Along with a straighter intake tract, the new head allows the engine to take much deeper breaths from its single lung. That lone piston spins a new crank which is completely new and has more weight down low - a feature that is immediately felt and provides very smooth operation with little vibration, even at high revs. Also noticeable is the extremely smooth shifting action, which can be chalked up to the stronger gears and new cast-in clutch cable holder.

That powerplant is hung in a new aluminum perimeter frame. Although its design certainly draws inspiration from its bigger brother, the KX450F, it is completely new and shares no parts with any other machine. Kawi's engineers managed to remove 2.2 pounds of material from the new main spars while keeping everything nice and rigid with new engine mounts and newly-shaped geometry.

The totally new front downtube is easily identifiable due to the reduction in material around the head-tube and fewer welds as compared to last year's model. Continuing to the rear of the bike, the subframe features thicker diameter tubes that are set wider apart for more rigidity -- something our well-padded posteriors appreciated.

At the front, off-set triple clamps hold dark navy blue titanium-coated forks. Kawasaki is very proud of its friction-reducing titanium and Kashima coatings, something which no other manufacturer can claim in the 250 four-stroke class. Despite the long travel, absolutely zero stiction could be felt in their operation, so perhaps Kawasaki is on to something here. Combined with the new rear shock and the D-shaped swingarm which sees its pivot placement raised by some 3 millimeters, the Kawasaki's suspenders kept us well cushioned and never bottomed out (after being properly set-up of course).

Rounding out the changes is an enlarged skid plate made from flexible resin as opposed to the previous rigid aluminum. Kawasaki assures us that the new plastic piece is plenty strong. Although you'd never notice it otherwise, we got a good look at the bikes undercarriage while watching fellow journalists lap the track – everything looks fine from that vantage point. The bodywork has the Kawasaki 'speed-holes' at the front and is made from about half as many pieces as before thanks to new molding techniques which allow for multiple colors in one plastic unit. As you would expect, green is front and center on the new bike while black makes up the rest. All in all, it's a mean looker, all the more so when equipped with the new Monster Energy graphics for an extra couple hundred bucks.

Considering that this was our first time swinging a leg over the new bike, we think that Kawasaki did an excellent job of refining its past race-winner. Before setting off, we noted how slim the bike felt between our knees and thighs. After a minute of fidgeting, it’s easy to get comfortable in the saddle. Everything fell easily to hand and the grips were right where we expected them. Ample ground clearance was afforded by the pegs, which felt just a wee-bit high for our liking before hitting the track. Of course, after the first whoop section, we changed our tune and appreciated everything as it was. Those of us large of foot may want to especially thank Kawasaki's engineers for the wider foot pegs this year.

Kick-starting never proved problematic as long as the bike was kept in neutral. When left in gear, we kicked ourselves silly with no results. Kawasaki recommends leaving the bike in neutral for starting. The shifting mechanism is now a ratcheting design and finding the next gear was never a problem, and neither was locating neutral after coming to a stop. Despite the heat of the mid-day California desert sun and machine's constantly being abused, the bike showed no signs of overheating, which could possibly be due to Kawasaki's newly-designed radiators which are now six-percent larger and feature more cooling blades.

From the first tentative lap around the Rynoland track in Anza, Calif., we felt at ease with the smooth power delivery. Some added compression damping was needed after the first lap, but that was largely due to the 215-pound rider, which is considerably heavier than the typical motocross racer.

After getting things adjusted, the KX felt like an excellent handling machine. While wallowing just a bit in the sandier sections of the course thanks to the tight steering geometry, the hard-packed dirt allowed us to rail through the corners without fear of putting it down. Wheelies were a quick blip away in first gear while a mild clutch drop was needed to bring the front up at speed. Once there, everything felt well balanced and easy to maneuver. On a motocross bike, the brakes should be easy to modulate without fear of locking them up unless desired - no problems there. Sliding the tail around tight turns proved ridiculously simple, which is definitely a boon for those who ride on smaller tracks.

The grounds-crew on-site kept everything nice and smooth on the track, so we ventured out to find some less ideal conditions. We found plenty of places to ride the new bike and it always proved steady and relatively stable for a race machine. Despite our best efforts, the green-machine never placed a tire wrong. The power delivery will never catch you off guard thanks to the four-stroker’s smooth power-band. We felt no undue spikes, just smooth power from low revs straight up to its power peak. That's not a bad thing in the least, especially when the conditions get loose. We found some very sandy off-road single-track nearby to tackle where we greatly appreciated the thinner center-section and light weight, all of which conspired to keep us on the bike and off the ground. What's more, the clutch proved very smooth and never grabbed throughout our entire torture-test.

After all was said and done, we walked away quite impressed by the Kawi. There were literally no glaring faults to speak of, though the same could likely be said of all four Japanese 250s. For our money, though, nothing else quite matches to cool of the new '09 Monster Energy Edition. The blacked-out bodywork combines with the green hubs to make for a very distinctive bike right off the showroom floor. The base price for the new KX250F is $6,499 with the Monster model running a bit more at $6,699.

Suzuki Hayabusa

When Suzuki’s Hayabusa debuted in 1999, it inspired controversy for two aspects that would go on to become iconic: its controversial aerodynamic styling and its ability to open a giant can of whup-ass on anything else on the showroom floor.

After word got out about its 9-second abilities down the quarter-mile and its 190-plus-mph top speed, its “Eye-Abuse-Er” nickname became less prevalent. Soon the Busa was seen by some groups as the hottest thing on the street, and the mighty falcon became one of the primary canvases on which to polish frames and bolt on big-tire kits to up the bike’s badass-ness.

Now nine years on (and with a manufacturers’ agreement to limit top speeds to a laughably sedate 186 mph), the Busa was hit on the chin in 2006 by the Kawasaki ZX-14. The Kawi proved to be quicker and more powerful but also smoother and more comfortable. Regardless, the Busa remained as popular as ever and was unmatched for its street cred. Fearing a “New Coke”-type backlash, Suzuki engineers didn’t want to stray too far from the original Busa concept in this new redesign you see here. It’s still unmistakably a Hayabusa even if every fairing panel has been remolded. And it’s not much different underneath, either.

Your 9-second streetbike has arrived.

Turnsignals set into the ram-air intake ports and angular dual exhaust canisters are clues you’re looking at a 2008 Busa.

While it’s the new skin that first grabs your attention, it’s the unholy monster motor underneath that has earned the Hayabusa its veneration. Potent and durable, it has been the inspiration for a closer relationship with god among those who have twisted its throttle to the stop. For ’08, this legendary lump has received a 2mm longer stroke to yield 1340cc instead of the old bike’s 1299cc. New forged pistons are lighter and stronger and produce a 1.5-point increase in compression ratio to 12.5:1. Also forged is the crank, as it attaches to new chro-moly rods that are now shot-peened for added strength. Cam chain adjustment is now accomplished hydraulically, which also helps reduce mechanical noise.

Up top are 16 new titanium valves that save 14.1 grams on each intake and 11.7 grams on each exhaust for a significant weight loss in this critical area, allowing the replacement of double valve springs with lighter single springs. Valve sizes remain the same, but a new camshaft now forces greater lift on both the intake and exhaust poppets and has revised timing. It’s all fed by a pair of double-barreled 44mm throttle bodies. They use a version of Suzuki’s Dual Throttle Valve system that has a secondary throttle valve mounted above the primary that’s controlled by the bike’s electronic brain to maintain the ideal velocity of the intake charge based on rpm, throttle opening and gear position.

Controlled by a new high-powered Engine Control Unit, Suzuki says that the Busa has the company’s “most powerful, most advanced digital fuel-injection and engine management system.” Another important task of the ECU is controlling the different parameters of Suzuki’s Drive Mode System. Like the GSX-R1000 and ’08 Gixxer 600/750, the Busa has a handlebar-mounted switch to set the power mode into three available positions. It produces full power in mode A, the default setting, while mode B has a bit of the power edge clipped off. Mode C might be an asset in the rain, but it neuters all the excitement out of the muscular motor.

'Suzuki claims the new bike cranks out 194 horsepower at the crankshaft'

How muscular, you might ask? Suzuki claims the new bike cranks out 194 horsepower at the crankshaft, a 21-horse (12.1%) improvement. Torque is boosted 8.5% to 114 ft-lbs. The old 1299cc engine produced about 160 ponies at the rear wheel, so we expect this new one to spit out around 175 horsepower on a rear-wheel dyno.

“The new 2008 Haybusa is just so freakin’ fast it is unreal,” relates Neale Bayly from his experience at the press launch. “Accelerating off the corners with a quiet whoosh from the twin pipes like it had been shot out of a Howitzer, it feels like some sort of macabre video game flicking through some of Road America’s tighter sections. It starts making lots of power early, and by the time the needle is past five grand all hell is letting loose. It pulls without a break until the rev limiter kicks in with a bang somewhere around 11 grand.”

Suzuki claims a 21-horsepower increase in the new Busa, which should yield about 175 ponies at the rear wheel. Yee haa!

Although it shares no bodywork with the previous model, the ’08 Hayabusa remains as distinctive as ever.

Bayly also told us that the response from the high-tech fuel-injection system is flawless, aided by injectors with fine-atomizing 12-hole squirters instead of the previous four. “Giving superb throttle response from very low in the rev range all the way till the rev limiter kicked in, the system was faultless. One area that can cause problems with fuel-injection systems is at lower rpm on small throttle openings, but this was not the case with the big Suzuki.”

At the dragstrip, journalists struggled to break the 10-second barrier, but Jordan Motorsports Racer Aaron Yates was able to just nip into the 9-second bracket. We expect an epic duel between this uprated Busa and the more powerful 2008 ZX-14 for the honor of quarter-mile champ. Out on Road America, the new Busa handles a lot like the old Busa with extra power. This shouldn’t be much of a surprise considering that the bike’s twin-spar aluminum frame is nearly identical to previous, so we’ve got the same 23.4-degree rake and short 3.7 inches (93mm) of trail. A revised swingarm shortens the wheelbase a scant 5mm to 58.3 inches and features an additional strengthening rib for less flex.

“Don’t expect to go diving up the inside of any supersport bikes at a track day,” says Bayly, “but do perfect your passing wave as you cream them coming off the turns. Not that any of this should be surprising when you consider the bike weighs in around 500 pounds full of fuel, it is just a good idea to remind yourself of these facts before all that horsepower lets you get carried away.”

The old Busa’s most glaring shortcoming was the performance from its old-tech six-piston front brakes that were barely up to the task of slowing this earth-bound missile. We’re happy to report that Suzuki has now fitted up-to-date radial-mounted four-piston calipers to the magic Bus. They bite on 10mm-smaller 310mm discs that have a half-mil extra thickness (5.5mm) to handle the heat. Bayly tells us they are a major improvement.

Also aiding heavy braking is the new slipper clutch that Bayly says it quite effective. The clutch also has the Suzuki Clutch Assist System that increases the amount of force on the clutch plates without using stiffer clutch springs. The clutch also features a new friction material for better feedback at the engagement point. In addition, the width of a few transmission gearsets were revised and the upper three gears are sprayed with oil for reduced wear and quieter operation.

As for the Hayabusa’s new clothes, we’ll leave the aesthetic judgments to you. Aerodynamic efficiency, something the old Busa had over the more powerful ZX-14, is optimized with a wider fairing and a 15mm-taller windscreen to better shelter its rider. The body panel joints are now smoother and have no exposed fasteners, and the top of the fuel tank is lower to allow a tighter full tuck. The tailsection has an enlarged speed hump that will stir some commotion on the message boards, and it also sports integrated turnsignals that are said to “evoke a jet engine motif.” Front turn indicators are nestled into the edges of the air intakes in the nose.

Aesthetically speaking, the Busa’s new tailsection and mufflers are going to take some getting used to.

Does the new Hayabusa have what it takes to handle the newly upgraded Kawasaki ZX-14? We can’t wait to find out.

'The clutch also has the Suzuki Clutch Assist System that increases the amount of force on the clutch plates without using stiffer clutch springs.'

Also sure to be controversial is the Busa’s new exhaust system. The triangular muffler canisters on the 4-into 2-into-1-into-2 arrangement look ungainly but are a product of more stringent emissions standards. A catalytic converter is placed where the four head pipes meet under the engine.

“Listening to the sound of Aaron Yates and the new Suzuki Hayabusa going past a few feet from pit wall at close to 190 mph, I just couldn’t believe how quiet the bike was,” Bayly relates. “Almost knocking me off the wall, the sound of the windblast was actually louder than the exhaust.”

In the unrestricted environment of a racetrack, the burlier Busa doesn’t fail to thrill, allowing full use of its mega power. “With walls and fences everywhere, and the big fairing allowing me to get right under the airflow, the view across the clocks was surreal,” says Bayly. “The closeness of the walls greatly exaggerated the already intense speed, and every time you crank the throttle the track just seems to come at you in fast forward. The power is seamless and oh so abundant.”

So, depending on how you think about streetbikes, perhaps Suzuki’s claim of the new Hayabusa as “the ultimate sportbike for the road” has some merit. For some, it’s just too heavy and too powerful, but for others, this invigorated Busa is exactly what they’re looking for. We’ll give Bayly the last word.

“As the first significant overhaul to the all-conquering Japanese bird since 1999, the new 2008 Haybusa is everything the old one was and more. Faster, better handling, and with stronger brakes, the performance element is not going to disappoint. Looking sharper and more modern, without losing its distinct appearance, Busa lovers are not going to be unhappy either.

“And for the rebel without a clue, who thinks their V-Twin’s 67 horsepower and a set of loud pipes makes them a Bad Ass, well they are still going to hate the big, ugly lump of plastic as it goes by them at close to the speed of sound.”

Suzuki GSX650F

By Brad Puetz & 2WF.com, Jun. 20, 2008, Photography by Brad Puetz & 2WF.com

When I think of Suzuki motorcycles the first two models that instantly come to my mind are the GSX-R and SV-class motorcycles. Both are extremely capable and popular motorcycles in their respective classes, performing well on both the street and track. I have owned a healthy number of GSX-Rs and have spoken with many happy SV owners at many a track and local bike nights.

One motorcycle in the Suzuki line-up that never really gave me that warm fuzzy feeling, however, was the Katana. The Katana was Suzuki's answer for an inexpensive entry level motorcycle with sportbike looks and sport-touring comfort. While I am sure there are plenty of happy Katana owners out there, the somewhat alien-looking styling of the bike has always turned me off.

Well, for 2008 the Katana has received the axe to make room for the all new 2008 GSX650F. The new Suzuki is purpose built as a low-cost middleweight for the novice rider or the economical commuter looking for a comfortable ride with a sporty design. The GSX650F is based off the European Bandit 650 naked bike. It's an inline-Four with minimal upgrades from the Bandit such as full fairing, remapping for more revs and suspension which has been slightly tweaked.

A first glance of the blue and white GSX650F revealed the classic color combination and appearance of its close family relative, the GSX-R. It's no coincidence the front fairing shares a strong resemblance to the previous generation GSX-R600 and 750s. While it will not be mistaken for an exotic Italian bike, the GSX650F has clean sporty lines in a design that is a big improvement over the Katana models.

The GSX650F features an attractive and easy-to-read instrument cluster with tachometer, dual tripmeters, reserve tripmeter, clock, fuel gauge, and a useful gear-position indicator. Moving around on the Suzuki is easy with a roomy cockpit, comfortable one-piece seat with a low seat height and a well-positioned, rubber-mounted, tubular handlebar.

The GSX650F sports a liquid-cooled, fuel injected, 16-valve, DOHC 656cc engine utilizing a bore and stroke of 65.5 mm x 48.7 mm. The Suzuki Dual Throttle Valve fuel-injection system provides smooth acceleration. Four-hole injectors are used for optimum fuel atomization and greater power output. The cylinder head achieves a narrow included valve angle of 17 degrees for high intake and exhaust efficiency. Cam profiles are chosen with a priority on low-to-mid-range power output to deliver performance that is well suited to an entry-level street rider.

The Suzuki's full fairing design wrapped around a double cradle steel frame will have you thinking GSX-R thanks to the sport-oriented design. Geometry numbers are 26 degrees of rake and 4.25 inches of trail, with a 57.9-inch wheelbase. The fork is a 41mm Kayaba unit with adjustment for preload only. The rear shock comes equipped with adjustment for both rebound and preload. Heading out on the open road? The 5.0 gallon gas tank should allow you enough capacity to bust a few bugs before having to refill.

Taking the Suzuki out for its first excursion I was really looking forward to a day in the saddle that wasn't going to have me walking like a cripple when I returned with knees and back aching. The layout of the GSX650F suited me nicely with an easy reach to the bars and a relaxing bend at the knees. The riding position was well suited to both cruising and aggressive riding when the road gets a little twisted. Wind protection was decent and there was a good deal of room to tuck in if needed.

'The GSX650F motor has all the necessary ingredients to deliver an entertaining ride...'

The GSX650F fires up easily and runs smooth without unnecessary vibration. Spin the flexible motor up and it does a great job of putting the power down where you will likely be spending most of your time, in the low- and mid-range. Chasing through traffic full of stop signs and motorists, I really came to enjoy the motor which was well-suited to this type of riding. The short first gear on the GSX650F was a nice change from the supersport bikes which come equipped with gearing more suited for the track than stop-and-go traffic. Just dump the clutch and start clicking through the 6-speed transmission without worry, the GSX650F surges forward without a hiccup. An effortless clutch pull and smooth-shifting transmission made city traffic a breeze. With no under-tail exhaust or excessive engine heat pouring out at the legs, the Suzuki was quite bearable if traffic came to a stop for any amount of time.

There is no berserk rush to the power delivery but it won't put you to sleep either. Redline is at 12,500 rpm but it likes to be run in the 4,000-8,000 rpm range where it sings nicely in the power curve. The GSX650F motor has all the necessary ingredients to deliver an entertaining ride to anyone in the market for an inexpensive sporty ride in the middleweight class. If you are in the mood for utter madness, however, this motor will probably not suit your primal likings as the Suzuki pumps out the ponies in a pretty civilized manner.

Overall handling on the Suzuki was quite balanced and agile. It turns in well, sticks to a line, and can be gassed hard out of a turn. While not being the most sophisticated chassis, the GSX650F isn't going to do anything to get you in trouble. That is, of course, if you don't push it far beyond its limits.

I tried to do just that to see where its breaking point was. I saw my opportunity in the form of two rapidly approaching GSX-R1000s in my mirror with some young aggressive riders at the controls. What better way to see how the GSX650F would fare against some much more advanced hardware. As I let the young bucks come by, they took a quick glance, surely with fear in their eyes as they observed my proper upright riding position and the very intimidating backpack carrying my camera. I decided to tag along the rear as we hit a twisty section of road. As it turned out, the little Suzuki didn't fair too bad, staying right with my two test subjects quite easily until we hit some open road where the bigger bikes could flex their muscle. Soon I was a mere speck in the mirror as Suzuki's natural pecking order took over and the GSX650F was shuffled to the back.

'Overall handling on the Suzuki was quite balanced and agile. It turns in well, sticks to a line, and can be gassed hard out of a turn.'

The GSX650F is quite composed, and its 475-pound claimed dry weight transitioned nicely at a moderate pace. The wide handlebar does a good job of giving you the proper leverage to position the bike into the apex. While it is quite balanced and agile, it might not be your favorite track-day weapon. At more serious speeds while pushing the bike, the front end seemed to have a touch more trouble staying composed, becoming quite uneasy and a little on the springy side. The rear seemed to be doing a good job keeping the back end in line, but I was easily able to find the limits of the front fork with a good amount of flex and some quivering at the bars. You could tie the GSX650F into a bit of a knot if you really wanted to get aggressive with transitions, throwing the bike hard on it's side or really doing some late braking.

Speaking of brakes, while not the strongest I've ever put my hands on, they do have good feel and more than capable stopping power. The GSX650F comes equipped with Tokico 4-piston front brake calipers and 310mm brake rotors combined with a lightweight single-piston rear caliper and a 240mm rear brake disc.

Keeping the rubber side down were Bridgestone Battlax BT-011s up front and BT-020s in the rear, with a 120/70 ZR17 and 160/60 ZR17 front/rear tire combo. These tires worked excellent in many different conditions. My two weeks with the bike were filled with a generous amount of wet-weather riding on the GSX650F, and the Bridgestones gave me good confidence in the rain, enough to ride a few wheelies in a slight drizzle for some photo opportunities. In the dry conditions they were equally up to par, providing good traction both front and rear.

I have found that some people tend to think that because I race motorcycles I am a total speed-crazed adrenaline junkie always looking to run off with the neighbor's daughter. While the latter may be true and it may not be a bad idea to keep the daughters locked up, I actually do enjoy a restrained leisurely ride on a motorcycle that is composed at street speeds and not excruciating on the body. In fact I found that the GSX650F was really starting to grow on me over the two weeks. Constant commuting in the rain had me quite happy that I was riding a motorcycle with a mild temperament and a chassis I could trust.

While the limits of the GSX650F's capabilities can be reached quite easily by an experienced rider, I was not turned off by the Suzuki. Instead, I grew to appreciate the many qualities the GSX650F possesses. This is no one-trick pony. In fact it's an extremely versatile motorcycle. Whether you are into sport riding, touring or everyday commuting, the GSX650F has the ability to do it all. At an MSRP of $6.999 this will surely be an attractive option for the budget-conscious rider or someone looking for that first bike that gets it all started.