What happens when you breed a helicopter with a two-wheeler? You get a motorcycle with all-wheel drive.

Philadelphia-based Christini has begun to market a drivetrain that can apply power from the engine to the front wheel of motorcycles. A second chain turns the front wheel so that riders can get through sand, snow, mud or uneven terrain more easily.

“I love it. It is a total advantage,” said Mike Bergman, a professional motocross racer who’s raced twice on motorcycles equipped with Christini’s drivetrain. “Let’s say you come into a rough corner with deep ruts, it will pull you right around it.”

Christini recently released a version of its drivetrain for some Honda dirt bikes and will soon have a unit that works with off-road motorcycles from KLM. Over the next few years, it hopes to move from selling its system as an aftermarket device to something that is integrated into a motorcycle at a much lower cost at the factory.

Eventually it will also come to street bikes because it can increase safety and handling, according to founder Steve Christini.

“The average rider gets the most benefit out of this,” he said. “The benefit of all-wheel drive is control, stability, safety and cornering. It keeps the front end from washing out.”

The company has all-wheel mountain bikes, too. With bicycles, all-wheel drive allows riders to get up steep slopes without having to stand up and pedal, or down slippery surfaces with less fishtailing.

Although they don’t get near the attention that cars do, inventors actively tinker with the technology behind bikes and motorcycles. Shimano recently came out with an automatic transmission for bikes, and Zero Motorcycles and Vectrix have come out with electric motorcycles.

The all-wheel drive concept sounds simple, but it’s difficult to execute. Large, established manufacturers have tried out different ideas for putting a second chain on the front wheel, but ultimately backed away from coming out with products.

The difficulty was in how to deliver power to the front wheel without disrupting steering and handling. If you attach the chain to one side of the hub, it will pull the front wheel, and hence the rider, in that direction. One manufacturer spent years on a system that would drive the wheel through pressure hydraulics. Hydraulic systems, though, consume lots of power.

This article was taken from: news.com

Suzuki has announced a safety recall on its 2007 GSX-R1000 motorcycle.

The recall is to prevent a problem with the motorcycle’s idle speed control valve, which can lead to the GSX-R1000 having the wrong idle speed when fired-up from cold.

Suzuki is contacting owners of the GSX-R1000 motorcycles to arrange for work to be done on the machines. So far, Suzuki says very few UK GSX-R1000 owners have suffered the problem.

“Suzuki GB is to issue a Safety Recall Notice on the GSX-R1000 K7, after diagnosing an issue with the Idle Speed Control Valve on engine start-up.

The recall, which will see customers notified via post, will require affected machines to be returned to authorised dealers for component replacement.

Owners should wait to receive their official letter before contacting their authorised dealer to make arrangements to return their machine for rectification.

Suzuki GB have been extremely proactive in dealing with this notice, ensuring effective communication to their dealers and potentially affected customers, as well as making sure sufficient stock of correct parts are available.”"

This article was taken from: Motorcycle News

The default 125cc sports bike for the last three years has been Honda’s CBR125R.

It’s cheap (half the cost of the high-spec NSR125 it replaced in 2004), it looks sharp, with plenty of bigger CBR and even MotoGP visual cues, it handles and goes well and it has a Honda badge.

With that to beat, Taiwanese manufacturer Kymco has introduced its own entry into the same growing sector (growing because of the Honda as much as anything), the KR Sport 125. This might explain why it looks uncannily like a Honda, but if the KR loses out on having a different badge, it makes up for this in two other important ways.

The Kymco name is becoming better known in the two-wheel world, mostly for its dependable and good-value scooters (some of which have been top sellers in the huge, discerning Italian market), but also for some reasonable small-capacity motorcycles. There’s a decent dealer network, a two-year warranty and quality levels close to Japanese standards, help to distinguish Kymco from the proliferation of fly-by-night mainland Chinese tat.

The KR Sport underlines why: this is a convincing motorcycle. The engine is a relatively low-tech unit, air- rather than liquid-cooled, but it does have four valves and a five-speed gearbox, and it works fine. The throttle response is crisp and it has a proper power band, whereas some learner-legal machines feel desperately flat at higher revs.

Oddly, the analogue rev counter draws its red line at 8,000rpm, whereas the motor clearly likes being spun well beyond 10,000rpm. The speed reading is digital, as are the fuel gauge, clock, engine temperature and trip, a decent spec for a bike at this level, even if the dash has a budget look to it.

Irritatingly, the clutch cable is too long so it loops across the neutral light and the bottom of the rev counter. This and the wrongly drawn red line should be put right by Kymco if it wants to keep snapping at Japanese manufacturers’ heels.

Dynamically, there are no complaints: the suspension would be improved with better damping as it can start getting bouncy on bumpy roads, but it’s not bad. The steering and handling are fine, if biased towards stability rather than agility, while the brakes - a disc at each end - have reasonable power and basic feedback.

Where the Kymco will win over some potential Honda customers is its size: the CBR is very small, so much so that larger riders look plain silly on it, whereas the KR is significantly larger. The reach to the ground is greater but taller riders won’t feel like they’re aboard an inflated minimoto.

Generally speaking the finish is good. The frame and swingarm have a pleasing rough grey coating and the paint on the red model is convincing, although the matt black alternative doesn’t look resilient or easy to clean.

The second key is the KR’s price, £300 less than the Honda, to no obvious disadvantage aside from the brand name. It rides as well as the Honda, looks at least as good and is as quick: if you’re tall and impecunious it’s an easy decision, and you’ll be making no sacrifice. Otherwise, the KR is a considered and low-risk option for its other qualities.

Kymco KR Sport [tech/spec]

Price/availability: £2,399 on the road. On sale now. Contact: Masco Ltd, 01743 761107, www.kymco.co.uk

Engine/transmission: single carburettor aircooled four-stroke with four valves. 13bhp at 10,000rpm. 7.3lb ft of torque at 8,000rpm. Five-speed gearbox, chain final drive.

Performance: top speed 65mph, average fuel economy 70mpg.

We like: Style, size, stability.

We don’t like: Budget-look dash, some detailing.

Alternatives: Honda CBR125R, £2,699, Hyosung GTR125R, £2,949.

If you prefer a nippy scooter, you’ll want to enter our fantastic competition this week, because we have a Kymco Agility S50, worth £1,100, to give away.

This article was taken from: Telegraph.co.uk

The PR folks at Star Motorcycles (the manufacturer formerly known as Yamaha) sure know how to launch a new cruiser. International motojournalists have been lucky enough to travel to some of the preeminent riding locations in the world to sample new Star cruisers. This fall, the exotic locale to which the majority of the motorcycle magazines in the world would travel to obtain photos and riding impressions of the new V Star 1300 was Asheville, North Carolina. People who weren’t fortunate enough to visit Asheville back in the days when it hosted the Hoot are probably wondering why the heck Star would choose rural North Carolina instead of some place really cool.

The answer is simple: Consider the V Star 1300’s job description. According to Star’s research, roughly a third of people in the midsize cruiser market are planning to spend their riding time exploring winding roads. Now, get out a detailed road map of the North Carolina mountains. If any part of the country could be labeled a nirvana for motorcyclists, it would be western North Carolina. Toss in the beginning of autumn, with the associated changing leaf colors, and you’ve got a perfect place to get to know a new cruiser. Of course, as the introduction came to an end, we began to wonder how the newest Star would adapt itself to the less-idyllic world of daily use. Only time would tell.

The first obvious assumption about the V Star 1300 would be that it will replace the V Star 1100. Surprisingly, however, the V Star 1100 will remain in the Star line for 2007. Instead, the 1300 slots into the gap between the 1100 and the Road Star, filling out the deepest model line in metric cruising. A quick comparison of the V Star 1300 and the 1100 provides a nice overview of what cruising has become since the little brother’s introduction as a 1999 model.

The second obvious-and also incorrect-assumption about the V Star 1300 would be that the engine is merely a bored and/or stroked version of the 1100 mill. However, the V Star 1300 sports an all-new liquid-cooled, 60-degree, V-twin engine. The oversquare 100mm x 83mm bore and stroke yields a 1304cc displacement. This engine configuration is somewhat surprising since, as an engine becomes more oversquare, it tends to lose bottom-end torque-something most V-twin cruiser manufacturers strive for. The payoff for having a shorter stroke tends to come in the midrange and top end. Four valve heads control the fuel mixture’s path through the combustion chamber. The 1300 weighs in with a 9.5:1 compression ratio compared with the 1100’s 8.3:1-a hint that Star was looking for more power from the 1300. The single overhead cam controls the valves via friction-reducing roller rocker arms. The more efficient rockers also allow for higher valve lift ratios to increase power output. In true Yama…, er, Star fashion, power-robbing friction is also minimized with ceramic composite cylinder liners.

Because cruiser riders like to have a big pulse from the engine, a single-pin crankshaft is utilized. To cancel out the inherent high-frequency vibration of this design, two single-axis crankshaft balancers tune out the unwanted vibes while keeping the desirable pulse. This is no toss-away idea, either. When running an oversquare engine, the pistons are larger in diameter than the stroke’s length, meaning that more weight is thrust up and down with each stroke. These larger pistons mean that larger vibrations need to be tamed. Nothing less than the rider’s enjoyment is at stake.

In a nod to the engine’s classic (read: air-cooled) styling, water and oil lines are routed internally, leaving a better view of the brushed cooling fins. Plus, the radiator is tucked stealthily between the frame’s downtubes. Clever hose routing completes the illusion with the upper hose rising up to the space under the tank while the lower is obscured behind the motor mounts. A wet sump oil system aids in the uncluttered look and helps to keep the engine’s mass centered and low in the chassis. V Star 1100 owners will be envious of the 1300’s spin-on oil filter tucked out of sight under the engine.

The fuel-metering duties occur in dual, 40mm throttle bodies fed by 12-hole fuel-injector nozzles for better atomization. The ECU monitors and updates the mixture via an oxygen sensor. When combined with the three-way honeycomb catalyst hidden away in the 2-into-1 exhaust, the closed-loop system yields emissions that meet both 2008 EPA and EU3 regulations. The benefit to riders, however, is that the oxygen sensor will allow the engine to self-adjust to atmospheric conditions, such as altitude, and deliver the best mixture and, hence, the best power possible for the riding situation. (See, a press introduction in the mountains does make sense.)

Power is transferred from the engine to the transmission via a 10mm-larger-diameter clutch. To assist in managing the increased horsepower, nine fiber plates (an increase of one) are called to duty. The transmission features taller gear ratios, with fourth gear on the 1300 providing the same ratio as top gear on the 1100. A true overdrive fifth gear on the 1300 also helps to keep the vibrations at bay by helping minimize the engine speed to the tune of 450 rpm during highway riding. The Star engineers claim the tachometer (if there were one) would read only 3400 rpm at 70 mph.The gear dogs are square cut for more precise shifting. Finally, the stylish but old shaft has been replaced by a slinky carbon-fiber-reinforced, 28.6mm belt.

To create the big-bike look and feel, the V Star 1300 had its wheelbase bumped by 1.7 inches over the V Star 1100’s. Despite the increased length, the seat height is still a inseam-friendly 28 inches. The styling is what Star reps termed “modern classic,” and, you know, the term fits. The shapely headlight nacelle complements the lines of the tank when viewed from above. The sultry shape of the tank owes at least some measure to the clever 0.4-gallon sub tank located below the seat; the main tank can maintain the appropriate proportions without sacrificing looks, touring range or mass centralization. The instruments’ move from the tank to the handlebar is also a practical as well as stylistic change. Riders won’t have to take their eyes as far off the road to check the gauges, and when they do, the object they’re looking at is quite pleasant.

Simply looking at the V Star 1300, one can see how far cruiser styling-and fit and finish-have advanced in eight years. From the the sexy reflector headlight to the shapely swingarm that employs stylistic touches derived from the Roadliner, the V Star 1300 comports itself as you might expect a flagship model to, rather than a midsize cruiser. The seven-spoke cast aluminum wheels and even the tank emblem (which emulates the speed lines of the Roadliner’s tank) add to the visual value of the V Star 1300.

Although the look of the V Star 1300 is large, simply sitting on the bike and taking it off its side stand illustrates how keeping the center of gravity low created a more parking-lot-friendly feel. The metal fenders are ample yet seem more streamlined than true “classic” versions. The combination of the black frame and engine components naturally draws the eye to the select chrome or polished items on the engine-adding perceived value. (A side note: Both the engine and rear fender bear the name we were asked never to mention in reference to Star Motorcycles: Yamaha.) The seat is wide and comfortable enough for all-day rides.

The exhaust note is rich and deep, thanks to the large-diameter muffler outlet. The clutch is easy to modulate-which is a boon in commuter mode. Unfortunately, parking-lot maneuvers are complicated by a handlebar bend that can trap your knees against the tank-increasing the already-wide turning radius. Off the line, the engine’s power has a slight flat spot. Extensive riding around town highlights that the 1300 is more responsive to throttle inputs than the 1100. Shifting is super slick. Move outside of the urban environment and you will find some driveline lash making throttle modulation mid-corner a little more abrupt than it needs to be. Aside from the aforementioned flat spot, the fuel injection is flawless and doesn’t exacerbate the lash. The counterbalancers do their job, making most engine speeds vibration-free. People who plan on touring on the V Star 1300 won’t suffer from the tingles associated with high-frequency vibrations. (Which is a particularly good thing, since Star Motorcycles also offers a mechanically identical touring version of the 1300.) The power delivery is midrange-heavy with ample top end, making for big smiles every time the throttle is twisted open. While downshifting always helps to speed overtaking maneuvers, the V Star 1300 rider gets to choose between using midrange grunt or an enjoyable run up to the top-end power.

Negotiating corners is quite easy. The bike responds to steering input crisply. Changing lines mid-corner is not a problem. The suspension manages to maintain the delicate balance between plush and firm. The ride never feels soft, and most bumps are absorbed quite easily. The V Star 1300’s ability to rail through undulating sweepers illustrates how well the suspension does its job. Although a single-backbone steel frame is used, there was never a hint of flex thanks to the rigidity the solid-mounted engine adds. The preload-adjustable shock is tucked away out of sight, adding to the clean lines of the 1300.

The V Star’s ground clearance is better than you’d expect from a cruiser with floorboards. (In fact, the Star leans farther than a VTX 1300 without touching parts.) The only real performance issue with the V Star 1300 is the brakes. The two-piston, single-action calipers are decidedly old tech. They do a decent job of hauling the bike down from speed-but only if you put enough muscle into the lever. Four-piston calipers would probably remedy this quibble. Still, in a panic stop situation, the brakes do get the job done.

With the introduction of the V Star 1300, Star Motorcycles has upped the ante in the midsize cruiser market. While keeping much of the friendly personality of the 1100, the newest Star is a big improvement and well worth the $10,090 asking price. If you have a hankering for a touring version, you’ll get a windshield, saddlebags and a passenger backrest for $11,190 or $11,390, depending on your paint choice. Motorcycle manufacturers may pick ideal riding locations to introduce their new products, but when the impression of a bike only improves with each additional hour spent in the saddle once you’re back in real life, you know it’s a winner. The V Star 1300 is one of these motorcycles.

High Points
* Big styling
* Good power
* Impressive handling

Low Points
* High-effort brakes
* Flat spot off idle
* Handlebar can trap rider’s knee in tight turns

First Changes
* Try different brake pads
* Ride the rubber off it

This article was taken from: Motorcycle Cruiser

Kawasaki is to replace the cracked frame of an MCN reader’s ER-6f as a goodwill gesture but has not acknowledged a fault with the model.

The firm has attributed failures on the ER-6n naked version to vibration caused by aftermarket crash protectors.

MCN reader James Mear has been told a similar failure on his 2006 ER-6f faired version - which has the same frame - is not covered under warrantee but that it will nevertheless be replaced.

We report in the current issue of MCN that owners on specialist ER-6 website have attributed the problem to a gap between the engine and frame bracket which pinches closed when the bolt us tightened, placing stress on the frame tube.
Mears said: The dealer said that Kawasaki is going to replace the frame of my bike ‘in kind’ but not as a warranty claim.

He added: Thanks to MCN. I don’t know if it’s a result of the item in this week’s MCN or not but it looks like I have got a good outcome. I hope they deal with any other similar cases fairly.

Kawasaki dealer Drayton Croft Motorcycles, in Hinckley, Leicestershire, confirmed the offer of a new frame had been made to Mears.

A Kawasaki spokesman said the firm was investigating reports of failures on the ER-6f model. We’re agreed to have a look at that frame as part of the investigation, he said. Obviously we need to give him a frame so that he’s got a motorcycle to ride.

This article was taken from: Motorcycle News

Yamaha Motor Co., the world’s second-largest motorcycle maker, reported second-quarter profit rose 51 percent after a weaker yen boosted the repatriated value of increased sales in Europe and Asia.

Net income totaled 24.4 billion yen ($205 million) for the three months ended June 30, compared with 16.2 billion yen a year earlier, Yamaha said in a release today. Sales rose 15 percent to 476.5 billion yen from 414 billion yen, Iwata City, Japan-based Yamaha said.

The motorcycle maker plans to add production capacity in Indonesia and Vietnam because of rising sales of models including its Jupiter series. Like larger rival Honda Motor Co., Yamaha has also benefited from the yen’s 5.3 percent drop against the dollar. Yamaha raised its forecast for the 12 months ending Dec. 31, as it benefits from a weaker Japanese currency.

“Yamaha and other auto-related companies are direct beneficiaries of a weaker yen,” said Hitoshi Yamamoto, who manages the equivalent of $1 billion in Japanese equities as president of Commerz International Capital Management (Japan) Ltd. in Tokyo. “We can expect further growth in demand for motorcycles in Asia outside Japan.”

The company expects net income of 79.5 billion yen for 2007, 1.9 percent more than its previous forecast of 78 billion yen. The company expects the weaker yen will add 39.9 billion yen to its full-year operating profit, after contributing 22.5 billion yen to first-half operating profit.

Shares of Yamaha fell 2 percent to 3,370 yen at the close of trading on the Tokyo Stock Exchange.

Yen’s Effect

The company based its annual profit forecasts on exchange rates of 118 yen to the dollar and 155 yen to the euro, compared with its previous estimates of 114 yen and 148 yen, respectively.

Operating profit, or sales minus the cost of goods sold and selling, general and administrative expenses, rose 21 percent to 34.9 billion yen in the second half. A weaker yen raised the profit by 7.8 billion yen, Kozo Shinozaki, general manager of Yamaha’s finance and accounting division, said at a press conference in Tokyo.

Global motorcycle sales rose 15 percent to 1.26 million units in the three months ended June 30, the company said. Sales in Asia jumped 21 percent to 922,000 units, making up for a drop in sales in Japan, North America and Europe, Shinozaki said.

“Higher sales of motorcycles in Asia will counter an expected drop in demand in North America in the second half,” Shinozaki said. The company plans to reduce its inventories for motorcycles for sale in North America in the second half, he said.

The motorcycle-maker plans to build a new plant in Vietnam, opening next year, that will boost its capacity in the country by half, it said yesterday. The company’s Indonesian venture plans to raise its annual capacity by a fifth to 2.2 million next year.

This article was taken from: Bloomberg

Honda on Friday began construction of a 900-million-baht (27-million-dollar) expansion of its motorcycle research and development facility in Thailand, Honda’s largest such R and D centre outside of Japan.

“This expansion reinforces Honda’s commitment to strengthening Thailand’s position as the region’s motorcycle design hub,” said Tatsuhiro Oyama, president of Asian Honda Motor Company.

The Honda R&D Southeast Asia Company was opened in Thailand in 2004 with an initial investment of 850 million baht.

The centre is responsible for market research, styling and design, engineering and testing prototypes for Honda motorcycles sold in the region.

Honda motorcycles are the market leader in Thailand. Of the 845,818 motorcycles sold in Thailand between January and June, this year, Honda models accounted for 68.6 per cent, or 579,954 units.

Earlier this week Honda also announced plans to invest 6.2 billion baht (186 million dollars) to double its automobile manufacturing facilities in Thailand, boosting capacity from 120,000 cars per year at present to 240,000 units by 2008.

This article was taken from: Bangkok Post