Victory Parade-LAs vegas calling!!!!

Since the introduction of the Vegas for the 2003 model year, Victory has given its line of cruisers a series of bad-boy, macho-sounding names—some with gambling overtones. Hammer, Vegas, 8-Ball—whatever you may think of them, the gamble seems to be paying off, because Victory sales are up by more than 50 percent year-to-date. You could say it’s hit the jackpot, in fact, and to celebrate, Victory has made numerous improvements in its 2006 lineup and named the premier new model among them the Vegas Jackpot.

Based on the Vegas series of cruisers, the Jackpot is intended to be an extreme custom cruiser that delivers greater value than competitive models from other brands. The idea here is that it would cost a lot more to install a wide rear tire, increase displacement, switch the gearbox from five to six speeds and add custom paint after you purchase a new bike, or to buy a limited-production custom with these features. And instead of winding up with a mishmash of parts and sources, the Jackpot comes with a full factory warranty and can be readily financed and insured.

Some of the items that make the Jackpot stand out from the crowd are sharp-looking paint, fat rear rubber with a skinny 21-inch front hoop, along with big cubic inches and a six speed. The rear seat cover also adds to the clean lines when riding solo. Five paint schemes are offered, including three unique paint jobs that feature custom graphics and color-matched frames. Jackpot’s front wheel, conventional fork and single front brake setup are sourced from the regular Vegas, while the 250-profile Dunlop rear tire on an 18-inch rim is shared with the Hammer model.

Power comes from Victory’s Freedom 100/6 powerplant which was first introduced in the 2005 Hammer. It is a fuel-injected 1,634cc V-twin coupled to a six-speed gearbox. For 2006, all of the Freedom 100 motors are fitted with redesigned camshafts to improve low-end torque and acceleration. Other than that, Victory engine specifications are essentially unchanged from last year.

To further differentiate it from the Hammer, the Jackpot is lowered, has a custom-styled headlamp and has a unique rear fender that wraps closely around the tire.

That long, lean ground-hugging look required the engineers to reduce rear suspension travel, from about 4 inches at the axle on the Hammer down to 3 inches on the Jackpot. To compensate for the loss in travel, Jackpot’s spring rate is approximately 20 percent stiffer than the Hammer’s and it has stiffer damping. According to Victory engineers, Jackpot’s rear suspension is approximately 25 percent progressive over its travel. The differences in suspension give the Jackpot a super-low 25.7-inch seat height; that is 0.7-inch lower than the Hammer’s already low perch.

Not enough bling in this thing? Then try on the Arlen and Cory Ness Signature Series.

Ness Limited Editions

For oh-six the Ness clan has whipped up two Jackpot models with a slew of custom touches to set your steed apart from the herd. Arlen’s model features blue bodywork with gold and silver graphics, silver engine and a blue frame. Cory’s version is black with blue flames, a black engine and black frame. Papa Arlen uses Jagged Ness custom wheels, while son Cory chose Evil 7 custom rims. Billet and chrome Ness accessories are used extensively on both models and a new HID/halogen headlamp adds style with functionality. Mechanical specifications on these two flagship models are the same as the non-Ness versions, and base price on both is $21,999.

Hammer

Victory’s Hammer was introduced last year as an early 2005 model and was the first of the company’s models to be equipped with a 250-profile rear tire, along with the more-powerful Freedom 100/6 engine, six-speed transmission combination and a male-slider cartridge fork. It also bests the other Vegas models in the braking department with its powerful dual front rotors and four-piston calipers—good stuff to have with a strong engine. For 2006 the Hammer is available in new color combinations, including flame yellow or nuclear sunset, either with tattoo graphics, or solid black, blue or red. There’s also an expanded line of accessories for it. MSRP is $16,899.

Vegas/Vegas 8-Ball

The big news for the 2006 Vegas model is the switch to the Freedom 100/6 engine and six-cog gearbox. Along with the bigger engine there’s a larger-volume exhaust system with integrated catalysts. In addition you’ll find a variety of new paint jobs, including solids, two-tones, flames and pinstripes. The less-costly 8-Ball version also gets the bigger-displacement Freedom 100 engine, but continues with the five-speed tranny and is only offered in black.

Kingpin

Both the Kingpin and Kingpin Deluxe also received the Freedom 100/6 drivetrain this year. Two new paint schemes with flames, a duo of two-tones and three solid colors are also available for 2006. Bigger fenders and an 18-inch front wheel set it apart from the Vegas’ 21-incher, but both share the 180-profile rear gummy.

Touring Cruiser

This stalwart bagger remains unchanged mechanically for 2006, and it’s now the only Victory that still carries the Freedom 92/5 powerplant. Three new colors are offered; black and a duo of two-tones. We’re expecting to see an updated model within a year or so. Suggested retail base price is $15,349.

Riding Impressions

I had an opportunity to ride the Jackpot along with several other Victory models during the 2006 launch. On all models, engine vibration is light due to the effective counterbalancer system. The 100-incher runs well from idle through its 5,500-rpm redline and it pulls harder than most big V-twins, thanks to its four-valve combustion chambers and overhead-cam design. There’s a hearty midrange with plenty of oats for passing and hill climbs, yet the engine doesn’t mind lugging down a bit in higher gears. Although the Jackpot has no tach, riding the similar Hammer showed a leisurely 2,100 rpm at 60 mph in sixth. Problems with slow cranking (noticed on the very first Hammers) seem to have been solved.


Clutch pull is moderate and shifting is among the best in Cruiserland. Braking is strong and effective, particularly on the dual-rotor Hammer. The narrow rear-tire models turn in readily and hold a line through corners, while the 250-width tires resist turning and require strong deliberate steering input all the way through the turn.

I liked the overall looks and styling on the Ness versions of the Jackpot, but the handlebar assembly feels awkward and blocks the rider’s view of the indicator lamps. Otherwise they feel about the same to ride as the civilian versions. Victorys tend to have firmer suspensions and saddles than some other cruisers, and this is particularly noticeable with the stiff, short travel on the rear axle of the Hammer, and even more on the shorter-travel Jackpot. While the Touring Cruiser seating is designed for longer rides, the other models put styling ahead of comfort in that area. These factors, combined with the fat rear tire’s resistance to turning, are significant areas of compromise. Potential buyers should consider the tradeoffs before choosing a fat-tire model, whatever the brand.

Overall fit, finish, quality and reliability of all the bikes appear to be very good. Likewise, the value of the Jackpot (and other models) relative to other brands seems to be excellent. With an even wider selection than before, Victory now offers a competitive model for most cruiser enthusiasts, with more on the way.

Comparision of 3 Beasts....

Comparing Three Dual-Sports: Honda XR650L, Kawasaki KLR650 and Suzuki DR650S

Warning: You'll be making a compromise if you go for any one of the 3 bikes...

A lot of riders look at these three motorcycles, scratch their heads, and wonder just what they’re meant for. Anybody who desires a good dirt bike can make a choice from a big selection, and a street rider has an even greater variety. Why get one of these machines, these compromises intended for the dual purpose of riding both hard and soft surfaces?

Dual-sporting is a different approach to riding, involving mostly pavement, but a goodly number of hours on dirt roads and trails. Anybody who lives near a national forest or any place that offers miles of dirt roads should become a dual-sport enthusiast. West Virginia’s 500-mile Hatfield-McCoy trail system is a good example of dual-sporting paradise. There are probably a million miles of dirt roads in this country—most of which require a license plate to ride.

These machines all had their genesis back in the ’80s, and have weathered the years quite well. The KLR has been in Kawasaki’s lineup for more than 20 years, and will be getting a major makeover for 2008. They are quite similar, especially in the engines: The three cylinders all have a 100mm bore, while the Honda and Suzuki have an 82mm stroke, the Kawasaki, 83mm. All have single overhead camshafts and four valves per head, and good counterbalancing systems to ward off the vibes.

The most important similarity is that all three machines have the 20-pound button—also known as an electric starter. The KLR led the pack with this innovation, doing it on the 600 version in 1984, followed in ’93 by Honda, ’94 for Suzuki. This made all the difference, as the bikes became very user-friendly and could be used as weekend exploring devices or fuel-conscious commuters. They sold in profitable numbers, and since they were involved in neither competitive action nor the chrome and radio wars, they have been pretty much left alone. Tooling costs have long since been amortized, and sales continue at a respectable rate.

How to choose among these three? As one wag put it, the most obvious difference may be that the Suzuki has rectangular rearview mirrors, while the other two have round ones. Riding them, however, one soon becomes aware that the XR was derived from Honda’s dirt bikes, while the DR and KLR grew out of the less serious “playbike” category, an expression popular in the ’80s. None of these bikes would be my choice for a cross-country trip on Interstate 80, but to ride a hundred or more miles on a freeway, at 75 mph, is entirely doable.

According to the stone simple but precise Rider scale, the wet weights of the Honda and Suzuki are 344 and 368 respectively, while the KLR rides in at 411 pounds. Its additional avordupois can be attributed to its liquid-cooling, requiring a pump and radiator as well as a skid plate to keep from harm the pump that is mounted low at the right front of the crankcase. At 6.1 gallons it is also carrying about 20 pounds more fuel than the 3.4-gallon Suzuki and 2.8-gallon Honda. The DR is air and oil cooled, and has a small oil cooler mounted high up and pretty much out of harm’s way. The Honda is air-cooled, with a dry sump and oil-in-frame, and our California model came with small engine guards to protect the crankcase as well as a great quantity of vulnerable emission-regulating hoses and stuff on the left side of the cylinder.

I mention all this because most d-p machines will find themselves laying on their sides at some point or other in their lives, a result of minor spills on sandy roads or rocky trails. Nobody wants a simple stupidity to ruin the entire day. Pick it up and keep on going. Owners of dual-sports are generally rather benign riders, sensible enough not to push the traction issue, content to take to the dirt surfaces with caution.

All the front wheels are 21-inchers à la the dirt-bike standard, and the XR also uses a dirt-worthy 18-inch rear, while the DR and KLR have odd 17-inch rears. The tires are quite different, as the XR comes with rather knobby Dunlop K850s, the KLR with less-aggressive K750s, and the DR with more modest Bridgestone Trail Wings. Every wheel has a single-disc brake, and braking power on the rear wheels comes from single-piston calipers, while on the front both Honda and Suzuki have twin-piston calipers but the KLR suffers along with its single piston. On loose surfaces front brakes are of minor importance, but on the pavement the difference was quite noticeable, and the KLR’s stopping distance does suffer.

All three engines sit in cradle frames, with leading-axle front forks and single-shock rear suspensions. Saddle heights go from the Honda’s nose-bleed 37 inches to the Kawi’s 35 and Suzie’s 34.8 inches, which can be lowered to 33.2 inches with modifications performed by a dealer. It is still a major lift to get a leg over any one of these. The DR’s footpegs are the lowest and farthest forward, the XR’s are the highest and farthest back—creating minor ergonomic differences.

Suspension adjustability varies. The XR’s is the most easily manipulated, as the 43mm fork has air-adjustable preload and adjustable compression damping, while the shock comes with full adjustability; each end offers 11 inches of travel. The KLR’s 38mm fork is air-adjustable, the shock has preload and rebound-damping adjustments, and there’s more than 9 inches of travel at both ends. The DR has a non-adjustable 43mm fork, with spring preload and compression damping adjustments on the shock, and over 10 inches of travel; if one opts for a lower seat height on the DR, suspension travel drops to 8.7 inches. On the frosting side all three come with suitably minimalist toolkits and helmet locks. The KLR also has a useful luggage rack. Gas mileage varied from 38 mpg on the KLR, to 39 on the XR, and 45 on the DR.

On the dirt roads of California’s Santa Lucia mountains, our testing ground, the XR certainly felt most at home, with the steepest steering, highest seating and most suspension travel—almost like riding a dirt bike. Its footpeg placement made it easy to stand up when charging into some rough stuff, though at 6 feet, 3 inches, I find myself a bit too tall to look graceful doing this on-the-pegs routine. It’s your choice if offroad capability is of primary importance. The DR suffers from its soft suspension, and what seems to be less low-end torque from the engine, although it was quite content to poke along at a moderate pace. Its street-oriented tires are not very useful in steep uphill scrabbles, and fortunately we did not have to traverse any deep sand. In the middle was the KLR, with its strong torque, decent tires and middling suspension travel.

On the pavement the KLR was king, with its big gas tank, comfiest seat, a tachometer (7,500 redline) and the biggest of wind deflectors. It would probably be the bike of choice for anybody heading from Alaska to Argentina. The DR was second-best onroad, and had the least vibration, in part due to its bar-end weights. This machine retains most of that original “playbike” aspect, an all-around entertainment without any serious off-road pretensions. The XR could not have cared less about its status on the asphalt; it just wanted to get to the next dirt road.

With prices all in the $5,000-$6,000 range, you pays your money and you takes your choice. And your choice may depend on several things. How much dirt-roading you plan on doing—10, 20, 30 percent of your miles? Or the length of your inseam. Overall the KLR seems to be the best compromise among a trio of compromises, as it offers good power, the most range and comfort and some offroad capability.

So now what do you have to say...Heave a sigh...

Honda Rebel 250- Go rebel!!!!

The Rebel is one of the coolest looking small bikes sold in the USA. It takes a lot of styling cues from Harley-Davidson, and has a vertical twin engine that can almost bring old Triumphs to mind if you squint just a little bit. To me, the Rebel looks like what I'd expect if you crossed a cruiser, a UJM, and an old British twin and left the offspring in the dryer just a bit too long.

With the actual model designation of CMX250, the Rebel is based on the same motor as the Nighthawk. In all of my years around motorcycles, the only time I've known one of these motors to need any kind of internal repairs was once when someone put a too-long spark plug in one, causing extensive damage to the piston, valves, and head. But under normal operation, these little guys can run for years and years.

Since they're based on the same motor and aimed at the same target market, be prepared for the inevitable comparisons to Honda's other 250cc model available in the US: The Nighthawk.

The ergonomics of the Rebel are interesting, to say the least. With a seat height of 26.6 inches, it would seem that it is ideally suited for those with shorter inseams. However, the slightly forward controls can make the foot pegs a bit of a stretch for someone under five feet tall. The riders that will be the most comfortable on this bike are probably going to be between about 5' and 5'9" or so. Anyone much taller runs the risk of the stylish buckhorn-styled handlebars bumping into their knees when they're turned fully in either direction. I have a 6'4" friend that's an MSF Rider Coach. When he demonstrates exercises on a Rebel, he literally has to sit on the passenger seat.

Power:

What can I say? It's the Honda 250 motor that's been around since way before this year's crop of graduating college students were born. It's not going to win many drag races against anything else on two wheels (with the possible exception of the Kawasaki Eliminator 125), while it can still pull away from most four wheeled traffic at a stop light.

Brakes:

This is where the little Rebel really outshines its taller sibling, the Nighthawk. The combination of a front disc brake and the low-slung cruiser chassis, allows this motorcycle to routinely stop in about 2/3 of the distance of the drum brake equipped Nighthawk. While you're in little danger of doing an accidental stoppie, it is possible to lock the front brake with an overexuberant application.

Handling:

In this category, the cruiser styling of the Rebel takes its toll. While the Rebel has a comfortable laid-back ride, the forward controls make it a trivial matter to scrape pegs or heels when you get into a corner a little hot. While the pegs scrape much sooner than they do on a Nighthawk, you've still got a lot of lean angle left before you start dragging hard parts that will upset the handling. However, the front forks are much firmer than those of the Nighthawk, leading to much better cornering stability.

Overall riding:

Simply put, if it fits you, the Rebel is an absolute joy to ride. Many people buy these as a first bike/learner bike, then can't bear to part with them. As well as being very forgiving in the areas of clutch and brake operation, this motorcycle, along with the Nighthawk, can teach some things that are much more difficult to learn on larger and more powerful bikes. If you do much riding on the twisties, especially hilly ones, the little Honda 250s (or just about any smaller bike, for that matter) will teach you how to conserve momentum, pick smooth lines through the turns, and carry as much corner speed as possible. Again, for long highway stretches or touring, this is the wrong machine.

With good looks, good manners, good brakes, great gas mileage, and proven reliability, it's no wonder that so many people who bought a Rebel to learn on (before "outgrowing it" and moving on to a larger bike) still have it tucked away and still ride it when they think no one is looking....

2007 Harley-Davidson XL1200R Sportster

To celebrate the 50th year of the Sportster, Harley-Davidson decided to spruce up the line a little by equipping all of the Sportsters with electronic fuel injection. The XL 1200R is the most sport-oriented of the Sportster line.

The Sportster’s small dimensions help instill confidence in riders of all shapes and sizes, although at a standstill you can still feel the engine’s heft sitting low in the frame. The low 29.9-inch seat height made it easy for me to reach the ground, while the bike’s narrow proportions and short reach to the bar gave me plenty of leverage to flick it from side to side. If the key fob mentioned earlier is more than 8 feet away from the motorcycle, the bike won’t start and will instead flash all the lights in a show reminiscent of a 1970’s discotheque. Should you lose the key fob you can also disarm the alarm with a code entered through the turn-signal buttons.

When it came time to start her up, the Sportster’s 1,200cc Evolution engine purred to life without the slightest hiccup from the new electronic fuel injection, and you can distinctly make out that Harley noise and feel.

On the road, the “seat-of-the-pants” dyno was telling that the 1,200cc powerplant had plenty of moxie to get you out of any situation you encounter. According to the Borla Performance dyno, that translates into 58.3 horsepower and 66.5 lb-ft of torque peak, at the rear wheel. All that power is harnessed by a smooth-shifting five-speed transmission with a belt final drive. Harley-Davidson also went so far as to reduce clutch-lever effort by 8 percent across the entire Sportster line. As little as that sounds, real-world experience has convinced me that that 8 percent really is a big help.

As owners of pre-2004 Sportsters can testify, trying to ride one at anything over 70 mph is a teeth-rattling experience, as the pulses from the V-twin engine are intense to say the least. But with the change to rubber mounts, the new Sportster to be very smooth off the line and even more so at highway speeds. Kudos, Harley....

Highway cruising on the Sportster is a breeze as the bar and pedals aren’t too far forward. The supple suspension soaks up irregularities in the road and provides a smooth ride. As with most motorcycles without a windscreen, wind buffeting starts to become an issue at speeds over 70 mph. An aftermarket windscreen and saddlebags are available through your Harley-Davidson dealer should you feel the need for them.

Filtering through traffic is easy as the Sportster’s narrow proportions make splitting lanes a breeze. The only gripe about the bike (and this holds true for all Harley-Davidson models), is the turn-signal switches on each bar. You'll find it annoying to use the right thumb to press the button.

Despite the 39mm front fork’s non-adjustability, the bike is still able to track through turns with ease. In the rear, the twin preload adjustable shocks felt plenty capable of handling every turn. Stopping duties for the new Sportster are handled by twin discs (available only on the XL 1200R) clamped by dual-piston calipers that provide plenty of stopping power. A single disc sits in the rear and is grabbed by a single-piston caliper. In conjunction with the clutch, brake-lever effort has been reduced by 14 percent. This setup gives a nice linear feel.

The gearbox was always positive in its engagement and never missed a beat, while repeated heavy braking for certain turns was never nerve-wracking as the brakes were up to the challenge. The V-twin’s big torque helped carry the Sportster out of turns and got me on my way without any hesitation from the finely tuned electronic fuel injection. For anyone who thinks there’s no more “Sport” in the Sportster line, think again. This thing can get around with the greatest of ease and, as with most motorcycles in this category, the limits are defined by the amount of lean angle before dragging hard parts.

Fifty years is a long time to keep a model range in a lineup, but year after year Sportster sales continue to show strong results and it’s easy to see why. The Sportster is simply a good motorcycle. And as the saying goes, “If it ain’t broke, don’t fix it.”

Great New Bikes...

Time for some bike more motorcyle reviews!!!!
Here we go...

Victory Parade- Vegas Jackpottttt
Since the introduction of the Vegas for the 2003 model year, Victory has given its line of cruisers a series of bad-boy, macho-sounding names—some with gambling overtones. Hammer, Vegas, 8-Ball—whatever you may think of them, the gamble seems to be paying off, because Victory sales are up by more than 50 percent year-to-date. You could say it’s hit the jackpot, in fact, and to celebrate, Victory has made numerous improvements in its 2006 lineup and named the premier new model among them the Vegas Jackpot.

Based on the Vegas series of cruisers, the Jackpot is intended to be an extreme custom cruiser that delivers greater value than competitive models from other brands. The idea here is that it would cost a lot more to install a wide rear tire, increase displacement, switch the gearbox from five to six speeds and add custom paint after you purchase a new bike, or to buy a limited-production custom with these features. And instead of winding up with a mishmash of parts and sources, the Jackpot comes with a full factory warranty and can be readily financed and insured.

Some of the items that make the Jackpot stand out from the crowd are sharp-looking paint, fat rear rubber with a skinny 21-inch front hoop, along with big cubic inches and a six speed. The rear seat cover also adds to the clean lines when riding solo. Five paint schemes are offered, including three unique paint jobs that feature custom graphics and color-matched frames. Jackpot’s front wheel, conventional fork and single front brake setup are sourced from the regular Vegas, while the 250-profile Dunlop rear tire on an 18-inch rim is shared with the Hammer model.

Power comes from Victory’s Freedom 100/6 powerplant which was first introduced in the 2005 Hammer. It is a fuel-injected 1,634cc V-twin coupled to a six-speed gearbox. For 2006, all of the Freedom 100 motors are fitted with redesigned camshafts to improve low-end torque and acceleration. Other than that, Victory engine specifications are essentially unchanged from last year.

To further differentiate it from the Hammer, the Jackpot is lowered, has a custom-styled headlamp and has a unique rear fender that wraps closely around the tire.

That long, lean ground-hugging look required the engineers to reduce rear suspension travel, from about 4 inches at the axle on the Hammer down to 3 inches on the Jackpot. To compensate for the loss in travel, Jackpot’s spring rate is approximately 20 percent stiffer than the Hammer’s and it has stiffer damping. According to Victory engineers, Jackpot’s rear suspension is approximately 25 percent progressive over its travel. The differences in suspension give the Jackpot a super-low 25.7-inch seat height; that is 0.7-inch lower than the Hammer’s already low perch.

Also see these....

Ness Limited Editions
For oh-six the Ness clan has whipped up two Jackpot models with a slew of custom touches to set your steed apart from the herd. Arlen’s model features blue bodywork with gold and silver graphics, silver engine and a blue frame. Cory’s version is black with blue flames, a black engine and black frame. Papa Arlen uses Jagged Ness custom wheels, while son Cory chose Evil 7 custom rims. Billet and chrome Ness accessories are used extensively on both models and a new HID/halogen headlamp adds style with functionality. Mechanical specifications on these two flagship models are the same as the non-Ness versions, and base price on both is $21,999.

Hammer
Victory’s Hammer was introduced last year as an early 2005 model and was the first of the company’s models to be equipped with a 250-profile rear tire, along with the more-powerful Freedom 100/6 engine, six-speed transmission combination and a male-slider cartridge fork. It also bests the other Vegas models in the braking department with its powerful dual front rotors and four-piston calipers—good stuff to have with a strong engine. For 2006 the Hammer is available in new color combinations, including flame yellow or nuclear sunset, either with tattoo graphics, or solid black, blue or red. There’s also an expanded line of accessories for it. MSRP is $16,899.

Vegas/Vegas 8-Ball
The big news for the 2006 Vegas model is the switch to the Freedom 100/6 engine and six-cog gearbox. Along with the bigger engine there’s a larger-volume exhaust system with integrated catalysts. In addition you’ll find a variety of new paint jobs, including solids, two-tones, flames and pinstripes. The less-costly 8-Ball version also gets the bigger-displacement Freedom 100 engine, but continues with the five-speed tranny and is only offered in black.

Kingpin
Both the Kingpin and Kingpin Deluxe also received the Freedom 100/6 drivetrain this year. Two new paint schemes with flames, a duo of two-tones and three solid colors are also available for 2006. Bigger fenders and an 18-inch front wheel set it apart from the Vegas’ 21-incher, but both share the 180-profile rear gummy.

Touring Cruiser
This stalwart bagger remains unchanged mechanically for 2006, and it’s now the only Victory that still carries the Freedom 92/5 powerplant. Three new colors are offered; black and a duo of two-tones. We’re expecting to see an updated model within a year or so. Suggested retail base price is $15,349.

Have fun riding them

I had an opportunity to ride the Jackpot along with several other Victory models during the 2006 launch. On all models, engine vibration is light due to the effective counterbalancer system. The 100-incher runs well from idle through its 5,500-rpm redline and it pulls harder than most big V-twins, thanks to its four-valve combustion chambers and overhead-cam design. There’s a hearty midrange with plenty of oats for passing and hill climbs, yet the engine doesn’t mind lugging down a bit in higher gears. Although the Jackpot has no tach, riding the similar Hammer showed a leisurely 2,100 rpm at 60 mph in sixth. Problems with slow cranking (noticed on the very first Hammers) seem to have been solved.

Clutch pull is moderate and shifting is among the best in Cruiserland. Braking is strong and effective, particularly on the dual-rotor Hammer. The narrow rear-tire models turn in readily and hold a line through corners, while the 250-width tires resist turning and require strong deliberate steering input all the way through the turn.

The overall looks and styling on the Ness versions of the Jackpot, but the handlebar assembly feels awkward and blocks the rider’s view of the indicator lamps. Otherwise they feel about the same to ride as the civilian versions. Victorys tend to have firmer suspensions and saddles than some other cruisers, and this is particularly noticeable with the stiff, short travel on the rear axle of the Hammer, and even more on the shorter-travel Jackpot. While the Touring Cruiser seating is designed for longer rides, the other models put styling ahead of comfort in that area. These factors, combined with the fat rear tire’s resistance to turning, are significant areas of compromise. Potential buyers should consider the tradeoffs before choosing a fat-tire model, whatever the brand.

Overall fit, finish, quality and reliability of all the bikes appear to be very good. Likewise, the value of the Jackpot (and other models) relative to other brands seems to be excellent. With an even wider selection than before, Victory now offers a competitive model for most cruiser enthusiasts, with more on the way.

Much Awaited Unicornnnnn

Unicorn has been India’s most important motorcycle launch this year. Honda's Activa has already captured a large share of the scooterette market and Honda's seriousness for the bike market would be gauged by this market. Honda has plans of increasing it's existing two-wheeler production from a current 5,00,000 units to 1.2 million by 2006-07. Here's what Unicorn is all about....

Sporty Looks...
Sporty and conventional are two words that best describe the Unicorn. However, it still manages to have that simple and yet elegant look at the same time. The bike comes in attractive metallic colours- red, black, grey, blue and Silver paints. Paint finish is of top quality and the bike looks very glossy, though lacks a parking light frill.It has the usual switchgeras and choke lever placed at the right position. The clear lens halogen fitted MFR headlight appears somewhat like that of Karizma. The Unicorn has a very efficient three-pod dials, infact the best available in India. There is a big speedometer at the center and a sporty tachometer on the left. The large fuel tank looks smartly angular with a rounded chrome cap similar to Hero Honda's CBZ. It's one of the few bikes in the country with knee recesses to fit all leg shapes. Unicorn offers large seat for the driver and the pillion rider, I believe it might be comfortable even for an occasional triple!! The silencer adds further glint value to the Unicorn, with its large chrome shroud and the aluminium footrest adds to the design. Honda Motors offers this bike in disc brake variant.

Handling and Performance and all that....
Unicorn's engine is designed specifically for Indian roads, which makes it special. The Unicorn engine is straightforward and delivers on all counts. The engine offers a pure silk drive, purring to life with a light kick. Displacing 149.1cc, it's four-stroke engine offers a max output of 13.3bhp. For the environment loving guys, there's paper air filter element which purifies air. A 2-way air-jacket for the air-cooled engine creates dual air streams creating better cooling properties around the head. As a result, performance loss is avoided in high heat conditions often faced on our roads especially in the scorching heat conditions.The motor offers an India unique feature through its offset crankshaft for reducing friction losses. Air injection is deployed for its exhaust port, as is a honeycomb catalytic converter. No matter which gear and whatever the road conditions be, it has always got reserves of cracking response and you can be guaranteed a smooth ride, always. The clutch pull is perfect, and gearshifts via the heel and toe one-down and four-up pattern, similar to Yamaha, works perfectly.

The Unicorn becomes the sole motorcycle currently plying India to sport a mono-shock suspension. The Unicorn's riding position feels slightly sporty and has yet been tuned to be comforting on city commuters. Ride itself is firm and a touch on the sporty side. The bike gives a rock stable performance and it has puncture resistant rear tyre. Surprisingly, it’s a bike that feels as much at home ripping the breeze on open stretches, as puttering around town at creepy crawly velocity. Though braking is not as efficient as Pulsar. Unicorn offers a decent average of around 45-50 km/lt in city conditions....

A good bike, no doubt.....

Royal Enfield's Electra

Royal Enfield recently celebrated its 50th anniversary. It has had a great success story and with virtually just one model-Bullet. Now its coming out with another model-5 speed Electra from its Chennai stable.

Electra's electric looks!
Electra has got a sparkling new dual-tone paint. Thankfully it retains those recognizable and stately Royal Enfield looks and feel. It has the familiar vintage headlight housing with its mean-looking twin-city lights. Switchgear is comprehensive and lever stalks and rubber palm grips are just comfortable.
Royal Enfield’s Electra uses a teardrop fuel tank with a clunky lid. The battery and air filter shrouds continue the classic theme protruding outwards from the motorcycle flanks. Thankfully, the tail-lamp unit has seen considerable alterations–now broader and more perceptible, while the handsome single silencer bent pipe and canister in chrome remains unchanged. Electra has a stepped up seat unlike the previous models.

Definitely male performance
Electra has a 346cc pushrod-driven motor (twin-valve unit) with long-stroke dimensions. The new Electra continues to employ a cast iron cylinder. The bike creditably manages to meet tough emission norms. The motor has been re-tuned in the interests of emission, although it still does retain its lazy compression ratio of 6.5:1, key to delivering a velvet-gloved punch while cruising at top speeds. Starting the Electra is now easy due to a self-starter. The big change to the engine that makes a peak 18.1bhp at 5000rpm is its all-new five-speed gearbox, as also a new left-foot-operated heel-and-toe gear lever.

Clutch feel in Enfield bikes have been vague and this is no different this time but I suppose the Enfield riders have learnt to bear with this. The gearshifts lack a positive feel and are cumbersome. However, with practice and better maintenance, the gears can be made to shift better.

A solid downtube frame provides the spinework and the heavy engine is deployed as a stressed member. The Electra’s stepped seat though hard, gives a stately look to the bike. The Royal Enfield family of motorcycles probably makes the most sense to any heavily built couple, for there is relatively very little loss of composure with the bike considerably loaded up. Stability on an Enfield is legendary. Changing directions is a tough and unhurried affair due to the bulky nature of the bike and while cornering is stable, the bike needs loads of weight-transfer and muscle flexing. The brakes are reassuringly powerful.
The five-speed Electra can comfortable deliver a 30+ mileage which is quiet expected with such a bike.

I think this new model from the Enfield stable delivers all the promises and a true Enfield fan will not feel let down by this new offering.
Good Buy for Enfield fans...

Hero Honda Karizmaaaaaaaaaaa

So you've been interested in an Indian sports bike....well Karizma might be the answer to just that...It has got solid sporty looks....
Read on for its performance test and all that.....
But before you go on further, remember that this bike is for a niche market...Its quiet expensive and low on lieage too.

Looks.....
Hero Honda has taken a lot of styling cues for this bike from Honda’s old model VFR 800, the Japanese giant’s legendary and largest selling superbike. There are similarities in alloy wheels, the front indicators and all that...Even the way Hero Honda has painted parts of the side panels silver to look like exposed aluminium frame sections, reminds one of the genuine thing on the VFR. Fit and finish is excellent. The company has kept with the times, and grafted an aircraft-type fuel filler cap onto the tank. The amber backlighting for instruments is exciting. Being connected directly to the battery, all lights and instruments work independently of the rpm of the engine, and are a boon at night....

Engine -power horse.......
A large 223cc single cylinder, air-cooled and inclined 15 degrees forwards from the vertical does duty on the Karizma. A paper-pleated element is employed to help purify breathing, and we noticed a small resonator working on the hose leading from the airbox to the carburetor. The carburettor also runs a throttle sensor to help adjust rate of fuel delivery in relation to the throttle position. All this adds up to 17bhp at 7000rpm and a prodigious 1.87kgm of torque at 6000rpm. However, bhp is only two more than the Pulsar 180. Five cogs shift through a sporty toe-shifter. The gearbox employs a tall close ratio fourth and fifth gear with lower gearing for the first three gears. This works out well giving one sufficient power out on the highway, yet not making the bike tough to ride around town. A wet multi-plate clutch is employed and feels perfect, with just the correct amount of feedback. Thumb the starter and the first thing you will notice is the refinement of the engine. This bike simply begs you to ride hard, on any empty road. It managed a top whack of 125kph. What is impressive is the manner in which the Karizma performs at speeds around 100kph. The riding position is very sporty and similar to that on the CBZ, with just a hint of the feel imparted by the infamous BMW F650. When you mount the 795mm-high seat, you feel in a commanding position. Though the riding position is very sporty and similar to that on the older CBZ, it feels different. The long wheelbase at 1355mm helps stability. Gripping the wide bars, the rush of pleasure with its linear torque is a feeling difficult to put in words. Stability at any and every speed is top class. Turn-in is excellent and cornering is admirable. The way the suspension is set up and mated with the single downtube conventional frame is excellent. Average is very less though, around-30km/lt....But then it's not for the people who care for mileages and such stuff.

Overall its a very stlyish bike...to envy for!!!!!

Today we'll see the road performance of the Hero Honda CBZ Extreme....

About Hero Honda
Hero Honda pioneered the 150cc segment in 1999 with the original CBZ, a pathbreaking bike for its time. The Bajaj Pulsar entered the market in 2001 and soon became a favourite with bike lovers, making the 150 cc bike segment a big draw for other manufacturers. Somewhat stung by the Pulsar attack, Hero Honda attempted grabbing back some market share with its Achiever and now the CBZ X-treme is taking this battle to twin fronts.

About CBZ EXTREME
Styling on the X-treme is a good effort but evokes mixed feelings. That’s because the tank, side panels, mudguards, five-spoke alloys and rear bodywork are racy and attractive, while the front is bland. Overly conventional looking, this confused bikini fairing mounts an oddly-located pilot lamp and gawky-looking integrated indicators. This apart, the X-treme is a decent-looking bike. Bold analog instruments are planted inside its brush finish alloy surround and a speedometer, tachometer, fuel-gauge and trip facility complement the standard warning lamps. It’s a pity Hero Honda has left the the X-treme’s steering triple clamp a pressed steel plate and not provided aluminium. Switchgear should have been better also, but top-class grips and levers help the X win brownie points. Body-coloured mirrors are a no-no. The new CBZ enjoys a superbly sculpted fuel tank, with nice knee indents. It also provides an upmarket aircraft-style alloy filler. In a smart move, the saddle rides high onto this tank. Chrome-tipped side panels are classy. And the tail and rear fairing are scrumptious too. A chic ‘floating’ two-piece grab handle adds charm to the completely integrated tail section, where LED lighting is the norm. The CBZ X-treme sports delightful five-spoke alloy rims in matt black, a theme that continues to its engine cases, silencer as well as the chain shroud. A bulky-looking silver heat shield bolts atop the silencer. At foot-level, the adjustable rear brake pedal and toe-operated gearshift lever are sporty bits. We find this exciting Hero Honda loaded with too many differing styling elements for one package, but it remains a well-engineered motorcycle as expected from the market leader. Paint quality, fit and finish and all rubber and plastic bits are as good as they come.

Engine and all that technicality we die for......
The CBZ X-treme’s black-coated engine looks purpose-built and macho. A bright red ignition cable lends relief. This is the same air-cooled, four-stroke Honda unit as found on the Unicorn and Achiever. The X-treme’s aluminium alloy engine cases are smartly detailed. While cubic capacity remains 149.2cc, the refined unit is now tweaked to offer a class-leading 14.2bhp at 8500 revs. Torque output stays the same at 1.3kgm at 6500rpm. The new CBZ breathes through a CV carburettor, comes with needle bearings cushioning in its rocker arms and offers a two-way air jacket to help keep a cool head. And, as on the Unicorn, there’s an offset crankshaft. The all-alloy motor is twin-valve- equipped and uses a single spark plug. There’s the same proven wet clutch system as found on the Unicorn and among the best bits on the X is its slick shifting one-down and four-up gearbox. Gunning the new CBZ in X-treme mode is a fun experience. Smoothness and engine flexibility in all gears can be taken for granted as also a light throttle with snappy response. Gears shift with a positive, light feel and each ratio is perfectly spaced. Mid-range power at around 4000rpm is more than adequate, but this engine feels strongest over 6K. That’s when the power kicks in and develops in linear fashion until around 9000rpm. The extra grunt ensures the X-treme sets significantly quicker acceleration than the Unicorn and Achiever. I achieved 0-60kph in a quick 5.24 seconds, with 100kph flying past in 18.27sec.
It also gives a decent enough average of around 45-47km/lt........
So thats it guys...meet you soon with some other bike review...
Bye

Bikes bikes and bikes......

In this section, I would be giving information and performance analysis of the bikes in Indian conditions. I would also provide various technical details and comparisions which should help you in deciding which bike to go for.

Bajaj Pulsar DTSi (150cc and 180cc)
Pulsar has emerged a clear winner in the 150 cc bike segment and has shown continuous high sales. Now Bajaj has come up with a slightly improved variant- Pulsar DTSi model. It has 17-inch six-spoke alloy rims at both ends, helping the bike look miles ahead of its predecessor. The Wheelbase is now a slightly longer 1330mm and so is suspension travel up at both ends. These fundamental changes alter the bike’s stance, making it slightly longer and a tad shorter. The new Pulsar's front bikini fairing has been lowered by 12mm. The new Pulsar continues to offer twin horns, an aircraft-type fuel-filler and a trip-gauge. Fuel tank capacity now stands reduced to 15 litres. The Pulsar has for some time now, been India's best-looking, two-wheeled bike and this next generation.

Power output is up to 16.5bhp at 8000rpm and a 140kg kerb weight means the new 180 DTS-i is good for a power-to-weight ratio of a creditable 117.8bhp per ton. The bike barrels its way to 60kph in 4.41 seconds and has a top speed of117kph. It has a robust, dual-cradle frame and box-section swingarm. It has a lengthened 1330mm wheelbase, smaller 17-inch, six- spoke alloy wheels and twin-gas shock absorbers at the rear. Bajaj has worked hard with the front forks and extracted fine character, while at the rear the twin-gas units have been perfected and nicknamed 'Nitrox.' These units are trick items, with 100mm of plush travel and their instantaneous reaction to our potholed roads. Turn-in has become faster thanks to new, smaller 17-inch rims, while a lower gyroscopic effect is there for the asking while hustling the bike around corners. Though the Pulsar was always stable, cornered smartly and steered well, an improved ride has now elevated all these factors, allowing the rider to enjoy higher speeds on poor roads with safer control of the bike. The brakes on the new Pulsar are as good as ever (disc brakes). This new Pulsar offers a mileage of around 49.5kpl on the highway and a flat 44kpl riding through stop-start city traffic.


TVS Apache
The TVS Apache looks like a macho street-fighter, with a short and squat stance. It comes with classy alloy-rims. The attention paid to details, paint gloss and overall build quality are good. The Apache fairing is distinctive, with the TVS aping the Bajaj Pulsar’s twin city light format. The Apache once again does a Pulsar with its silver-coated handlebar, and offers tri-pod instruments. A tachometer and fuel counter is standard fare. Minor observation time: taller riders will find that the Apache fly screen can cut the tip of the speedo console away from view.
Switchgear on the Apache is good design and quality. Grips, levers and mirrors are satisfying kit, and everything works and adjusts with a nice feel.
Apache has an air-cooled, alloy single cylinder and dual-valve head equipped engine. The TVS puts out 147.5cc and is essentially an F2 engine that has received comprehensive tweaks to bring it on par with the competition. It’s an engine tuned towards lean burn character. Induction and exhaust resonators on both sides of the cylinder assist instant throttle response. The TVS generates 13.5bhp at 8500rpm with its cable-fed clutch feel adequate. The Apache takes 5.70secs to get to 60kph and 22.45s to get past 100kph. It hits a top speed of 107kph. It has a dual down tube frame and sports a perceptibly short wheelbase, with just 1260mm between its rims. Non-adjustable front forks and a rectangular section rear swing arm are present to complement gas shock absorbers. The TVS blends 17inches at front and 18 inches at rear. And though it enjoys the thickest 90/90 section front end and offers the option of a TVS brand 90/90 or thicker 100/80 section rear tyres. The Apache has a sporty and slightly stiff ride quality. The Apache gives a decent mileage of about 49 km/lt in city conditions.