Quirky, odd, unusual, silly. These are some of the words typically uttered by motorcyclists who have ridden a Buell Motorcycle. In fact, I've even muttered those adjectives after a ride on one of its sometimes eccentric and often peculiar motorcycles. Nevertheless, after riding the all-new 1125CR, those terms are about as accurate as Richard Nixon's interpretation of the Watergate Scandal. That's right, Buell, the sole big-time producer of American-made sport motorcycles, has released a new mondo-power streetfighter, destined to become the new King of the Block. Part street brawler, part apex carver, the 1125CR is Buell's contemporary vision of a cafe racer. Don't be fooled by those four numbers before the C and the R that represent its engine nomenclature. Although it shares the same liquid-cooled 1125cc Helicon engine that's in the 1125R sportbike, this is in fact a new machine. With a rigid aluminum chassis, high-end, 3-way adjustable Showa suspension on both ends, and a brick-sized 8-piston front brake caliper, this is a sport motorcycle designed for the rider that doesn't want to have to choose between the street and racetrack; because it can, and will, do both. Without a doubt, the single factor that's going to draw riders to this machine is its wild styling. Buell terms it sinister and wicked, but to me, it's exactly what I've imagined my motorbike to look like if I was riding through the fiery gates in my after-life. Air scoops on either side look like they were copied off a MiG engineer's notebook, while at any angle the bike's profile appears as intense as your cage-fighting friend who's as likely to throw a head-butt as he is to shake someone's hand. Looking at the bike up close proves Buell's level of fit and finish has been significantly improved upon and is now comparable to other motorcycles within its class. Putting the bike in motion is an 1125cc V-Twin (built by renowned Austrian engine manufacturer Rotax to Buell specifications), that sports all the features a high-performance engine requires; liquid-cooling and 8-valve, DOHC architecture utilizing a Formula One-derived "finger follower" valve actuation system claimed to reduce friction and allow for faster valve open-and-closing time. Internally the two pistons are separated by a narrow angle of 72-degrees and slide within a 103 x 67.50mm bore/stroke. Fuel-injection feeds two 61mm throttle bodies and the gas/air mixture is pummeled to a respectable 12.3:1 ratio inside the engine. Three internal counter-balancers help mitigate vibration generated by reciprocating inertia, while a dry sump engine oil lubrication system helps keep mechanical losses to a minimum. Power is transferred to the rear wheel via a six-speed transmission that employs a Hydraulic Vacuum Assist (HVA) Slipper-Action clutch. A completely maintenance-free belt final drive complements the set-up. At first, a non-chain final drive seems quirky, but benefits like its absence of greasy-messiness and the fact that it never requires maintenance or adjustment quickly become apparent. Another plus is due to the constant tension on the final drive belt. There's never any kind of slack in the drivetrain, which in turn provides a smooth, direct acceleration response. Harnessing all 146 horsepower is a thick aluminum frame that uses the engine as a stressed member. An equally beefy cast-aluminum swingarm mounts to a pivot point within the engine case. A 3-way adjustable (spring preload, compression, and rebound) Showa monoshock connects the swingarm and a forward pivot point on the engine case, while an equally adjustable inverted Showa 47mm fork handles front suspension duties. Complementing the sturdy chassis is an equally heavy-duty 375mm front brake rotor and large 8-piston caliper. The rotor itself mounts directly to the wheel, while the caliper uses four-individual brake pads. Buell terms its setup, ZTL2 (Zero Torsion Load) technology, and it's designed to disperse energy loads more efficiently and is claimed to be lighter than conventional dual rotor/caliper applications. Out back a 240mm conventional rear braking disc is clamped down by a double-piston caliper that's integrated into the inner surface of the swingarm, thus eliminating the extra weight of an external caliper carrier piece. To experience the 1125CR in its element, we were fortunate enough to travel all the way to Berlin, Germany where we got a chance to ride America's newest creation on the racetrack, as well as the not-so-mean-anymore streets of the former Eastern Bloc. Swing your leg over the new 1125CR, and you'll be surprised by how small it feels between your legs. Pick it up off the side stand and you notice that its 375-pound claimed dry weight feels low and centered. Reach forward to the thick clubman-style handlebars, and your torso is pitched forward, close to the front wheel. An equally aggressive set of high-mounted footpegs push your knees into the carved recess of the matte-black frame and pseudo fuel tank. Worry not though. If you're not feeling the cafe racer vibe, Buell offers an upright handlebar accessory option which takes a good deal of pressure off your wrists and literally transform's the 1125CR's cockpit into that of a true streetfighter, making extended time in the saddle far more comfortable. Despite its appearance and the gas cap sitting atop its pseudo fuel cell, that Buell-logo emblazed thing-a-ma-bobber isn't actually for fuel. Instead the 1125CR utilizes Buell's fuel in the frame system, while the traditionally-located fuel tank actually houses a ram-air equipped 12-liter pressurized airbox. Turn the key, thumb the starter button and the big V-Twin comes to life without hesitation. At idle, there's no mistaking this bike from anything coming out of Japan. There is still a fair amount of engine vibration, but unlike other air-cooled Buell motorcycles, you don't feel like it's going to rattle itself apart. The sound bellowing out of the low-slung exhaust is just the right amount to draw some wanted attention, yet even at wide-open throttle its tune doesn't reach annoying levels. Accelerating from pitlane at the recently erected Spreewaldring Motodrom reveals a generally well-mannered, rev-happy engine. Below 4000 rpm the engine feels a bit snatchy, like it's running lean; but as soon as that 4k threshold is surpassed, the engine comes online, building rpm's voraciously-- akin to our favorite Italian performance Twin. Power wheelies in the first two gears are pretty much mandatory and can even be mustered in third with a bit of finesse. This type of foolish enjoyment is made possible by the dead-flat torque spread throughout its 10,500 rpm rev range. Winding out the engine to redline exposes a visceral acceleration experience that can become addictive. Yet the engine is also fit to be short-shifted through its plump mid-range. And despite what your senses lead you to believe, around the track, the key to going fast is to just grab another gear and ride the wave of asphalt-grabbing torque. As previously mentioned, below 4000 rpm the carburetion seems to be a bit off, which compromises low-speed throttle response, but get the engine zinging past that mark and jetting feels spot-on. In fact, the combination of the well-sorted fuel mapping and direct response from the belt final drive make accelerating feel almost instantaneous at speed. Navigating Spreewaldring's 1.7-mile track puts a real emphasis on a motorcycle's ability to change directions quickly. And similar to other Buell motorcycles we've tested in the past, the 1125CR requires very little input to get it pointed in the right path. Better yet, its cat-like agility doesn't sacrifice its stability at speed-- even without a steering damper. Even a top speed 156-mph blast (GPS confirmed) on Germany's infamous Autobahn barely did anything to upset the chassis. Impressive. Although the surface at our new favorite German racetrack was about as smooth as my neighborhood bowling alley, the 1125R's chassis delivers loads of feel through the control surfaces. In fact there was so much feedback delivered through Pirelli's racetrack-spec Corsa III rubber that not only was it possible, but highly desirable to spin-up the rear tire through one of Spreewaldring's fast right-hand third gear sweepers. Another plus was the wide range of adjustment available from the suspension. In the morning we began the day with a softer suspension setting, but as track temperatures increased and we started picking up the pace, the bike began to move around a bit too much. And while it was quite entertaining riding around in that fashion it was also a bit sketchy. Regaining its composure, however, was as simple as dialing in additional preload and compression. It's that simple. When it comes time to scrub-off speed, the CR is up for the challenge. There's quite a bit of engine braking to help slow things down and the vacuum-actuated slipper action clutch works flawlessly, completely eliminating rear wheel chatter. When you initially touch the brake lever, there isn't a whole lot of braking bite or feel, but pull a little deeper and soon you're rewarded with progressive amounts of rear wheel in the air power and a surprising level of feel. On the street the brakes feel vague as you don't have a lot of opportunity to grab the necessary amount of lever for them to work. But on the track it's a different story. You can trail-brake really deep through corner apex with the brake lever gently pulsating back and forth--feeding you information about the delicate relationship between rubber and asphalt. Again, Buell's wise OE tire choice really allows the rider to extort a high-level of performance from this bike as it sits bone stock.Riding through Germany's beautiful autumn countryside revealed perhaps the only real flaw in the 1125CR's relatively impregnable armor. While its rigid chassis lends itself well on a smooth, fast racetrack, on the often bumpy, cobblestone-laden roadways the entire bike--especially the rear end feels way too stiff. Even removing most of the preload from the rear shock did next to nothing to reduce harshness. On the contrary, the bike's seat is one of the most comfortable I've ever sampled on a sportbike, but due to the rough riding rear suspension its advantages are almost canceled out. In spite of using a shorter final drive (compared to the 1125R), cruising down the road at 62 mph reads only 4000 rpm in top gear. At or below that engine speed the cockpit gets a little buzzy, but above that magic rpm mark things smooth out pretty quick. Looking down at the sharp Italian-made Magneti Marelli instrument display provides you with an assortment of data headlined by the easy-to-read swept analog tachometer. Directly below there's a small multi-function LCD display that includes a bevy of electronics: an integrated shift light, digital speedo, odometer, dual trip meters, lap timer (records up to 99 lap times), ambient air temperature, coolant temperature, gear indicator, average and instant fuel consumption, miles to next service display, low fuel (plus miles traveled on reserve), high beam, neutral, turn signals, and clock. Also standard is a four-digit pin enabled security system with an integrated ignition immobilizer. Two buttons on the upper-right control all of the functions, and toggling through them is pretty much a no-brainer. For the most part, the instruments are easy to read at a glance, however, we wish the gear indicator, clock, and trip meter were larger as they weren't as easy to read when in motion. You'd assume that since the 1125CR lacks a traditional fairing or windscreen that wind buffeting at speed would be bothersome, but this couldn't be farther from the truth. On the racetrack, I didn't even notice that it lacked a traditional fairing. Even when we did our top speed Autobahn run, I was able to mold my body to the bike and duck behind the miniscule fly-screen in such that a way that I didn't feel like was going to get peeled off the bike. So is the new 1125CR for me? Would you find one parked in my garage? Absolutely. While there are still some peculiar traits like the 1980s-sourced handlebar switchgear and the front brakes that you have to mash on to get the brake feel your after, overall the 1125CR is a complete package whose faults are few and far between. The 1125CR is finally an example of a well-made American motorcycle that can finally compete with the best coming out of England, Italy, or even Japan.

Though the 2009 Vulcan Voyager now represents the flagship touring motorcycle for Kawasaki, the 2009 Vulcan Nomad is a worthy touring mount in its own right. The Nomad comes fully outfitted with top-opening hard saddlebags that are weatherproofed and continue the round lines established by the tank. An adjustable windshield and lower fork-leg wind deflectors prevent the wind from putting the beat-down on you, but the gusting winds coming off the Pacific Ocean proved that the Voyager’s front fairing and windscreen do a better job. The black leather saddle is bucket-shaped, plushly padded, and ergonomically designed. The passenger seat does form a slight lip that applies more pressure on the lower back than the seat of the Classics. Spacious floorboards give riders a little leeway to slide their feet back when you hit the open road. Chrome engine guards in front and back come standard and offer another place to kick the feet up during long hauls. The Nomad is more than prepped for a passenger to climb aboard, highlighted by a separate rear back seat that comes complete with a back rest, a bar to grip tight, and floorboards. Lockable, color-matched, top-opening saddlebags are standard (the same 10-gallon hard side-cases that are on the Voyager). The 1700cc engine has more than enough power to propel both passenger and rider. The engines in both the Nomad and Voyager are tuned to provide more torque at higher rpm, with the full 108 lb-ft delivered at 2750 rpm. At the throttle, you feel the motorcycle builds power a tad slower than the Classic or Classic LT, which are tuned so that peak torque comes on at 2250 rpm. Peak horsepower, a number Kawasaki did not release at the intro, is claimed to be at @ 5000 rpm. Differences in ECU mapping and pipes contribute to the differences in power delivery, with the Nomad’s dual slash cut exhaust tuned for touring. The digital fuel injection system, which now uses one sensor in place of three, is also tuned to deliver peak tourqe andhp at higher rpm. It is the same fuel-injection system used in the Kawasaki Ninja 650R and Vulcan 900 motorcycles. The advantages of switching to one sensor include the system’s ability to automatically adjust for altitude changes and to improve fuel economy. During my tenure on the Nomad, fuel delivery was even and hiccup-free. When questioned about the switch to belt drive, Kawasaki expounded on the merits of the carbon fiber belt drive. At only 28mm wide, it helps keep the width of the motorcycle down. The carbon fiber belt is claimed to offer 40% higher tensile strength than a Kevlar belt of the same width. It gives the Vulcan 1700s a final drive belt that is strong, light and thin, and hard downshifts and aggressive throttle stabs did nothing to deter it from performing without any backlash. Stopping the 833-lb Nomad is the job of dual 300mm discs with dual twin-piston calipers on the front while a single 300mm disc with a single twin-piston caliper does duty out back. The front brakes are powerful and have a progressive feel, while the rear locks without mashing on the brake pedal too hard. Going directly from riding the Voyager to the Nomad demonstrated how well the Voyagers K-ACT system really works. Installing the system standard in all Vulcan 1700 models would be a good move. The Vulcan 1700 Nomad also features a water-cooled alternator with rare-earth magnets that produce 48.5 amps of electrical output, enough to easily power assorted electronic accessories. So if you’re looking to dig into the Kawasaki Genuine Accessories goodie bag and throw on the aftermarket light bar or billet mini-tachometer, providing juice to the new electronics isn’t an issue. The Nomad is 2.4-inches shorter and 52-lbs lighter than the Voyager, but handling is comparable between the two. The 2009 Vulcan Nomad lists for a couple grand cheaper, with an MSRP of $14,399. That price will get you a Nomad in Metallic Diablo Black (with gold pinstripe) while for $300 more you can roll away with the Candy Diamond Red/ Pearl Luster Beige paint scheme. With a day in the saddle of Kawasaki’s V-Twin touring motorcycles under my belt, it was time to turn my attention to the big, traditionally styled cruiser, the 2009 Vulcan 1700 Classic. It is safe to say that none of the four Vulcan 1700 Cruisers benefitted more from the 100cc bump in displacement than the 2009 Classic. With a curb weight 126-lbslighter than the Voyager, the liquid cooled 4-stroke engine sets the bike in motion with greater gusto. Kawasaki claims that the new mill puts out 15% more torque than the Vulcan 1600. With dual staggered mufflers and different ECU mapping, the power is much more noticeable lower in the rpm range than on the other two motorcycles and even feels livelier at the throttle. The tweaks to the fit and finish of the 2009 Vulcan Classic give it more curb appeal. The motorcycle features steel fenders and are the first Kawasaki cruisers with a LED taillight. More chrome is sprinkled throughout the bike, including light stays, fork covers, rear fender stays, instrument nacelle, shock covers, exhaust and engine. The edges of the cooling fins have even received a special NC treatment to add to its luster. To make them stand out even more, the other engine parts that aren’t chrome have a matte black finish. The engine covers are some of the biggest around and conceal part of the engine’s machined heads. The 28.3-inch-high seat of the 2009 Vulcan Classic suited me better than the Voyagers. It doesn’t put pressure in the same spot of my lower back as the bucket-style seat of the touring motorcycles. It also felt like my legs sat out a little more forward, but the reach to the handlebars is the same. The speedometer is mounted high on the tank and is easy to see while in motion. Control switches on the right handlebar let you flip through the trip meters, fuel gauge, clock, odometer, and average fuel consumption. But the feature I like most is the ‘remaining range’ indicator because I’ve run out of gas more than my share of times. The LEDs location below the round gauge of the speedo means getting a reading requires taking your eyes off the road momentarily. I love bombing around on a brawny classic cruiser, arms tightening to hold on with every twist of the throttle. But the freedom of having an unobstructed view of the road comes with a price as wind blast smacks me about mid-chest on the Vulcan Classic as we circle Tomales Bay. Bigger engine, tighter chassis, more gears, new final drive, and more chrome make the 2009 Vulcan 1700 Classic a viable competitor in the classic cruiser class. A MSRP of $12,299 and Metallic Diablo Black paint make the package that more appealing. There’s also a Classic LT version that is factory-equipped with a height-adjustable windshield, studded rider and passenger seats, passenger backrest, and leather saddlebags. Two-tone paint on the fenders and tank and a new 1700 Vulcan Classic LT tank badge also set it apart from the standard Classic. The 2009 Classic LT with its touring options lists for $13,799, but chew on this. If you wanted to do it all yourself and bought all of the accessories that come standard on the Classic LT individually, it’d cost you an extra $1260. Kawasaki throws in a 24-month warranty to boot, twice as much coverage as you’ll get on the Classic. The 2009 Vulcan 1700 Cruisers provide four different ways for riders to continue to “Let the good times roll.”

When it comes down to the sport of motocross there’s only one thing that counts: Winning. And the 2009 Kawasaki KX450F (check out our 2009 Kawasaki KX450F First Ride report to discover all of the changes) motocross motorcycle did just that in our 2009 450 Motocross Shootout. In fact, this year’s KX was so good we assumed that Team Green would give it the BNG (Bold New Graphics) treatment for 2010 and call it a day. But with the competition continuing to evolve, in the form of hotly-anticipated bikes from Yamaha and Suzuki, Kawasaki has tweaked its premium motocrosser all in an effort to make sure that green riders still come out on top. For 2010 the KX’s essential platform returns, and although it’s nearly impossible to spot the individual changes, both the engine and chassis have been modified in order to deliver more performance around the racetrack. Powering the KX is a 449cc 4-stroke Single that benefits from all the latest and greatest engine tuning tricks including liquid-cooling, double camshafts and fuel-injection, just like before. What’s new is the piston, cylinder, camshaft and crankshaft. For these components engineers turned to the racing department and utilized the same parts that they’ve been successfully running this year. Perhaps the biggest change in terms of engine performance is the new piston. It’s both lighter and shorter for better performance through its 11,300 rpm-range (compression ratio remains the same). It slides inside a redesigned cylinder featuring tighter tolerances between it and the crankcase. The crankshaft is also new and makes use of a fresh design said to improve the engine’s tractability between the rear tire and the ground when you twist the grip. Lastly, a new camshaft was fitted and advances engine timing by 2-degrees. The 2010 KX450F clutch set-up also gets some attention with a reengineered basket designed to not only enhance feel but operate cooler as well. The fiber friction plates were beefed up and contain more friction material which increases feel and durability. The same 5-speed transmission transfers power to the rear tire but it now does so with a slightly lighter chain.With the electronic revolution, no hardware upgrades can be complete without software updates to match, so engineers reprogrammed the fuel and ignition settings in the ECU. Additionally, the rider or engine tuner has the ability to alter all the engine settings via an optional Kawasaki Fuel Injection Calibration Kit. (We recommend checking out this device out as it has the ability to supply the biggest performance gain for the lowest cost of anything we’ve tried, all at the push of a button.) A different exhaust header constructed out of stainless-steel replaces this year's titanium piece. It's a little over an inch-and-a-half shorter, and is claimed to boost mid-to-high rpm performance. Above the header sits two larger aluminum radiators. These now feature noticeably less-dense fin-core to help prevent debris from getting lodged in the radiators and causing potential damage. The units themselves are also stronger, allowing the reinforcement brackets to be done away with. Having previously raced several Kawasaki KX450Fs, our test rider Scott Simon said that the radiators were always prone to damage. Hopefully Kawi has rectified this problem with the new set-up. In terms of the new chassis, the main frame’s steering head pipe has been tuned to reduce stiffness. At the other end, the swingarm employs a different internal cross section designed to further complement the bike’s overall rigidity balance. Also changed is the shock linkage, designed for improved rear wheel traction. Both the fork and rear shock absorber have slightly stiffer springs (0.47 kg/mm in the fork and 0.54 kg/mm on the shock) with updated valving to match. Lastly, the bike rolls on a different set of rubber in the form of Bridgestone’s M403 and 404-series intermediate terrain tires, said to give the bike improved traction on a wider variety of dirt. To find out what this new bike was like to ride, Kawasaki hosted an introduction to the press at Pala Raceway in sunny Southern Cal. And if you dig long, mixed sandy/hard-packed tracks, and enjoy jumps that aren’t do-or-die, than Pala definitely might be your new favorite moto track. Just like before, getting the KX’s engine to fire is as easy as one or two kicks no matter the weather, elevation or if the engine is hot or cold. All motocross bikes should start this easy. If you’re a novice or even an intermediate level rider than it might be difficult to sense the differences, however, in the hands of our pro-level rider the new bike’s manners were noticeable. Like before, you’ll be hard pressed to find a rider that thinks the Kawi needs more juice even in stock form. And it doesn’t matter what gear or rpm you operate the engine. Just twist the throttle and the KX rockets forward with the immediacy of a sportbike. Yet at the same time it generates power in such a linear, predictable fashion that it won’t catch you off guard or scare you, even if you’re new to the sport (again, the Kawasaki Fuel-Injection Calibration Kit allows you to tune the bike’s engine to deliver power more or less aggressively based on your skill level and track conditions check it out, it’s the best money you’ll spend on your new KX). “I think it’s a little bit faster than last year,” said Simon “It’s kind of deceiving, though. I think the ’09 bike’s power hit a lot harder. But on the new bike power comes on a bit more tame. It felt like you can get on the gas harder without having to worry about the bike ripping your arms out. It’s was way easier to control. Plus top end power is good and it revs forever.” Given the copious amounts of instantaneous power, the need to work the clutch while riding isn’t as crucial as say on a 250F, thus it was difficult to tell if the clutch functioned any better than the old unit. But with the updates it would seem that it will offer increased durability for both the casual rider and racer alike. In the morning while we were going through the stop-and-go photo runs, Simon had mentioned that the bike’s chassis felt essentially the same as before. But after he put in a solid moto, he quickly formed a new opinion: “The chassis felt a lot better. It felt a lot more like a 250F in the sense that the back-end felt like it sat lower. It was way more comfortable to ride. The rear end tracked better and it wasn’t dancing around so much. On last year’s bike it had a tendency to stand up in the corner, but the year’s bike gets down into the corner much better.” Simon, who weighs in right around 175 lbs, still complained about the suspension being too soft – as will any heavier rider who rips around at his pace.“Suspension was really soft for me. But I think it was a little bit better than last year. It soaked up braking bumps well but on jumps it was bottoming a lot. They added some compression to it which helped. I also liked the way the rear end felt on the chop coming out of corners. Not only did it hook up and track really well but it didn’t beat me up too bad either. I definitely remember the ’09 bike not tracking as well as this new one.” Given the ample amount of traction available from Pala’s soft terrain surface, it was hard to tell if the Bridgestone tires were any better than the Dunlops on the ’09 bike, nonetheless they really did work well. “The tires felt good, but probably any brand of tires would here,” joked Simon. ”The front pushed a little bit but it was probably the track more than anything. What I did notice though is the tires slid really well which helped in the flat corners.” All said and done, the 2010 Kawasaki KX450F costs $500 more than its predecessor and should be rolling into your local Kawi dealer as you read this. Although the changes aren’t revolutionary and are pretty difficult to feel in the hands of your average motocross pilot; in the hands of our pro they made a difference. Most notable was the engine’s more friendly power delivery as well as its improved handling in the corners. So, if you’ve already got a ’09 bike in the garage is it worth making the upgrade to the ’10 model? If you’re serious about racing than it’s a no brainer.

The big-bore sport utility ATV division is packed with tough, high-power quads ready to tow anything or go anywhere. Kawasaki’s 2009 Brute Force 650 and 750 machines are right there in the mix for the utilitarian who bleeds green. We were briefly introduced to the bullish duo for a day of riding the Mines and Meadows ATV Resort in western Pennsylvania. During the jaunt, we spent most of our time on the bigger model, the 750 4x4i, but also sampled the straight-axled 650 4x4 and independently suspended 650 4x4i. The Kawasaki Brute Force 750i gets its nasty name from big V-Twin power courtesy of a 90-degree cylinder arrangement. Each piston moves through an 85 x 66mm bore and stroke of the aluminum, electrofusion-plated cylinders with an 8.8:1 compression ratio. A single overhead cam operates four valves per cylinder and the engine produces a total of 749 brutish cubic centimeters of stump-pulling displacement. We found the throttle to be very light and responsive which had us tap-tap-tapping with the right thumb all day. Kawasaki claims it’s due to light rates on the throttle return spring and smooth ball bearings in the 36mm Mikuni throttle bodies. Fuel injection dispenses the proper ratio of gas from the five-gallon tank and air from the rear-facing intake but it isn’t as simple as splashing the two together. Sensors in the 32-bit CPU keep track of air intake pressure and temperature, coolant temp, throttle position, vehicle speed and crankshaft position to determine the necessary air/fuel ratio. This feral 4-wheeler can be a gentle giant if restraining your right thumb, but it responds well to big doses of the go-juice to get its 653 claimed pounds up to speed. Starting was simple even in the morning with no need for a choke. The Brute Force can be started in any gear so long as the operator squeezes the brake lever. Fueling during operation was never an issue. We did manage to stall the motor after repeated full-throttle passes through the water holes. Emerging on the other side and chopping the throttle would kill the motor, but it always fired right up again without complaint. The 650 and 650i make use of dual 34mm Keihin carburetors rather than the more sophisticated FI of the 750i. However, we were pleased to find that the smaller model fuels predictably as well, but adjusting for altitude and other air variables will require manual jetting changes. None of the Brute Force trio makes use of power steering, and the MSRP figures reflect that, but Kawasaki might want to consider offering it for the 750i. We thought the biggest machine was pretty agile for its size, but the extra displacement definitely slows it down compared to the smaller model and it lacks against competitors in the market which do provide power steering. In our opinion, consumers who want to spring for the technological benefits of fuel injection on the 750i might also be interested in power steering as well. The Brute Force 650 is easier to maneuver in the slow stuff and feels fine without power assistance. It was for this reason that I generally preferred the smaller machine. The easier handling easily outweighed any need during our ride for the extra displacement. Riders needing extra torque for pulling loads might feel otherwise, but our trip was solely recreational and the 80 x 63mm bore/stroke (633cc) of the smaller Brute was more than adequate. A belt-driven continually variable transmission (CVT) is fully automatic using the Kawasaki Automatic Powerdrive System (KAPS). Shift timing is higher in the rpm range for less lag between shifts and better throttle response. A hand lever is located on the right side, next to the key and below the handlebars, to select high and low range, neutral or reverse. Even during our most technical climbs and deepest water crossings, we never needed low range. Of course we tested it just to make sure it works, but high range was sufficient for all our applications at Mines and Meadows. Kawasaki reps pointed out that low range is targeted for heavy pulling or continued low-speed action. The only time we used it on our play ride was to help lighten the front end on occasion. Heavy automatic quads like this are impossible to do wheelies on but the low range does improve response and can be beneficial for sporty riding. The CVT has an easily accessed drain plug which came in handy when failing to keep the front end up in deep water crossings. The tranny has a breather vent which is up near the air intake snorkel for the motor. Water in the transmission causes belt slippage but Kawasaki has taken precautions to ensure that it’s no big deal. Simply drain the water and ride easy for a couple minutes and everything is back to normal. However, wet or dry the Brute Force makes a lot of noise in the transmission. The belt whines mercilessly, easily heard inside a helmet and over tire and exhaust noise. It probably fades into white noise as it becomes more familiar, but it bothered us all day. As a safety measure, only a limited amount of power is allowed while in reverse. Sometimes it just isn’t enough when traction is scarce and the wheels are slipping, the load is extra heavy or any number of reasons during work or play. For those instances, Kawasaki has included an override button on the left hand control which stops the ignition retarding and allows the Brute Force to apply its muscle. I used this feature on several occasions when I needed to scrap my way out of a jam.

If asked before this shootout which motorcycle was the favorite, all of us would have likely said the Kawasaki. Fresh off dominating our 2009 Supersport Shootout, Kawasaki’s all-new ZX-6R could do no wrong. Its Supersport dominance did come as a surprise as last year it was bringing up the rear, but a year can make all the difference. For this reason, when looking at the machines on paper, a betting man would have been stupid not to put money on the ZX-6R. “Compact, mean and light – the Kawi is ready for business,” says Dhien. “No doubt the most aggressive ‘feeling’ of the bikes. It’s very sensitive to transitions or any rider input and it is an awesome motorcycle to ride. Also the big tach and roomy cockpit make for a great rider interface. The seating position is very rider friendly as well.” “There is no disputing how tiny and nimble the ZX-6R is,” agrees Waheed of the Kawasaki’s chassis. “And with its new big-piston fork it feels especially balanced throughout the turns front-to-rear. The level of feel is outstanding, especially when you’re on the edge of the tire. The suspension’s range of adjustability is also quite high for an OE machine.”Like the unflappable chassis, the Kawasaki’s brakes are on point as well. Loads of feedback and a great initial bite, they are the class leader in this group - all this despite using rubber lines as opposed to the steel-braided which adorn the Aprilia and Buell. Looks as if those clever Japanese have been able to exploit more feel and feedback from rubber lines than steel-braided, something unheard of before. “The Kawasaki’s brakes are simply on another level in terms of performance as compared to the other bikes,” says Waheed. “Slowing down from warp speed requires just one finger on the brake lever and the amount of feel delivered is exceptional for a production motorcycle.” “Under the hood,” as they say, is a revamped engine; one that went from the back of the Supersport pack last year to the front this year – and by quite a bit. Yet in this trio the power-to-weight ratio slides it somewhere in the middle, with Buell on top by a decent margin and the Aprilia at the bottom, but only ever so slightly. “The Kawasaki is very rev-dependent,” adds Waheed. “It doesn’t have anywhere close to the low-end of the Buell, but once you reach around 10,000 rpm the engine comes online fast with substantial high-range pull. This will surprise you considering it’s nearly half the displacement of the Buell. Keep the throttle pinned and its top end hit is right on-par with the 1125.” Says Dhien: “I was just let down with its power compared to that bigger cc motorcycle named Buell. No doubt the fastest 600, but the Buell has it covered easily. I guess it should with double the displacement, though.” All of this echoed what was said in the Supersport Shootout, thus we knew it would be good coming in. What we didn’t expect was for the Buell to be so damn good. To say it gave the Kawasaki a run for its money would be an understatement. In fact, in terms of outright lap times, it handed the Kawasaki a cold can of ass-whoop. Seriously, although the 1125 is only a half-second quicker, in a group like this it adds up quickly. Over the course of a 20-lap race that would be 10 seconds. Though, to be fair, two of our three riders did set their fastest time on the 6R, it just wasn’t the outright quickest of the test. Also, had we excluded the objective performance scoring, the Kawasaki would have taken top honors based on the highest subjective track scores of the test. The BPF fork and solid chassis make for a motorcycle that is utterly easy to go fast on for all level riders. No matter what one throws at the Kawasaki, it soaks it all up, looking back at you and saying, ‘that’s all you got?’ Equally as effortless to exploit is the engine, which is the strongest of the 600cc bunch. As for the racing equation in all of this: No doubt Kawasaki has been the most competitive of the Japanese-based manufacturers right out of the gate in Daytona SportBike at the hands of Jamie Hacking. Considering how good the ZX-6R is and the experience of the Kawasaki team, this comes as no surprise. In Kawasaki you have a proven crew, championship-winning riders and mechanics, and a giant factory with decades of racing experience backing your every move – all things needed to win races and championships (something Kawasaki has plenty of). Buell has, well, none of these really. They do have a large factory behind them in Harley-Davidson, but it’s one that specializes in making motorcycles based on technology as old as your grandfather – not very conducive to modern racing success. It’s for these very reasons the racing world has been scratching their heads looking for answers to how DMG came up with this equation.

In a world of cookie-cutter, look-alike motorcycles, the KTM 690 Duke not only breaks the mold—it jumps up and down on it, smashing it to pieces. Visually, it’s hard to find anything wrong with the design as its engineers developed the 690 with the best aesthetic elements from every sport-motorcycling segment. Stare at the back end and you’d think it was the latest high-end sportbike. Take a look at its tall stance and beefy suspension and you’ll start to think off-road. Then examine the front end with stacked projector light beams and its cockpit and you’ll believe its pure supermoto. If engineers could have just integrated the front turn signal stalks into the mirrors they would have achieved aesthetic perfection. Lift the 690 Duke off its trick aluminum kickstand and you’ll be amazed by how light it feels. In fact, you’ll assume it’s more svelte than its actual 352-lb weight. Slide over the top of the motorcycle and it will trick you into thinking you’re aboard a big dirt bike. Pop the starter button and the 654cc Single fires to life quietly, proving that a compact underslung exhaust need not be loud. Grab a hold of the thick aluminum handlebar and it is easy to be impressed with the solid feel of the motorcycle. Everything from its Magura bars and control levers to even the gas cap appear to be of Star VMax-quality and fit together as if they were pieces in a jigsaw puzzle. Riders with limited dexterity will be pleased to discover that the footpegs are mounted relatively low, which works together with the handlebar and seat to provide a relaxed rider's triangle. Twist the throttle and the bike leaps forward with the immediacy of a V-Twin sportbike. No joke, the engine in the Duke spools up fast and has some serious steam. Another plus is how lively the engine sounds when you hammer it.Take a look at the dyno chart and you can see that the KTM engine pumps out over 40 lb-ft of torque from just over 5000 revs. Though on paper the numbers aren’t anything special when compared directly to the power output of Aprilia’s V-Twin engine, take into consideration that the KTM weights over 100 pounds less and it make sense how the bike can accelerate with such authority from a stop. Throughout the journey, throttle response is instantaneous without feeling too jerky. And, like the Aprilia, the KTM allows the rider to adjust fuel map settings. A switch accessed inside of the frame next to your right leg provides multiple options: Position 1 is designed to limit power production for use during rides where traction is limited, Position 2 is Sport Mode which makes the throttle more sensitive and Position 3 thru 9 is Standard Mode. Stay on the throttle and power escalates in a ridiculously smooth manner. Right around 7000 rpm you’ll be rewarded with a peak hp output of nearly 56 horsepower. Maximum power stays online for another 800 rpm before beginning to taper off until the rev limiter shuts the engine down at 8500 rpm.Grab an upshift and you’re right back in the game. Like the Aprilia, the KTM uses a six-speed transmission, but the one in the 690 takes performance further, offering an Adler Power Torque Clutch (APTC), which not only eliminates rear wheel chatter during aggressive downshifts, but reduces the effort required to operate the clutch. And it works great—especially on the track. We were also surprised with just how spot-on the 690 Duke’s final drive gearing is both on the street and the track. True, first gear is on the tall side, but it doesn’t compromise the ease of launching from a dead stop. The next four gears are spaced well to help ensure that you’re always right in the meat of the engine’s power. Yet, in top gear at 60 mph, the KTM is just a tick under 4000 revs. Unfortunately, as speed increases, so does vibration. In the city you won’t really think too much of it, but when cruising down the freeway it’s pretty hard not to get annoyed by how buzzy the cockpit is. Yet we can’t help but admire just how nimble the bike performs on the freeway. Its slim dimensions and powerful engine allow you to zip in and out of traffic with about as much thought as you’d have aboard a 1000cc Superbike. But racking up miles down the freeway isn’t what this bike is about. It’s about shredding pavement on the tightest backroad you can find, and this is where the Duke is in its element. Hustling it back and forth through tight switchbacks is virtually effortless. And slamming the bike from side to side doesn’t do a thing to compromise its composure. Another clear beneficial feature of its chassis is the WP suspension components. Up front, the fork offers both compression and rebound adjustability, however, there isn’t any spring preload adjustment. Conversely, the shock offers all necessary adjustments, including spring preload, separate high/low-speed compression and rebound damping. Good thing is, not only does the suspension offer a wide range of adjustment, but the clickers actually work and the chassis as a whole is responsive to individual changes. On a side note, one of the problems we encountered during aggressive street rides was how slippery the seat is, which has you sliding to the front whenever you’re hard on the brakes and then sliding back to the tail section when on the gas—highly annoying to say the least. Despite how low the footpegs are mounted, the KTM has loads of ground clearance. In fact, even around Grange we’d rarely ever drag hard parts. Traction from the OE Dunlop Sportmax Alpha-10 tires was also first-rate. The tires feel similar to the Qualifier and only differ in the fact that the carcass feels just a bit softer. It’s also worth noting how fast the tires wear out. We logged about 600 miles on the street with one track day and the tires have less than 50% rubber left. Without question KTM’s Supermoto pedigree ensures the 690 Duke is going to carve up tight canyon roads, but to our surprise its chassis is equally adept at tackling faster, more sweeping corners; its composure at speed is excellent considering that it’s a supermoto-style bike. Without a doubt, in the right hands this motorcycle has the ability to really make fools out of Sunday warriors on their liter-class superbikes. In terms of instrumentation, the KTM has a petite display that houses a swept tachometer bordered by a digital display providing speed, double trip meters and a clock. A horizontal bar graph-style fuel gauge keeps tabs on the 3.56-gallon fuel tank that gives the KTM roughly a 170-mile range. Despite the instrument cluster’s small appearance, it’s actually easy to read while riding. The Duke only offers a single disc brake both front and rear, but braking performances are sufficient and fade-free, whether you’re blasting around the street or track. A front radial-mount four-piston Brembo caliper connected via stainless-steel brake line to the radial master cylinder offers great initial bite and feel. Though as you squeeze deeper on the lever, feel quickly dissipates even though power continues to ramp up. Conversely, the rear set-up is perfect, and when combined with the effects of the slipper-action clutch, makes hacking this bike sideways a thing of pleasure. After spending some time in the saddle of the Duke it’s almost impossible not to be enamored with this motorcycle. Not only is it light, fast and turns on a dime, it manages to be completely stable no matter what speed you’re rolling at. It looks awesome and its craftsmanship is something you have to see and touch to believe. If you’re looking for a performance Supermoto streetbike you’ll be hard pressed to find one better than KTM’s 690 Duke. So which bike should be in your garage? Well, that depends on the type of riding you plan on doing the most. If the majority of your riding demands a motorcycle that can easily slice through city traffic yet still deliver an acceptable ride on the interstate, the Aprilia is it. However, if you are willing to compromise everyday street ability for a motorcycle more focused when you’re hitting your favorite backroad, it’s hard to argue against the KTM. Sure it is slightly more expensive, but you get what you pay for. Each part on the bike fits together like it was carved from a solid piece of metal and the sum of its parts pack a considerable punch. Its style blends the best of contemporary motorcycle design and is one of the most attractive motorcycles made today. If you’re looking for the better street-going supermoto, the KTM 690 Duke is it.
source:http://www.motorcycle-usa.com

The new Moto Guzzi Stelvio 1200 4V has been designed and developed to brave any destination, devouring kilometers of roads and even off-road surfaces. This multipurpose capability is evident at first glance .Inspired by off-road bikes, Stelvio 1200 4V breaks the traditional, austere look of models in this market segment by introducing new intense shapes and a dynamic energy that evokes the feeling of adventure, long routes, the most extreme use. Slender and streamlined in the lower part, highlighted by refined aluminium spoke wheels and the technology seen in the powertrain and final transmission, the Moto Guzzi Stelvio 1200 4V is compact and robust in the upper part, revealing the care taken to obtain the best ergonomics for the rider. .
They are sculptured shapes that stress the numerous design details to respond to an active and intense use, such as the presence of a powerful double front headlight assembly, the windshield and the adjustable seat, the ample section of chassis guides, the aluminium exhaust silencer, the careful assessment for passenger and luggage transport.
This design concept has been designed to stress the throbbing heart of Stelvio 1200 4V, the unmistakable 90° transversal V-twin engine in its most functional “quattrovalvole” (four valves) version. The Stelvio 1200 4V is strong, powerful, and dominant in its action. Shapes of dynamic energy. Stelvio 1200 4V marks the return of Moto Guzzi to the Maxi-Enduro segment, a motorcycle concept developed on the echoes of the great popularity of African marathons. An austere motorcycle, dominated by impressive tanks strongly integrated to the fairings that extend until the engine is almost hidden, by the undoubtedly fascinating as well as irrational image when adventure does not have the equator as its horizon, but just crossing an urban centre or riding along main roads leading towards weekend or holiday destinations.
Starting from this premise, Moto Guzzi has developed a stylistic idea as a countertrend, highlighting the dynamic energy expressed by the mechanics and the chassis at sight, with tight-fitting panels, with clean cuts and sharp lines, able to give the vehicle a sensation of lightness and power, in an ensemble of solid elegance and class. Stelvio 1200 4V immediately captivates with its front end look- two side-by-side headlamps with convex lens create a three-dimension effect that makes the machine look compact, also helped by the effect created by the satin reinforcement in anthracite colour. This solution is also applied to the mudguard and tank rear, which not only creates an original aesthetic design but also protects surfaces from gravel as well as reinforces the image of a vehicle resistant even under the most demanding situations. The light fairing emphasizes numerous prismal elements and concave surfaces, and a careful aerodynamic study is perceived at the assembly formed by the adjustable shield on the top fairing plus the contoured but capacious tank. An evident characteristic in the front view is the predominance of two auxiliary air deflectors highlighted with silver paintwork and metal louvers, designed to direct fresh air to cylinders. The top fairing, matching the double headlight assembly, forms a shape that deviates the aerodynamic load when riding at high speeds. The peculiar blow molding technology was used to produce the tank and helps to minimize dimensions and weight according to the (18-litre) capacity. Moreover, it includes a fantastic glove-box that can be unlocked from the handlebar and is atop the saddle, which, by covering the grooves, avoids direct contact with the rider's legs to ensure superior riding comfort. Once you are seated on the saddle, finely upholstered with non-slip material, it is quite noticeable there is more space for both rider and passenger's comfort. The rider saddle height can be adjusted to two positions, 820 mm or 840 mm from the ground, whereas the passenger, besides being seated on a thick and spacious seat, can count on a solid and comfortable handhold seat strap. Even more aggressive from the forecarriage, the rear end look is dominated by the hi-tech aspect of the rear light with complex surface curve and LEDs, and by an important enhanced aluminium double tail silencer that evokes solidness and power.
Sensation of inner wellbeing Stelvio 1200 4V is a tourer, that can also be used off-road, and with excellent performance on asphalt. These characteristics emerge immediately once you are seated on the bike, where the perception of carefully-designed ergonomics can be felt straightaway: saddle, footrests and handlebar form a perfect triangle for all users. Moreover, for the perfectionists, there is still room for minor adjustments: windshield, saddle height (820 or 840 mm), handlebar inclination, levers, pedals, also for professionals, set screws to adjust hydraulic compression/rebound damping of suspensions.
In a matter of seconds, everything is at the right place to face any challenge, from city traffic to the most inaccessible off-road paths. In motion, reduced vibration and an efficient aerodynamic protection ensure riding comfort for rider and passenger as well, ideal to tackle long trips. Among the most appreciated features for everyday use, there is a glove-box to the left-side of the tank that can be unlocked from the handlebar and even, if your are wearing gloves. The instrument panel features complete and easily visible gauges- a white-background rpm indicator that incorporates efficient service warning lights, long range lights (optional), and a dash display that provides plenty of information about the vehicle operation and diagnosis, a fuel level indicator, average and current consumption, average speed, trip time, maximum speed peak reached and, as heated handgrips may be fitted upon request, the heating level of handgrips can also be seen.
The Stelvio 1200 4V is a class leader, as a result of an elegant aesthetic appearance, is also enhanced by features which, while fulfilling a stylistic function, set new parameters in terms of effectiveness and safety.
Some examples are the headlight assemblies, highly reliable and effective, manufactured with technology borrowed from the automotive industry, fittings for the panniers are integrated to the passenger handgrips and the luggage racks, design elements expressing the versatility and calling for adventure and touring of the Stelvio 1200 4V model.
DESIGN• Double high-/low-beam headlight assembly with convex surface lenses.• Half-fairing with integrated air deflectors and turn indicators.• Front mudguard with spoiler and integrated fork stems protection.• Manually adjustable windshield.• Blow-molding process tank with integrated protective superstructure.• Rider saddle adjustable to two positions with skid proof upholstery integrated to the tank.• Passenger saddle with adapted seating and skid proof upholstery.• Glove-box with unlocking control on the handlebar.• Aerodynamic under-sump protection lug.• Engine side bulkheads with metal grid• Luggage supporting frame integrated, with passenger grab handles unit and luggage carrier.• Tubular footrest supports.• Full black “Quattrovalvole” powertrain.• Aluminum hexagonally cross-sectioned silencer with Moto Guzzi customized double bottom.
SPECIFICATIONS - 2008 Moto Guzzi Stelvio 1200 4V:
ENGINE• “Quattrovalvole”, 90° V-twin, 1200• Single overhead camshaft timing system.• Single plate clutch.• New exhaust system with double superimposed helical outlet.• New crankcase with incorporated front bearing support with bushing.• New valves with Ø 5-mm stem.• New conical valve springs.• Head with independent oil cooling circuit.• Oil cooling jets to piston.• New cooling oil pump with pressure-relief valve.• New lubrication oil pump coaxial with the cooling pump.• Three gears for oil pump and timing shaft control.• New type of connecting rod bushings.• Silent Morse type chains for camshaft control.• Hydraulic chain tensioners and tensioning pads.• New Ø 50-mm throttle body.• New IWP 189 Marelli type injectors• Floating head covers to cushion noise.• Transmission with compact reactive cardan shaft drive.• 6-gear gearbox.
CHASSIS• Double cradle frame of high-resistant steel with 6 points for engine connection.• Upside-down front fork with 50-mm stems, adjustable preloading and hydraulic damping with radially-mounted caliper.• Shock absorber with preloading and rebound adjustment.• Rear suspension with progressive articulation single arm.• Front brakes, radially mounted with 4 opposed pistons and 320-mm discs.• Rear 282-mm disc brake, floating caliper with two parallel pistons.• Tubeless spoke wheels with aluminum Ber rim and Alpina spokes.• Rear tire 180/55/17 Pirelli Scorpion.• Front tire 110/80/19 Pirelli Scorpion.
ENGINE AND TRANSMISSION.Type: 90° V-twin engine, 4-strokeCooling: through air and oil and an independent cooling pumpEngine capacity: 1,151 ccBore and stroke: 95 x 81.2 mmCompression ratio: 11: 1Timing system diagram: intake valve opening 36° BTDC(1-mm checking clearance)intake valve closing 62° ABDCexhaust valve opening 58° BBDCexhaust valve closing 30° ATDCmeasured with a 1.5 mm rocker arms/valve control clearanceMaximum power:77 kW (105CV) at 7,500 rpmMaximum torque: above 108 Nm at 6,400 rpmFuel supply / Ignition: Multipoint sequential electronic ignition, Magneti Marelli IAW5A phased, alfa-n system; two Ø 50mm throttle bodies, Weber IWP 189 injectors, lambda probe.Start-up: ElectricSpark plugs: NGK PMR8B (Long Life)Exhaust system: stainless steel, 2-in-1 type, three-way catalytic converter with lambda probeType approval: Euro 3Gearbox:6 gearsGear ratio values1st 17/38 = 1 : 2.2352nd 20/34 = 1 : 1.7003rd 23/31 = 1 : 1.3484th 26/29 = 1 : 1.1155th 31/30 = 1 : 0.9686th 29/25 = 1 : 0.862Primary transmissionwith helical teeth, ratio 26/35 = 1: 1.346Final drive: Compact reactive cardan shaft drive system called CA.R.C.; double joint and floating bevel gear pair, ratio 12/44 = 1 : 3.666Clutch: single-disc with integrated anti-vibration buffer
CHASSISChassis: tubular in high-strength steel with integrated engineWheelbase: 1,535 mmTrail: 125 mmHeadstock angle: 27°Steering angle: 34°Front suspension: fork with Ø 50mm inverted stems, fully adjustable (spring preload and hydraulic compression and rebound damping) with radially-mounted brake caliperFront wheel travel: 170 mmRear suspension: single arm with rising-rate leverage, single shock absorber with hydraulic rebound damping adjustment and knob spring preloading set screw.Rear wheel travel: 155 mmFront brake: double stainless steel floating disc, Ø 320 mm, radial calipers with 4 opposed pistonsRear brake: fixed stainless steel disc, Ø 282 mm, floating caliper with 2 parallel pistonsWheels: Tubeless with spokesFront rim: 2.50” x 19”Rear rim: 5.50” x 17”Front tire: 110/80 R19”Rear tire: 180/55 R17”
ELECTRICAL SYSTEMSystem voltage: 12 VBattery: 12 V – 18 AhAlternator: 12 V – 550 W
DIMENSIONSLength: 88.5 inWidth: 40.3 inHeight: 58 in (windshield in high position)Saddle height: 32.5 in or 33 inMinimum height from ground: 8.26 inDry weight: 471.79 lbsFuel tank capacity: 4.75 galReserve: 1.18 gal

ACCESSORIES:
The importance of details.With company, on long motorway stretches, in winter or on the mountains, in streets or off-road, there is always the right solution to have enhanced safety, greater load capacity or an additional elegant touch.
Solutions to protect mechanical parts:Engine guard kitThe engine guard is made in treated and painted steel to ensure an effective engine protection in case of fall at low speeds. Moreover, it is prepared to fit an optional additional light support and an aluminium sump guard.Aluminium sump guard kitThe aluminium sump guard is made of a 3 mm thick high resistance alloy that ensures an efficient protection against strokes or grit raised by the front wheel. It also ensures an optimal cooling of the engine. It can be mounted even if the engine guard is fitted.CA.R.C Protection kit.The protection for the CA.R.C (Italian for compact reactive cardan shaft drive) is made in treated and painted steel to protect the transmission from potential accidental bumps.Solutions for carrying luggage.Side panniersMoto Guzzi Stelvio set of panniers is characterised by the bodywork paintwork and its 60-litre volume. The pair of cases has been made with extreme care of practicality and finishings. The system to fasten them to the motorcycle has been designed to be perfectly integrated to the motorcycle line, thanks to the dedicated pannier supports integrated into the tail, and its passkey makes it practical and functional.Tank pannier kitThe tank bag kit comprises a special tank cover with clamps to the chassis and a tank bag appropriately moulded. The bag can be easily removed or lifted to refill the tank, thanks to a fast-release lock, and it has a mapholder and two side pockets. A practical bum-bag purchased separately can be fitted on the tank cover instead of the pannier.
Tank bum-bagPractical bum-bag to be hooked on the tank cover supplied with the tank bag. It allows the rider to keep small objects as an alternative to the bag.
Solutions to enhance comfort and riding safety.Navigator installation kitThe specific support to install the TomTom Rider 2 navigator is made in fully milled aluminium and is supplied with specific screws. The motorcycle electrical system is already pre-installed with a special power supply connector.Electronic anti-theft deviceIt is supplied with double engine lock and 3-axis inertial sensor, with double variable coderadio control, fully resinated and self-powered. The pre-installation makes the fitting on the special support easy and quick.Additional light kitThanks to the wide and powerful light beams (110W), the wildest paths can be faced with the best visibility. They are made in magnesium alloys and they are ready to be fitted thanks to the electrical system pre-installation. They are fixed to the specific supports made in powder-coat painted steel. They are approved for road use.Handgrip heating kit:Cold weather is not going to prevent owners from wanting to ride the STELVIO 1200 4V. The handgrip heating kit allows to choose between 3 different levels of temperature by simply pressing a button. Information about the on/off condition and selected temperature are shown on the display.
LIFESTYLEFor those who not only ride, but also live the Stelvio, clothing is available to ensure maximum comfort and protection in all riding situations.Stelvio SetSet of Jacket and Trousers made in Cordura® in collaboration with Dainese. D-Dry waterproof lining and removable thermo-lining. Composite pads for shoulders, elbows, knees and shinbones, ice leather inserts, pre-installation for back protector. Adjustable neck, waistline and wrists, metal Moto Guzzi logo and stitchings on the back and thigh. Available in models for men and women, sizes from 40 to 58.



MEDIA/PRESS RELEASES
The all new Moto Guzzi Stelvio 1200 4v has arrived at your local dealer. Whether you are a hardcore, adventure touring, long-miler or a day to day commuter, the Stelvio will deliver as only this Italian thoroughbred can. With its sure footed stance, legendary Moto Guzzi power delivery and ample carrying capacity, the Stelvio is the latest generation of two wheeled SUV’s that does it all.
STELVIO 1200 4V: the pleasure of riding at the top. TheStelvio Pass is a winding path that, like a snake, coils up by the shadow of the Ortles massif, with 84 hairpin bends, at an altitude of 2758 meters between Valtellina and Venosta Valley. For riders, this asphalt stretch, built in 1855, is a legendary route that combines the difficulty of a rugged track with incredible natural beauty, resulting in a riding experience of extraordinary intensity.
For Moto Guzzi, it is a historical test stretch, where the benefits of chassis dynamics, resistance, engine response and suspension absorbing capacity can be tested. A frequent test bench where Mandello's new mount, caused instant astonishment due to its dynamics and the pleasurable ride offered. So much so, that it seems quite natural to summarize the design talent and technical intuitions instilled in the new maxi-enduro by Moto Guzzi, with the images and sensations of a place, where the riding pleasure is enriched by the feeling of adventure, sport challenge, and extreme tourism: the Stelvio Pass.
Moreover, the new Moto Guzzi Stelvio 1200 4V has been designed and developed to brave any destination, devouring miles of roads and even off-road surfaces. This multipurpose capability is evident at first glance .Inspired by off-road bikes, Stelvio 1200 4V breaks the traditional, austere look of models in this market segment by introducing new intense shapes and a dynamic energy that evokes the feeling of adventure, long routes, the most extreme use. Slender and streamlined in the lower part, highlighted by refined aluminum spoke wheels and the technology seen in the powertrain and final transmission, the Moto Guzzi Stelvio 1200 4V is compact and robust in the upper part, revealing the care taken to obtain the best ergonomics for the rider.
They are sculptured shapes that stress the numerous design details to respond to an active and intense use, such as the presence of a powerful double front headlight assembly, the windshield and the adjustable seat, the ample section of chassis guides, the aluminum exhaust silencer, the careful assessment for passenger and luggage transport.
This design concept has been designed to stress the throbbing heart of Stelvio 1200 4V, the unmistakable 90° transversal V-twin engine in its most functional “quattrovalvole” (four valves) version. Strong, powerful, dominant in its action, Stelvio 1200 4V is now streaking along U.S. roads in two different color concepts: Corsa Red for the classic sportsman and Guzzi Black for those who prefer tradition.
STYLE: Shapes of dynamic energy. Stelvio 1200 4V marks the return of Moto Guzzi to the Maxi-Enduro segment, a motorcycle concept developed on the echoes of the great popularity of African marathons. An austere motorcycle, dominated by impressive tanks strongly integrated to the fairings that extend until the engine is almost hidden, by the undoubtedly fascinating as well as irrational image when adventure does not have the equator as its horizon, but just crossing an urban center or riding along main roads leading towards weekend or holiday destinations.
Starting from this premise, Moto Guzzi has developed a stylistic idea as a countertrend, highlighting the dynamic energy expressed by the mechanics and the chassis at sight, with tight-fitting panels, with clean cuts and sharp lines, able to give the vehicle a sensation of lightness and power, in an ensemble of solid elegance and class. Stelvio 1200 4V immediately captivates with its front end look- two side-by-side headlamps with convex lens create a three-dimension effect that makes the machine look compact, also helped by the effect created by the satin reinforcement in anthracite color. This solution is also applied to the mudguard and tank rear, which not only creates an original aesthetic design but also protects surfaces from gravel as well as reinforces the image of a vehicle resistant even under the most demanding situations. The light fairing emphasizes numerous elements and concave surfaces, and a careful aerodynamic study is perceived at the assembly formed by the adjustable shield on the top fairing plus the contoured but capacious tank. An evident characteristic in the front view is the predominance of two auxiliary air deflectors highlighted with silver paintwork and metal louvers, designed to direct fresh air to cylinders. The top fairing, matching the double headlight assembly, forms a shape that divides the aerodynamic load when riding at high speeds. The peculiar blow molding technology was used to produce the tank and helps to minimize dimensions and weight according to the (18-litre) capacity. Moreover, it includes a fantastic glove-box that can be unlocked from the handlebar and is atop the saddle, which, by covering the grooves, avoids direct contact with the rider's legs to ensure superior riding comfort. Once you are seated on the saddle, finely upholstered with non-slip material, it is quite noticeable there is more space for both rider and passenger's comfort. The rider saddle height can be adjusted to two positions, 820 mm or 840 mm from the ground, whereas the passenger, besides being seated on a thick and spacious seat, can count on a solid and comfortable handhold seat strap.
Even more aggressive from the front, the look from behind is dominated by the hi-tech aspect of the rear light with complex surface curve and LEDs, and by an important enhanced aluminum double tail silencer that evokes solidness and power.
COMFORT: Sensation of inner wellbeing Stelvio 1200 4V is a tourer, that can also be used off-road, and with excellent performance on asphalt. These characteristics emerge immediately once you are seated on the bike, where the perception of carefully-designed ergonomics can be felt straightaway: saddle, footrests and handlebar form a perfect triangle for all users. Moreover, for the perfectionists, there is still room for minor adjustments in windshield height, saddle height (32.5 or 33in), handlebar inclination, lever reach, and foot pedal location.
In a matter of seconds, everything is at the right place to face any challenge, from city traffic to the most inaccessible off-road paths. In motion, reduced vibration and an efficient aerodynamic protection ensure riding comfort for rider and passenger as well, ideal to tackle long trips. Among the most appreciated features for everyday use, there is a glove-box to the left-side of the tank that can be unlocked from the handlebar even if you are wearing gloves. The instrument panel features complete and easily visible gauges- a white-background rpm indicator that incorporates efficient service warning lights, long range lights (optional), and a dash display that provides plenty of information about the vehicle operation and diagnosis, a fuel level indicator, average and current consumption, average speed, trip time, maximum speed peak reached and, as heated handgrips may be fitted upon request, the heating level of handgrips can also be seen.
The Stelvio 1200 4V is a class leader, as a result of an elegant aesthetic appearance, is also enhanced by features which, while fulfilling a stylistic function, set new parameters in terms of effectiveness and safety.
Some examples are the headlight assemblies, highly reliable and effective, manufactured with technology borrowed from the automotive industry, fittings for the panniers are integrated to the passenger handgrips and the luggage racks, design elements expressing the versatility and calling for adventure and touring of the Stelvio 1200 4V model.
CHASSIS: Designed for non conventional paths. You should not be mislead by its luxury off-road appearance: the Stelvio 1200 4V features handling effectiveness superior to the average of many road motorcycles, since it is equipped for the unexpected and able to withstand any off-road driving strains.
The secret is the new upper twin spar frame, made of high-strength steel, with 2.5mm thick directional tubes, where the engine is anchored through six connecting points, two more than in usual frames, which give high rigidity to the assembly at twisting moments.
Chassis positions have been defined to facilitate handling, a headstock with a 27° inclination for a 125mm trail, improved by a 1535mm wheelbase which guarantees impeccable steering precision.Suspensions, pieces of fine workmanship adjustable not only during preloading but also for the hydraulic response at compression and rebound damping, offer an immediate and clear response to handlebar pressures. The front end is controlled by strong upside-down Marzocchi forks, with 50mm legs and 170mm travel. The rear suspension has a progressive rising rate and is controlled by a Boge shock that is adjustable for pre-load and rebound damping and provides 155mm of travel.
Whether coming out of a turn, accelerating with the 105 horsepower generated by the new “Quattrovalvole” engine, or braking under quick deceleration generated by the three-disc Brembo braking system, the refinement of the suspension guarantees a neutral setting at all times. Radially-mounted Brembo calipers provide both effectiveness and aesthetic value, when coupled with fully drilled discs for better heat dissipation.
Spoke wheels assembled with Ber rims and Alpina spokes are an ideal match with Pirelli Scorpion tubeless tires. The 110/80 front, on a 19-inch wheel and the oversized 180/55 on a 17-inch rear wheel, guarantee a truly sporting combination.
ENGINE AND TRANSMISSION. Record-breaker by nature. Stelvio has been developed with the new “Quattrovalvole”, the most advanced evolutionary milestone of the mythical 90° transversal V-twin engine. It is an engine that has evolved beyond recognition to even the most loyal enthusiast. An evolution in both core design and performance produces the highest of the category.
The design has absolutely revolutionized Mandello's twin-cylinder mechanics, with more than 75% new components. In all, 563 new parts have been designed to allow this 90° V-twin engine to have a single overhead camshaft distribution system, which controls 4 valves per cylinder.
The new lighter crankshaft, 3-ring forged pistons and very light valves with 5-mm stems supported by cone-section springs that eliminate resonance and power losses at high speeds, are among the most valuable components present.
Lubrication and cooling are ensured by two separate pumps in order to obtain a smaller profile fitting. The tandem pumps are activated by three gears that make lubricant flow along a channel separated from the cylinder head to reach the exhaust pipe, where the highest temperature is found, and feed cooling jets placed under the piston. In order to house these new components, a completely new crankcase is necessary, to offer smaller dimensions and an integral front bench support with bushing, while the rear one has a new flange and a more effective oil feeding system. The most seducing element of the new “Quattrovalvole” is, surely, the modern design of the more compact cylinders with cooling fins oriented to riding direction. Consequently, head covers have been redesigned by adding, apart from the “Quattrovalvole” identifying abbreviation, a floating system that further cushions the silent action of the distribution system, controlled by “Morse” chains and supplied with hydraulic tensioners and tensioning pads. Fuel supply has also been subject to important innovations, with throttle bodies well over Ø 50-mm and new IWP 189 injectors.
In the Stelvio configuration, the Quattrovalvole receives an original aluminum exhaust system which, thanks to the increase of the silencer internal volume, optimizes the engine performance at low and average speeds, generating a maximum power of 105 CV at 7500 rpm and a 11 kgm torque at 6400 rpm. These numbers offer a clear idea of the new Stelvio 1200 4V potential.
MAIN CHARACTERISTICS
DESIGN• Double high-/low-beam headlight assembly with convex surface lenses.• Half-fairing with integrated air deflectors and turn indicators.• Front mudguard with spoiler and integrated fork stems protection.• Manually adjustable windshield.• Blow-molding process tank with integrated protective superstructure.• Rider saddle adjustable to two positions with skid proof upholstery integrated to the tank.• Passenger saddle with adapted seating and skid proof upholstery.• Glove-box with unlocking control on the handlebar.• Aerodynamic under-sump protection lug.• Engine side bulkheads with metal grid• Luggage supporting frame integrated, with passenger grab handles unit and luggage carrier.• Tubular footrest supports.• Full black “Quattrovalvole” powertrain.• Aluminum hexagonally cross-sectioned silencer with Moto Guzzi customized double bottom.
ENGINE• “Quattrovalvole”, 90° V-twin, 1200• Single overhead camshaft timing system.• Single plate clutch.• New exhaust system with double superimposed helical outlet.• New crankcase with incorporated front bearing support with bushing.• New valves with Ø 5-mm stem.• New conical valve springs.• Head with independent oil cooling circuit.• Oil cooling jets to piston.• New cooling oil pump with pressure-relief valve.• New lubrication oil pump coaxial with the cooling pump.• Three gears for oil pump and timing shaft control.• New type of connecting rod bushings.• Silent Morse type chains for camshaft control.• Hydraulic chain tensioners and tensioning pads.• New Ø 50-mm throttle body.• New IWP 189 Marelli type injectors• Floating head covers to cushion noise.• Transmission with compact reactive cardan shaft drive.• 6-gear gearbox.
CHASSIS• Double cradle frame of high-resistant steel with 6 points for engine connection.• Upside-down front fork with 50-mm stems, adjustable preloading and hydraulic damping with radially-mounted caliper.• Shock absorber with preloading and rebound adjustment.• Rear suspension with progressive articulation single arm.• Front brakes, radially mounted with 4 opposed pistons and 320-mm discs.• Rear 282-mm disc brake, floating caliper with two parallel pistons.• Tubeless spoke wheels with aluminum Ber rim and Alpina spokes.• Rear tire 180/55/17 Pirelli Scorpion.• Front tire 110/80/19 Pirelli Scorpion.
ENGINE AND TRANSMISSION.Type: 90° V-twin engine, 4-strokeCooling: through air and oil and an independent cooling pumpEngine capacity: 1,151 ccBore and stroke: 95 x 81.2 mmCompression ratio: 11: 1Timing system diagram: intake valve opening 36° BTDC(1-mm checking clearance)intake valve closing 62° ABDCexhaust valve opening 58° BBDCexhaust valve closing 30° ATDCmeasured with a 1.5 mm rocker arms/valve control clearanceMaximum power:77 kW (105CV) at 7,500 rpmMaximum torque: above 108 Nm at 6,400 rpmFuel supply / Ignition: Multipoint sequential electronic ignition, Magneti Marelli IAW5A phased, alfa-n system; two Ø 50mm throttle bodies, Weber IWP 189 injectors, lambda probe.Start-up: ElectricSpark plugs: NGK PMR8B (Long Life)Exhaust system: stainless steel, 2-in-1 type, three-way catalytic converter with lambda probeType approval: Euro 3Gearbox:6 gearsGear ratio values1st 17/38 = 1 : 2.2352nd 20/34 = 1 : 1.7003rd 23/31 = 1 : 1.3484th 26/29 = 1 : 1.1155th 31/30 = 1 : 0.9686th 29/25 = 1 : 0.862Primary transmissionwith helical teeth, ratio 26/35 = 1: 1.346Final drive: Compact reactive cardan shaft drive system called CA.R.C.; double joint and floating bevel gear pair, ratio 12/44 = 1 : 3.666Clutch: single-disc with integrated anti-vibration buffer
CHASSISChassis: tubular in high-strength steel with integrated engineWheelbase: 1,535 mmTrail: 125 mmHeadstock angle: 27°Steering angle: 34°Front suspension: fork with Ø 50mm inverted stems, fully adjustable (spring preload and hydraulic compression and rebound damping) with radially-mounted brake caliperFront wheel travel: 170 mmRear suspension: single arm with rising-rate leverage, single shock absorber with hydraulic rebound damping adjustment and knob spring preloading set screw.Rear wheel travel: 155 mmFront brake: double stainless steel floating disc, Ø 320 mm, radial calipers with 4 opposed pistonsRear brake: fixed stainless steel disc, Ø 282 mm, floating caliper with 2 parallel pistonsWheels: Tubeless with spokesFront rim: 2.50” x 19”Rear rim: 5.50” x 17”Front tire: 110/80 R19”Rear tire: 180/55 R17”
ELECTRICAL SYSTEMSystem voltage: 12 VBattery: 12 V – 18 AhAlternator: 12 V – 550 W
DIMENSIONSLength: 88.5 inWidth: 40.3 inHeight: 58 in (windshield in high position)Saddle height: 32.5 in or 33 inMinimum height from ground: 8.26 inDry weight: 471.79 lbsFuel tank capacity: 4.75 galReserve: 1.18 gal.

Moto Guzzi shows its sporting soul in its newest “naked”. This evolved form of the 90° twin cylinder 1200 features new solutions in its design and chassis while giving a new meaning to rider comfort.
Just one look at it tells you that it will soon become a cult item for real enthusiasts. The graphics are the same as on competition models, the stylish front discs and the “carbon fibre effect” exhaust that suggest speed give an immediate impression of the 1200 Sport’s character. The attention to detail is typically Italian and its Moto Guzzi DNA and high-tech injection system make it one of those machines that is best appreciated from the saddle. From here too, its patented handling system can only truly be felt – a perfect blend of incredible performance and the sheer pleasure of riding.
Like all Moto Guzzi, this machine faithfully follows its rider, it indulges his whims with a spirit that has been guiding it for the past 85 years and has never been stronger.
SPECIFICATIONS USA - 2008 Moto Guzzi Breva 1200 Sport:ENGINE Type 90° V-Twin, 4 strokeCooling system air coolingDisplacement 1,151 ccBore and stroke 95 x 81.2 mmCompression ratio 9,8 : 1Timing system intake open 24° B.T.D.C.intake close 52° A.B.D.C.Exhaust open 54° B.B.D.C. Exhaust close 22° A.T.D.C. with valve clearance 1.5 mm Maximum power over 70 kW (95 HP) at 7,800 rpmMaximum torque over 100 Nm at 6,000 rpmFuel injection system / Ignition Magneti Marelli IAW5A, a-n type; 2 Ø 45 mm throttle bodies, Weber IWP 162 injectors, Lambda control, twin spark ignition Spark plug Internal NGK PMR8B (Long Life) external NGK BPR6ES Starting electricExhaust system stainless steel, 2 into 1 type with catalytic converter, height-adjustable muffler Homologation Euro 3TRANSMISSION Gear 6 speedInternal ratios 1^ 17/38 = 1 : 2.2352^ 20/34 = 1 : 1.700 3^ 23/31 = 1 : 1.347 4^ 26/29 = 1 : 1.115 5^ 31/30 = 1 : 0.967 6^ 29/25 = 1 : 0.862 Lubrication splashPrimary drive helical teeth, ratio 24/35 = 1 : 1.458Secondary drive Compact Reactive Shaft Drive CA.R.C.; double universal joint with floating bevel gear, ratio 12/44 = 1 : 3.666 Clutch double disk, dryCHASSIS Frame tubular cradle, high tensile steelWheelbase 1.485 mmTrail 120 mmRake 25°Steering angle 32°Front suspension telescopic hydraulic fork with Ø 45 mm and TIN surface treatment, preload adjustable Front wheel travel 120 mmRear suspension single arm suspension with progressive linkage, rear shock absorber adjustable in rebound and pre-load (hydraulic) Rear wheel travel 140 mmFront brake twin stainless steel floating disc, wave type, Ø 320 mm, 4 opposed pistons Rear brake single steel fixed disc, Ø 282 mm, floating caliper with 2 parallel pistons Wheels three spokes, light alloy wheels, gravity die-castingFront wheelRear wheelFront tyreRear tyre 3.50” x 17” 5.50” x 17” 120/70 ZR17” 180/55 ZR17” ELECTRICAL EQUIPMENT Battery 12 V – 18 AhVoltage 12 V Alternator 12 V – 550 WDIMENSIONS Length 2.195 mmWidth 840 mmHeight 1.160 mmSeat height 800 mmGround clearance 185 mmDry weight 229 kgFuel tank capacity 23 litresReserve 4 litresColors Black, Red MSRP $13,590 Two-year factory warranty and 24-hour Roadside Assistance come standard. * Technical specifications of 1200 Sport may change without notice.

An Italian custom bike for the US police. Thirty-five years have gone by, but the Moto Guzzi California continues to play a leading role in the collective imagination of motorcyclists throughout the world. In 1971 when the first model was introduced, the custom market was divided into the original US models and their imitations from the East. Moto Guzzi introduced a motorcycle with a strong personality based on the tried and tested frame of the V7 Special and the legendary 90° V-Twin engine with a capacity of 757cc. A winning combination which won international success, not least because it proposed a new way of motorcycling, in contrast to the exaggerated quest for performance. On a Guzzi California, you travelled - and you travel - in total relaxation. The seat, as comfortable as an armchair, enables you to enjoy the landscape protected from the wind in the shelter of the large windshield, fitted as standard together with the panniers, a clear sign of its vocation for travel. These qualities enabled the V7 California to triumphantly cross the ocean where it was adopted first by the L.A.P.D. (Los Angeles Police Department) and subsequently by other US states. The rest is history - and legend. A familiar presence in films and advertisements, the California has every right to be considered as one of those industrial design objects which have left their mark on our history. Its two legendary wheels have never stopped - and neither has its evolution. Year after year, the look and technology has been updated, without altering its original personality and spirit. Now, 35 years after its birth, Moto Guzzi has decided to pay tribute to this extraordinary model by creating an exclusive Vintage version, dedicated to those who want to go on dreaming.
The discreet charm of tradition.
Technology and tradition have inspired the numerous changes defining the character of the California Vintage, a cult object even before its market launch. The reference to the past is obvious in the delightful spoked wheels, in the newly-designed steel mudguards, in the new Brembo front callipers with black finish and in the supplementary fog lights, controlled by a switch on the right block.
In this model, attention is paid to the smallest detail - the windshield is decorated with a stainless steel strip and both the handlebar and two-tone seat are exclusive to the model. The classic engine is protected by chromed steel tubes with integrated. The special bags are fixed, made from rotational nylon, waterproof, lined and again protected with chromed steel tubes. The luggage rack is also chromed for a high-class touring look. The California Vintage is a precious object to be looked after with love and attention. Moto Guzzi has therefore also designed a special bike cover for this motorcycle where luxury is standard.
An all-new ride.
While externally the California Vintage retains the same unmistakable look which brought it success throughout the world, technically it has been profoundly changed over the years, with significant improvements on the most recent version. The heads, cylinders, conrods, pistons, sintered valve seats and guides and Nymonic exhaust valves come from the Mandello del Lario naked and inherit its power characteristics. The alternator has also been improved and the flywheel is new. Combustion is more efficient thanks to the twin spark cylinder heads, while the timing system is entrusted to the well-proven mechanical tappets. Other minor technical modifications include the new throttle body guards and cableways between the cylinders and tank. As far as the mechanics are concerned, the braking pressure distributor has been modified to improve efficiency. More powerful, easier to ride and safer, the look of the California Vintage has also been radically changed. An exclusive and well deserved tribute to a motorcycle which has become a symbol.
SPECIFICATIONS USA - 2008 Moto Guzzi California Vintage:

Throw a leg over an Ultra Classic® Electra Glide® touring bike and it’s like having one boot in the east, one in the west, and you are ruler of all lands in between. We start with a comfort-stitched saddle and passenger backrest, should you choose not to rule alone. Hard bags and King Tour-Pak®. 40-watts-per-channel, 4-speaker AM/FM/CD. Electronic passenger controls. Built-in C.B./voice-activated intercom. Cruise control. A new tank badge. In other words, the whole shebang. But even with all the goodies, this is still a Harley-Davidson® motorcycle at heart. Thumb the starter and the EFI Twin Cam 88® engine instantly declares its time-honored rumble. This year, the fairing lowers get a new venting system to keep the legs cool. So no matter where you are in the world, even the wind is at your command.
SPECIFICATIONS:
DIMENSIONS U.S. UNITS Length 98.3 in.
Seat Height
Laden(1) 27.3 in.
Unladen N/A
Ground Clearance 5.1 in.
Rake Steering Head/Trail 26.0º / 6.2 in.
Wheelbase 63.5 in.
Fuel Capacity(2) 5.0 gals.
Oil Capacity 4.0 qts.
Weight
Dry Weight 788.0 lbs.
Running Order N/A
POWERTRAIN Engine(3) Twin Cam 88®
Displacement 88.0 in.³
Bore x Stroke 3.75 in. x 4.00 in.
Engine Torque(4)(5) 86.0 ft. lbs. @ 3500 rpm
Fuel System(6) Electronic Sequential Port Fuel Injection (ESPFI )
Compression Ratio 8.9:1
Miles per Gallon(7)
Carb. N/A
ESPFI 46 hwy / 39 city
Primary Drive Chain
Gear Ratio (overall)
1st 10.110
2nd 6.958
3rd 4.953
4th 3.862
5th 3.150
WHEELS/TIRES Wheels(8)
Front Black 9 spoke cast aluminum
Rear Black 9 spoke cast aluminum
Tire Size
Front MT90B16 72H
Rear MU85B16 77H
ELECTRICAL Electronics Stereo, intercom, CB (prohibited by law in some countries), cruise control; optional security system
Instruments Electronic speedometer; odometer; resettable tripmeter; diagnostic readout; tachometer; oil pressure; volt meter; air temp
Indicator Lamps Oil pressure; engine diagnostics
CHASSIS Brakes (diameter x width)
Front 11.5 in. x 0.20 in. dual
Rear 11.5 in. x 0.23 in.
Lean Angle (per SAEJ1168) 30º / 31º
Exhaust System Cross-over dual
COLOR OPTIONS(9) Vivid black, sierra red pearl, black cherry pearl, lava red sunglo, glacier white pearl, rich sunglo blue, two-tone rich sunglo blue and chopper blue pearl, two-tone chopper blue pearl and brilliant silver pearl, two-tone black cherry pearl and black pearl, two-tone sierra red pearl and brilliant silver pearl, two-tone smokey gold pearl and vivid black, two-tone vivid black and lava red sunglo
UNIQUE FEATURES Batwing, fork-mounted fairing with full instrumentation;vented lower fairings with storage compartments; nylon alloy hard saddlebags and fiberglass King Tour-Pak®; 40-watt per channel, 4-speaker AM/FM/WB/CD sound system; CB and intercom; passenger sound system and CB/intercom controls (CB prohibited by law in some countries); electrical power outlet.

If off-road riding courses through your veins, the R 1200 GS may just make your blood boil. Boasting a 15% increase in both power output and torque, this lean (496lbs.) and mean (1200cc, 100bhp) machine features BMW’s newly updated boxer engine and a host of features that make it the ultimate answer to the call of the wild.
For those who dream of riding every curve to the edge of civilization, the R 1200 GS’s extra-stiff running gear offers superior riding safety, outstanding handling, and unprecedented accuracy on mountain switchbacks and rugged riverbed bends.
Back on paved ground the R 1200 GS rides smooth owing to an all-new six-speed gear box and newly optimized lightweight Paralever and Telelver suspension. Fuel consumption has been reduced by 8% - a definite benefit in remote parts of the world. And once again BMW has set a new standard in environmental compatibility.
With increased agility and amplified output the new R 1200 GS is BMW’s latest evolution in Enduro touring… a category it invented 25 years ago.
The new R1200GS with outstanding performance, superior comfort even on the longest tour with equally superior handling and agility for maximum riding. With 98 horsepower and 1170 cc, the R1200GS will get the rider wherever he wants to go.
FEATURES:
High Windshield: Redesigned for improved wind and weather protection, the new windshield design features five tilt-angle positions to accommodate various sizes.
New Headlight: The front headlight assembly of the R 1200 GS is completely redesigned. The low (dipped) beam unit and the high (main) beam (with oval free-form reflector and large light-emission area)provide effective illumination while contributing to the motorcycle’s aggressive styling.
The R 1200 GS has a completely new instrument cluster using digital technology. Additionally, the now-standard Info Flat Screen displays distance, oil temperature, fuel level, gear selection and distance before required refueling. The entire cluster is powered by a photo cell and illuminates after dark.
The Paralever suspension system prevents the motorcycle from rising as a result of torque transmission from the drive shaft to the rear wheel. The rear-wheel drive and torque reaction strut have been redesigned especially for the R 1200 GS and the entire assembly is both lighter (contributing to the bikes uniquely low 496lb weight) and more rigid.
Newly designed center and side stands allow you to keep the bike stable wherever you park it.
Designed to accommodate grueling terrain requirements, the front and rear spring struts provide long suspension travel (190mm and 200mm respectively). The gas-filled front strut features 9 mechanically adjusted spring preload settings while the rear provides progressive damping directly linked to spring travel.
Lighter weight and featuring 5 double spokes each, the new wheels on the R 1200 GS make it more agile and easier to handle without restricting off-road capabilities. For heightened hard-terrain riding, optional cross-spoke wheels are available.
Next Generation Switches: Completely redesigned handle bar and switch assemblies are easier to operate and designed for greater clarity. The R 1200 GS also features ergonomically optimized clutch and brake levers and a reduced grip diameter that makes the motorcycle easier to control.
Using an ‘inner leg curve’ measurement standard, the height of the two-section dual-seat can now be measured in absolute terms (inner leg curve). This provides the rider with a more precise fit among a range of seat heights from 820mm-900mm (1,800mm to 1,900mm inner leg curve).
Continuing BMW’s tradition of offering exceptional add-ons to meet any riding need, the R 1200 GS has a large menu of available accessories including high and low rider’s seats, the BMW Motorrad Navigational System, pannier cases, an anti-theft alarm, small and large cylinder guards, hand protection, a power socket and more.
Completely redesigned, the luggage rack system provides ample surface for additional gear which can be easily secured via the integral lugs.
BMW’s travel tested EVO braking system allows for maximum deceleration with reduced lever effort and accurate control of braking power. Optional integral ABS, which can be switched-off for off-road riding, is also available. Like the suspension components and engine, the braking system has been weight optimized.
With 15% more power and torque but 10% less weight, the new boxer engine has an increased maximum engine speed but with minimized vibration. The new balance shaft also gives the R 1200 GS and optimally smooth ride.
Combining a conventional telescoping front fork with a leading link, the Telelever system divides and optimally handles wheel location and suspension tasks. This newly designed light-weight version is partially responsible for the 66lb overall weight reduction compared to the previous R-series enduro model.