Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These are taken from the Moto Pic Gallery. See Frank on his 2007 Honda Gold Wing 1800. We need more pictures of men and women with their motorcycles. Get your picture in. For details, see Motorcycle Pictures of the Week.
It's got two cylinders.
It's been a few years since the Italian company introduced its family of 450 and 550cc dual-sport and supermoto twins, and the motocrosser is the latest addition. Much more than a merely stripped-down version of its predecessors, the 'crosser features a heavily revised frame and engine aimed at optimizing power and weight.
Throw a leg over the MXV and, aside from the filler cap for the underseat gas tank being right in your crotch, most of the weirdness disappears. Until you kick-start it, and the fuel-injected, 449cc V-twin responds by revving out for a few seconds before falling back to idle, sounding like a pair of 250s parked side-by-side.
At low revs and slow speeds, the engine is torquey and tractable, pulling cleanly through technical sections and out of tighter corners. At higher revs and faster speeds, you'd better hold on tight, because this thing is a rocket! Fortunately there's a switch that lets you toggle from Hard to Soft engine maps, which is a real boon when you're tiring toward the end of a long moto. The spread of power from just above idle to 12,500 rpm is so broad that I didn't even realize the MXV had a four-speed gearbox until I read the specs afterwards! Those wanting more power have the option of switching the ignition timing from the standard Big Bang to Screamer mode, though you'd have to be seriously demented to do so.
The MXV 4.5 only really has two shortcomings. First, its twin-cylinder engine makes it illegal for AMA Pro Racing; check your local club's rules before you sign on the dotted line. And second, at $8499 it's expensive for a dirtbike, even compared to its fellow European exotics from Husqvarna, Husaberg and KTM.
That price won't seem so high to street riders, however, particularly those who've shelled out $15K or more for an Aprilia, Ducati or MV Agusta. And truthfully, if you've got one of those parked in your garage, the MXV 4.5 is the only worthy stablemate shod with knobs.
Particularly if you like being the center of attention.
tech
Spec
| Price | $8499 |
| Engine type | l-c 77-deg. V-twin |
| Valve train | SOHC, 8v |
| Displacement | 449cc |
| Transmission | 4-speed |
| Claimed horsepower | na |
| Claimed torque | na |
| Frame | Aluminum/steel composite |
| Front suspension | 50mm Marzocchi inverted fork with adjustable compression and rebound damping |
| Rear suspension | Sachs shock with adjustable spring preload, high/low-speed compression and rebound damping |
| Front brake | Nissin two-piston caliper, 270mm disc |
| Rear brake | Nissin single-piston caliper, 240mm disc |
| Front tire | 80/100-21 Dunlop D756F |
| Rear tire | 120/90-19 Dunlop D756 |
| Seat height | 37.8 in. |
| Wheelbase | 59.0 in. |
| Fuel capacity | 2.0 gal. |
| Claimed dry weight | 238 lbs. |
| Contact | www.apriliausa.com |
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Who is Johnny Pag? He's a custom chopper builder turned production bikeproducer. His company, Johnny Pag Motorcycles, offers a line of Chinese-made cruisers, choppers and standards, all powered by an identical 300cc parallel-twin engine.
Recently we were invited to take a ride on JP's FX-3, a naked standard similar in appearance to the Honda Hawk. As I pulled away from Johnny Pag world headquarters in Irvine, California, every bike I had ever ridden suddenly snapped into focus as a paragon of performance engineering.
That's not to say the FX-3 isn't a fine motorcycle. It's just that having ridden more refined machinery, the bike is pretty lackluster. Luckily for Johnny, the FX isn't aimed at experienced riders. Pag explained that his machines are intended for first-time riders, and as such are an excellent introduction to the two-wheeled world.
With a low, 31-inch seat height, manageable 300cc engine and affordable $3399 price tag, the FX-3 is a very inviting first ride. It's freeway-legal, and actually freeway-able for short jaunts, so it makes a great short-distance commuter for someone who might otherwise gravitate toward a scooter. The styling is pretty neutral, with the only outstanding aspects being the undertail silencers and the smallish 15-inch rear wheel. My friend's 15-year-old son said something about it looking dope, fly or otherwise acceptably cool. I agree. If you haven't popped for the Lasik surgery yet and stand far enough away to miss the warty welds, this bike has a purposeful, naked-streetfighter look. It comes in black or red, with matte-black engine complete with "Johnny Pag" on the clutch cover.
The DOHC two-valve engine is mundane but functional, and the braking components, although unidentifiable as to manufacturer, work quite well. The only obvious issue was a soft and under-damped fork, which made for some nose-plunging stops. Surprisingly, the FX comes with fully adjustable shocks, which worked well to smooth out the bumpy Orange Country back roads.
The question of reliability for this new brand is answered by a one-year factory warranty, which can be extended to four years. If needed, work can be done at any of JPM's 120 U.S. dealerships. The only mechanical issue that came up during testing was difficulty shifting. The tranny popped out of second several times, and was hard to get from second to third. To be fair, our testbike only had 57 miles on it and the transmission will likely benefit from some additional break-in miles.
After a weekend getting to know the FX-3, I could definitely go for it-but only if I'd never gone for anything else before. And that's just how Johnny Pag wants it.
| tech | |
| SPEC | |
| Price | $3399 |
| Engine type | l-c parallel-twin |
| Valve train | DOHC, 4v |
| Displacement | 300cc |
| Transmission | 5-speed |
| Claimed horsepower | 23.8 bhp @ 6500 rpm |
| Claimed torque | 18.5 lb.-ft. @ 6500 rpm |
| Frame | Steel double-cradle |
| Front suspension | 37mm JP fork |
| Rear | JP shocks with adjustable spring preload, |
| suspension | compression and rebound damping |
| Front brake | JP two-piston caliper, 270mm disc |
| Rear brake | JP two-piston caliper, 240mm disc |
| Front tire | 90/90-18 |
| Rear tire | 130/90-15 |
| Seat height | 31.0 in. |
| Wheelbase | 59.0 in. |
| Fuel capacity | 3.5 gal. |
| Claimed dry weight | 342 lbs. |
| Contact | www.johnnypag.com |
The automatic-transmission Mana GT I'm riding is doing a fine job of living up to its surroundings. The Grand Touring version of the more suburban Mana, the GT comes equipped with a half-fairing, readying it for rides that take you far beyond the city limits. The GT's new fairing does a fine job of deflecting the chilly mountain air off my chest, but just in case the weather takes a turn for the worse, I've stashed my waterproof jacket in one of the spacious accessory saddlebags ($913.40). Arcing through the fantastic curves of these mountain roads, the new Mana feels roomy, comfortable and well equipped-ready to climb mountain passes all the way to Switzerland and beyond.
Performance is pretty good, too. The Mana accelerates out of hairpin bends with a satisfying midrange punch, heading for a top speed of about 120 mph. The 839cc V-twin produces a throaty exhaust note that rises and falls rapidly as I thumb through the seven-speed sequential gearbox. Alternatively, I could use the foot shift lever, though it feels pretty odd to operate it without a clutch. Switching to automatic mode means the CVT takes care of everything-all I have to do is point the bike where I want it to go. But on these technical roads it's more fun to take control of the engine.
When it comes to shedding speed, the Mana benefits from a powerful braking package complete with competent ABS circuitry as standard equipment. The GT navigates corners quite well thanks to its well-chosen geometry, well-damped suspension and reasonably sticky Pirelli Angel ST tires.
The Mana has a fair share of scooter-style practicality. The 4.2-gallon fuel tank lives under the seat, allowing the dummy tank to act as a lockable storage compartment. Large enough to hold my XL Arai, the compartment features a small dome light as well as a power outlet for charging a cell phone, iPod or GPS unit.
The potential for combining commuting chores with more interesting riding makes the Mana unique, especially with the GT model's additional wind protection and saddlebags. The windscreen is height-adjustable, though not by much. The seating position is unchanged from that of the standard Mana, offering roomy and comfortable ergonomics suitable for long hauls.
The Mana's main drawback is the power-robbing influence of its CVT transmission, which reduces output to a claimed 76 horsepower. Despite having nearly a 100cc displacement advantage over Aprilia's manual-shifted Shiver, it's not nearly as fast. The good news is that Aprilia has added a fairing and ABS without adding too much to the bottom line. The previous Mana (which will no longer be sold in the U.S.) sold for $9899, while the 2010 Mana GT will sell for $10,599.
All of which means that the Mana GT, even more than the standard Mana, is likely to appeal to riders who want one bike both for urban commuting and longer trips. If that sounds like you, the GT is worth a look. It can certainly improve Monday mornings-especially if you head for the mountains.
There's no arguing that Valentino Rossi is the greatest of all time. The 30-year-old Italian has eight world championships to his name and at press time was leading the '09 title chase. He's the only rider ever to win world titles in five different displacement classes, and he has more premier-class victories than anyone in the history of the sport. In 223 Grand Prix starts, Rossi has scored 103 wins, 161 podiums, 57 poles and 81 fastest laps. It's a record of incredible depth and diversity that will likely never be equaled.
Beyond his race résumé, Rossi brings an equally legendary sense of humor to the over-serious world championship realm. A man of many nicknames, known for his outrageous cool-down lap antics, "The Doctor" exhibits his playful wit at every opportunity. His helmet always tells a story. Sun and moon imagery (signifying his two-sided, playful and serious personality) are the only constant. The rest of the graphics are ever-changing. Greatest hits include his own terrified visage ("What my face looks like at the end of Mugello's front straight"), a donkey's face ("I felt like such a donkey after falling off at Indy") or the image of his late, beloved bulldog Guido adorned with angel's wings. Valentino presents himself as a uniquely funny and fun-loving individual-a stark contrast to serious, seemingly soulless rivals such as Dani Pedrosa and Casey Stoner.
Rossi is successful, one of the 10 highest-earning sports figures in the world ($34 million in 2007) according to Sports Illustrated magazine. He's superstitious, choosing to display #46 (his father Graziano's GP number) instead of the #1 traditionally worn by defending champions. And he's intensely loyal to his friends, seldom seen off the bike without Uccio, his childhood buddy who now acts as his personal assistant and confidant. Even his extended circle is never far from his mind, evidenced by the "Tribu Dei Chihuahua" fan club decal on his helmet.
Valentino Rossi is, in other words, exactly the person you want to be. He's fast, funny, amazingly successful yet still humble, adored by men, women and children, friend to the animals and filthy, stinking rich. And while it's unlikely that you'll ever be as fast, funny or fortunate, in 2010 you can at least look like him. Yamaha's new YZF-R1 LE is dressed up with decals lifted from Rossi's factory Fiat Yamaha, the graphics package correct right down to "The Doctor" decals on the windscreen, the #46s front and rear and the reproduction of Vale's signature on the fuel tank.
Unfortunately, unlike the bumblebee '06 YZF-R1 LE that featured upgraded Öhlins suspension, Marchesini wheels and more power, this latest $14,500 version is mechanically identical to the $13,290 base model. That's not to say the Rossi Replica is a complete pretender, however: Except for Ducati's ultra-exclusive Desmosedici RR, no other production streetbike shares so much DNA with its MotoGP forebear. Its unique crossplane crankshaft, sophisticated electronics and suspension technology are lifted straight from Rossi's YZR-M1.
Yamaha's MotoGP engineers first adapted crossplane crankshaft technology to tame the M1 racer's savage, 250-horsepower output. This layout locates each connecting rod 90 degrees from the next, rather than 180 degrees apart as on a conventional crank. This geometric shift, coupled with an irregular firing interval (270-180-90-180 degrees), lets the engine build power more smoothly, which enhances rear grip, improves throttle feedback and makes the R1 hook up and haul out of a corner like no other inline-four sportbike on the market. Yamaha Chip-Controlled Intake (YCC-I) runners snap from a low end-boosting long position to a shorter, top-end enhancing length at 9400 rpm, broadening the power spread and concealing the slight decline in peak power inherent in the crossplane crank configuration.
More techno-trickery in the form of an all-digital Yamaha Chip-Controlled Throttle (YCC-T) provides electronic throttle activation for improved throttle response, and also enables D-Mode functionality that allows the rider to toggle between three preset drive modes with the flip of a switch. Unlike other systems that alter power delivery by fudging ignition and injection timing, D-Mode simply alters the speed at which the YCC-T opens the throttle plates. In addition to the baseline standard setting, A-mode sharpens throttle response by 30 percent while B-mode softens it by a similar amount. The R1 also borrows chassis technology from the M1. A controlled-fill, die-cast magnesium subframe cuts pounds and centralizes mass, while a bottom-mount rear-suspension link better resists squatting under acceleration. The fork separates damping, with compression in the left leg and rebound in the right. This keeps one circuit from negatively influencing the other, improving adjustability and optimizing road-holding performance. Mechanically unchanged for 2010, the R1 still sounds and feels like no other literbike. It works, too: Not only did the R1 win our "Class of '09" sportbike comparison, it also earned our 2009 Motorcycle of the Year award. Yamaha saw no reason to mess with a good thing. Production of the Rossi Replica R1 is limited, and consumer interest has been strong despite a down market for sportbike sales. Chalk up another victory for Rossi's star power. And who knows? Next year might be your last chance to score a Rossi Replica motorcycle. His current Yamaha contract is up at the end of 2010, and persistent rumors suggest he'll exit motorcycle competition and take up auto racing. Rossi has already won a World Rally Cup event in a factory Subaru, beating his boyhood hero, the late Colin McRae, in the process. He's also test-driven a Ferrari Formula 1 car, lapping within a second of F1 superstar Michael Schumacher. Schumi says Rossi has "immense talent" and would be immediately competitive. An Italian native as high-profile as Rossi driving for Italy's proudest carmaker would no doubt prove irresistible to race fans, and would almost certainly be worth any fee Rossi might demand. With nothing left to prove on two wheels, what's to stop him from making the jump to four? Maybe the next Rossi Replica will be painted red. In the meantime, Yamaha will gladly sell you the same technology that helped make Vale such a successful motorcycle racer-and now you can even have the same graphics, too. Jackass helmet sold separately.
Inspiration was imported from America, along with 100 cubic inches of S&S V-twin power, an Andrews transmission and a Gates drive belt. The 41mm Keihin flat-slide, downdraft carburetor is from Japan, and the forged-aluminum Marchesini wheels and 46mm Ceriani inverted fork come from Italy. The most significant French component is Domergue himself, a former nuclear engineer who got his start in the motorcycle business building Scorpa Trials bikes in 1993 with first Rotax and then Yamaha engines. After selling Scorpa earlier this year, he poured the proceeds and his considerable manufacturing savvy into Wakan, a sacred word from the Lakota Sioux language that roughly translates to "spirit in ours."
The motorcycle itself is a faithful rendition of Shelby's 425-horsepower icon, and the engine is still the star of the show. The 120-horse S&S twin hangs from a TIG-welded chromoly steel-tube backbone that doubles as an oil tank. Intake air enters through a stylized 6-71 supercharger muzzle atop the airbox disguised as a fuel tank, which feeds the aforementioned carburetor. Fuel injection is coming. A roto-molded nylon fuel tank takes 3.4 gallons of super unleaded through a filler cap behind the solo seat. Once you're there, Wakan means two cylinders, two wheels and the road.
That's mostly a good thing. The dry clutch takes a healthy pull, and more stopping power up front would be nice. Otherwise, racy steering geometry leading a short, stiff chassis delivers more agility than anything else with pushrods under the hood. There's enough steam to crack 150 mph if you can hang on that long. But then again, hanging on to something like this is half the fun.
Domergue figures to sell 75 percent of the (very) limited-production Roadster in the U.S., though at press time the bike was awaiting official homologation, so you'd have to handle that yourself. But as long as you've been really good, that shouldn't be a problem. Mr. Claus has connections at the EPA.
| tech SPEC | |
| Price | $47,000 |
| Engine type | a-c 45-deg. V-twin |
| Valve train | OHV, 4v |
| Displacement | 1640cc |
| Transmission | 5-speed |
| Claimed horsepower | 120 bhp @ 5750 rpm |
| Claimed torque | 120 lb.-ft. @ 4250 rpm |
| Frame | Tubular-steel backbone |
| Front suspension | 46mm Ceriani inverted fork with adjustable spring preload, compression and rebound damping |
| Rear suspension | Sachs shock with adjustable spring preload, compression and rebound damping |
| Front brake | Six-piston AJP caliper, 340mm disc |
| Rear brake | Two-piston AJP caliper, 220mm disc |
| Front tire | 120/70ZR-17 Michelin Pilot Power |
| Rear tire | 180/55ZR-17 Michelin Pilot Power |
| Seat height | 31.0 in. |
| Wheelbase | 54.3 in. |
| Fuel capacity | 3.4 gal. |
| Claimed dry weight | 403 lbs. |
| Contact | www.engmore.com |
Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These are taken from the Moto Pic Gallery. See RaeJean on her 2006 Yamaha 650. We need more pictures of men and women with their motorcycles. Get your picture in. For details, see Motorcycle Pictures of the Week.
Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These are taken from the Moto Pic Gallery. See Joe on his 1982 Suzuki GS1100GL. Again, there are no women winners this week. Get your picture in. For details, see Motorcycle Pictures of the Week.
