The Kawasaki ZX-9R was a sport bike manufactured by the motorcycle division of Kawasaki Heavy Industries of Japan from 1994 to 2003. There were five model incarnations across two basic designs. Throughout its production run, it was both maligned and praised for its road-riding bias, which allowed for more rider comfort but less of a racebike-on-the-road experience of more single-minded competing designs.The ZX-9R debuted in 1994. Kawasaki developed the model in response to Honda's introduction of the CBR900RR FireBlade for the 1992 model year.
Prior to the advent of the FireBlade, large-capacity Japanese sports motorcycles had become polarised. On one side were the 750 cc sport bikes, influenced by Endurance racing and the World Superbike Championship. On the other, the "big-bore" 1000cc-plus sports-tourers had become the natural evolution of the performance bikes of the preceding 20 years. In simple terms, the 750's had the handling, the big-bores had the power. In both categories, Kawasaki ruled. The ZXR750 offered the technology and the performance of ultra-expensive racing-homologation models from Honda and Yamaha at half the price, and it outclassed the similarly-priced GSX-R750 of the time, which still featured a perimeter frame and an oil-cooled engine, while the ZZ-R1100 held the title of the fastest production motorcycle on Earth.
The FireBlade packaged a 900 cc engine into a 750 cc sport bike chassis. It combined big-bore power with sport bike handling, but, crucially, it also pioneered meticulous attention to weight-saving design. The FireBlade not only outpowered the 750's, it was also significantly lighter. This was the detail overlooked or underappreciated by Kawasaki when they set out to build their FireBlade-beater. In building the first ZX-9R, Kawasaki combined their class-leading big-bore, the ZZ-R1100, with their class-leading 750, the ZXR750, rather than commit to an entirely-new design.
The result was a big motorcycle; despite weight-saving measures like magnesium engine covers, its quoted dry weight was 215 kg, almost 30 kg heavier than the FireBlade. It made around 125 hp (93 kW) at the rear wheel on the dyno, between 10 and 15 hp (11 kW) more than the FireBlade, but this advantage in power couldn't make up for its size, weight and reduced agility. Rather than be a direct competitor, the ZX-9R was a retained as a more stable and more comfortable alternative to the Honda, with more straight-line speed.
The road-going bias is evident through the raised clipons and more upright seating positions. The ZX9R also had a reasonable seat height, however it posed a problem to shorter riders due to its wide seat and fuel tank.The first ZX-9R could be seen as a ZXR750 incorporating a number of ZZ-R1100 design features. The wheels (three-spoke cast aluminium alloy 3.5"x17" front and 5.5"x17" rear), front forks (fully-adjustable 43 mm upside-down KYB) and unbraced fabricated aluminium box-section swingarm with fully-adjustable remote-reservoir KYB monoshock were direct carry-overs from the ZXR. Importantly, the twin-piston rear Tokico caliper no longer mounted via a torque arm, and the clip-on handlebars mounted above the top triple clamp, not below. The four-piston Tokico front calipers and 320 mm front discs were common to the ZZ-R and the ZXR.
The frame was a welded aluminium-alloy dual-beam with cast steering head and swingarm endplates, but with steel-tube engine cradles and swingarm-mount endplates extending back to support the rider's seat and attach the bolt-on subframe, like the ZZ-R1100.
The engine was 899cc. The crankcases, clutch and gearbox were carried over from the ZXR750, with a longer-throw crank and a bigger-bore, taller cylinder block for the larger capacity. The cylinder head was externally highly similar to the ZXR, as well, but incorporated rocker valve actuation like the ZZ-R1100 instead of the ZXR's direct actuation. Redline was an impressive 12,000 rpm against the FireBlades 10,500 rpm. Induction was by 39 mm Keihin CV carburettors, and the engine breathed through a huge 10L airbox fed by dual ram-air intakes on the nose of the bike, under the single headlight, via ducts passing back and over the frame beams near the steering head, like on the ZZ-R.
The result was a big motorcycle; despite weight-saving measures like magnesium engine covers, its quoted dry weight was 215 kg, almost 30 kg heavier than the FireBlade. It made around 125 hp (93 kW) at the rear wheel on the dyno, between 10 and 15 hp (11 kW) more than the FireBlade, but this advantage in power couldn't make up for its size, weight, and what turned out to be a poor choice of rear suspension linkage ratio and swingarm pivot position, which compromised rear-end grip.
The new bike was almost as comfortable and as fast as the ZZ-R1100, and it handled much better than the big sports-tourer, but couldn't match the FireBlade's agility. Rather than a direct competitor, the ZX-9R was a more stable and more comfortable alternative to the Honda, with more straightline speed.Detail changes. Power goes up from 139 to 141hp. The rear suspension linkage and rear spring rate were changed, improving handling. Pillion grab rails were added, the gearboxes were made stronger, and new six-piston Tokico front calipers replaced the previous model's four-piston units. Weight went up to 218 kg.For 1998, Kawasaki completely redesigned the ZX-9R. The basic roadgoing bias of the bike, with the relaxed riding position and generous chassis dimensions remained, but the character of the bike was fundamentally changed.
Engine bore, stroke and redline remained unchanged; everything else was completely new. The clutch was changed from hydraulic to cable-operated. The generator was moved from behind the cylinder to the more conventional location at the left end of the crank. There was now no balance shaft. The valvetrain switched to direct valve actuation, and the cylinder head was plumbed for then-new plug-top ignition coils, replacing more conventional remote coils and high-tension leads. Notably, the new engine also featured a Hall-type cam position sensor on the exhaust camshaft. Cam position sensors are typically used in conjunction with electronic fuel injection. As the ZX900C featured induction by Keihin 40 mm CV carburettors, a cam position sensor wasn't necessary. Its inclusion could indicate that Kawasaki had designs to include fuel injection on the engine in the future, but this did not happen until the 2003 introduction of the Z1000, which uses a bored-out ex-ZX-9R engine with a side-draught cylinder head.
The frame lost the steel engine cradles, but also its bolt-on subframe and the rear ride height adjuster. The swingarm was a new unbraced, rectangular-section extruded design. The wheel sizes were the same, but the wheels were a new, lighter design. The brake calipers carried over, but the discs were smaller and lighter without stopping power being affected. New 46 mm right-way-up KYB forks replaced the heavier, though stiffer 43 mm USD's on the B model. The rear shock changed from a remote-reservoir to a lighter, more compact piggyback design. The wheelbase dropped 30 mm to 1410 mm.
Overall, with a factory-quoted dry weight of 183 kg, the C-model weighed less fully fuelled than the first B-model weighed dry.
Visually, the new bike retained the rounded, voluptuous, organic look of its predecessor, but became sleeker, with a slimmer tail unit and a smaller fairing. As a consequence of the smaller engine and shorter wheelbase, though, the fuel tank became wider and intruded more on the riding position than before.
At launch in late 1997, the ZX900C caused a sensation. The total redesign resulted in a bike which thoroughly outclassed the modest update of the FireBlade Honda introduced for that year. The two bikes were now evenly matched on weight, but the ZX-9R retained its power advantage and was universally acclaimed as the better sport bike; it was faster, it handled better and possessed a raw, involving feel for the rider. By contrast, the 1998 FireBlade was widely criticised for its uncommunicative handling. In addition, Kawasaki chose simple, single-colour paint schemes for the ZX-9R, offering the bike in the house colour of lime green, candy metallic blue and, in some markets, candy metallic black.
Unfortunately for Kawasaki, late 1997 also saw the introduction of the Yamaha R1. While flawed in several respects, this completely new sport bike design offered performance and styling which rightfully went on to capture the imagination of the motorcycling public.A dramatic new look was introduced for the 2000 model, with distinctively feline twin headlights and a separate ram-air intake replacing the single headlight and integrated intake of the C-model. The engine gained a few horses from a compression ratio increase from a lower duration intake cam, which increased static compression. Further improvements were aimed primarily at handling.
The frame was made stiffer through the enlarging of the front engine mounting bolts, though this still left the ZX-9R with just a single front engine mount on either side of the frame. Further, the rubber bushes in the top rear engine mount were changed to alloy. This combined to make the engine's contribution to the stiffness of the frame/engine unit greater.
The swingarm pivot and wheel spindles were made considerably larger in diameter, again for more stiffness. Increased offset on the triple clamps reduced the trail on the front wheel to make the steering more agile. The forks were shortened to save weight, and the rear shock top mount was redesigned to incorporate a ride-height adjuster.Changes to the 2002-2003 ZX-9R extended well past simple cosmetic modifications. Additions included a strengthened swingarm (by a claimed 20 percent), stiffened frame, new engine mounts, new rear shock, increased trail and reduced fork offset, and new Nissin four-piston caliper brakes and 320 mm discs at the front wheel. Slight engine modifications included new Keihin carburators and a heavier crankshaft to smooth out shifts. The exterior stayed much them same. The rear passenger grab handles and fairing stay were removed from the 2002-2003 models. Color options for 2002-2003 included Kawasaki green, candy gold spark, black and silver.
2003 spelled the final year for the road oriented ZX-9R, as competitors Yamaha with its YZF-R1 and Suzuki with the GSX-R 1000 took the market lead with their racier, more track oriented offerings. Honda also followed this route (albeit to a lesser degree) with the CBR 954 and 1000RR. The Kawasaki ZX-10R was poised to go head to head with these other Japanese literbikes, and with no direct competitors and no room in the Kawasaki lineup, the ZX-9R was relegated to the history books.

Ducati has finally pulled the wraps off its new heavily-redesigned Multistrada 1200 at the Milan EICMA show, and it’s fair to say to that the new bike is a far cry from its previous incarnation. Powered by a slightly modified version of the same liquid-cooled 1198cc V-twin Testastretta engine used in the company’s superbike lineup, the all-new Multistrada 1200 most interesting calling card is its advanced electronic engine (and in the case of the 1200 S model, suspension) control that transforms the new Ducati into four distinctly different motorcycling personalities.Utilizing four different engine modes— “Sport”, “Touring”, “Urban”, and “Enduro”— that can be changed on the fly at the touch of a button, the Multistrada is able to significantly alter its overall character via electronic adjustments to its fueling/ignition curve, ride-by-wire throttle, traction control, and with the Multistrada 1200S, even the suspension. For instance, while the Sport mode provides a full 150-horsepower output with a “sports-oriented suspension setup” and traction control set on level 3, the Touring mode offers the same peak power, but with a smoother torque delivery and traction control set on level 5 for a larger safety net, and the suspension settings dialed back to provide full comfort. Selecting the Urban mode instantly pulls back power to 100 horsepower, with the traction control set to level 7 to provide “high system intervention so the rider can enjoy enhanced safety even in the most chaotic of stop-start traffic”, with suspension set for “tackling the maze of city streets full of speed bumps and drain covers.” And unlike the previous Multistrada, should you venture off the paved path, a push of the button sets you into Enduro mode, where smooth 100-horsepower output, higher-set suspension, and traction control reduced to level 1 for almost no intervention (because spinning the tire is desired in this instance) allow you to traverse off-road sections in stride.There will be two different “equipment packages” offered with the S version of the Multistrada: a Sport edition with various carbon fiber components, and a Touring version with centerstand, heated grips, and specially-designed hard luggage. Both come standard with ABS.The standard Multistrada 1200 will be equipped with a fully adjustable 50mm Marzocchi inverted fork and likewise adjustable Sachs rear shock – ABS is available as an option. The S models are equipped with the electronically-adjustable Öhlins 48mm inverted fork and rear shock that were developed in conjunction with Ducati, allowing the changing of spring preload, rebound and compression damping adjustment to settings pre-set by Ducati, or an independent mode that allows owners to customize their own settings-- all via push-button access.The Testastretta engine is based on the 1198 superbike powerplant, but has been given the “Testastretta 11˚” moniker because of its somewhat unusual cam timing. Instead of the standard Testastretta that has 41 degrees of cam overlap (overlap is the amount of time the intake and exhaust valves are both open) in order to maximize volumetric efficiency by using the exhaust and intake pressure waves, the Multistrada’s engine has just 11 degrees. In conjunction with revised camshaft timing, redesigned ports and compression ratio, this not only produces a much smoother torque curve, but also provides benefits in emissions and fuel mileage as well. Intake is through two elongated snorkels protruding up front that feed both the airbox and the oil cooler. The 2-into-1-into-2 exhaust utilizes an under-engine chamber that handles both sound and emissions absorption, with two small outlets that provide plenty of room for the hard bags.
Other interesting new features include a keyless ignition similar in concept to many luxury automobiles, a claimed dry weight of 417 pounds, adjustable windscreen, 5.3-gallon fuel tank, and two 12 volt power outlets for electric accessories. No prices have been set at this time.

Despite cash-strapped parent company Harley-Davidson looking to sell it off in order to raise much-needed capital (this after recently purchasing ownership rights late last year), MV Agusta looks to be back at full strength with a flurry of new models for 2010, the latest of which is the all-new F4 1000 R that was unveiled at the Milan EICMA show. In an apparent move toward allowing the bike to be legally campaigned in the World Superbike Championship, MV Agusta has returned the F4 to its previous-generation 998cc displacement with an all-new engine that is much lighter and compact, yet nearly as powerful as its 80cc-larger predecessor. Although using the same basic hybrid chromoly steel lattice/cast aluminum sideplate frame design, the new chassis is both stronger and lighter than its forerunner.While the inline-four-cylinder engine architecture utilizes the same 76 x 55mm bore x stroke configuration, virtually everything else has been examined and redesigned in the quest for less weight and more power. The crankshaft inertia has been increased by 50 percent to smooth throttle response (one of our major gripes with the F4 engine in nearly all its incarnations over the years), with lighter and stronger connecting rods. The cylinder head’s signature radial four-valve combustion chamber setup returns with lighter titanium intake valves and shorter intake tracts working with the TSS variable intake setup (first seen on the F4 Tamburini model) breathing through new 49mm Mikuni throttle bodies sporting two injectors per cylinder. All of this, plus the Mark II traction control system, is manipulated by the first production use of the Marelli 7BM ECU; besides the eight different levels of intervention that can be chosen, the Marelli unit also contains standard and “rain” engine management maps. Both the oil and coolant pumps have been redesigned for better efficiency, with numerous additional changes to the engine cutting bulk and/or adding power.The original four separate “organ pipe” under-seat exhaust penned by original designer Massimo Tamburini has been retained, with the addition of an electronically-controlled valve helping cut down on noise while helping tune exhaust pulses for optimum power. In fact, Tamburini’s original styling for the F4 has been kept largely unmolested, probably a good thing when you look at what happened the last time a company decided to swap from a Tamburini design (think “999”).Although outwardly similar, the hybrid chromoly steel tube lattice/cast aluminum sideplate chassis has undergone extensive revisions. Changes to the thickness and diameter of the steel tubing coupled with a redesign of the aluminum swingarm pivot plates has resulted in less weight and better torsional rigidity. The swingarm pivot plates have also been moved forward, increasing front-end weight bias while allowing the single-sided swingarm to be 20mm longer without affecting the wheelbase. That swingarm has been extensively revamped to drop 2.65 pounds while maintaining the same level of torsional rigidity. Even the 50mm Marzocchi inverted fork and rear wheel hub went under the engineering CAD knife to drop weight.The end result is a motorcycle that cranks out a claimed 186.3 horsepower at 12,900 rpm, while weighing in at a claimed 424 pounds dry. Surely a recipe for serious performance, and one that we’ll be reporting on as soon as we’re able to swing a leg over one.
source:http://www.sportrider.com

The previously mentioned engine of the Kawasaki ZX-10R is the key to the identity of this motorcycle. It’s still the horsepower king and was praised by all on the track. Most noticeable, though, isn’t the outright power, but how the Kawasaki puts the power to the ground. Where the Suzuki feels smooth and seamless, the Kawasaki and Ducati are more volatile, really grabbing your attention, while still delivering a never-ending supply of acceleration through the first four gears. It isn’t until well into fifth that the constant pull on your arms lets up, though only slightly still. It really does feel limitless.

“The Kawi motor is one of the most fun to ride, it has a very grunty low-end, mid-range and somewhat explosive top-end,” says Sorensen. “This is one of those bikes as you get into the upper gears your mind gets busy with the way the scenery is blurred. I would imagine after some seat time you would get used to the way the Kawi puts down the power but upon the first ride it is a little overwhelming even for skilled rider.”

“Man-oh-man the Ninja rips,” exclaims Kenny. “It hauls ass, it’s the rompin’-stompin’ motor that we all love about open-class bikes. More than a few times I found myself going ‘Holy crap!’ because I didn’t realize I was still going so hot that far into the braking zone.”
But it’s still not the most agile of the group, which is highlighted in the data with the second- slowest fickability scoring in the group, some likely due to its slightly heavy 459-lb wet weight. Still, compared to the previous version, no doubt the changes paid off. In our group it received somewhat mixed reviews, though much more positive than negative.

“For me the Kawasaki chassis was one of the best, it was very easy to go fast on,” comments Waheed. “It may not turn as quickly as the Honda or be as stable as the Ducati but as an overall package, for me at least, it worked the best. I was fastest on the Kawasaki and I really like everything about the ZX chassis.” “The Kawi turn-in was a little slower in comparison to some of the other bikes, which I don’t think is a bad thing,” Sorensen adds. “In left-to-right transitions it took a bit more effort compared to the other bikes. With the current set-up this bike moved around a little bit more as you would flick it to change direction, but I recorded my fastest lap of the day on the Kawi.”

As for stability, once on its side, the Kawasaki found itself right in the middle of the pack. No question the Ducati and Suzuki were more planted than the ZX when cranked over with your knee on the deck, yet it was right on-par with the Yamaha and Honda, allowing the rider to push when desired.

“I am really comfortable on the ZX and for some reason it feels just good enough to make me want to push it harder,” Hutchison remarks. “The Kawasaki holds its own in the turns for sure. Is it the most stable of the group? It’s not unstable as much as it’s just not the most stable of the group.”

Where Kawasaki would really get unsettled was when picking the bike up and accelerating out of the corner. It easily gets light and flighty though the bars when hammering the throttle hard. One would think the fancy Ohlins damper would solve this, but on the Kawasaki it’s not much more than an ornament. Adjusting it does little to nothing and the stiffest setting is still far too light.“I think the Ohlins damper on the Kawasaki is only there for decoration, at least the adjustment part,” Waheed commented. “The bike gets a bit shaky on the gas and adjusting that does literally nothing. It feels the same full-soft as it does full-hard. Kind of pointless they even made it adjustable at all.” While not numb by any stretch of the word, the fork and shock didn’t give the same direct connection with the pavement as some of the others – specifically the Suzuki and Ducati. It was enough to be able to push hard, to an extent, but it didn’t translate back to the rider that same feeling of being glued to the ground that some others did. This is another area where the Kawasaki received mix opinions with the others and lost some subjective points.

“The mid-corner stability on the Kawi is decent,” Sorensen remarks. “I would have liked to get more information (feedback) from the front end, the front tire, to be more comfortable pushing harder on the entrance to the corners. I think with that I could have gone even faster on the Kawasaki than I did.” On the other hand, when it came time to get things hauled back down from speed, the Kawasaki’s brakes were one of the best in the group. Plenty of initial bite via progressive lever action produces gobs of feel and feedback. Definitely a shining point for the Kawasaki. Where we used to always criticize all of the rubber-lined Japanese bikes for lacking in braking power, they have now figured out a way to keep the rubber lines and match the power and feedback of steel-braided equipped bikes like the Ducati. It’s very impressive. “I really enjoyed riding the Kawasaki; it’s like taming a huge beast, but in a good way,” Sorensen said of the ZX-10R as a whole. “It definitely takes more concentration to ride this bike hard, but once you start to get a feel for the Kawi’s personality you can go fast on it with confidence.”

That’s about the perfect way to describe the Kawasaki: A bike that is capable of going very fast but requires a lot of concentration to do so. It’s lifting the front tire on the gas, the back is coming around going into the corner; there’s never a dull moment of the latest ZX-10R, which by a hair still retains its title as the Horsepower King. This is also exactly why this bike falls just short of the top two spots. The potential is there, but it just takes a bit more effort to extract that performance where as the top two do it with ease. But if it’s an invigorating track experience you are after and green is your color, look no further…

Michelin introduces its latest generation of DOT racing and slick tires developed from MotoGP.

By Mark Miller

Even though the company has been forced out of the MotoGP and World Superbike championships, as well as the British Superbike and AMA Superbike national championships, Michelin hasn't exactly been sitting around sulking. The French company has been hard at work developing its latest generation of supersport tires, which they decided to introduce at the beautiful new Algarve circuit in Poritmao, Portugal.

Michelin's massive R&D department (which is backed by a budget of nearly $800 million a year) has spent three years developing its replacement for the Pilot Power series of tires, now designated the Michelin Power One. This new family of tires not only includes racing DOT-legal 17-inch rubber, but also full 16.5-inch racing slicks and rain tires.Michelin's new Power One 2CT (Two Compound Technology) 17-inch tire offers several advantages over its predecessor: A pointier profile encourages deeper trail-braking, easier changes of direction, and an increase in side grip with a contact patch that's up to 15 percent larger than any previous model. There is also a new “Road/Track” version that is intended for the rider who also frequently attends track days. All versions still utilize the multi-compound system that features a softer rubber on the sides for more grip with a harder rubber in the middle.

A redesigned tread pattern covers a mere five percent of the tire with actual tread—the minimum legal limit allowed by law. It's pretty obvious from their appearance these tires are intended by Michelin to be used exclusively for track days, dry canyon carving, and racing—not for the daily street commuter who might get caught out in the rain. Their all-new 100 percent synthetic compounds offer quicker warm-up than any other tire Michelin has produced, however.

So how do they perform? Michelin had a whole fleet of sportbikes shod with the new rubber, including Yamaha's new R1. This gave us an opportunity to really put the tire through its paces.Next up came the more aggressive compounds/construction specifically designed for the abuse of a racetrack, though identical in appearance. Same bikes, different tires.

Unfortunately, with an entire fleet of motorcycles to keep track of, it was difficult to keep all of the suspension adjustments the same, and the R1 I initially rode was much too soft, allowing a lot of wallowing and pitching that made me think I might toss it down the road. But when I traded that bike for the previous R1 I had ridden that worked well on the Road/Track version, this time everything responded beautifully. The “Version A” and “Version B” race tires (there is also a “Version C” available) were just terrific, and a huge improvement above all other tires on the day; superb grip and agile, sure-footed handling was available in spades.

Later, a technician confessed that Michelin has another Power One front tire that most of his racers preferred called “Version V”. Its even-pointier profile than the Version A and B tires offers even higher side grip, but its handling can be overly nervous for less experienced riders. Unfortunately, these were not available for testing that day, much to my chagrin.On the development-through-racing side of things, Michelin has now actually started its own "Power Research" World Endurance Team, a first it says for a tire manufacturer. The company is also participating in the Spanish and Italian National Series, as well as American Pro-Am series CCS and WERA.

Michelin has created an interactive website for the Power One (www.michelinpowerone.com) that gives the user specific tire recommendations (and even air pressure suggestions) based on a large number of parameters, including what bike, what type of riding (including the length of race, if required), weather conditions, and even the specific type of racing circuit.

Sportbike tire sales worldwide have gone up 90 percent over the past 10 years, most of which Michelin attributes to an increase in available track days. And while many consider it disappointing that Michelin has been excluded from world championship racing, the French tire company has instead decided to regroup and refocus its full resources to capitalize on what, in the end, is the most important thing to all of us: having access to the best possible sportbike tires, period. It seems Michelin is keen on providing just that. – Mark Miller.

source:http://www.sportrider.com/

No, your eyes aren't fooling you, that really is a Harley-Davidson in the pages of Sport Rider. What is it and what's it doing here you ask? Well, it's the XR-1200 and the reason why it's here is all your fault really. You see, originally H-D designed and built this bike solely for the European market, as the naked sport(y) bike segment is much more popular across the pond than it is over here. When it was released however, dealers from all over this country clamored for it and made their desires known to the company. Not only that, but individuals just like you complained to the folks on Juneau Avenue about how much you really want this bike. Some said how they'd buy it on the cool factor while others said they didn't want a sportbike but weren't ready for a cruiser either. Still, others loved it because of its historical roots. Whatever the reason, H-D felt compelled to listen to its fan base and release the XR-1200 around the world.
Oh and there's still another reason why you're reading about this bike in a magazine you thought would never feature a Harley: dirt track racing is cool. In fact, as much as we love road racing, some of the best racing we've ever seen occurred on dirt ovals.
First, let's make one thing clear: this is not a sportbike. It was never meant to be a sportbike. H-D's primary focus was to turn to its XR-750 dirt tracker--a machine that has more dirt track championships than anything else--for inspiration for a road-going model. The emphasis is on fun, sporty type riding with unmistakable Harley style. In a sense the company is banking on its own legacy to create a motorcycle that doesn't fall into any pre-existing categories.But creating a motorcycle meant for the road based off of one that lives on the dirt presented its own set of challenges. Fortunately, the existing Sportster platform provided a good starting point from which to start from. Gas tank and tail sections received a dirt track makeover and the gaudy chrome was instead replaced with menacing black and satin chrome. The 1200cc Evolution engine was massaged slightly and received a bump in compression from 9.7 to 10.0:1. Camshafts directly from the Buell XB12R Firebolt also made their way to the XR, providing more lift and longer duration than the standard Sportster cam. To maintain that classic XR look, the traditional side-draft air-cleaner setup of Sportsters past had to be reconfigured. The solution was a down-draft setup utilizing a 50mm throttle body, with the sleek airbox situated just under the fuel tank for a clean look. Harley doesn't release horsepower figures, but it will say that the bike puts out 74 ft-lbs of torque--five ft-lbs less than the standard Sportster--though Harley reps say peak horsepower is substantially higher than its more docile cousin.
For the first time ever on a production Harley, inverted forks sit up front. This time they're of the 43mm cartridge variety provided by Showa. Adjustability is nil however, but suspension travel is nearly five inches. Interestingly, the XR uses a split-rake fork offset: rake is 29.3 degrees while fork angle lies at 27.8 degrees. Twin shocks adjustable for preload lie out back with 3.5 inches of available travel. In the braking department, dual Nissin four-piston calipers bite on 292mm disks in front while a single, 260 mm disk is mated to a two-piston caliper. H-D worked in conjunction with Dunlop to develop a specific variant of the popular Qualifier model just for the XR-1200 in a 120/70ZR18 (yes, 18) front and 180/55ZR17 rear. From there a hollow, cast aluminum swingarm and cast aluminum alloy wheels reduce unsprung weight.
As mentioned earlier, the XR-1200 doesn't exactly fall into any pre-existing category of motorcycle. It is billed as a sharp handling machine (for a Harley anyway) that you can, in fact, drag a knee with. We were skeptical too until we saw the press materials that included pictures of test riders in full leathers with their knees on the deck. Granted, it was at their test facilities, but it was good enough for us. To get our own feel for the bike, journalists were invited to San Diego, California to put it through its paces. Immediately, you're greeted with a high handlebar and rearset foot controls. It's not enough to really shift rider weight forward, instead it gives a more neutral seating position compared to what you'd expect from a Harley. Gearing is widely spaced throughout the five cogs which requires adapting to holding a gear longer and taking advantage of the torque.Perhaps where the XR-1200 really comes into its own is in the twisty stuff--territory where you wouldn't dare bring an Electra Glide. It's here where the wide gearing let's you focus more on the turn than what the engine is doing. Steering is predictably slow and heavy, favoring a smooth, natural line over a late apex and quick turn-in. The XR will then follow a line nicely and tracks as it should. Learn to adapt to it and the bike will reward you; force it and it will bite you. On that note, there are times when it's obvious the bike was designed for smooth European roads; rear suspension runs out of travel quickly over less than ideal surfaces and that forces the front to understeer when being overridden. That European flavor isn't always a bad thing however; it'd be easy to think the brakes were designed to slow the bike from autobahn speeds as the dual discs and Nissin calipers are clearly the strongest pairing we've seen on a Harley. They're quick and responsive and give good feel at the lever.
First impressions on Harley's latest creation are positive. It's an enjoyable ride for someone who isn't looking to get every last ounce of performance out of their sportbike and instead wants to experience the open road. The question now is how many of those are there? Vivid Black versions of the bike will sell for $10,799, while the Mirage Orange Pearl goes for $11,179. The company is already taking cash deposits for the first 750 XR-1200s and those who are lucky enough to get their hands on one will also receive a commemorative number one number plate. It's nice to see that a big company like this one listens to their customer's demands, but now that they've done so it's up to you, the buying public, to put your money where your mouth is.

Technology is a many splendored thing. Just look at the ways in which technology has shaped our lives: written letters have given way to emails, cell phones have (almost) made landlines a thing of the past, and who needs a map when you've got a GPS? In many ways, technology has made once arduous tasks more convenient.
Yet the internal combustion engine and the method by which it delivers its power to the road has remained largely the same for the past century. A power transfer device of some sort distributes the power from the crankshaft to a set of constant mesh gears which then distributes that forward motion to the driven wheel or wheels (over simplified of course). It's been the same for ages. And as the saying goes; if it ain't broke, don't fix it. Right?
Wrong. At least according to Aprilia. There are some drawbacks to the conventional method of forward motion transfer, and borrowing a rather new technology from the four-wheeled spectrum, Aprilia has equipped its new Mana 850 with a CVT, or Continuously Variable Transmission. We'll get more in-depth with the CVT later, but let's switch gears (pun intended) and talk about the rest that the Mana has to offer.Sum Of Its PartsThe Mana isn't exactly a sportbike, but it is an awfully nice tool to tackle the everyday needs of a rider. To start, the Mana's steel trellis frame cradles the 850cc 90-degree V-twin. Like its Shiver stablemate, this engine is also manufactured entirely in-house. On the dyno, the Mana put out a disappointing 55 horsepower and 40 lb-ft. of torque. That torque curve, however, is flat as a board throughout the entire rev range, providing decent acceleration no matter what rpm you're in. Of course, you'll never know how fast the engine is spinning because there is no tachometer on the sparse gauge cluster. The speedometer dominates the gauges, while an LCD screen displays drive mode selection and gear position, assuming you're shifting gears manually. In their infinite wisdom, the folks at Aprilia must have figured that since it can shift itself there's no need for you to know the engine speed. Word to Aprilia: we want the tach back.
Suspension duties are provided by a non-adjustable 43mm inverted fork with 120mm of travel, while an offset shock is mounted directly to the swingarm without the use of linkages. Adjustability is limited to preload and rebound damping. Stopping power in the front is by way of four-piston, radially mounted calipers hugging 320mm disks. Oddly, stopping power by these binders is sub-par from what we've come to expect from Aprilia. The bike will respond to an input at the lever, but that eye-popping bite isn't there. Not to say that the brakes are weak, but the Mana takes a little more effort than we're used to giving for an Aprilia.
The Mana features a wide, flat handlebar that gives it great leverage in the tight stuff and low set footpegs which provide a neutral riding position. Despite the low pegs, the sidestand makes contact with the pavement before your feet. Oddities include a gas tank whose filler tube is located under the passenger seat. Aprilia engineers then placed the tank closer and lower to the C of G for improved handling. We noticed a difference in the responsiveness of the chassis with a full tank and one bordering on empty. The full tank clearly required more effort to turn and wasn't as agile. So what's the deal with the "conventional" gas tank? Well that's now a storage unit. One equipped with a soft, non-scratch lining. There's a small compartment for the toolkit and a cell phone and even a 12 volt A/C outlet to power a phone charger. A full face helmet is claimed to be able to fit, but none of ours did. Nonetheless, this is one of the conveniences of the Mana: a built-in tankbag at no extra charge.What's This CVT Thingamajig?Right, the CVT. Like we mentioned earlier, the basic premise behind traditional gearboxes is that power is spread through constant mesh gears with a fixed amount of teeth. The "problem" with this setup is two-fold: first, there are times when the vehicle is hunting between gears (say on an incline) and the ratios between two gears will either cause the engine to spin incredibly high, or so low that it can't put down enough torque to maintain speed. The second issue is the sudden (and albeit very minute) loss of momentum as the gears are changed from one to another.
A continuously variable transmission eliminates those issues by always operating at optimum rpm for a given speed. Simply put, a CVT has three main components: a V-shaped, high strength metal or rubber belt, a cone-shaped driving pulley of varying diameter that's connected to the engine's crankshaft (like a countershaft sprocket), and a cone-shaped driven pulley, also of a varying diameter, that drives the rear wheel (like a final drive sprocket). At slow speeds the driving pulley is large, while the driven pulley is small, to enable the vehicle to accelerate quickly. As speed increases, the two pulley's diameters will start to inverse, effectively creating an infinite amount of gear "ratios." That isn't to say that you'll continue to accelerate forever, as aerodynamics, as well as the physical size of the pulleys, will ultimately determine top speed.
There are other factors at play here, such as electronic aids that play a part in the system. As for the Mana, its seven gears are set at pre-determined ratios which are ultimately decided upon automatically (when in Autodrive) or electronically when in sequential shift mode.
So What's It Like To Ride?The first adjustment you need to make when riding the Mana is accepting that the clutch lever is gone. You'll instinctually reach for it, but forget it. It's not there. From there the ride experience is much like a scooter--just twist the throttle and you're on your way. A common problem with bikes that do away with clutch levers is slow speed maneuverability, as clutch slippage helps in these situations. Thankfully, the Mana doesn't have that problem. Despite the fact that the CVT disengages at speeds below 20 mph, it immediately transfers power again at the slightest crack of the throttle, giving the same effect as a slipped clutch.
When in Autodrive mode it's near impossible to tell when the CVT is switching gears, it's that seamless. Shifting manually with the hand controls takes some getting used to as well. Thumb for upshifts, pointer for downshifts. Rowing through the gears pressing the button (or using your foot with the traditional foot lever) never offers that sensation that you're really manipulating the motorcycle. Upshifts are still seamless and the engine is automatically rev-matched when downshifting. The feeling is much more akin to riding a large computer. A 516-pound computer, to be exact. In Autodrive, the rider is still able to downshift as long as there is no throttle application. The system will then take over again once it detects the right grip being twisted. The ability to switch between the three power modes: Sport, Touring and Rain is also available while in Autodrive, and while some testers preferred the responsiveness of the Sport mode, others found its high-revving nature a bit annoying and instead preferred the subdued (and quieter) behavior of Touring mode. As on all other bikes we've ridden with power modes, we're still trying to figure out who would really use rain mode. Especially on a bike with only 55 horsepower to begin with.
Convenience. Italian StyleThat being said, the Mana is not the motorcycle for the purist. It is, however, the one for the utilitarian. An added side benefit of the CVT is the distance one's able to travel on a single tank of gas. We averaged slightly more than 39 mpg with the riding consisting of everything from long highway stints to runs up the local twisties. Our best mpg figure for a single trip was an impressive 42 mpg, but the riding was long and boring throughout. When you take into consideration that these numbers all came with the Autodrive map set to full sport mode, where power takes precedence over economy, the numbers become that much more staggering. Beyond that, the seating position is comfortable for long distances (even without a windscreen), the bike handles better than expected given it's budget suspension and there's plenty of room for storage.
But then there's the price. For $9899, the Mana 850 suddenly loses its appeal to the utilitarian. It's got some great features and some innovative technology, but for this price we expect more. A detent in the turn indicator switchgear would be a nice start. Little things you might say but hey-we're purists.