Radical zecOO electric motorcycle headed for production

Ongoing advances in all-electric drive trains have opened up some radical design possibilities for e-bikes, and while many of the electric motorcycles we've seen stick to a conventional layout, others are definitely looking to push into territory where only highly-customized bikes dare to tread - Britain's Agility Saietta, Canada's Lito Sora and now out of Japan - the zecOO.

Designed Kota Nezu of Znug Design, the zecOO was unveiled at the Tokyo Motor Show in March and is reportedly headed for small scale production.

The zecOO immediately grabs you with its single sided swing-arm, hub-center steering and long, raking (if not practical) windshield, but the performance specs aren't quite as bad-ass as the low-rider aesthetic. The bike makes 55 to 85 miles (88 and 136 km) on a single charge, has a 75 mph (120 km/h) top speed and takes six hours to charge ... so while it's not exactly in the superbike club, it still stands-up in the all-electric crowd.

The price stands out to - the zecOO is expected to cost around 6 million Yen (US$70,000).

Source : http://www.gizmag.com/ – By : Noel McKeegan

Ducati Supersport 750

There are no high-tech materials to gawk at; only retro chrome-moly steel, some aluminum and other simple alloys. Yet, drawing on their decades of experience, Ducati has -- once again -- introduced to us a bike that stirs the soul in the purest sense.

A generous mix of technological engineering is mixed with good old-fashioned know-how in the Ducati 750 Supersport, resulting in a bike that is far greater than the sum of its parts would ever let on.
Being on a Ducati, we never get tired of being asked whether or not we like the bike. We like attention and this bike draws it in spades. Nevertheless, when asked to justify our opinion, we are always hard-pressed to support our statements with facts like we are usually able to do. The way you fall in love with this bike is not by staring at peak dyno numbers, a spec-sheet or even the beautifully hand-welded trellis frame and inverted forks. You fall in love with this bike by doing to it what very few bikes appreciate -- you ride it hard.

Specifications

Manufacturer: Ducati
Model:  Supersport 750
Price: $8.295 USD (Half Fairing), $8,995 (Full Fairing) 
Engine: 90°, V-twin
Compression ratio: 9:1
Bore and Stroke: 88 x 61.5 mm
Displacement: 748cc
Fuel Delivery: Marelli CPU 1.5 EFI
Transmission: 5 speed, constant mesh
Tires/Front: 120/70 ZR 17
Tires/Rear: 160/60 ZR 17
Wheelbase: 55.3 inches
Seat Height: 33.5 inches
Fuel Capacity: 4.2 gal
Claimed Dry Weight: 403 lbs. (183 kg)

Source : http://www.motorcycle.com/

Harley-Davidson Seventy-Two

Harley-Davidson is masterful at crafting new cruisers from its many existing model platforms, and it seems the company has a wellspring of material to work with in its Sportster line. For several model years now Harley has routinely looked to the past when adding new bikes to its stables. With the introduction of the Seventy-Two earlier this year the Sportster 1200-based bike’s ‘70s-era motif continues Harley’s retrospective styling themes.

As a modern representative of the early chopper scene, the Seventy-Two bears some key chopper cues, like its 2.1-gallon peanut, round air cleaner cover, solo saddle, side-mounted license plate, mini-ape hanger handlebar, staggered dual exhaust, wire wheels rolling on white-wall tires, chopped rear fender and of course, metal-flake paint. Purists (and cranky old dudes) might argue that the Seventy-Two is more false pearl than carbon copy of an original chopper of the time. But we say H-D did an excellent job of seamlessly pressing signature chopper elements of yore into a modern machine. The base MSRP of this semi-custom is only $10,499, cementing the Seventy-Two as a genuine bargain not only from The Motor Company, but in just about any segment of cruiserdom.

Source : http://www.motorcycle.com/

Honda develops a more fuel-efficient scooter

Rapid economic development around the world in recent years has seen the bicycle increase its lead as the most prolific form of transport, with the motorcycle quickly catching the automobile for second place. Interestingly, only one country (China) has so far seen the wisdom of the electric two-wheeler, with more than 25 million electric two-wheelers produced in 2011.

Honda still dominates motorcycle sales in the remainder of the globe, and appears to be concentrating on continuing to develop the internal combustion engine as the primary motive force for its scooters and commuter machinery.

Today the Japanese giant has announced new SH125i and SH150i scooter models to go on sale in Europe later this year. To be produced in Italy, the new models feature a new internal combustion engine architecture dubbed eSP (enhanced Smart Power), which uses a stop-start micro hybrid system and a range of low friction technologies to offer quite remarkable fuel economy: 47.4km/litre for the 125cc and 43.8km/litre for 150cc (based on the Worldwide harmonized Motorcycle emission Test Cycle).

If you need that translated into a more familiar measure, the new SH125i's 47.4 km/liter equates to an imperial 133.9 miles per gallon or 111.5 miles per gallon in the United States, while the SH150i's 43.8 km/liter is 123.7 mpg (UK) or 103.0 mpg (US).

Details of the new SH-series scooters are thin at this stage, but they will be lighter than previous models with a new frame, a flat floor, 16-inch wheels, and ABS (anti-lock braking makes a huge difference for inexperienced riders on wet roads).

One other significant first is that the under seat storage area on the new SH models has been increased to accept a full-face helmet - a major drawback with most scooters currently in the marketplace is that the underseat storage area has been designed to accept only open-face helmets.

Though the internal combustion engine of the Honda SH models will never be as cheap to run as an electric scooter, the rest of the world is yet to vote with its wallet for two-wheeled electric power and Honda is likely to continue to develop the internal combustion engine for the massive Asian scooter market for the forseeable future.

In particular, Honda is now finally beginning to get some traction in the Indian market where its former partner, Hero, sells more than five million scooters a year.

Source : http://www.gizmag.com/ - By : Mike Hanlon

R Makes All The Difference

It’s amazing the difference high-end suspension, better brakes and lighter wheels can make in transforming a motorcycle. Whereas the standard Speed Triple is more than capable to handle the rigorous testing we performed, when judged against the R it suddenly feels soft. Still, that doesn’t detract from its user-friendliness, as all three testers noted how the Speed Triple R is a familiar, comfortable and capable steed.

On the technology front, some might say the Speed Triple R lacks amenities some of its rivals carry, like traction control. However, with ABS standard, Tom makes a strong case towards not needing much else. “Assuming this bike will be ridden among the hazards of freeways and surface streets, ABS is the preferable technology,” he says.

At $16,000, the Speed Triple R costs $4300 more than the standard model, which begs the question: Is it worth it? The easy answer is: absolutely, assuming you’ve got the money to spend. “Top-shelf Brembo monobloc brakes, Öhlins NIX30 fork and TTX36 shock live up to their reputations and help justify the $16,000 asking price,” Tom notes. Although he added, “For 16 large I’d like to see more than 122 rear-wheel ponies.”

However, for just suspension updates (albeit significant ones) and no additional power, Kevin has a harder time justifying the cost. “I could make a good case for the Triple-R to be judged as an ultimate streetbike, but I’d balk at paying $4300 more for it than a non-R version,” he says. “For my weight, I could live with the standard suspension, so the only really covetous part of the S3R to me its lightweight wheels.”

Personally, I’d agree with Tom. Try to piece together the suspension, wheels and brakes separately and you’d spend much more than four grand. You’d also have a weapon that could not only own the streets, but would also be a riot at a trackday. Which, coincidentally, is exactly where we’re taking the Speed Triple R next, along with two of its contemporaries in the naked bike category, the Aprilia Tuono V4R and MV Agusta Brutale R 1090. Stay tuned for our Euro Streetfighter Shootout to see how they all fare.

BMW R1250GSa

Look closely and you’ll see the addition of radiators hidden under air shrouds – a dead giveaway that the new engine is liquid-cooled. This is huge news considering the air-cooled Boxer has been a BMW staple for almost 90 years.

Liquid-cooling allows a quicker warm-up time, reducing critical post-start-up emissions, while also lowering operating temps. This will help achieve stricter Euro 5 standards slated to begin in 2015. Liquid-cooling also enables increases in power, so along with a bump in displacement to around 1250cc, we expect a bump in power to compete against the latest batch of challengers to the adventure-touring throne.
The R1250GS engine is an all-new design, sharing no common parts with its predecessor. It’s also carried higher in the frame, increasing its ground clearance. It’ll be interesting to see how this affects handling.

Also different on the new engine is the orientation of the cylinder heads. Now rotated 90 degrees forward, throttle bodies are situated above the combustion chambers while the exhaust exits from underneath the cylinder heads instead of from the front. We predict exhaust shields to be among the first of the aftermarket accessories to be offered.

Chassis differences and modifications aren’t as noteworthy as those seen in the engine bay. The frame is steel and looks similar to the one it replaces, as does the Telelever front and Paralever rear suspensions.

Front braking is enhanced with the use of radial-mount front brake calipers. ABS will be standard equipment, as evidenced by the wheel-speed ring on the front wheel, which will undoubtedly play a role in a new traction-control system. We also expect an updated form of BMW’s ESA electronic suspension adjustment.

A new transmission sends the Boxer’s power through a shaft drive now on the left side, forcing the exhaust to now terminate on the right side of the bike. The rear tire appears wider, up from 150mm to handle a bigger load capacity. A staggered headlight remains, now with an LED running light. These pictures would indicate the large fuel tank hasn’t gone anywhere, and neither have the spacious saddlebags.

Life at the top was nice for the BMW R1200GS line. As BMW’s best-selling model worldwide, the air-cooled, horizontally opposed Boxer-Twin engine is loved by many for its quirks, and the bike’s jack-of-all-trades attitude has endeared it to fans worldwide.

Then again, its success could partially be attributed to the fact that there really hasn’t been anything else like it. Not anymore; with motorcycles like the Ducati Multistrada 1200, Yamaha Super Tenere and the upcoming Triumph Tiger Explorer all looking to share — if not hog — a piece of the adventure-touring segment pie, BMW has reacted.

BMW still hasn’t officially recognized this bike or these photos, but clearly the company has been working hard at beefing up its most iconic model. It will be interesting to see how it compares with the GS we already know – and how the air-cooled GS devotees react to comprehensive changes to their icon.

Kawasaki Drifter 1500

The bike you are gazing at is not what you think it is, but your confusion is just what its designers intended. What you are looking at is the 1999 Kawasaki Vulcan 1500 Drifter. What you are seeing is a late 1940's Indian Chief.

What you a looking at is SOHC, digitally fuel injected and water cooled. What you are seeing is side-valved, carbureted and air cooled. What you are looking at is Japanese. What you are seeing is quintessential Americana.

The Drifter is Kawasaki's latest heavyweight cruiser. It follows a decades-old design philosophy that started with their very first Vulcan 1500, a child of 1970's chopper stylings.

Next came the 1950's styled Vulcan Classic followed by the Nomad with its 1960's leanings. Seen in this light, the Drifter's 1940's image is a logical design result. And what better way to reflect the elegance of the era than by incorporating two deeply skirted fenders?

Long, sweeping, cromulent and curvaceous fenders that look positively ostentatious. Fenders that are however so large that they seem to overwhelm the rest of the bike, a fact that is enhanced by the almost complete lack of chrome.

Chrome that would help draw your eye to other elements of the motorcycle. There is more to this ride than its deep wheel wells. The first thing we noticed after thumbing the starter button was the new and much improved 1500cc Vulcan engine. To start with, the Drifter received the first digital fuel-injection Kawasaki has ever incorporated into one of their V-twin engines. Add a 9:1 compression pistons and dual plug ignition and your ride starts with a whopping claimed 85 ft-lbs of torque... at 2500 rpm!
Torque that will leave all other Vulcan owners crying. Why? Because there is no way to upgrade other Vulcan mills to the new system, one which also includes new pistons, dual spark plugs, a 6250 rpm rev limit, no petcock and digital fuel injection. By the way, there is also no "reserve tank." The only thing that lets you know you are about to run out of gas is a small, car-styled idiot light. Personally, we're partial to the large measure of safety a "reserve tank" offers. We don't care if it has a gas gauge or idiot lights, we'll still run it dry given half a chance! The water-cooled 1470cc engine is complemented with rubber mounts and a geared counter balancer. These facts, coupled with a short-stroke big-bore design creates an incredibly smooth V-twin. Almost no vibration gets through the handlebar or floorboards. This can be seen as good or bad, depending upon how you like to feel your cubic inches. Getting all this technology to the pavement is a slick transmission that offers not one but two overdrives! This translates to a smooth 90 mph cruiser and an easily verifiable 115 mph indicated top speed as well as a 5th gear that demands you go at least 65mph if you want to think about accelerating.

2012 Kawasaki KX450F Review - First Impressions

Though it won races, the KX’s large rider ergonomics, excessive weight, abrupt (some would say rude) low-end power delivery and less than sharp cornering manners have traditionally held the KX450F from winning popularity contests. After we rode the 2011 version on everything from frozen lakes to motocross to cross-country to flat track, we pretty much had the bike figured out. When we learned about the changes Kawasaki made to the KX450F for 2012, we couldn’t wait to try it at its press launch at the famous Red Bud track in Buchanan, MI.

Kawasaki addressed the too big complaints in a variety of ways. First, there's a new, slimmer frame, but more importantly the handlebars can be adjusted to four different settings thanks to new triple clamps, while footpegs can be raised or lowered to fit your personal preference. If the KX450F still feels a little big, there's an optional suspension linkage that drops seat height 6mm. The end result is the most ergonomically adjustable motocross bike in recent memory.

Kawasaki also worked to improve reliability by including a thicker first gear, a revised crankshaft designed to improve low-end throttle response and engine balance, and thinner piston rings to improve throttle response. They cut small bits of weight all over the bike, going so far as to install a lighter fuel pump. A revised fuel injection system makes EFI tuning easier than ever. A new exhaust system was designed to cut weight, boost performance and still meet AMA sound regulations. Something totally new is the Kawasaki Launch Control System. It is designed to improve traction and rideability off the starting line before it kicks back into ‘normal’ mode when the rider selects third gear.

Red Bud is an amazing motocross facility, with nicely groomed grounds and a world-class motocross track. Obviously you can’t do a ‘real world’ motorcycle test on one perfectly groomed national-level motocross track with factory technicians looking over your shoulders. We tried to find varied riding conditions in addition to the motocross track, but this is more of a ‘first impression’ report than a proper motorcycle test. Our first impression, after having spent so much time on 2011 and 2010 KX450Fs, was how the 2012 model felt much smaller and lighter than its predecessors.

One thing that helped cornering and overall rideability on the 2011 KX450F was to recalibrate the milder fuel injection mapping at the bottom end of the powerband. Fuel-injection tuning on previous KX450Fs was complicated, requiring special programs and adaptors. On the 2012 model swapping between three basic EFI maps takes 10 seconds with no special tools. Kawasaki has three color-coded EFI plugs, soft terrain, intermediate-normal, and hard terrain that simply click into the wiring harness. The hard terrain map is designed for low-traction conditions, so it’s actually the ‘softest’ powerband of the three. At first we were embarrassed to admit we preferred the softer-hit of the ‘hard pack/no traction’ map, but found out later that most of the other magazine editors liked the gentler map better too.

Even brand new, with zero-time on the clock, the 2012 KX450F shifted nicely under power and the clutch worked well. We did notice a sizable gap between second and third gear ratios that was a little too big. Adding a tooth or two to the rear sprocket would be an improvement. The light and progressive clutch feel really helps the manners of the KX450F, but how long that clutch will last remains to be seen. Kawasaki has upgraded the 2012 to use slightly stiffer clutch springs to cure the well-publicized premature wear problem they had with older models. In the two days we rode the 2012 the clutch never faded or needed excessive adjustment. First gear is even low enough for off-road use, especially considering there is so much torque on tap.

It was a blistering 97F on day-two. When we were going slow and pretending to be Endurocrossers, we cooled off the KX450F by splashing through some water, but we didn’t need to. The radiators gurgled a little in slow running but never boiled out their coolant. That’s another improvement over the 2010 and 2011 models. Sometimes when the engine got really hot it would flame out at low rpm and take several kicks to restart. That’s something we never had a problem with last year and could likely be cured with careful EFI tuning. Aside from the three basic ‘plug and play’ maps the new Kawasaki fuel injection system is infinitely variable through a normal Windows PC.

Despite some major changes to the chassis, vague cornering remains as one of the KX450F's traits. This is a big, powerful motorcycle that likes to be steered with the throttle. When ridden aggressively it will power around turns quickly, but it won’t rule the inside line. The 2012 KX450F will turn sharply, but you have to work at it and the bike does wander more than we’d like.
We tried to improve cornering by adjusting fork height, fork rebound and compression settings, rear suspension sag and high-speed compression and handlebar positioning to find the ideal balance between traction, stability and turning ability. Cornering improved but was never great. That being said, the big Kawasaki is exceptionally stable at speed. The rear brake on the KX450F is excellent but the front remains average. We bled the front brake and tried different lever adjustments but never got rid of the touchy ‘on or off’ feel. Different pads or a different rotor might help. We’d like to try a different front tire as well, which could potentially improve both cornering and braking performance

The 2012 KX450Fs suspension did beat us up over smaller square-edged impacts on the track. It was difficult to get the shock preload backed off enough to get 95-100mm of sag with a 160-pound rider. Heavier riders didn’t complain as much, but it’d be nice if Kawasaki equipped the 450 with the SFF preload-adjustable forks it uses on the 250F. Kawasaki changed the shock linkage this year to improve rear wheel traction. Careful chassis set-up was essential, and when we backed off the compression to absorb chop the bike became more difficult to jump. Bottoming resistance was always excellent, and even when the suspension bottomed out the impact was never overly harsh.

Keeping in mind that we are probably lighter than the average 450 rider, here were our favorite chassis settings at Red Bud:

2001 Yamaha Vino, Modified

More than likely, you've read our first ride report of the Yamaha Vino. As such, the main points derived from that report are: 1) the Vino is a very practical machine and 2) its not very fast. We like the first point, though we're not too keen on the second point.

When we informed a local Yamaha dealer of our findings, he informed us that the Vino could be easily modified to become a much more "vigorous" machine. A week later, when we took delivery of a different Vino with some of Yamaha's numerous accessories bolted on, we decided to go ahead and pursue this Vino-plus, as it had been related to us.

At first glance, you'll notice the different color paint as well as the windscreen and basket. The windscreen proved to be useful and functioned extremely well. For stylistic purposes, we would like to have the screen raked back approximately five degrees. Below the headlight, a basket constructed of brown vinyl-coated metal wire can be found. A spring-loaded lid keeps contents from flying out. We would have preferred to have the basket chromed, though. Nevertheless, the basket performed admirably, faithfully carrying various foodstuffs and beverages from nearby vendors. We found the lack of a solid latch on the basket to be a problem, albeit a small one.
  However, upon starting the machine and embarking on a voyage around the surrounding neighborhood, the power modifications became readily apparent.

But first, a brief summary of the modifications completed. Remember that these modifications are not condoned by Yamaha Motor Corporation and are likely to void any warranty. Motorcycle Online, on the other hand, only moderately condones these changes. Heh, heh.

First, remove the restrictive choke pipe from the exhaust header. If you remove the header and exhaust assembly from the engine you should be able to see it tack-welded inside the tube. Reasonable applications of force should remove the piece from the assembly. Our consultant recommends a large screwdriver to accomplish the task. When you reattach the exhaust assembly, we recommend loosely threading the two bolts that hold the pipe to the exhaust hanger. Then, after making sure the exhaust gasket is in place, snug down the two bolts that hold the muffler to the engine. Finish the job by tightening all four bolts that hold the exhaust system in place.

Our modified Vino looks quiet enough.

Second, you can increase the top speed by removing a washer from the primary drive clutch assembly. This can be accomplished by removing the kick-starter and the plastic transmission guard. After that, you will be able to remove the snap ring on the kick-starter shaft and the bolts that hold the clutch cover in place. Be advised, you may want to drain the transmission oil first. Finally finish the disassembly by removing the clutch assembly from the shaft. You'll see a washer that limits the pulley's lateral range of motion. Remove this washer and then bolt everything back together. Don't forget to use a new gasket for the clutch cover and to refill the transmission oil. After this modification, your primary drive will be able to achieve a higher range of gear ratios.
The cute basket up front belies the monster motor out back.

The cute basket up front belies the monster motor out back.
  With these two simple modifications (estimated completion time for both modifications is approximately one hour), your Vino will be transformed from a sedate scooter, to a vigorous vehicle capable of keeping up with faster traffic. Noticeable increases in mid-range power are prevalent as power wheelies are now possible with correct weight placement and a little tug on the bars. Slightly more low-end power allows for quicker launches off the line as well. However, the transition from low- to mid-level power ranges is abrupt and could startle a novice rider. As "professionals," though, we like this and refer to it as giving the bike a bit of "character."

The windshield provided good protection, even for 6'2" tall Minime.

The windshield provided good protection, even for 6'2" tall Minime.
Thanks to the revised clutch, top speed is significantly increased. While the stock Vino could only muster an indicated 29 mph, our new machine can reach speeds of approximately 45 mph. Not surprisingly, with the increased speeds you begin to realize that the high speed handling characteristics are somewhat lacking. But you must realize, that the Vino is still just a scooter after all and, as such, proved stable enough.
  Overall, the engine modifications were extremely cost effective (free, if you don't count the transmission oil and gasket) and combined with the windscreen and basket, increase the effectiveness of the Vino as a close-quarters urban assault vehicle.