Top 5 Modern Motorcycles Part II

Last week we showcased five modern motorcycles that hit the mark in terms of attitude and style. It was a mix of retro re-issues and well-designed modern machines, and struck a chord with many readers.
All of the featured bikes had one thing in common—they looked great in both stock and custom form. But we quickly realized that five wasn’t nearly enough, so we’ve decided to revisit our selection.
Here are another five showroom bikes that we’d love to take home, ride, show off to our friends and customize. Let us know which one grabs your attention the most—unless of course you’re still stuck on the original list.
Triumph Speed Triple I’ve been a fan of the Speed Triple ever since Tom Cruise’s famous Mission Impossible II chase scene. Triumph’s iconic naked hooligan bike has seen some technical and styling changes over the years, but it’s still a very relevant motorcycle.
The key ingredients are all present: a brilliant 1050cc three-cylinder engine, unapologetic styling and headlights that look like they were unceremoniously ripped from a sport bike fairing. There’s also ABS braking to keep you in check.
It’s a bike I’d happily park in my garage, but more importantly it’s a bike that I’d like to see more custom shops tear into. Almost $2,000 more gets you the R-model, with Öhlins suspension, Brembo brakes and a smattering of bolt-on accessories.
At a glance: $12,799, 135hp, 111Nm, 214kg (curb weight) What we’d do: Hit up LSL for some parts and ride it daily. Or we’d send it to: Spirit Of The Seventies in England. They’ve already teased us with Speed triple concepts, and we’d love to see them build one.

Yamaha XJR1300 Yamaha have really been swinging for the fences with their Yard Built program. Last week we showed off the SR400, this time we’re on the other end of the spectrum with the four-cylinder, 1,251cc XJR1300. It’s the epitome of Japanese muscle – a nod to the past with up-to-date tech that includes Öhlins shocks and monobloc four-piston brake calipers. There’s even a four-into-one exhaust system with an EXUP muffler to add the appropriate soundtrack.
Yamaha wasted no time in farming it out to the Wrenchmonkees and Deus Ex Machina Italy. The resulting customs were inspired and ultra-desirable, and off-the-shelf custom parts from both shops are now available.

At a glance: 71.9kW, 108.4Nm, 245kg (curb weight) What we’d do: Order in some parts from Deus Ex Machina Italy and put together our own Project X replica. Or we’d send it to: Japanese muscle-bike specialists AC Sanctuary. Or the Wrenchmonkees, for a replica of the mighty Monkeefist (below).

Harley-Davidson Sportster 1200 Forty-Eight I’ve never been big on Harley-Davidsons myself, but even I can’t deny the Sportster’s popularity among builders. I’ve seen Sporties utilized for everything from flat trackers to café-racers, and a good few of them have stopped me dead in my tracks. Plus there’s the torque and the distinctive ‘growl’ from that V-twin mill.
There are currently six models in the Sportster line, but we’ve settled on the 1200 Forty-Eight (below). Right off the bat it has a brawny feel to it, with a raised peanut tank, solo seat, tiny headlight and blacked-out engine casings. If your budget doesn’t stretch that far, the smaller-capacity Iron 883 would be a solid second choice, and you could always give it a performance boost at a later stage.
At a glance: Priced from $10,749, 67hp, 96Nm What we’d do: Move the foot controls back to where they belong, and sprinkle some Biltwell parts on it. Or we’d send it to: Roland Sands for a flat-tracker makeover (below).
Yamaha XV950 / Star Bolt Normally we wouldn’t include two bikes from the same manufacturer, but since the XV950 is sold in the USA under the Star brand as the Bolt, we’ll give ourselves a free pass. Besides, we can’t help but love the Bolt’s bare-bones vibe, aptly described by Yamaha as a ‘neo retro Japanese look’—even if the exhaust is a little gaudy.
Yamaha’s interest in the new-wave custom scene is also refreshing: last year they ran the Bolt Custom Build-Off, where they shipped Bolts to ten builders and asked the public to select a winner. The results were intriguing, with top work coming from the likes of Roland Sands, Chappell Customs, Burly Brand, Jeff Palhegyi and Greg Hageman, who took top honors.
At a glance: $7,990, 45hp, 68Nm, 540lb (curb weight) What we’d do: Keep it bobbed, and ask Chappell Customs to send us the bolt-on, mono-shock subframe that they used on their Build-Off entry. Or we’d send it to: Greg Hageman. His competition-winning bike (below) was sublime, and we’d love to see what he’d do second time around.
Kawasaki W800 Special Edition We really should have included the Kawasaki W800 in our first Modern Motorcycles round up. It’s easily one of the nicest neo-classics currently on the market, exuding tons of British charm despite being manufactured in Japan. Its predecessor, the W650, was in production from 1999—two years before Triumph launched their new Bonneville.
After a short hiatus from 2008 to 2011, the W800 was released with a displacement jump to 773cc and fuel injection. It’s an easy going motorcycle thanks to its parallel-twin mill, but what’s really great about it is how much attention Kawasaki have paid to small details—such as the pairing of an 18” rear wheel with a 19” front wheel for a more balanced stance.
The current Special Edition’s predominantly black paint scheme (below) is a winner, and both it and the regular model are available in ‘Café Style’ versions, with a solo seat and a small bikini fairing. And if it seems like I’m waxing lyrical about the W, I will admit that I’m biased—I own a W650 and love it.
At a glance: €8,569, 35Kw, 60Nm, 217kg (curb weight) What we’d do: Turn it into a vintage trials-inspired scrambler, like James Whitham’s gorgeous W650 tracker. Or we’d send it to: LSL, for a Clubman-style W800 special (below).

Header image: Low and Mean’s Star Bolt. Read last week’s Top 5 Modern Motorcycles here.
The post Top 5 Modern Motorcycles Part II appeared first on Bike EXIF.

Top 5 Yamaha SR400

It’s one thing to talk about the ‘enduring appeal’ of a motorcycle. It’s quite another for that appeal to translate into solid showroom sales, year after year.
There are a handful of bikes that have stayed in production for decades, essentially unchanged—Royal Enfields and Urals spring to mind. But the king of that particular hill is the Yamaha SR400, a bike that has been punching above its weight for over 35 years.
Not surprisingly, there’s a huge array of aftermarket parts available for the SR400. It’s a mainstay of the thriving Japanese custom scene, and it’s now available again in the USA—this time with fuel injection. If you’re tempted to lay down some cash for a new model, or even dig out a secondhand one, take some inspiration from these five great recent builds.
Deus Grevious Angel Outside Japan, the Australian company Deus is probably the greatest exponent of the custom Yamaha SR400. ‘Grevious Angel’ is one of Deus’ signature builds, with looks that have scored it a place in Sydney’s Powerhouse museum. This SR400 is sporting a tweaked frame, an alloy bullet-style fairing, beadblasted engine cases, a CV carb and a K&N intake kit. The tank and ducktail seat unit are from the legendary Japanese brand Nitroheads, and the tires are classic Avon Speedmasters. Fans of Top Gear take note: James May has one of these in his garage. [Deus Customs]
Skull Motor Cycle No.19 With so many custom SR400s around, it’s hard to find one that’s truly different. This machine from a little-known Japanese workshop fits the bill, with radical hub-center steering and a pair of shocks tucked under the custom seat unit. The tank is from a Honda Dream 50 and the lovely pipe is from an XS650. Hiroshima-based Skull built this machine a couple of years ago as a showcase for their fabrication skills, and not surprisingly, it whipped the Japanese custom scene into a frenzy. [More about this bike | sr400times.com]
Gasoline Customs ‘Tomahawk’ Sometimes simple is best—especially if you’re after a daily rider, a role the SR400 fulfils admirably. We’re back to Australia for our third choice, this time to East Sydney’s Gasoline Customs, a workshop of some 20 years’ standing. There’s no rocket science in this build, but it’s beautifully judged—from the powdercoated XS650 wheels and brake rotors to the reworked frame and minimalist tail unit. The exhaust system is as simple as it gets, but adds to the industrial vibe of the machine. The tires, in case you’re wondering, are Shinkos originally designed for trials use. [Gasoline Customs]
Motor Rock SR400 #5 There’s relatively little ‘formula’ in Japanese custom building, compared to the West. You’ll often see the top workshops building a Kawasaki bobber one week, a Triumph café racer the next, and a Harley with skyscraper-high ape bars the week after that. Motor Rock of Nagoya is one such shop. Since opening for business ten years ago, they’ve built 20 Yamaha-based customs—most of them super-clean SR400s. Like many Japanese bikes, this one looks a little off-kilter to Western eyes. But it has a strangely appealing charm: there’s a hint of bobber styling at the back end, and a touch of café bike at the front. The detailing is beautiful, and the paint on the tank is to die for. [Motor Rock]
Boogie Single Racer SR400 At last year’s EICMA motor show in Milan, Yamaha Europe caused a splash by showcasing three ‘Yard Built’ customs. One came from the Wrenchmonkees, one came from Deus Milan, and one came all the way from Japan itself. ‘Boogie Single Racer’ was built by one of Tokyo’s top customizers—who officially remained nameless—and just drips with style. The forks are vintage Ceriani, the tank is immaculately cut-and-shut, and the rear frame loop isn’t simply chopped and tucked under the seat—it curves over the outside of the custom rear fender. There’s a vintage Honda drum brake up front and delicate filigree carving on much of the bare metal, including the wheel rims. Pure class. [More about this bike | Yamaha Yard Built Specials]
Last week’s Top 5 covered vintage Triumph hardtails.
The post Top 5 Yamaha SR400 appeared first on Bike EXIF.

‘01 Kawasaki W650 – Old Empire Motorcycles

Wales. A rather quite place, all things considered. Unless coal mining or male choirs are high on your list of wow, it probably doesn’t cross paths with you all that often. But magically zap yourself back in time a few thousand years and Wales would be offering up a whole different set of attractions. And the foremost one amongst a list also featuring dragons, giant Celtic armies and beautiful maidens would be one Mister Myrddin Emrys, a.k.a. Merlin the Magician. So, inspired by Wales’ greatest ever son, our favourite Brit builders have taken inspiration from their wand waving western neighbours and conjured up this little wonder from their alchemic cauldron. Hey presto, meet Old Empire’s magical ‘Merlin’.

“The Merlin is our first attempt at a custom parallel twin and our first Kawasaki W650,” notes Alec Sharp; OEM’s chief knight. “We were approached by a customer who is based in Amsterdam. After some emails and skyping, we had a good idea on where we wanted to go with the build. Although much was sent over using our build idea sheet, it was left to us to ultimately come up with a design to take the W650 somewhere we felt it had not been before.”

“Looking at the stock frame and engine layout, it became clear why it’s favoured for custom builds. It lends itself to a variety of modifications; from café racer to flat tracker to bobber, the bike has the potential of creating many great custom motorcycles. However, we were not after creating just another great motorcycle. What we wanted to conceive needed to be the best custom W650 in terms of design and functionality. We find it’s always best to aim high.”

“The first thing to sort out was the stance, which was achieved by dropping the front of the bike using a set of Ducati USD forks. And although the stock rims are both 18’’, we installed a wider front rim to accommodate the same size Coker tyres front and back. The blunt end was raised 1’’ using a set of  Hagon shocks to achieve that acute angle of attack.”

“Fabrication-wise, there was significant workshop and design time getting that minimal rear cowling just right. The original tank retains its front mounts, but we raised the rear end to get that top line running nicely from the yoke down the tank into the seat and off the rear cowling. Making a custom seat pan and installing some handmade gussets front and back was critical in keeping the bike in proportion. The tank also features indents in which leather scallops have been inserted as well a welded skirt that hides the ugly box section top tube.”
First
“We managed to keep all the controls stock, but added some hand-dyed leather wrap and a bit of scotching. Front lighting comes in the form of a big bates headlight with peak and the customer asked for mini led indicators which we mounted as discreetly as possible. We also decided to work with our friends at Smiths again to make up an OEM grey-faced metric speedo which, safe to say, looks mighty fine integrated into the custom top yoke.”

“The original state of the engine and frame required us to send them off to be soda blasted by a local firm who did a sterling job of cleaning it all up. The the engine was masked up and the crankcases repainted a high temperature satin silver with the barrels and head going satin black with polished fins. The casings were then fine scotched and the rebuilt carbs with custom air filters were installed to leave the engine looking fantastic.”

“Exhausts were hand made from tubular bends, TIG’d together and wrapped to stop them melting your leg. Mini baffles with a good deal of sound deadening material installed take a little edge of what is a really fantastic sounding engine.
The paintwork deserves a special mention as it has to be seen to be believed. Greg from Black Shuck Kustoms achieved the fantastic dark green, smokey, bare metal high gloss finish with gold pin striping you see here. Amazing stuff. In conclusion, this may be one of the finest OEM builds in terms of aesthetics and functionality. We like to think we are improving continually and we can’t wait for our next opportunity.”
First appeared in www.pipeburn.com

VDBMotos Triumph Scrambler

After several years of no fixed abode, and therefore no motorcycle (the horror!), Derick finally settled down in New York where he was at long last able to rekindle his love of bikes by getting an American driving license and a British scrambler.  The mods that he carried out on his Triumph attracted so many compliments, that it persuaded him to turn a hobby into a full time passion.  This Scrambler, the T2, is what Derick considers to be his first ‘proper build’.

Derick grew up near Florence in Italy.   As a result, he spent his formative years hooning around on dirt bikes in the Tuscan hills – the lucky bugger.  When he was legally allowed onto the road he did so on an XR600R, a bike as famous for its ankle breaking kick starter as its grin inducing single cylinder.  And the dual purpose bike is where Derick takes his inspiration from.  The freedom to go anywhere you want, but with road manners that make the city commute a doddle.

One of the most striking features of this build is the tank. It was stripped down to bare metal and the rust process was speeded up with the help of a vinegar/salt solution to create a real patina that would normally have taken years to appear.  The headers were shortened, wrapped and fitted with two mini GP style mufflers, leaving the original bracket as a support for the ammunition box – a genuine surviving piece of military hardware from the Vietnam war.  Derick says it’s perfect for carrying a picnic and a 6 pack.

The paint used for the new fenders and several parts of the bike is a bedliner protective coating, giving an added rugged texture and durability.  The original instruments have been replaced by a mini led speedo which has been fitted to the left side of the engine with the ignition key relocation, leaving space for the Renthal ultra low handlebars.  The low profile seat covers the tubular frame just up to the end, where LED indicators have been fitted and wired inside the frame for a super clean look.  An LED Bates style light sits at the back, and up front is a yellow headlight filter protected by a black grille for that proper rugged, go anywhere look.

Suspension has been upgraded with adjustable Hagon shocks at the rear and progressive springs at the front. The oversized Continental TKC80′s offer a higher centre of gravity, which helps make an already great city bike even better.   And with the added power of the new exhaust, K&N filter and shorter gear ratios, it must be an absolute riot to blast around NY’s crazy streets on.
Right now VDBMotos is a one man operation, but judging by the quality of ‘proper build’ number 1,  and the fact that there are plans afoot for a pop-up shop, clothing, accessories and events, its going to require a lot more than one man very soon.  Keep us posted Derick.
See more from VDBMotos on their Website, Instagram & Facebook.

Originally posted in thebikeshed.cc by Ian Heartfield

Barons T100 Sprint Bike

On the southern coast of Wales, stretching out for 7 miles along the edge of Carmarthen Bay, is a long flat stretch of beach named Pendine Sands. While the beach lacks the key ingredients for being the ultimate coastal holiday retreat (i.e. sunshine, waves or warm water) it was once coined as “the finest natural speedway imaginable”, making it exactly the kind of place we’d love to visit. Pendine’s unique daily tidal cycle means that with each new morning the beach sits perfectly smoothed and packed more precisely than most man made raceways.

 

During World War 2 the shores of Pendine Sands were commandeered by the military for use as a firing range and have remained under the control of the Ministry of defence ever since. Vehicles were banned from accessing the beach due to the risk of detonating unexploded munitions, but in 2010 someone decided “it must be safe by now?” and the shores were open again for special events.

In early 2013 Gary Mergerum and Dick Smith of South London based Baron’s Speed Shop, had just completed their Triumph T100 based rigid sprint bike. Boasting a balanced crankshaft, 9-1 pistons, racing oil pump, 3 inch megaphones, five plate clutch and twin Amal monoblocs, the vintage drag bike was a force to be reckoned with. An M&H Racemaster 18” x 4” slick added the final touch for awesome asphalt traction and the guys were getting busy making plans for it’s first race event. It was around this time that the Hertsfordshire Landspeed Racing Club announced its relocation to Pendine along with the dates for a speed trial event out on the historic sand. Knowing that the event was too good to be missed the guys quickly got to work revising the bike for the event. I spoke to Gary in late 2013 and he shared their experience of the event and passed on these shots of their T100 in landspeed dress out on the shores of Pendine.

“The original plan was, and still is, to race the bike at various vintage sprints around the UK, but we decided to focus on Pendine as it was an event so steeped in British land speed racing history that we couldn’t ignore it. We were already busy preparing my 1960 Triumph Thunderbird for Bonneville, but found time to make the small changes needed to turn it from sprint bike to land speed racer."

 

"First change was to have a new rear wheel built and fit it with modern Avon racing rubber. This would replace the current 18”x 4” M&H Racemaster slick we would use on tarmac. Next was to add a small ‘pussy pad’ to the rear mudguard to allow me to get as low as possible and also to fit the various cut-outs needed to conform to the SCTA regulations that the event was running under. The engine was tuned by Dick to a moderate level of power. You could consider calling it a hot motor, but reliable enough for multiple passes. We fit it with a close ratio cluster, and the frame was stretched by 2” for clearance and to add a bit to the wheelbase. So we were all set to go."

This story is a excerpt from the latest issue of Tank Moto magazine. To see the full feature and photo set grab yourself a copy of issue 3 here.

TANK MOTO     |     BARONS SPEED SHOP

First appeared in returnofthecaferacers.com

Ducati 900SS by El Solitario

This is the real Mad Max motorcycle - built form a Ducati and presented in BikeExif. This is one of the most interesting project seen in the last months.

When a Ducati 900SS rolls into a workshop for a big-budget overhaul, it usually leaves a few weeks later looking just like it did when it rolled off the production line in the 90s. But not this one: only the most eagle-eyed Ducatistas would recognize it, with the engine cases being the giveaway.
The builders at the Galician workshop El Solitario march to the beat of a different drum, and a very seductive beat it is too. ‘Petardo’ means firecracker, and El Sol’s latest custom is an explosive celebration of two-wheeled mechanical complexity.

When pushed to describe Petardo, El Solitario main man David Borras calls it a reaction against the current trend for minimalism. He doesn’t believe in hiding the paraphernalia of a bike, so all the “organs”—like the switches, pumps, regulator and hoses—are on the outside. “We wanted to embrace the veins and arteries that move the body!”

Curiously, it works. The panel of Stack gauges on the tank is mesmerizing in the metal, reminiscent of the interior of a Group B rally car. As well as speed and revs, you get readings for lambda, exhaust gas temperature, volts, and oil pressure. The cabling and hoses snaking around the engine invite you to explore the machine. It’s easy to imagine the forces at work inside.

The effect could have been busy and disjointed, but it’s not. Finished in shades of black and raw metal, Petardo looks like a prop from a Fritz Lang or Christopher Nolan movie.
Fuel is carried in a 10-liter jerry can at the back, and propelled to the engine via an external pump and dry-break lines. The heavily modified frame is actually from a 600SS, with a blueprinted 900SS motor shoehorned in and hooked up to a sinuous, custom-fabricated stainless steel exhaust system. The bodywork is hand-beaten alloy, contrasting with black chrome and powder coat elsewhere.

At every point in their career, a motorcycle builder creates a masterwork—the machine they will be remembered by. This is El Solitario’s finest hour, and by their own admission, “Excessive in capital letters.”
Head over to the El Solitario website for more images—all shot by Kristina Fender. Since these studio shots were taken, Petardo has been upgraded with Desmosedici Öhlins forks, a custom Öhlins shock, and a full brake system from ISR.
Check out the Bike EXIF Google+ page for a stunning image gallery of the bike in its latest incarnation, being ridden in anger.
First appeared in bikeexif.com

New Motorcycles For 2014

The new Indian Motorcycles, Star Bolt, Suzuki V-Strom 1000 and Yamaha FZ-09 we showed you  in recent issues were just appetizers; here’s the main course for 2014.

BMW

BMW K 1600 GTL Exclusive

BMW has been hard on the gas launching new-for-2014 models, including the F 800 GS Adventure (Rider, October 2013), R 1200 GS Adventure and R nineT retro bike (January 2014). Just in case its top-line K 1600 GTL touring bike isn’t luxurious enough for you, BMW has just introduced the K 1600 GTL Exclusive. It takes the bike’s convenience and luxury to the extreme with standard features such as Keyless Ride, which enables a new pushbutton ignition, steering lock, fuel filler flap and central locking when the transponder/key in your pocket is near the bike—no need to use a key for any of those things. As the transponder moves out of range, the Exclusive’s anti-theft system is armed automatically and the steering is locked. More GTL Exclusive-model features include Hill Start Control, which holds the bike in position on hills until you pull away, without having to keep the brakes applied. The passenger seat is larger, and armrests and a heated backrest are standard. For appearance’s sake, a film antenna embedded in the trunk lid eliminates the need for an antenna rod, and the bike is finished in four coats of special Mineral White Metallic high-gloss paint blended with Magnesium Metallic Matte.

BMW R 1200 RT

Many optional features for the regular K 1600 GTL are standard on the Exclusive, including traction control and Electronic Suspension Adjustment II (ESA II). New LED daytime running lights switch on automatically in the daytime, and a pair of LED auxiliary lights help illuminate the road ahead.
With the new liquid-cooled BMW R 1200 GS selling like candy canes at Christmas, it was only a matter of time before the lighter, more powerful twin made its way into other R-series models, like the R 1200 RT sport tourer. The RT’s new engine has the same displacement as before (1,170cc), but its output is much higher—a claimed 125 horsepower at 7,750 rpm and 92 lb-ft of torque at 6,500 rpm. For sport-touring duty, the centrifugal masses of both the crankshaft and the stator have been increased to help the engine run more smoothly. The 6-speed transmission has a taller secondary transmission ratio to reduce engine rpm, and the hydraulically actuated wet clutch has a slipper function.
Although the Alps-bred R 1200 RT has always been a nimble machine, for 2014 the chassis has been revised to complement the higher-output engine. The new frame has a continuous design that increases rigidity, which BMW says improves both responsiveness and feedback, and new 10-spoke cast aluminum wheels add to the bike’s more dynamic look. Bodywork has also been redesigned, giving the R 1200 RT an appearance that splits the difference between the R 1200 GS and the K 1600 GT/GTL.

BMW S 1000 R

The 2014 BMW R 1200 RT comes standard with two riding modes (Rain and Road), as well as Automatic Stability Control (ASC). Optional Riding Mode Pro adds a Dynamic riding mode, and the new Hill Start Control function. Other options include Gear Shift Assistant Pro for clutchless upshifts and downshifts, as well as Dynamic ESA (Electronic Suspension Adjustment). The 2014 BMW R 1200 RT will be available in three colors: Quartz Blue Metallic, Callisto Grey Metallic Matt and Ebony Metallic.
After quickly climbing to the top of the liter-class sportbike heap with its 193-horsepower, in-line four S 1000 RR, now BMW has unveiled a naked version called the S 1000 R. Less bodywork, an upright handlebar and more low-to-midrange grunt (but less top-end power) make the S 1000 R better suited for the street. Redline has been reduced by 2,000 rpm, and maximum horsepower has been lowered to 160 at 11,000 rpm. Peak torque is the same as the RR, but the 83 lb-ft maximum is reached at 9,250 rpm instead of 9,750 rpm. Up to 7,500 rpm, the S 1000 R makes about 7 lb-ft more torque than the S 1000 RR. That much giddy-up on a bike that weighs a claimed 456 pounds wet should provide enough excitement to wake the dead.
As with many high-performance motorcycles today, the S 1000 R is equipped with electronic riding aids including two riding modes (Rain and Road) and traction control. Dynamic Traction Control (DTC), incorporating two additional riding modes (Dynamic and Dynamic Pro) and making use of a lean-angle sensor, is optional. Optional Dynamic Damping Control (DDC) provides electronic control of suspension damping that continuously adapts to riding conditions.
The 2014 S 1000 R will be available in three colors: Racing Red Non-metallic, Frozen Dark Blue Metallic and Light White Non-metallic.
Pricing and availability on all three new BMWs are TBD.

The RT’s cockpit has been completely revamped with new analog dials and a digital menu similar to the K 1600 GTL’s.

Pushbutton ignition, fuel filler cap, steering lock and central locking are activated by the GTL Exclusive’s key fob.

Ducati

To kick off the Monster line’s third decade, Ducati has introduced the biggest and baddest beasts yet—the Monster 1200 and Monster 1200 S. Replacing the previous heavyweight in the Monster family, the 1100EVO, the new models are powered by the 1,198cc liquid-cooled, desmodromic Testastretta 11˚ L-twin found in the Diavel power cruiser and Multistrada adventure tourer. In the Monster 1200, it makes a claimed 135 horsepower at 8,750 rpm and 87 lb-ft of torque at 7,250 rpm, while the Monster 1200 S kicks it up a notch with 145 horsepower and 92 lb-ft of torque. Three Ducati Riding Modes (Sport, Touring and Urban), eight levels of Ducati Traction Control and three levels of ABS allow the new Monsters to be adapted to a wide range of conditions.

Ducati Monster 1200 S

To enhance stability on such a powerful, lightweight bike (461 pounds wet, claimed), the wheelbase has been increased by 2.4 inches compared to the Monster EVO1100. And to enhance riding comfort, the handlebar is 1.6 inches higher and 1.6 inches closer to the rider than on the previous model. Seat height is now adjustable and can be set at either 30.9 or 31.9 inches; an accessory low seat reduces height to 29.3 inches.
Suspension on the Monster 1200 consists of a fully adjustable 43mm Kayaba male-slider fork and a preload/rebound-adjustable Sachs rear shock. The higher-spec Monster 1200 S gets fully adjustable Öhlins suspension front and rear. ABS and traction control are standard on
both models.
Available in Ducati Red, the Monster 1200 is $13,495. Available in Ducati Red or White, the Monster 1200 S is $15,995.

Ducati 899 Panigale

Ducati will also offer a “Supermid” version of the ferocious 1199 Panigale superbike in 2014 called the 899 Panigale. Although still massively oversquare, the 899 version of the Superquadro L-twin has a smaller bore (100.0mm) and shorter stroke (57.2mm). It displaces 898cc and generates 148 horsepower and 73 lb-ft of torque at the crank (claimed). Claimed wet weight is 425.5 pounds vs. 414.5 pounds on the 1199. Yes, you read that right. The 899 has a conventional (double-sided) swingarm, whereas the 1199’s is single-sided. Part of the weight difference may also be due to different suspension components and tires.
Styling is all but identical to the 1199, and the level of specification is very high—Brembo Monobloc calipers, Showa Big Piston Fork, Sachs shock, Pirelli Diablo Rosso Corsa tires. The 899 Panigale will be available in traditional Ducati Red ($14,995) or Arctic White ($15,295).

Harley-Davidson

Harley-Davidson Street

Closely following the auspicious re-launch of Harley’s Touring family under the Rushmore banner (November 2014), Harley-Davidson will introduce its first all-new platform and sixth model family next year with Street 750 and Street 500 motorcycles based on a new liquid-cooled Revolution X engine. With low price tags and seat heights, the Street line is aimed at young-adult urban riders looking for a nimble bike with some room for customization.
The Revolution X engine is a 60-degree, liquid-cooled unit V-twin of either 494cc or 749cc and has SOHC four-valve heads, a counterbalancer to reduce vibration, a 6-speed transmission and belt final drive. It’s housed in a new chassis with a 25.4-inch seat height, wide handlebar and mid-mount controls, and both bikes are said to weigh 480 pounds with the 3.5-gallon tank full. Wheels are 17 inches in front and 15 in the rear, with 100- and 140-series tires respectively. The blacked-out styling takes some cues from the V-Rod line, especially the rear fender and radiator. Machined cylinder fins and wheel spokes set the Street 750 apart from the all blacked-out 500.
In addition to expanding Harley’s lineup to appeal to a broader range of riders, the Street 500 will fill the gap in Harley’s Riding Academy training program left by the departed Buell Blast. Both the Street 500 and 750 will also be sold in other countries where its larger models might cost more, incur tariffs or be license restricted. In fact, Street models for sale in India, Italy, Spain and Portugal will be made in Harley-Davidson’s Bawal, India, factory alongside other bikes made strictly for consumption in that country since the factory opened in 2011. All motorcycles for North America, including the new Street line, are made in Harley’s factories in York, Pennsylvania, or Kansas City, Missouri.
The Street 500 will carry a MSRP of $6,700 and the Street 750 will start at $7,500. You can have any color you want as long as it’s black.

Machined cylinder fins and wheel spokes set the Street 750 (shown) apart from the 500. Both bikes take some styling cues from the V-Rod.

Machined cylinder fins and wheel spokes set the Street 750 apart from the 500 (shown). Both bikes take some styling cues from the V-Rod.

Honda

Honda has introduced so many new models lately we couldn’t fit our coverage of the new CTX1300 alongside the Valkyrie in the February 2014 issue. These two bikes join the CTX700/N, Grom and CRF250L as all-new 2014 Honda motorcycles. Like the CTX700s, the larger CTX1300 offers new and returning riders a low seat, easy handling and a torquey engine with smooth, seamless power—essentially a cruiser with some modern styling and technology.
Styled similarly to the faired CTX700 with the addition of integrated saddlebags, the new CTX1300 is powered by a 1,261cc, 90-degree V-4 that shares its architecture with the venerable liquid-cooled, fuel-injected ST1300 sport tourer, but has new pistons, different gearing in the 5-speed box and a new 4-2-2 exhaust system. Honda says it makes significantly more torque than the ST1300 as a result of the updates. The V-4 is also mounted longitudinally in the CTX1300’s steel double-cradle frame, and power gets to the wide 200-series rear tire via a shaft final drive system designed specifically for the bike.

Honda CTX1300

Key to the big CTX1300’s appeal is its relaxed ergonomics, which combine a low seat height of 29.1 inches with wide, comfortable-looking seats for rider and passenger, a wide pullback handlebar and mid-mount footpegs. An underseat fuel tank contributes to its potentially nimble handling by lowering the bike’s CG, though we’ll have to wait for our first ride to see how the 724-pound (claimed curb weight) machine gets along with that fat 200-series rear tire. Both a top trunk and centerstand will be on the options list, as well as heated grips and a taller replacement for the stock shorty windscreen.
Stepping up to the blacked-out CTX1300 Deluxe model will net the rider traction control, ABS, self-canceling turn signals and a contemporary sound system with Bluetooth connectivity. The Deluxe equipment is expected to add $1,500-$2,000 to the CTX1300’s price tag, which was still TBD at this writing. Colors are Candy Red, Metallic Black and Gray Blue Metallic.

Honda CBR1000RR SP

Up-spec sportbikes are popular because they offer higher-quality components in one package that is less expensive than buying those items individually. The all-new CBR1000RR SP features fully adjustable Öhlins front and rear suspension, plus Brembo front brakes and Pirelli Diablo Supercorsa SC high-performance tires. A lightweight subframe lowers the center of gravity and a new rear single-seat cowl shaves additional weight. The CBR’s 999cc in-line four puts out more power and torque thanks to a new cylinder head, intake tract and exhaust system, along with high-performance pistons and connecting rods. The SP’s riding position is now more track-oriented and a bubble windscreen creates a larger still-air pocket for the rider. Available in a special White/Red/Blue paint scheme; pricing is TBD.
The 2014 CBR1000RR receives the same engine changes, ergonomics revision (new handlebars and relocated footpegs) and bubble windscreen as the SP model. Price is TBD.

Honda CTX1300

CTX1300 Deluxe includes a sound system with front speakers and Bluetooth connectivity.

Kawasaki

Though the modern Z1000 has never had trouble getting noticed, for 2014 Kawasaki has made it even more eye-catching. From its tiny LED headlights to its tapered tail section, the new Z1000 looks compact and aggressive. Kawasaki has embraced a new styling language that it calls “Sugomi,” which it says gives the bike the appearance of a crouching predator and influences such details as the special “Z” logo ignition keys, machined aluminum steering stem bolt and textured “Z” motif seat cover.

Kawasaki Z1000

Beyond styling, the Z1000’s 1,043cc, DOHC, liquid-cooled, 16-valve engine has received many of the same updates as the 2014 Kawasaki Ninja 1000 (January 2014) to boost performance in the upper registers and improve sound, feel and throttle response.

Z1000’s dual-element bar graph tach runs up 

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Based on the Ninja ZX-10R’s chassis, the Z1000’s aluminum frame curves over the engine, cradling it from above and bolting solidly to it in three places, with a rubber-backed fourth mount provided for added vibration isolation and torsional rigidity. The main frame and swingarm pivot pieces are cast as a single unit with minimal welds, and the new subframe tapers to a very shallow cross-section at the rear.
Suspension is handled by a new fully adjustable 41mm inverted SFF-BP (Separate Function Fork–Big Piston) fork up front and a preload- and rebound-adjustable horizontal back-link shock in the rear. New one-piece monobloc radial-mount front brake calipers with a race-spec radial pump master cylinder are said to improve power and feel, and ABS is now standard. The 2014 Z1000 will be offered in Golden Blazed Green or Metallic Graphite Gray for $11,999. Look for a test of the Z1000 in the next issue.

KTM

KTM Super Duke 1290 R

There are motorcycles that push the boundaries; others simply relocate them. The new KTM Super Duke 1290 R blasts them to pieces. This is KTM’s third all-new entry for 2014 following the launch of the 1190 Adventure R and 1190 Adventure (May 2013), which we hope to have a full test of very soon. At a claimed 417 pounds dry with 180 horsepower at the crankshaft, the Super Duke 1290 R is a streetfighting brawler trespassing in hyper-sportbike territory. And why not—it’s 75-degree, DOHC LC8 V-twin is based upon the KTM 1190 RC8 R superbike engine. Displacement has been increased to 1,301cc from 1,195cc, and throttle bodies enlarged to 56mm from 52mm to get that insane power, and the engine is bolted into a lightweight chrome-moly steel trellis frame, with a fully adjustable WP 48mm male-slider fork and single shock on a single-sided swingarm. Throttle-by-wire and a host of electronic assistance systems help keep this high flyer on the ground, from disengageable ABS that has a “Supermoto” mode (read: big, long rear-wheel slides); to multi-staged, lean-angle-sensing traction control and riding modes. At the same time, dual ignition increases fuel economy and smoothens power delivery in the lower rev range. Ergonomics are said to be sporty but still comfortable for long rides.
KTM will offer several optional packages for the Super Duke 1290 R to trim it out for racing, touring or simply more style. It will come in Matte Black or Orange colors; price is $16,999.

Triumph

Triumph Thunderbird LT

Right after announcing updates to the Bonneville, Thruxton and Scrambler for 2014, Triumph Motorcycles has introduced three new cruiser models, the Thunderbird LT, Thunderbird Commander and America LT.
Both Thunderbird models are powered by the Thunderbird Storm’s big-bore 1,699cc parallel twin rather than the base-model Thunderbird’s 1,597cc mill. The liquid-cooled, fuel-injected, 8-valve, DOHC engine has an uneven 270-degree firing interval and a long-stroke design (107.1mm bore x 94.3mm stroke) that produces a claimed 93 horsepower at 5,400 rpm and 111 lb-ft of torque at 3,550 rpm.
An all-new chassis is said to improve rider/passenger comfort by allowing a larger seating area and reshaped seat. A pullback handlebar allows a more relaxed riding position, and steering geometry has been revised and the front wheel is now wider for improved handling, carrying a new 140/75-17 front tire to accompany the existing 200/50-17 rear tire. Triumph partnered with Avon Tyres to develop the world’s first radial whitewall motorcycle tires for the Thunderbird LT, which offer better performance than bias-ply tires.

Triumph Commander

The new 2014 Thunderbird LT (Light Touring) has a quick-release windshield and removable leather saddlebags. Driving lamps, chrome floorboards with replaceable skid plates, an adjustable chrome heel/toe gear lever and wide wire-spoke wheels round out the touring package. The 2014 Triumph Thunderbird LT will be available in spring 2014, with two color options: Caspian Blue/Crystal White or Lava Red/Phantom Black.
Like the Storm, the Thunderbird Commander has Triumph’s signature twin headlights, but it stands apart with a polished top yoke, polished stainless steel fork shrouds and less upswept chrome exhausts. The 2014 Triumph Thunderbird Commander will be available in one of two paint schemes: Lava Red/Crimson Sunset or Phantom Black/Storm Grey. Pricing for both new Thunderbirds is TBD.

Triumph America LT

Based on the existing Triumph America with its air-cooled, fuel-injected, DOHC 865cc parallel twin, the new America LT adds a tall windshield, a pullback handlebar, leather saddlebags, floorboards and a heel-toe shifter. The 2014 America LT is available now in two-tone Pacific Blue/Sapphire Blue with an MSRP of $9,499.
(This article Feast Your Eyes was published in the March 2014 issue of Rider magazine.)