Here i'll post some reviews about the famous motorcycles starting from Harley-Davidson.

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]2008 Harley-Davidson Models

"Ho hum. What to do?" is what I imagine the team of Harley-Davidson designers, engineers and management were asking themselves when planning for yet another year of motorcycles


At this point in Harley's history they must start to feel like there's nothing new under the sun. It can't be easy after 105 years. Whether you're a Harley fan or not, one thing you can't do is underestimate a company that's been around that long.

So what did they do for year 1-0-5? Squeezed out three (two, really, as one is a slight variation on the same theme) new models from existing platforms, that's all.

Along with the expected new paint schemes, injection of chrome-a-licious accessories and a refresher on models recently released (Sportster Nightster as a late '07 and '08 CVOs) it was time to introduce the world to the Fat Bob, Rocker and Rocker C.

Fat Bob is the latest chunky-tired Dyna, formerly called the FXDF.
The new-for-08 Dyna Fat Bob

Now sixth in the family whose name begins with FXD, the Fat Bob brings some unique styling to the team, but ol' Bob carries the family genes in its ticker. The air-cooled, rubber-mounted, fuel-injected, Twin Cam 96 engine with a bore and stroke of 3.75 in. x 4.38 in. squeezing out a compression ratio of 9.2:1 that's good for a claimed 92 foot-pounds of torque at 3,000 rpm is what all Dynas use; including the Fat Bob.

The Fat Bob's 29-degree steering angle doesn't elicit the notion of razor sharp handling, however, it does boast the shortest wheelbase in the Dyna line at 63.7-inches. Combine that with just under five inches of ground clearance and a pair of 16-inch wheels and what you get is sporty-for-a-cruiser handling. Initial steering responses are a touch slow because of the chubby 130/90 tire up front, but once you've started the turn that same tire allows your confidence to grow as the bike continues to lean. Pushing all the way to the 4.92 inches of ground clearance and beyond was cake, and never once did I feel I had reached the limits imposed by the bike’s geometry. I often wished I could lean further as each new turn approached.

Slowing the Bob is the job of twin disc brakes up front and the ubiquitous single disc out back. Although pressure at the hand lever is transmitted through braided stainless steel lines, they still felt a bit numb and underpowered. A strong pull at the brake lever would ultimately result in a decent stop, but that's a little more than I care to apply to haul any bike down. Regardless of my performance-driven whining, the brakes were typical Harley in that they were sufficient but not great.



Conversely, application at the clutch lever was a welcomed light and easy feeling (there's gotta be a song in there somewhere). The six-speed transmission also offered familiar sensations expected from modern Harley trannies: a solid thunk and the impression that it'll last forever.

Because Harley is rightly proud of being around for 105 years, it hasn’t limited special models just to the pricier CVOs. Fourteen OEM models will be available with the special edition Anniversary Copper and Vivid Black paint (different from the CVO Anniversary edition), air cleaner and timing cover inserts, copper inserts on the saddle and pillions, gloss black cast wheels, a special fuel tank cloisonné and serialization to top it off.




he VRSC line has never dominated sales at Harley, but they're not giving up on it yet. This year only three models make up the team: The V-Rod, Night Rod and Night Rod Special.


Some rather disappointing news was delivered at the '08 intro. It seems that once again American riders just don't get it. The highly anticipated street-tracker-styled XR1200 unveiled at Intermot in October '06 won't be coming to U.S. shores anytime soon. Saying that "U.S. demand for the XR1200 will be monitored," Harley will be launching it in Europe for 2008

2008 Suzuki Hayabusa First Ride

When Suzuki’s Hayabusa debuted in 1999, it inspired controversy for two aspects that would go on to become iconic: its controversial aerodynamic styling and its ability to open a giant can of whup-ass on anything else on the showroom floor.



After word got out about its 9-second abilities down the quarter-mile and its 190-plus-mph top speed, its “Eye-Abuse-Er” nickname became less prevalent. Soon the Busa was seen by some groups as the hottest thing on the street, and the mighty falcon became one of the primary canvases on which to polish frames and bolt on big-tire kits to up the bike’s badass-ness.

Now nine years on (and with a manufacturers’ agreement to limit top speeds to a laughably sedate 186 mph), the Busa was hit on the chin in 2006 by the Kawasaki ZX-14. The Kawi proved to be quicker and more powerful but also smoother and more comfortable. Regardless, the Busa remained as popular as ever and was unmatched for its street cred. Fearing a “New Coke”-type backlash, Suzuki engineers didn’t want to stray too far from the original Busa concept in this new redesign you see here. It’s still unmistakably a Hayabusa even if every fairing panel has been remolded. And it’s not much different underneath, either.



While it’s the new skin that first grabs your attention, it’s the unholy monster motor underneath that has earned the Hayabusa its veneration. Potent and durable, it has been the inspiration for a closer relationship with god among those who have twisted its throttle to the stop. For ’08, this legendary lump has received a 2mm longer stroke to yield 1340cc instead of the old bike’s 1299cc. New forged pistons are lighter and stronger and produce a 1.5-point increase in compression ratio to 12.5:1. Also forged is the crank, as it attaches to new chro-moly rods that are now shot-peened for added strength. Cam chain adjustment is now accomplished hydraulically, which also helps reduce mechanical noise.



Up top are 16 new titanium valves that save 14.1 grams on each intake and 11.7 grams on each exhaust for a significant weight loss in this critical area, allowing the replacement of double valve springs with lighter single springs. Valve sizes remain the same, but a new camshaft now forces greater lift on both the intake and exhaust poppets and has revised timing. It’s all fed by a pair of double-barreled 44mm throttle bodies. They use a version of Suzuki’s Dual Throttle Valve system that has a secondary throttle valve mounted above the primary that’s controlled by the bike’s electronic brain to maintain the ideal velocity of the intake charge based on rpm, throttle opening and gear position.

Controlled by a new high-powered Engine Control Unit, Suzuki says that the Busa has the company’s “most powerful, most advanced digital fuel-injection and engine management system.” Another important task of the ECU is controlling the different parameters of Suzuki’s Drive Mode System. Like the GSX-R1000 and ’08 Gixxer 600/750, the Busa has a handlebar-mounted switch to set the power mode into three available positions. It produces full power in mode A, the default setting, while mode B has a bit of the power edge clipped off. Mode C might be an asset in the rain, but it neuters all the excitement out of the muscular motor.

'Suzuki claims the new bike cranks out 194 horsepower at the crankshaft'

Specifications: 2008 Suzuki Hayabusa

Engine Configuration 4-stroke, liquid-cooled, DOHC, 4-cylinder
Engine Displacement 1340cc
Compression Ratio 12.5:1
Valves Per Cylinder: 4
Bore x Stroke: 81.0 mm x 65.0 mm
Valve Angle From Vertical IN: 14 degrees, EX: 14 degrees
Valve Train Type: Bucket tappets, chain cam drive
Intake Valve Diameter: 33.0 mm
Exhaust Valve Diameter: 27.5 mm
Intake Valve Maximum Lift: 9.0mm
Exhaust Valve Maximum Lift: 8.6mm

Intake Valve Timing
Open: BTDC 43°
Close: ATDC 58°
Exhaust Valve Timing
Open BTDC: 62°
Close ATDC: 24°

Fuel Delivery System: Fuel Injection 12-holes; 44 mm throttle bodies
Air Filter Type: Paper
Ignition System: Fully transistorized
Lubrication System: Wet sump

Oil Capacity:
Oil Change 3100cc
With Filter Change 3300cc
Overhaul 4000cc

Fuel Capacity: 21L (5.5 US gal.) for E03 / 20L (5.3 US gal.) for E33
Transmission Type: 6-speed, constant mesh
Clutch Type: Wet multi-plate, manual
Clutch Actuation System: Hydraulic
Clutch Spring Type: Coil
Number of Clutch Springs: 6
Number of Clutch Plates: 10 Drive; 9 Driven
Primary Drive: Gear
Primary Drive Gear Teeth: 83 / 52
Final Drive Sprocket Gear Teeth: 43 / 18

Transmission Gear Teeth
1st: 34 / 13
2nd: 31 / 16
3rd: 29 / 19
4th: 27 / 21
5th: 25 / 22
6th: 24 / 23

Frame Design (Material): Twin-spar (aluminum alloy)
Rake / Trail: 23.4 degrees / 93 mm
Wheelbase: 1,480 mm (58.3 in.)
Seat Height: 805 mm (31.7 in.)
Front Suspension Type: Inverted telescopic, coil spring, oil damped
Front Suspension Adjustment: Compression and Rebound damping, Spring Preload
Rear Suspension Type: Link type, coil-spring, oil damped
Rear Suspension Adjustment: Compression and Rebound damping, Spring Preload
Front brake: Radial mount, 4-piston calipers, 310 mm dual disc brake
Rear Brake: 1-piston caliper, 260 mm disc brake
Front Wheel Travel: 120 mm (4.7 in.)
Rear Wheel Travel: 140 mm (5.5 in.)
Front Wheel: 17 M/C x MT3.50, cast aluminum alloy
Rear Wheel: 17 M/C x MT6.00, cast aluminum alloy
Front Tire: 120/70ZR17M/C (58W)
Rear Tire: 190/50ZR17M/C (73W)
Dry Weight: 220 kg (485 lbs), 221 kg (487) CA. Spec
Overall Length: 2,190 mm (86.2 in.)
Overall Width: 735 mm (28.9 in.)
Overall Height: 1,165 mm (45.9 in.)
Ground Clearance: 120 mm (4.7 in.

2006 BMW R 1200 GS Adventure


The word "adventure" evokes a variety of different emotions depending on who you are.


For the motorcyclist, that word can't be used without self-aggrandizing images of successfully circumnavigating the globe coming to mind. Perhaps in your mind's eye you narrowly escaped a swollen river crossing in some remote, South American jungle. Or maybe you triumphantly conquered the unforgiving heat and sands of the Egyptian deserts while en route to Cairo. You might be the competitive, Type-A motorcyclist who cerebrates of competing in the Paris-Dakar or Baja 1000.

Any cyclist who is honest with themselves has to admit that those images have tickled their imagination at least once. No manufacturer has been able to capitalize on such mental wanderings of the motorcycle enthusiast quite like BMW. It has only been recently that other makers have entered and attempted to topple BMW's strangle hold on a very small segment of the motorcycle world, informally known as adventure touring. Beginning with the R80 G/S, BMW created a whole new breed of motorbike specifically suited for on and off road riding(hence the S for street or strasseand the G for off road or gelände);the G/S (or GS line as it became known) has become an icon for two-wheeled exploits the world over.

In 2001 BMW created a model variation of the R 1150 GS that added the word Adventure to its moniker. Along with the lengthened name came a lengthened list of features. For 2006, BMW continues their assault of the new and/or improved with the R 1200 GS Adventure. Boasting a list of goodies not normally found on the standard R 1200 GS, the Adventure certainly is alluring to the dormant gypsy spirit in many motorcyclists, but is it all just window dressing or does the this latest GS live up to the venerable history of its predecessors?

To let the motorcycle press realize the potential (or at least a fraction thereof) that this latest GS is capable of, BMW invited a handful of us to Sedona, Arizona; a perfect backdrop for a bike like the GS. But before we were unleashed upon the dusty red desert, the BMW staff let us in on the differences between this bike and its-lesser adorned brother.

2008 Buell 1125R


lo-band | hi-band
The recent unveiling of Buell's all-new liquid-cooled V-Twin superbike sneaked up on most everyone, but the cry for such a machine from Buell has been in the wind for years.

"If only it had a modern, liquid-cooled engine," was often the plea of so many who would characterize their thoughts on Buells as, "I wanna like you, buuut..."

Has a partnership with BRP-Rotax given Buell lovers and those vacillating on a purchase what they've clamored for?

As fate would have it, in the matter of one phone call I went from pondering the above question like everyone else to seizing the opportunity to attend the 1125R intro. The much-chronicled roads surrounding Monterey, CA, would serve as real-world proving grounds, and Laguna Seca, home of the U.S. MotoGP would be the race track du jour.

The 2008 Buell 1125R: America's first large-scale production superbike?
Analog tachometer is easy to see at a glance, but the remaining LCD part of instrument cluster can be difficult to read in daylight due to thin LCD character display.
In case you didn't get a chance to read our Buell 1125R First Look in early August, we'll go over some of the specs here. Developed in conjunction with BRP-Rotax, makers of the 998cc 60-degree V-Twin engine in the Can-Am Spyder as well as a similar motor found in modern Aprilias, Buell specified an 1125cc liquid-cooled fuel-injected 72-degree DOHC eight-valve V-Twin as the heart of the machine.



So why choose 1,125 cubic centimeters resulting from the oversquare 103mm x 67.5mm bore and stroke? According to Buell, these dimensions produce the best marriage of broad, available torque and horsepower. Compression ratio is 12.3 :1.

Equally as uncommon today is the 72-degree angle. Abe Askenazi, Director of Analysis, Test and Engineering Process, stated that Buell is aware that a 90-degree Vee has better primary balance, but 72-degrees proved ideal for the best gas flow path as well as being a more compact design. Engine vibes were anticipated, so three balancers were employed (two to cancel primary rotating imbalance, the third canceling out rocking couple).


Not all the buzz has been eliminated, as you would expect from a rigid-mounted engine serving as a stressed member of the chassis. The remaining vibes are palatable, never really impacting comfort or performance. Coincidentally, the tach needle does suffer in an amusing manner. As it reaches the upper rpm range, it appears to be resonating at such a rate that it "grows," blurring your reading over roughly a 500 rpm span. Not a problem, really, just kind of funny.

Since this engine is a clean-sheet design, it has some unique features. For example, the process of opening and closing the 41.3mm intake and 35mm exhaust valves. A self-adjusting cam chain drive and gear operates the intake cam that in turn meshes with a gear on the exhaust cam. Finger followers (more often found in automotive use, especially with Less bits mean less material to spin around which, in turn, should equate to a faster motor.variable valve actuation systems) are used instead of more traditional tappets. Acting directly on shims over the valve, the follower's linear movement eliminates the need for buckets. Less bits mean less material to spin around which, in turn, should equate to a faster motor.

But it doesn't end there. Are you a do-it-yourselfer? Buell hasn't forgotten about you. After rotating the engine forward a bit you can remove the magnesium valve cover and access a simple plastic clip that retains the finger followers. Slide the followers to the center and you're grabbing at those V-Rod spec shims in no time, about every 12,400 miles. This is, of course, an abbreviated version of the work involved, but as someone who has done countless valve adjustments I can really appreciate this.

Capitalizing on the unused resource of vacuum in the manifold generated by the massive 61mm throttle bodies, Buell came up with its version of a back-torque-limiting clutch, similar again to the Aprilias. Just inside the outer clutch cover you'll find the usual hydraulic slave cylinder and a big diaphragm. A simple tube or hose connects the manifold to the outer cover. Separated from the clutch that's thrashing around in oil that could potentially ruin sealing, the diaphragm gets pulled outward against the clutch-release mechanism when the throttle is fully closed, or roughly three percent open. This creates enough vacuum to relieve pressure on the clutch to keep it from fully compressing. Any greater throttle openings create low vacuum and the clutch stays tightly clamped.

First Look: 2008 Honda CBR1000RR

t's that time of year again when bike makers barrage us with new and updated model info in attempts to get us primed for when their new machines hit dealer floors. Thus far for 2008 we know that the liter wars are shaping up nicely. For all intents and purposes, we have four new bikes from the Big Four.

Last year Yamaha and Suzuki got the jump when they brought in a revised R1 and GSX-R1000, leaving Kawi and Big Red resting on their venerable laurels. Losing ground to the competition usually doesn't sit well with Japanese business philosophies, so it wasn't much of a surprise when Kawasaki revealed their heavily revamped and trim-looking ZX-10R a couple of weeks ago. Now we have the final player, Honda, bringing their A-game with a ground-up make-over of the CBR1000RR.

The 2008 CBR1000RR
Swoopy and smooth lines are intended to make the new CBR1000RR recognizable as distinctly Honda, according to American Honda's Jon Seidel.

Motorcycle.com was invited to American Honda's Torrance, CA, headquarters to get a first-hand look at the 2008 CBR1000RR. Though appearances are a subjective matter, in this writer's opinion this is one beautiful sportbike. The new CBR has shed the angular edges of the previous incarnation in favor of smooth lines that draw you in with hypnotic power, beckoning you to run your hands across its fluid, understated shapes.

This new look is something of a departure for the conservative maker of many things with an engine, but the leap in styling may pay untold dividends. Assistant Manager of Motorcycle Press for American Honda, Jon Seidel, told Motorcycle.com that reaction from dealers during the annual dealer convention recently held in Anaheim, CA, was quite favorable.



"More than anything, what we were hearing was how excited dealers were about the looks of the bike," Seidel remarked. He also said dealers cited the reality that comparable performance levels between today's sportbikes often leaves styling to be the deal maker or breaker. Especially so for the younger "impulse" buyer.



No matter how much image dominates motorcycling, looks will only get you so far. On the surface it would appear that the CBR can walk the walk. The 16-valve inline-Four gained 1cc in volume this year with its 76mm x 55.1mm bore and stroke resulting in 999ccs, making it slightly more oversquare than last year's 75mm x 56.5mm. This, along with the switch to lightweight titanium intake valves, enables a higher rev limit, although what that is remains a mystery at this point. The inlet valves are also larger this year, up to 30.5mm. Additionally, the intake ports were cleaned up with a new shot-peening process that's claimed to improve power and torque, and the compression ratio has increased incrementally to 12.3:1 (12.2:1 in '07). The removable cylinder block's Nikasil-coated cylinders are sleeveless, and the forged-aluminum pistons are said to be thinner and stronger.

"More than anything, what we were hearing was how excited dealers were about the looks of the bike"