The Storz XR1200S is the only this kind of bike, and it has just been put on sale.

The 1200cc XR was built from kit parts imported from US based XR specialists Storz components. Only the frame, swing-arm and engine remain from the donor bike. The parts list include: Ceriani USD forks. Sun racing rims, Harrison Billet Calipers, Supertrapp open circuit exhausts, Storz alloy flat track tank and a carbon fibre seat unit.

It costs about £20,000 to build the bike but Beric Collins, the owner, sells for £9995.

See advert http://www.motorcyclenews.com/MCN/bikesforsale/searchresults/detail/?R=NXGN-1988553&mfy for more details.

A total of 4000 miles is planned to ride on a Honda C90 to raise money for the the RNLI.

Kevin Hancock, 39, is the rider who plans to complete the journey in only two weeks. Kevin is planning to ride about 8 hours a day. The plan is also to visit the 172 lifeboat stations along the way.

Kevin is doing this ride in memory of Lee Wood who died on 25th April 2004 in a boating accident. RNLI searched in vain for him for 16 days. His body was found on 11th May. Steven Wood, Lee’s father, has always wanted to play tribute to RNLI for their efforts to find his son. Kevin is Steven’s friend and wants to help him in this plan.

Kevin will be riding on his 17 years-old Honda C90. He’s planning to leave the RNLI station at 2pm on May 1st. He will be then riding in the anti-clockwise direction around the coast of Britain. He’s hoping to be back on 16th May.

If you’d like to sponsor his ride, please visit www.justgiving.com/numbumring for more information.

Peugeot Motorcycles plan to build a hybrid which will be half-car half-motorcycle. Peugeot Motorcycles, specialists in scooter field, created an innovative three-wheel drive with fuel consumption in the combined cycle of just 141mpg and CO2 emissions of 47g/kph.

There are no plans to build the new vehicle for sale in the near future but its model looks very impressive. It is very stable and drivable. It’s 82 cm wide which means it’s still going to be very efficient in the urban traffic. The new vehicle combines both features of a car and bike with HYbrid technology. It’s got supercharged petrol engine technology which has already been used in the Peugeot Jetforce Compressor scooter. Its two electric motors have been placed in the front wheels. It consumes only 141mpg in the combined cycle and CO2 emissions only 47g/kph.

The HYbrid3 compressor can be ridden in three ways: electric only mode (when starting up or at low speed), petrol only mode (at constant speeds with the engine optimum efficiency) and petrol/electric motors combined (for acceleration/power boost).

The Stop and Start System switches the petrol engine to standby mode during stop phases and makes the bike very efficient. It will also be very economical:a typical 50cc scooter will return 100mpg, while the 500cc Satelis will deliver 65mpg at motorway speeds.

The Japanese magazine Auto-By tested the new Yamaha SR400. The carburetor has been replaced with a fuel injection to cut the emission. Other new parts are: new exhaust with a catalyser, lambda sensor and a fuel pump.

As a big pump would affect the tank shape, to avoid this a new solution has been used. The fuel tank feeds fuel to a small sub-tank which is placed under the left side panel containing the pump.
The final change is an air-injection system that cleans the exhaust.

When it comes to the ride, the bike hasn’t changed. The chassis might not be modern, has narrow seat and wide bars, but it still handles very well. It’s worth remembering to smooth corners and throttle opening to load the suspension gently in order to prevent wobbling.

Peak torque in SR400 is a bit lower whereas the torque curve is fatter and more liner so it accelerates quicker and has a better throttle response.

THE FACTS
Yamaha SR400 - £3780
Engine: 399cc, air-cooled 2v OHC four-stroke single. Five gears
Power: 25bhp
Torque: 20 lb-ft
Weight: 174kg
Seat height: 790mm
Fuel capacity: 12 litres

Engine size 747cc
Power 73bhp
Top speed 128mph
Insurance group 11

The Honda CB750 F2 is not the most exciting motorcycle to leave the Honda factory but a competent, comfortable cruising motorcycle nonetheless. Adequate suspension, good riding position, top brakes and a strong engine are plus points but the Honda CB750 F2 is let down by average handling and a lack of real zest. Sadly, rather boring.

Engine: The Honda CB750 F2’s engine is taken from the Honda CBX750 and detuned, it’s a smooth, powerful engine with a lot of torque and enough top end to keep most people happy. With the motorcycle best treated as a cruiser, its strong but laid back acceleration means it’s hardly hair-raising stuff but that’s kind of the point of the Honda CB750 F2. Delivery’s super-smooth.

Ride And Handling: The Honda CB750 F2 has a tallish, upright seating position, wide bars and good turning circle sound good for town work but the motorcycle is heavy and this can let it down. Motorways and highways are where the Honda CB750 F2 is most at home whilst fast, twisty lanes show up its lack of focused handling. Suspension’s ok, but not up to much of a thrashing, and the gears are a bit clunky.

Equipment: The Honda CB750 F2 is equipped with clear but basic clocks, apt for the retro look, but they’re plasticky and look a bit cheap. No fuel gauge either. Loads of room for both riders and pillions: comfort’s a strong point. The mirrors work well and the CBR600-derived brakes are excellent. The Honda CB750 F2 has some handy touches including a grabrail and a centrestand.

Quality And Reliability: Well built and well finished, the Honda CB750 F2 is a trustworthy buy. Plenty of the original 1970s Honda CB750 are still going. The suspension isn’t bad but on older motorcycles it’ll definitely need some sprucing up but engine-wise, you’re looking at a long distance runner and the Honda CB750 F2 is also pretty simple to maintain.

Insurance: Insurance group: 11

Model History: 1992: Honda launches the CB750 F2: a 90s version of its old classic (and hugely popular) CB750s of the 1970s, which are often referred to as the first superbikes. Minor changes only until the Honda CB750 F2 was discontinued in 2001.

This article was taken from: Motorcycle News

Engine size 124cc
Power 12bhp
Top speed 65mph
Insurance group 5

The Kawasaki EL125 Eliminator’s a top little bike to hone your skills on with a responsive, smooth motor and easy handling. The Kawasaki EL125 Eliminator is never going to win any races but that’s not what it’s about: it’ll haul you from A to B with little fuss, enabling you to enjoy the ride.

Engine: Learner legal but there’s only just enough to propel the Kawasaki EL125 Eliminator around. The Kawasaki EL125 Eliminator is ideal for town riding, and the engine really does pull well right through the rev range, but launching yourself down a motorway could prove optimistic. Still, the Kawasaki EL125 Eliminator is smooth and predictable and, best of all, very reliable.

Ride And Handling: The Kawasaki EL125 Eliminator is great for novices: everything’s easy to control with no nasty surprises. The throttle’s gentle but responsive, as are the clutch and gearbox. Combined with a great turning circle and low seat height, the Kawasaki EL125 Eliminator is easily manoeuvred, even by nervous novices. The Kawasaki EL125 Eliminator’s brakes and handling are great and it’s very well-balanced.

Equipment: The Kawasaki EL125 Eliminator looks larger than it is (from certain angles, at least), with an ample seat for two, a plush pillion backrest and foot-forward controls for the rider. The ignition’s in a funny place (down below/in front of the fuel tank) and there’s no screen but the Kawasaki EL125 Eliminator’s spoked wheels and chrome-housed, tank top dash certainly look the part.

Quality And Reliability: The Kawasaki EL125 Eliminator is a well built, if fairly basic, machine. Bodily, there’s plenty of chrome to keep shiny and, if cared for, it should last well. The Kawasaki EL125 Eliminator’s engine is superb at what it does and few owners have problems with it whilst the front brake is particularly adept. The Kawasaki EL125 Eliminator is relatively low on frills but nicely put together.

Insurance: Insurance group: 5

Model History: 1998: Kawasaki EL125 Eliminator launched (it’s sometimes referred to as a “BN125”). Only minor/colour changes since.

This artcile was taken from: Motorcycle News

Engine size 583cc
Power 53bhp
Top speed 116mph
Insurance group 13

A mini version of the highly-successful Ducati M900 Monster, the 600 has always been a hit with ‘first big bikers’, women especially. It looks fabulous, sounds even better and offers sprightly, spirited performance. What’s more, the Ducati M600 Monster is an affordable way in to the sought-after Ducati motorcycles brand.

Engine: The Ducati M600 Monsters has a toned-down version of the Ducati 750SS engine, it gives out loads of low down and midrange grunt, making it perfect for urban riding or some naughty weekend scratching. It’s comfortable up to around 80mph but around the ton mark it gets a little wheezy: that, plus the motorcycle’s nakedness, mean the Ducati M600 Monster is less at home on the motorway.

Ride And Handling: With its little body, grunty engine and sporty Ducati 888 geometry, the Ducati M600 Monster is great fun for hurtling around corners. The suspension works well and the brakes are more than capable of bringing you to a halt. Slow speed work on a Ducati M600 Monster is hampered by a lousy turning circle, however, and the mirrors shake like a virgin on her wedding night.

Equipment: Marzocchi forks and Brembo brake calipers signify a certain high standard of workmanship but the Ducati M600 Monster is, otherwise, a relatively simplistic motorcycle. A lot of owners add aftermarket screens and carbon fibre bodywork to spruce things up. The low seat makes it extremely popular with female/smaller bikers.

Quality And Reliability: The Ducati M600 Monster’s build quality is good enough and it certainly looks fabulous. Reliability, however, is a touchy subject: some seem to go on forever, others suffer lots of little setbacks. Electrics, especially, are temperamental. Overall, though, the Ducati M600 Monster is a pretty trusty little motorcycle and definitely worth a try.

Insurance: Insurance group: 13

Model History: 1993: Ducati M600 Monster introduced.
1994: A few minor tweaks, such as some gold on the frame and wheels and a silver side stand.
1999: New regulator and a braided clutch hose added.
2001: Ducati M600 Monster discontinued. It was reborn as the Ducati M620 Monster, with fuel injection and a bit more bhp.

Other Versions: Ducati M600 Monster Dark: all black, budget version of the standard Ducati M600 Monster. Matt black tank, no seat cowl. It was introduced in 1997 and discontinued in 2002 when a Ducati M620 Monster Dark version superseded it.

This article was taken from: Motorcycle News