Harley Davidson Sportster Review

Harley Davidson Sportster

Harley-Davidson Sportster is the longest continually produces motorcycles in the HD lineup. Harley Sportster XL first, with 55 cubic inch, four-stroke engine and four-speed transmission, introduced in 1957. He replaces K Flathead Harley motorcycle and was built in response to Japanese and British bikes are flooding the U.S. market at the time.

The next year, HD Sportster XLH introduced with higher compression and larger valves. This initiated the Sportster evolution that has seen many performance upgrades over the years while maintaining Styling, Sporty same signature. Until 2007, the Sportster is easily recognized by peanut fuel tank signature. In the same year, Harley-Davidson Electronic Sequential Port received HD Fuel Injection, the last of the line of Harley to switch equipped with a carburetor.

The Harley-Davidson Sportster is available with two different engine sizes, Sportster Sportster 883 or 1200, and each model has three variations, low, custom, or by treatment of iron blackened Nightster 883 or 1200. Sportster Motor Company is powered by a rubber-mounted 883cc or 1200cc Evolution V-Twin engine mounted in a frame, narrow nimble. With a low sticker price and easy handling characteristics, the Sportster is often used by motorcyclists entry level and is the gateway to the ownership of the Harley-Davidson motorcycle.

Custom HONDA CBR900RR

Custom HONDA CBR900RR

Modifications Kawasaki Ninja 250 Touring Bags and Boxes

Modifications Kawasaki ninja 250 touring bags and boxes

Yamaha Vixion Drag Concept

Yamaha Vixion Drag Concept

Yamaha Vixion concept with a light drag

Vixion specifications:
pretentious front: upside down
custom swing arm
custom body
custom exhaust

Yamaha YZF R1 2007

Wallpaper Yamaha YZF R1 2007

Custom Yamaha YZF R1 2007

Custom Yamaha YZF R1 2007

( 2010 ) NEW HONDA VT750S

( 2010 ) NEW HONDA VT750S

The British analysis of Honda appear today that the New Honda VT750S naked bike is now accessible for purchasing at the company’s motorcycle dealerships beyond the country. Sporting a brownish blah finish,the VT750S is advised to be a acceptable best for riders attractive for added abundance and easier handling. Suitable for motorcyclists of all levels of experience, the VT750S is powered by a liquid-cooled, V-twin of 745cc boasting a PGM-FI fuel-injection system.



In Honda’s opinion, “performance is impressive, with the motor advised to accord optimum achievement in the low to mid-section of the rev-range – aloof area you charge it out on the road.”

The anatomy uses a strong, animate bifold cradle design, while the all-embracing anatomy is ablaze and compact. Rounding off the attending are the 19-inch avant-garde and 16-inch/150mm rear wheels. The appearance is aggressive by the Sportster band of American and the apparatus is ultra reliable and tested, based on 52 ° V-twin with a 3-valve SOHC active and 745 cc displacement, the aforementioned as added Honda 750 custom from which it differs mainly for the final drive, alternation instead of drive shaft.

( 2010 ) NEW HONDA VT750S WALLPAPERS

The bench is placed at 737 mm from the arena and active aspect is added “active” than that ultra adequate models Shadow and Black Spirit , this is not too avant-garde through the pegs and handlebars at the about-face comfortably. The spoked auto are 19 inch avant-garde and 16 inch rear tires 100/90-19 and 150/80-16. The brakes accommodate a avant-garde disc 296 mm dual-piston caliper and rear boom of 180 mm. The blush accessible is alone one: ‘Heavy Gray Metallic’.

2010 Honda VFR1200F Revealed

The Interceptor, though, held on to devotees; riders who demanded performance but were unwilling to give up comfort to get it. The Interceptor line, in the last 25 or so years, has been Honda's premiere showcase; sometimes for desirable technology like the single-sided Pro Arm swingarm, sometimes for less-than-desirable tricks like V-TEC variable valve timing.

In talking about the new VFR1200F, Honda's been careful to position it as a new thing, “its own thing.” They've been careful to say that it's not a one-for-one replacement for the Interceptor.

But it is. That was obvious when the new VFR1200F was revealed in a conference room at Honda's Torrance, California HQ. After an appropriate amount of ooh-ing and ahh-ing by the assembled journalists, the curtains were opened and the new bike was wheeled out into a courtyard where it was placed at the head of a line-up of... all the old Interceptors (plus a few other notable V-bikes, including an NR750!)

Such was the anticipation of this bike that when it was first wheeled out, the journos – who normally descend on new metal like vultures on a fresh carcass – formed a circle about 20 feet in diameter around it. It was as if none dared be the first to approach it.

Yet at the same time, the first look was also tinged with a little disappointment, if only because this new platform will “soon” be available with optional dual-clutch technology. That was the bike I thought I was coming to see; it will give riders the option of servo-assisted paddle shifters or even a fully automatic six-speed tranny.

 

Conceptually, dual-clutch tech is simple: a pair of clutches split the power transmission between odd- and even-numbered gears. If you're, say, accelerating in second gear, third gear is already engaged but the 'odd' clutch is disengaged. When you want to upshift, you touch a paddle on the left 'bar, and in an instant the 'even' clutch disengages and the 'odd' one engages. There's no detectable interruption in power to the rear wheel. Such systems have been around for quite a while in racing cars and are about to become fairly common in some run-of-the-mill production cars, like the Ford Focus. However until now, no one but Honda has managed to make one small enough for motorcycle use.

When it's available as an option, the dual clutch may prove to be a real revelation. Given motorcycles' relatively high power-to-weight ratios – and high centers-of-mass – it seems reasonable to assume that a dual clutch will work even better on two wheels than it does on four.

But if the VFR1200F we saw was “just” the base model, equipped with a familiar foot-shift six-speed tranny, was it unworthy of all that attention? I say no. Once I got over the disappointment of not seeing the dual-clutch version, I realized that there's a lot to appreciate in the new machine.

One thing everyone was saying on the way in (albeit sotto voce; we were after all on Honda's turf) was, “I hope it doesn't have variable valve timing.” I'm happy to report that it doesn't. Honda's V-TEC works brilliantly in car engines, but the simpler variation used on the previous generation of VFR800 was cumbersome, noisy and unsettling.

If anything this new 1237cc V-Four has ditched that unnecessarily complex valvetrain and adopted a conspicuously simple one: the “Unicam” design as seen on Honda single-cylinder dirt bikes. Unicam motors have, as the name implies, a single overhead cam. The intake valves are actuated directly by the lobes, while the exhaust valves are operated via rockers.

One of the advantages of this system is that the cylinder heads are compact, allowing the V-angle to be reduced to 76 degrees. Unlike the VFR800 crankshaft, with two crankpins that are 180-degrees apart, the VFR1200F crank looks like the "360-degree" crank on the RC45, which was sometimes also called a "big bang" crank. But on closer examination, you'll find that each crankpin is offset 28 degrees. This out-of-phase arrangement, combined with the 76 degree V-angle, results in a motor with near-perfect primary balance; there are no counterbalancers required to quell vibration.

As for a question all fans of Honda V-Fours will ask: But does it have that characteristic “fwoar” sound? I can't tell you. We did not hear the bike run. (And no, Honda wasn't foolish enough to leave the key in it!)

The 'conventional transmission' version I saw was equipped with a slipper clutch, which will be standard on that version. The optional dual-clutch version will not be a dual slipper arrangement. (Slipper clutches weigh more than conventional ones, and the dual-clutch option weighs 22 pounds more than the conventional bike as it is.)

In the presentation, Honda emphasized the attention spent on rider ergonomics and design details – all those elements of art and science that combine to give a bike its feel. That extends to basic engineering. For example, the crankpins of both rear-facing cylinders are in the middle of the crank, while the front cylinders are outboard. That allowed Honda to make the area between the rider's legs as narrow as possible. I'm 5-foot-7 with a 30-inch inseam, and I can easily flat-foot this bike despite the 32.1-inch claimed seat height. The riding position felt (admittedly only at a standstill, and only for a few moments) far more neutral than most current sportbikes.

Although the new machine shares nearly identical rake and trail figures (25.3 degrees; 101mm) with the VFR800, its wheelbase is nearly 3 inches longer (60.8 inches) and 50 pounds heavier than its older sibling. Curb weight, full of all fluids and fuel, is said to be 591 pounds. Honda didn't release any claimed power figures, but it's easy to imagine that the bigger motor can push an extra 50 pounds around. How it will handle remains to be seen.

Everything about this bike suggests that Honda's positioned it for serious high-mileage riders. This is the first time Honda's put a shaft drive on a machine with sporting pretenses. They say that it feels “like a chain,” but lubing and adjusting a chain are chores high-mileage riders won't miss. A 4.9-gallon fuel tank should offer reasonable if not impressive range.

It's equipped with mounting points for hard luggage, and if you add baggage or a passenger, it's easy to adjust the shock preload thanks to a remote adjuster. The fork's adjustable for preload too, of course. The only other adjustment available is rear rebound.

You can look at the photos and draw your own conclusions about the way it is styled, but the bodywork looks as if it offers good weather protection. If it seems as though there's a body outside the body, that's because there are in fact two layers. Honda claims that the slick outer layer – there aren't any rivets or fasteners visible on it at all – channels cool air onto the rider's legs. The inner layer channels air through the cooling system and out vents at the bottom of the fairing.

That's hot weather taken care of, but what about wet weather? It's equipped with a revised linked ABS. This is not the same ABS that works so well on the CBR1000RR ABS version. It is linked in one direction only, which is to say that if you activate the rear brake, the front will also work. But if you are using the front brake only, it won't override you and link the rear. On the subject of direct and indirect rider controls, this is the first Honda production bike with a fly-by-wire throttle.

Honda did not release pricing for this version of the VFR1200F at the press reveal. They assure us it will be available early in the New Year in any color you want as long as it's red. The dual-clutch version will be available “some time in 2010.” 

We'll be able to tell you much more about the conventional-shift VFR after we get a chance to ride it in December. Stay tuned.

 
 

2010 Honda CBR1000RR C-ABS Review

Whether it’s simply coincidence, a barometer of the still-weak world economy or a sign of changing OEM methodologies, we’re not exactly sure, but that no significant updates made their way into the crop of Japanese literbikes for 2010 is a matter of fact.

The past year saw two all-new models (the R1 and GSX-R1000) continue the typical two-year development cycle from Japan. Prior to 2010, each new model year generally saw at least one model from the Big Four receive heavy revision. This year is something of a dry spell. But, hey, at least there are a couple changes in the liter class. In the 600cc supersport arena there’s nothing even worth mentioning in terms of revisions for 2010!

With Yamaha and Suzuki supplying clean-slate designs of the R1 and Gixxer 1K in 2009, the round robin revision cycle had us anticipating news of big changes from Honda’s and Kawi’s literbikes. Especially since the last overhaul of each came in 2008. Alas, it was not to be, as Big Red and Team Green implemented only mild updates.

Kawasaki’s ZX-10R received the widest array (and by wide we mean more than two things!) of tweaks and minor but practical refinements. Most notable are improvements to shifting mechanisms, slightly longer throttle cables for improved throttle action and a new Öhlins steering damper. Cosmetic touch ups here and there round out the tart up.

Honda’s CBR1000RR didn’t necessarily stagnate this season, but an unspecified increase in flywheel size, a new muffler cover and revised license plate bracket are just about on par with the Zed’s “news.” So we begrudgingly grant the Honda a status update, but clearly things are slowing down in hyperbike land.

While attending the 2009 U.S. round of WSBK at Utah’s Miller Motorsports Park a Honda rep told me this reeling in of rapid-fire changes might happen for the whole sportbike class, and indeed it seems it has.

No news is good news

We didn’t expect to be able to discern much about a marginally larger flywheel, but to say that we at least tried we took a quick spin around the track. We have to wonder, though, just how much increase was made to the flywheel, as claimed curb weights for the 2008, 2009 and 2010 models are identical at 439 pounds.

We were right. Not much in it to say, “Hey, I’m a new 2010! Not like that stinky ol’ 2009 model! Puh!”

However, a day of beating up on the mostly unchanged 2010 CBR1K only reminded us of all the things we liked so much about last year’s bike.

As we noted in our 2009 Literbike Shootout, the CBR doesn’t post the biggest horsepower numbers, but its wide powerband made it the best street engine of the group. And much of what’s adorable about the Honda’s engine during street rides is also enjoyable and advantageous on the racetrack. A super-stout midrange offers the strongest pull earlier in the rev range than any other literbike. Its torque peak of 76.6 ft-lbs is not only the highest of the 2009 inline-Fours, it also boasts a twisting force advantage over a 5000-rpm range.

Despite grunty power in its midrange, the double-R’s leisurely response at low revs was one of the few things that kept the Honda’s mill from scoring top honors in the Engine category in our annual shootout last year. Seems nothing’s really different in that respect for ’10.

If the flywheel changes for this year were meant to smooth out power delivery, we’d question why, as the Honda had a fairly linear feel to begin with. But a larger flywheel might also have inadvertently served to further soften rev response below, roughly, 6000 rpm. Hard to say since we didn’t have an ’09 to compare to, but nothing about this year’s engine screams big changes for the better. We’re awaiting responses from Honda for details on the flywheel…

One attribute about the CBR that testers lauded last year was its stable, obedient chassis. We can look not so fondly back to Mark Gardiner’s mishap as a strange testament, almost a backhanded compliment if you will, to the Honda’s handling.

“It [Honda] felt so planted and confidence-inspiring that I crashed it,” said a red-faced Gardiner. “That’s a compliment to the brilliant handling; lesser bikes send you a warning as you reach the limits of the tire’s adhesion, but the CBR1000RR was completely composed, ready to do much more on demand.”

Nothing has changed about the 1000’s frame, steering geometry, etcetera, so it remains a well-handling sportbike. We won’t, however, be crashing another one this year as an exercise to celebrate the Honda’s chassis…

Last year I had the grand opportunity to sample Honda’s new Combined-ABS for sportbikes when I test rode the 2009 CBR600RR C-ABS at Honda’s private testing facility. I couldn’t say enough good things about the new system, as you can read here in our 2009 CBR600RR C-ABS Review. However, we forsook using the CBR1000RR with C-ABS in last year’s liter battle. That meant I was the only rider here to have had the pleasure or riding the computer-controlled ABS for Honda supersports.

This year we seized the opportunity to ride the C-ABS-equipped thousand, giving Kevin Duke his first taste of the system.

“The Combined part of the C-ABS works really well on the track,” remarked KD on his first experience with the linked anti-locks.

“Hard-braking situations that would have other bikes wagging their back ends during corner entry were utterly composed with the CBR’s system. The way the addition of a slight amount of rear brake settles the chassis when braking provides a feeling of security, regardless of the safety aspects of the ABS part of the system. If I were in the market for a CBR1000RR, I wouldn’t hesitate to choose the C-ABS version.”

Ultimately there’s not a lot to parade about as big changes for the CBR, unless you want to talk dollars.

The Honda’s MSRP has bumped up to $13,399 for 2010, a $400 increase from 2009. But the 2010 bike’s tag reflects a full $1800 over the 2008 model. That’s a sizable leap for what is essentially the same bike as two years ago. Eesh! Seems Japan is still having a tough go of it.

Regardless of a dearth of impressive updates, the CBR1000RR is still an excellent bike. And with the same condition across the class this year we’ve no reason to expect the Honda wouldn’t come out the overall winner in 2010 against Kawasaki, Suzuki and Yamaha, just like it did in last year’s shootout.

However, there’s a new inline-Four kid in town. And by judging recent feedback about the performance of BMW’s S1000RR, we expect the Big Four are all back at the drawing board feverishly penning new literbikes.

Stay tuned to find out how the uber-powerful new Beemer stacks up against its rivals!

Yamaha R1-2010 Specification

Features Yamaha R1 2010

* The YZF-R1 garnered the prestigious award as the 2009 Motorcycle of the Year from Motorcyclist Magazine. The YZF-R1 was chosen for its MotoGP®-inspired engine and chassis technology, and for its luxurious fit and finish.

* Back for 2010, the YZF-R1 is the only production motorcycle with a crossplane crankshaft. Crossplane technology, first pioneered in MotoGP® racing with the M1, puts each piston 90° from the next, with an uneven firing interval of 270°- 180°- 90°- 180°. This uneven order does an amazing thing… it actually lets power build more smoothly. That means smooth roll-on delivery out of the corners, with outstanding tractability, followed by very strong high rpm power. It’s a feeling that’s simply unmatched, like having two engines in one: the low-rpm torquey feel of a twin with the raw, high rpm power of an inline four. This breakthrough technology on the YZF-R1 represents a paradigm shift in both technology and performance.

* This R1 keeps all the technological superiorities developed for its predecessor: YCC-T™ (Yamaha Chip Controlled Throttle) is MotoGP® inspired fly-by-wire technology used to deliver instant throttle response. YCC-I® is Yamaha Chip Controlled Intake which is a variable intake system that broadens the spread of power. The fuel injection system provides optimum air/fuel mixtures for maximum power and smooth throttle response.

* The R1 features Yamaha D-MODE (or drive mode) with rider-selectable throttle control maps to program YCC-T performance characteristics for riding conditions. The standard map is designed for optimum overall performance. The “A” mode lets the rider enjoy sportier engine response in the low- to mid-speed range, and the “B” mode offers response that is somewhat less sharp for riding situations that require especially sensitive throttle operation. Switching maps is as easy as pushing a button on the handlebar switch.

* In keeping with this machine’s exceptional cornering ability and crisp handling, the aluminum frame has been designed to offer exceptional rigidity balance. The rear frame is lightweight Controlled-Fill die-cast magnesium, contributing the optimum mass centralization. Suspension includes SOQI front forks which use one of the tricks developed for our winning MotoGP® bikes: independent damping. The left fork handles compression damping and the right side handles the rebound damping. And the rear shock adopts bottom linkage for optimum suspension characteristics.

* The bodywork does more than add break-away-from-the-crowd styling with its more serious, less busy look. The side fairing is smooth for a sleek appearance. And, instead of the usual four-bulb headlight design, the R1 has only two projector-type bulbs mounted closer to the nose of the bike. This positions ram air ducts closer in for a more compact, smooth look. In addition, the rounded lenses are unique to the supersport industry.

Yamaha R1 2010 Specifications

Engine

Type 998cc, liquid-cooled 4-stroke DOHC 16 valves (titanium intake valves)

Bore x Stroke 78.0mm X 52.2mm
Compression Ratio 12.7:1
Fuel Delivery Fuel Injection with YCC-T and YCC-I

Ignition TCI: Transistor Controlled Ignition

Transmission 6-speed w/multiplate slipper clutch
Final Drive #530 O-ring chain

Chassis
Suspension/Front 43mm inverted fork; fully adjustable, 4.7-in travel
Suspension/Rear Single shock w/piggyback reservoir; 4-way adjustable, 4.7-in travel
Brakes/Front Dual 310mm disc; radial-mount forged 6-piston calipers
Brakes/Rear 220mm disc; single-piston caliper
Tires/Front 120/70ZR17
Tires/Rear 190/55ZR17
Dimensions
Length 81.1 in
Width 28.1 in
Height 44.5 in
Seat Height 32.8 in
Wheelbase 55.7 in
Rake (Caster Angle) 24.0°
Trail 4.0 in
Fuel Capacity 4.8 gal
Fuel Economy** 33 mpg
Wet Weight 454 lb

Other
Primary Reduction Ratio 65/43 (1.512)
Secondary Reduction Ratio 47/17 (2.765)
Gear Ratio – 1st Gear 38/15 (2.533)
Gear Ratio – 2nd Gear 33/16 (2.063)
Gear Ratio – 3rd Gear 37/21 (1.762)
Gear Ratio – 4th Gear 35/23 (1.522)
Gear Ratio – 5th Gear 30/22 (1.364)
Gear Ratio – 6th Gear 33/26 (1.269)

victory Vision 800, vision motorcycle, victory motorcycle vision

The Victory Vision 800 is a true concept bike, designed to show just how radical Victory can think. The Victory Vision 800 motorcycle is powered by an 800 cc flat parallel twin, running through a continuously variable transmission, (CVT) connected to an exposed shaft drive incorporated into the single-sided swing arm.

2010 Yamaha YZF-R1 Released in India

Tokyo-Yamaha announced it will release a sports bike YZF-R1. "We will release the latest YZF-R1 in India in 2010. This bike will be more expensive than the YZF-R1 current, but still the same engine 998cc engine, "said National Business Head, Pankaj Dubey Yamaha Motor India. YZF-R1 were previously released in India in 2007 with the Model MT-2001. Yamaha targets 50% sales increase in the Indian market next year with a sales target of 2.2 million units and 70,000 units for export.

Cutting Sticker Kawasaki Ninja 250 Gold and White

Kawasaki Ninja 250 Custom

Cutting sticker Kawasaki Ninja 250 gold and white on the body and fairing. Kawasaki Ninja 250R modification. Motor Sport Kawasaki Ninja 250. Via: Victory Motorcycle

Cutting Sticker Kawasaki Ninja 250 White for Red Body and Fairing

Kawasaki Ninja 250R custom

Cutting sticker Kawasaki Ninja 250 white for red body and fairing. Kawasaki Ninja 250R modification Via: Victory Motorcycle

Cutting Sticker Kawasaki Ninja 250 in the Body and Fairing

Modification Kawasaki Ninja 250

Cutting sticker Kawasaki Ninja 250 in the body and black fairing da gray. Kawasaki Ninja 250R custom. Via:Victory Motorcycle

Cutting Sticker White and Gray Kawasaki Ninja 250

Modification Kawasaki Ninja 250R

Cutting sticker white and gray for the Kawasaki Ninja 250 Black. Kawasaki Ninja 250r custom. Via: Victory Motorcycle

White for Cutting Sticker Kawasaki Ninja 250

Kawasaki Ninja 250r Custom
Cutting sticker white for the Kawasaki Ninja 250 Black. Kawasaki Ninja 250R Modification. Via: Victory Motorcycle

Kawasaki Ninja 250 Kenichi Cutting Sticker

Kawasaki Ninja 250R Modification
Kawasaki Ninja 250R Cutting Sticker

Kawasaki Ninja 250 Kenichi cutting sticker on the fairing. Kawasaki Ninja 250r custom. Via: Victory Motorcycle

Kawasaki Ninja 250 Cutting Sticker Skull

Kawasaki Ninja 250r Custom

Kawasaki ninja 250 fairing cutting sticker skull. Kawasaki ninja 250R modifications. Via: Victory Montorcycle

Cutting Sticker Green Kawasaki Ninja 250R Cool

Modification Kawasaki Ninja 250r

Kawasaki Ninja 250 cutting sticker. Kawasaki Ninja 250r custom. Via: Victory Motorcycles

Kawasaki Ninja 250 MotoGP Cutting Sticker Monster Energy

Ninja 250 cutting sticker | Kawasaki ninja 250 custom
Kawasaki ninja 250 monster energy sticker cutting from the top
Kawasaki ninja 250 monster energy sticker cutting from the rear
Kawasaki ninja 250 monster energy sticker cutting from the side
Kawasaki ninja 250 modification. Via: Victory motorcycles

Aprilia RSV4 R Specifications and Reviews

Victory motorcycles
Aprilia RSV4 R Review:

Month April 2009 Aprilia RSV4 Factory launched, the new V4, 1000 cc Superbike designed to take the head of the Big Four Japanese superbikes.
In terms of performance there is no doubt it's true there with the best of them, in the second game of power and handling.

But the factory was a very high spec version of this bike, with top quality Öhlins suspension and a wide array of chassis adjustments, to the position of the shaft suspension.

This is needed to validate the engine Aprilia's World Superbike race, Max Biaggi who reached the fourth place in the WSB championship in 2009, very impressive for a new team with brand new bike.

Factory Aprilia says is aimed at motorists most interested in track days or racing, which because it has introduced the R RSV4, low-specification, lower price version pitched more toward mainstream Superbike.

In essence, though, is the same V4 engine power plant, in the same country songs. That means you get the same sound noble, it was hard too, thanks to the cover on the exhaust system only when the emission of noise quietens bike gentlemen who take their measurements, then allows for the remaining time to breathe more freely.

Throttle response is electric, literally and metaphorically, because this is a full fly-by-wire systems, and only occasionally have a bit of remoteness, especially at lower revs.

If not, as touching as well as physical cable set-up and there are a lot of torque to play with the entire range of rotation, although it does not have any hard drive Yamaha R1.
Early in 2009 this machine was fast as anything out there, shout your way to the red line with great power, but now BMW S 1000 RR has arrived and the landscape has changed.

Italian bikes are still breathtakingly fast, make no mistake, but do not have that hit the peak horsepower lately that distinguish the newer BMW - it's slower, although certainly not slow. And it's not as though the German engines provide any lower in the rev range either.

This chassis RSV4 is distinguished as much as anything to do with size, or rather lack of it. This bike is very compact, so much so that taller riders may delay their purchase.

I dealt with the position up but I realized that was too thin on the bike - tucked right behind the screen is not really possible on my 6ft 3in, but the average size of the rider should not have problems.

Positive side of this is that bike agility. Change direction quickly and vigorously, then holding a very tight line even with the flood of power within, to the point where the front wheel started to lift and it would start running wide.
R get Showa suspension with a lower cost than the factory's Öhlins, but you will struggle to see the difference in most situations. Set-up is soft as a standard test track and on the back of the bike was pitching too much out of the corners at high speed at first, but the adjusters do their job and the bike becomes taut and precise.

The main difference between the Öhlins and Showa not so much the performance as the adjustment range available, and as long as you stay within the usual you really do not lose anything.

At the edge of the wheel cornering ability Factory RSV4's forged aluminum will respond better to bump and change the direction of the R's heavy cast, but here in the real world it makes no difference.

And those are the main differences between R and Factory, along with facilities at more expensive version to adjust the steering angle and the head suspension pivot position.

If you ever felt frustrated by not able to do on a bike path, you really should be on the track alone: I can not imagine that the street riders never lost this feature.

That means that although you are saving some £ 2,500 by buying the R, not a factory, you do not experience significant loss of performance or loss of any useful specification.

Also you get the same engine capable of as typical Japanese Superbike - Aprilia possible level of reliability is not quite up to Japanese standards, but they are not far away and of course quite acceptable.

That means this problem is the price. R RSV4 little cost less than a R1 (subject to big price increase for 2010) and about £ 2,000 more than the Kawasaki Ninja ZX-10R.

While it might be faster than the Ninja at the track, the margin was not large, and Yamaha will be a game. Then there's BMW, which in basic form is less than £ 11,000, and even kitted with traction control and ABS race, still cost less than the basic model Aprilia.

And substantially faster, with more natural treatment ... You must really want the Aprilia does not put your money in the German bicycle.
FACT
PRICE / AVAILABILITY From £ 12,449. In January 2010 sales
POWER / TORQUE 177bhp@12.500 rpm/85lb ft@10.000 rpm
TOP SPEED 180mph (est)
Fuel TANK / RANGE gallons/140 3.7 miles (est)
This penalty verdict, very Superbike able to burn to match the performance of most of its competitors, but not the price to beat them
RATING Telegraph Four out of five
THE rival

BMW S 1000 RR Sport £ 12.235
Significantly faster, a little lighter than the Aprilia and with a far superior specification including traction control and ABS race. Without this, the stock version £ 1500 cheaper. Either way, it's hard to go for the Aprilia, but if you do not want a BMW.

Yamaha R1 12.684 GBP
Price R1 has nudged ahead Aprilia £ 1500 because of an increase driven by the strong euro. From the Japanese bikes, characterful R1 R RSV4 will provide the most difficult time in terms of performance, particularly how to drive out the corners.

Honda Fireblade ABS £ 10.971
Honda's 2010 price increase was much smaller than the seminal Fireblade Yamaha and offer the same level of performance, Honda build quality, a journey, it's easy nature and brake-by-wire brake impressive choice of ABS and balance system 600 pounds. The Fireblade is also more suitable for taller riders.

Aprilia RSV4 R specifications

Engine type: 4 cylinders, 4-stroke, 65 ° V4
Displacement: 998 cc (60.98 cubic inches)
Bore × stroke: 78 mm × 52 mm (oversquare - shortstroke)
Cooling system: Water cooled
Power: 167.23 HP (123 kW) @ 12 500 rpm
Torque: 115 Nm (11.73 kg-m) @ 10 000 rpm
Throttle: Cable operated
Valves
Valve train: DOHC, variable
Valves per cylinder: 4
Fuel and ignition
Sparks per cylinder: 1
Fuel supply system: Fuel injection
Ignition type: TCI (Transistor Controlled Ignition)
Compression: 12:1
Engine mounting: Transverse
Lubrication system: Wet sump
Gear box: Manual
Clutch: Wet, multiple discs, cable operated
Final drive: Chain
Spark plug pipe type: NGK
Motor Oil: Synthetic
Starter: Electric
Dimensions
Wheel base: 1424 mm
Trail: 102 mm
Seat height: 845 mm
Weight
Curb weight: 179 kg
Chassis and suspension
Front
Suspension: Cartridge - upside-down
Suspension travel: 120 mm
Fork angle: 65 °
Brake: Twin Disc, Ø320 mm
Tire: 120/70 R17
Rear
Suspension: mono shock, Swingarm
Suspension travel: 130 mm
Brake: Disk, Ø220 mm
Tire: 190/55 R17

Aprilia RSV4 Base

2010 Aprilia RSV4 Base

Victory motorcycles | Aprilia RSV4 Base:
Aprilia RSV4 not even reached the dealers in the U.S. yet, and already there is speculation as to what will come next year. With the BMW finally spilled the beans to S1000RR pricing structure, must have seemed obvious that Aprilia will have many problems RSV4 hocking a long awaited chance at surplus prices RSV4 $ 6,000 that it will have more than Japan and BMW.

To combat this, there is speculation began to get around that Aprilia will release base "model (they do not like calling it a basic model, but that's it) and then in 2010, to compete with the cheaper model. Rumors peg the price of a basic model for around $ 4,000 less than the factory model, which is due out later this year.

When you consider the fact that traditional RSV4 itself has been below the price of Ducati, with comparable performance, is easy to see that the new RSV4 motorcycle is not intended to be a baseline. In contrast, the V4 Aprilia which aims to compete head-to-head with the Ducati 1198S, with the same specifications and the possibility of cheaper prices (we're guessing $ 1,500, plus or minus $ 500). This means there's no competing with Aprilia in 1198, and 1198R (for exit). Meanwhile, Aprilia has never tried to compete with R, they created a new step by not covering all the Ducati line-ups below.

Aprilia must know they will lose sales because the price point. It's hard to justify the nearly $ 20,000 motorcycle. That is why the rumors about the basic "model" was so believable. If what we hear is true, you can expect to see one next year, cheaper model, in say the range of $ 15,000 - $ 16,000, which will retain the overall characteristics RSV4 Factory, but including componanents less exotic. Namely, non-ohlins suspension, less or no carbon fiber, no forged aluminum rims, etc.

Reports have even indicated that the variable intake will go, but indicates that power will remain the same figure. We are having a hard time believing that part of the rumor, and will expect to see some kind of differential power. But, it will not be the first time differential Aprilia blurred their products like that, so no one knows anyone.

Finally, it seems destined to RSV4 ABS, although it is unclear whether that would mean 2010, or 2011. With the BMW was upping the ante by offering as an option on S1000RR, we would not be surprised if Aprilia gave it a try, and if Ducati added, all bets are off.

Aprilia RSV4 reviews and specifications