HONDA DN 01 Motorcycle Pictures

Honda DN 01 Motorcycle Pictures, review and specifications.

Honda DN 01 (2009)

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Honda DN 01 Motorcycle review and Specifications.

The DN-01 is a peculiar concoction: two parts scooter; one part cruiser; and one part sportbike. And if you have to ride a scooterish motorcycle during Bike Week, this new Honda fits right in by standing apart, as we found out by cruising A1A and Main Street around Daytona last week.

Say what you will about purity, historical relevance, aesthetics or bling, riding during Bike Week is all about getting attention from fellow riders and bystanders. Trundling along down Main at a sub-walking pace on a Chevy V8-powered motorcycle makes no other sense. And in this respect, the DN holds its own in Daytona.

First seen in prototype form in late 2005 at the Tokyo Motor Show, the DN-01 (Dream New Concept 1) was described as a “comfortable sports cruiser.” Now having reached production, Honda calls the DN a “crossover.”

Whatever you call it, the DN-01 (could we please have a name with some personality…?) makes a splash wherever it’s ridden. Its arresting design hurt some necks in Daytona, as it caused hundreds of neck-snapping double-takes.

The DN defies immediate classification. Its shark-like nose brings to mind a futuristic sportbike and is its strongest styling asset, but its considerable length gives it a laid-back cruiser profile. It looks like a mega-scooter, too, but it’s lower than your typical touring scooter. A single-sided swingarm makes room for the stainless-steel exhaust and provides for easier access to the semi-adjustable rear shock

Riding the DN couldn’t be easier. It’s powered by a 680cc, 52-degree V-Twin borrowed from the European-market Transalp. Although it has roots to the late-1980s Hawk GT, the SOHC, 4-valve motor is thoroughly modernized with a sophisticated fuel-injection system using dual 40mm throttle bodies and high-tech 12-hole injectors.

In terms of Bike Week qualities, the DN’s deficiency is revealed after thumbing the starter button – this has got to be the most docile V-Twin exhaust note in history. The EFI’s auto-enrichment system ensures quick rideability. Then things get weird.

A rider subconsciously reaches for a clutch lever that isn’t there. This “crossover” is meant to appeal to less-experienced riders, so it is fitted with an automatic transmission. Called HFT (Human Friendly Transmission), this is a continuously variable, hydro-mechanical design that is a big leap in technology above the simple belt-drive CVTs (continuously variable transmission) in scooters. Honda says its HFT provides comparable performance and efficiency to a manual gearbox.

The HFT combines a hydraulic pump and motor that transmits power to the rear wheel by a conventional shaft drive, and the system seamlessly changes drive ratios in response to rider inputs. There are two fully automatic modes: D (Drive) is for maximum economy and for those in no hurry, while S (Sport) offers more immediate and snappy response. Maximum enjoyment is found by using the thumb-activated push-button manual mode that simulates a six-speed gearbox.

Although the HFT seems a bit gimmicky, it proves to be a highly refined transmission that can accommodate riders of all skill levels. The two automatic modes enable near-brainless operation, as the system feels similar to a CVT tranny. But the electronically controlled HFT automatically compensates for road inclines by a reducing the drive ratio, plus it has the ability to lock a ratio for optimum economy when cruising at constant speeds.

Other non-CVT bennies include a compression-braking effect when rolling off the throttle and the ability to switch it into neutral – perhaps the only scooter that allows you to rev the engine at stoplights. A one-touch, cable-actuated parking brake keeps the DN from rolling down inclines. In addition, the HFT’s compact design requires no scheduled maintenance.

After reaching for the non-existent clutch lever and get rolling, your next dilemma is to find the footrests. Once having fruitlessly searched for them somewhere below the cushy saddle, a rider eventually finds floorboards placed in a cruiser-esque forward position. While we appreciated the self-adjustable riding position available with the floorboards, their forward-placed location forces a rider’s butt to carry most of the body’s weight, so it becomes uncomfortable during long stints despite the seat’s generous padding.

Other than that ergonomic niggle, the DN has a comfortably open riding position with just a slight reach forward to the bars. A low 27.2-inch seat height ensures a stable platform even for shorties. A tidy but comprehensive LCD instrument panel includes a tach, clock and two tripmeters, plus a display for the trans mode and pseudo gear positions.

Although the DN-01 isn’t a small machine, said to weigh 595 lbs full of fluids and fuel, it is amazingly easy to handle for a bike with 63.2 inches between the wheels. The 41mm front fork is set at a relaxed 28.5-degree rake and has 4.5 inches of trail, but the bike doesn’t feel as cumbersome as the geometry might indicate. Credit its low stance and center of gravity, aided by a portion of its 4.0-gallon fuel capacity being located under the seat (linked to a primary tank in its typical placement in front of the rider).

Acceleration from the mid-size V-Twin engine is decent if not impressive. Sport mode is a good choice when you don’t want to think about shifting, but the DN is most fun when toggling through the manual mode. The DN even was able to out-drag an 883 Sportster from a stoplight, even if the Sporty’s rider didn’t make a super-aggressive launch. And 80-mph cruising isn’t a problem for the DN, although the protection from the small windshield is minimal.

Suspension quality is quite plush. The fork is non-adjustable and offers 4.2 inches of travel, while the single shock is preload-adjustable via a 7-position ramped collar and has a generous 4.7 inches of bump-sucking travel. Unlike most scooters, the DN has motorcycle-worthy rolling stock, with 17-inch aluminum wheels and big Z-rated rubber (130/70 front and 190/50 rear).

The DN-01’s technology theme continues in its brakes. It uses Honda’s Combined Braking System (CBS) plus an anti-lock system. Application of the front brake lever actuates five of six pistons in the dual three-piston front calipers using big 296mm floating front rotors (the same size as a Gold Wing’s!). The rear brake pedal engages a single piston in the left-side front caliper as well as the large 276mm rear disc.

These brakes will find favor with newbie riders. Instead of being tentative about how much traction is available from the front tire, a rider can mindlessly tramp solely on the brake pedal for quick, g-loading stops. The ABS eliminates lock-up, providing security even under dicey road conditions.

If the system has a fault, it’s that the brake pedal is mounted too high for my taste – a rider has to lift a foot up from the floorboard before application, which increases reaction time by a split second. An experienced rider will want to cover the front brake lever, as usual, for maximum power and to shrink reaction times.

The DN-01’s rider-friendly demeanor is evident when rolling around at low speeds such as down Daytona’s Main Street. The automatic clutch engagement is quite predictable but less so than a well-actuated clutch lever. The trick during ultra-low-speed maneuvers is to drag a brake to keep speed reined in. In parade mode, a moderate amount of heat from the right-side header reaches the rider despite extensive shielding.

Honda’s new sport-scoot-cruiser impresses in many ways, but it does have a few negatives. First, and nearly unforgivable for a scooter, is the DN’s complete lack of storage space. Despite the full-coverage bodywork, there is not a single bin in which to stow even a cell phone or keys. This is a significant shortcoming, especially considering Aprilia was able to make room for helmet storage in its automatic-trans motorcycle, the $9,899 Mana. And considering its abundant technology and intended audience, self-canceling turnsignals should be part of the deal.

Which brings up the DN’s largest obstacle to big sales numbers: At $14,599, this is one pricey scooter! This is Ducati territory, so it leaves out a large segment of prospective buyers. Honda has endowed the DN-01 with a multitude of expensive features like the HFT, CBS, ABS, a single-sided swingarm and swoopy sportbike-tinged bodywork, but this adds considerably to the net MSRP. From Honda’s perspective, they’re not anticipating huge sales for the DN, although the dealer reaction to the bike has been stronger than expected.

During our tour of Daytona Beach on the DN-01, I entered a conversation with perhaps the ideal customer for the scootercycle. We were parked in a Harley-Davidson demo ride area when a 40-ish couple stopped in their tracks to admire Honda’s handiwork. After educating them on the DN’s many features and its rider-friendly qualities, I pointed out that it would cost them nearly $15K for the pleasure.

They gave a response that Honda undoubtedly hopes to hear a lot. They didn’t seem to think the price was outrageous considering the DN’s state-of-the-art technology and its fantastic appearance.

By Kevin Duke, Mar. 16, 2009

General information
Model: Honda DN-01
Year: 2009
Category: Custom / cruiser
Rating: 65.7 out of 100.

Engine and transmission
Displacement: 680.00 ccm (41.49 cubic inches)
Engine type: V2
Stroke: 4
Compression: 10.0:1
Bore x stroke: 81.0 x 66.0 mm (3.2 x 2.6 inches)
Fuel system: Injection. PGM-FI with automatic enrichment circuit, 40mm throttle bodies and 12-hole injectors
Valves per cylinder: 4
Fuel control: SOHC
Ignition: Digital transistorized with electronic advance
Starter: Electric
Cooling system: Liquid
Gearbox: Automatic

Transmission type
final drive: Shaft drive (cardan)

Physical measures
Weight incl. oil, gas, etc: 269.9 kg (595.0 pounds)
Seat height: 691 mm (27.2 inches) If adjustable, lowest setting.
Wheelbase: 1,605 mm (63.2 inches)

Chassis and dimensions
Rake (fork angle): 28.5°
Trail: 114 mm (4.5 inches)
Front suspension: 41mm telescopic fork
Front suspension travel: 107 mm (4.2 inches)
Rear suspension: Pro Arm single-side swingarm with single shock, seven-position spring preload adjustability
Rear suspension travel: 119 mm (4.7 inches)
Front tyre dimensions: 130/70-ZR17
Rear tyre dimensions: 190/50-ZR17
Front brakes: Double disc
Front brakes diameter: 296 mm (11.7 inches)
Rear brakes: Single disc
Rear brakes diameter: 276 mm (10.9 inches)

Other specifications
Fuel capacity: 15.14 litres (4.00 gallons)
Color options: Candy Dark Red, Black
Comments: HFT continuously variable, hydromechanical two-mode automatic with six-speed manual mode. Model ID: NSA700A.

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2009 KAWASAKI KX250F Motorcycle Pictures | Insurance info |

Kawasaki KX250F Motorcycle Pictures, Review and Specifications.

Kawasaki KX250F (2009)

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KAWASAKI Models >

Kawasaki KX250F Motorcycle Preview and Specifications.

When climbing aboard the brand new 2009 KX250F for the first time, I must admit to a bit of that eerily familiar ‘big guy on a little bike’ feeling. Being 6-foot 2 and 215-pounds pounds, hopping on a small displacement bike often leads to the suspension sagging nearly to the ground. Fortunately, Kawasaki was on hand as journalists tested the thoroughly new bike at an equally new test track in California and Team Green had brought the suspension experts from Showa with them to tune things for each rider. After a few quick turns of the wrench, the KX250F lost that lowrider feeling.

After kicking the beast to life it was time to set off for the track. From that point on, the new KX proved extremely impressive, as it had plenty of

power to clear the doubles of the track - even with this mildly-tubby rider on board. More about that later; first, what makes the '09 KX250F new?

Seriously, nearly every single piece of the '09 KX250F has been redesigned. Starting with the (take a deep breath) 249cc, liquid-cooled, four-stroke, four-valve, DOHC 'thumper' engine, a new cylinder head keeps the titanium valves from last year but enlarges them and casts them from a revised material. Along with a straighter intake tract, the new head allows the engine to take much deeper breaths from its single lung. That lone piston spins a new crank which is completely new and has more weight down low - a feature that is immediately felt and provides very smooth operation with little vibration, even at high revs. Also noticeable is the extremely smooth shifting action, which can be chalked up to the stronger gears and new cast-in clutch cable holder.

That powerplant is hung in a new aluminum perimeter frame. Although its design certainly draws inspiration from its bigger brother, the KX450F, it is completely new and shares no parts with any other machine. Kawi's engineers managed to remove 2.2 pounds of material from the new main spars while keeping everything nice and rigid with new engine mounts and newly-shaped geometry.

The totally new front downtube is easily identifiable due to the reduction in material around the head-tube and fewer welds as compared to last year's model. Continuing to the rear of the bike, the subframe features thicker diameter tubes that are set wider apart for more rigidity -- something our well-padded posteriors appreciated.

At the front, off-set triple clamps hold dark navy blue titanium-coated forks. Kawasaki is very proud of its friction-reducing titanium and Kashima coatings, something which no other manufacturer can claim in the 250 four-stroke class. Despite the long travel, absolutely zero stiction could be felt in their operation, so perhaps Kawasaki is on to something here. Combined with the new rear shock and the D-shaped swingarm which sees its pivot placement raised by some 3 millimeters, the Kawasaki's suspenders kept us well cushioned and never bottomed out (after being properly set-up of course).

Rounding out the changes is an enlarged skid plate made from flexible resin as opposed to the previous rigid aluminum. Kawasaki assures us that the new plastic piece is plenty strong. Although you'd never notice it otherwise, we got a good look at the bikes undercarriage while watching fellow journalists lap the track – everything looks fine from that vantage point. The bodywork has the Kawasaki 'speed-holes' at the front and is made from about half as many pieces as before thanks to new molding techniques which allow for multiple colors in one plastic unit. As you would expect, green is front and center on the new bike while black makes up the rest. All in all, it's a mean looker, all the more so when equipped with the new Monster Energy graphics for an extra couple hundred bucks.

Considering that this was our first time swinging a leg over the new bike, we think that Kawasaki did an excellent job of refining its past race-winner. Before setting off, we noted how slim the bike felt between our knees and thighs. After a minute of fidgeting, it’s easy to get comfortable in the saddle. Everything fell easily to hand and the grips were right where we expected them. Ample ground clearance was afforded by the pegs, which felt just a wee-bit high for our liking before hitting the track. Of course, after the first whoop section, we changed our tune and appreciated everything as it was. Those of us large of foot may want to especially thank Kawasaki's engineers for the wider foot pegs this year.

Kick-starting never proved problematic as long as the bike was kept in neutral. When left in gear, we kicked ourselves silly with no results. Kawasaki recommends leaving the bike in neutral for starting. The shifting mechanism is now a ratcheting design and finding the next gear was never a problem, and neither was locating neutral after coming to a stop. Despite the heat of the mid-day California desert sun and machine's constantly being abused, the bike showed no signs of overheating, which could possibly be due to Kawasaki's newly-designed radiators which are now six-percent larger and feature more cooling blades.

From the first tentative lap around the Rynoland track in Anza, Calif., we felt at ease with the smooth power delivery. Some added compression damping was needed after the first lap, but that was largely due to the 215-pound rider, which is considerably heavier than the typical motocross racer.

After getting things adjusted, the KX felt like an excellent handling machine. While wallowing just a bit in the sandier sections of the course thanks to the tight steering geometry, the hard-packed dirt allowed us to rail through the corners without fear of putting it down. Wheelies were a quick blip away in first gear while a mild clutch drop was needed to bring the front up at speed. Once there, everything felt well balanced and easy to maneuver. On a motocross bike, the brakes should be easy to modulate without fear of locking them up unless desired - no problems there. Sliding the tail around tight turns proved ridiculously simple, which is definitely a boon for those who ride on smaller tracks.

The grounds-crew on-site kept everything nice and smooth on the track, so we ventured out to find some less ideal conditions. We found plenty of places to ride the new bike and it always proved steady and relatively stable for a race machine. Despite our best efforts, the green-machine never placed a tire wrong. The power delivery will never catch you off guard thanks to the four-stroker’s smooth power-band. We felt no undue spikes, just smooth power from low revs straight up to its power peak. That's not a bad thing in the least, especially when the conditions get loose. We found some very sandy off-road single-track nearby to tackle where we greatly appreciated the thinner center-section and light weight, all of which conspired to keep us on the bike and off the ground. What's more, the clutch proved very smooth and never grabbed throughout our entire torture-test.

After all was said and done, we walked away quite impressed by the Kawi. There were literally no glaring faults to speak of, though the same could likely be said of all four Japanese 250s. For our money, though, nothing else quite matches the coolness of the new '09 Monster Energy Edition. The blacked-out bodywork combines with the green hubs to make for a very distinctive bike right off the showroom floor. The base price for the new KX250F is $6,499 with the Monster model running a bit more at $6,699.

By Jeremy Korzeniewski, Sep. 04, 2008

General information
Model: Kawasaki KX250F
Year: 2009
Category: Cross / motocross
Rating: 67.8 out of 100.

Engine and transmission
Displacement: 249.00 ccm (15.19 cubic inches)
Engine type: Single cylinder
Stroke: 4
Compression: 13.2:1
Bore x stroke: 77.0 x 53.6 mm (3.0 x 2.1 inches)
Fuel system: Carburettor. Keihin FCR37 and hot start circuit
Valves per cylinder: 4
Fuel control: DOHC
Ignition: Digital CDI with K-TRIC throttle position sensor
Cooling system: Liquid
Gearbox: 5-speed

Transmission type
final drive: Chain

Physical measures
Weight incl. oil, gas, etc: 104.3 kg (229.9 pounds)
Seat height: 955 mm (37.6 inches) If adjustable, lowest setting.
Overall height: 1,270 mm (50.0 inches)
Overall length: 2,169 mm (85.4 inches)
Overall width: 820 mm (32.3 inches)
Ground clearance: 340 mm (13.4 inches)
Wheelbase: 1,471 mm (57.9 inches)

Chassis and dimensions
Frame type: Aluminum perimeter
Rake (fork angle): 27.7°
Front suspension: 47mm inverted twin-chamber telescopic fork with 16-way compression and rebound damping / 12.4 in.
Front suspension travel: 122 mm (4.8 inches)
Rear suspension: UNI-TRAK® linkage system with 13-way low-speed and 2-turn high-speed compression damping, 17-way rebound damping and fully adjustable spring preload / 12.2 in.
Front tyre dimensions: 80/80-21
Rear tyre dimensions: 100/90-19
Front brakes: Single disc. Two-piston calipers
Front brakes diameter: 250 mm (9.8 inches)
Rear brakes: Single disc
Rear brakes diameter: 240 mm (9.4 inches)

Other specifications
Fuel capacity: 7.94 litres (2.10 gallons)
Color options: Lime Green

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2009 KAWASAKI VERSYS Motorcycle Pictures | Accident lawyers.

Kawasaki Versys Motorcycle Pictures, Preview and Specifications.

Kawasaki Versys (2009)

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Kawasaki Versys Motorcycle Preview and Specifications.

Kawasaki presents the 2009 Versys without having too much to mention under the “Improvements” heading as the bike is still a relatively new introduction, a faultless one considering the many positive opinions we got related to it.

They do ad a new color scheme, the Blue in the pictures, apart from Kawasaki Green, but the Versys remains the same all-rounder with many secrets yet to be unveiled when you jump on its seat. Combining a touring-like riding position with sports-like design and performance, a rider would have to reconsider its idea about data such as the 64 Hp, 45lb/ft moving 454 lbs wet weight.

That’s a great bike to get for just over $7K, now painted, hopefully, according to your preferences.

Introduction
Every once in a while, Kawasaki strikes a hit in their competition by introducing brand new models that have little to do with the manufacturer’s consecrated style, but adapt perfectly to the market and carry on gathering tremendous benefits around the world. This is exactly what happened with the Versys model, a middleweight all-rounder that was first introduced to Europe and Canada at the end of 2006, a year before going for the American market.

Relying on the 649cc, liquid-cooled, parallel twin cylinder engine with DOHC and four-valves per cylinder that Kawasaki engineers borrowed from the Ninja 650R, the bike stands out as a great urban ride because of the healthy low-to-mid rpm range. The digital fuel injection system with 38mm Keihin throttle bodies is behind this achievement, but there are no worries related to the bike not being able to keep a constant elevated pace on the freeway and obtain great mileage while doing it.

Although not a veritable tourer, the Versys does offer an upright riding position and considering that it is supposed to commute, scratch and tour, it features a three-way adjustable windscreen so that riders of all sizes can direct the air flow just above their heads. Also, the bike features relaxed ergonomics and, still, the rider’s knees grip on sides of the gas tank offering better control and inspiring confidence.

We do have to admit that the Versys remains a tall bike for 2009 as well, but the 33.1 inches high seat is perfect for the average sized rider. Also, the decent ground clearance ensures that this thing can cover different types of surfaces although not being specifically built for the off-road terrain. The long-travel forks and single shock rear suspensions are also up for the challenge so it’s good to know you’re bike has a few extra advantages that the one from which the engine was borrowed, for example, doesn’t. The 17-inch 6-spoke wheels come in contradiction with a rider’s plans to hit the off-road, but as long as we’re talking about silky soft enduro, it is absolutely no problem.

Overall, Kawasaki’s all-rounder with a soft spot for pavement is still built following a new recipe, one that the competition hasn’t yet been able to literally recreate.

Competition
The 2009 Suzuki V-Strom 650 is a motorcycle that knows pretty much the same tricks as the Versys does. Powered by a fuel-injected 645cc, liquid-cooled, DOHC, 90-degree V-twin and also being built to suit various rider necessities, but mostly on the streets, the middleweight V-Strom starts at $7,499 so it gets a decent market share.

So is the all-new 2009 BMW F 650 GS. With an MSRP that starts at $8,995, the European alternative offers a 798cc, liquid-cooled, parallel twin cylinder engine with two overhead camshafts and four valves per cylinder. This too is electronically fuel-injected and it will ensure that the Beamer top out at 115 mph. The pavement is this bike’s favorite playground, but it won’t be disturbed by a little dust either.

Exterior
Designing the Versys, Kawasaki people aimed towards an uncompromising modern look with lithe features shared to the bikes in the same class. The best example in this concern is the uniquely shaped headlight as well as the adjustable windscreen. As strange as it might look, this bike does feature what appears to be an idea of a half fairing, which looks nice too mostly because it provides a smooth pass towards the gas tank.

The seat is pretty much flat while the ergonomics are brought back at the rider so that the Versys would offer the much bragged about upright riding

position. The alloy wheels and all the rest of the chassis components are left unpainted while the engine is matte black covered just so it would distinguish perfectly. Like on the Ninja 650R and ER-6n, the exhaust is positioned under the motor for a lowered center of gravity and a compact look. Also, the petal-type brake discs (two 300mm ones up front and a rear 250mm one) look nice and enhance the sporty appearance.

The 2009 Candy Plasma Blue color was the adequate choice for the Versys while the Candy Lime Green is also available.

Test Ride
As the name says, versatility is the key feature of the Versys, a motorcycle that doesn’t fit any specific category, but which combines the benefits of different ones such as sports, touring and even dual-sport. The first impression that it provides is that of comfort as the handlebars-seat-pegs triangle works perfectly for the average sized rider and after a whole day of riding the Versys, we’ve come to the conclusion the comfort is not just an impression, but something definitely worthy to brag about.

Power is there at every twist of the throttle. Given the engine’s user-friendly nature, we tended to underestimate the bike’s capabilities of providing a rush all across the powerband and it was only when we rolled on the throttle healthier and lifted that front wheel off the ground we noticed that there’s plenty more of the Versys than it actually unveils at a quick worming up run. The engine enjoys being revved although at around 8,000 rpm most riders will think they have to shift. Actually, the tachometer’s needle hits redline at 10,500 rpm, which means that it can be a rush after all.

Around the bends or on the freeways, the 2009 Kawasaki Versys will prove being a top performer. This thing leans easily into corners and offers a nice reassuring feel even though you’ll be positioned a little higher than on any middleweight sports bike. Also, thanks to the presence of a sixth gear, the engine’s capabilities can be taken even further and hit the more than decent top speed of around 120 mph. At these speeds, wind protection becomes a key factor and for us the highest windscreen position worked just like on a veritable sport-touring motorcycle.

Furthermore, yet another cool think about the Versys is that it offers the possibility to leave the tarmac in favor of fire roads and generally not bumpy off-road terrain. It’s simply amazing to have the possibility to explore on a bike which performs like a more or less docile middleweight sportsbike with a touring riding position. Also, riding upright on a pretty tall motorcycle provides a great view of the scenery ahead so the bike won’t get more than it’s capable of dealing with.

The suspensions have much to do with this bike being this versatile as they were designed to take the best both of the dual-sport and sportbike worlds. Around sharp bends, these perform brilliantly and at no time the rider will feel like the bike was specifically built for the off-road while off the road these aren’t bad at all.

Not only the 649cc parallel-twin engine was borrowed from the Ninja 650R, but the brake systems too and they work as good on the Versys as they do on the donor bike. Stopping power is always enough and the bike remains stable under hard braking. Also – before corners– slowing down feels almost natural, just like the entire performance of the 2009 Kawasaki Versys.

Price
For a bike starting at $7,099, the ’09 Kawi Versys is more that riders in the United Stated could have wished for especially now with the economical crisis that the country is traversing.

Conclusion
All in all, 2009 doesn’t mark an evolutionary step for the Versys, but given the ride we’ve got on this bike, we reckon it won’t be upgraded a long time from now, but simply revised.

Specifications

Model: Kawasaki Versys
Year: 2009
Category: Naked bike
Rating: 75.7 out of 100.

Engine and transmission
Displacement: 649.00 ccm (39.60 cubic inches)
Engine type: Twin
Stroke: 4
Torque: 60.88 Nm (6.2 kgf-m or 44.9 ft.lbs) @ 6800 RPM
Compression: 10.6:1
Bore x stroke: 83.0 x 60.0 mm (3.3 x 2.4 inches)
Fuel system: Injection
Valves per cylinder: 4
Fuel control: DOHC
Starter: Electric
Cooling system: Liquid
Gearbox: 6-speed

Transmission type
final drive: Chain

Physical measures
Dry weight: 206.0 kg (454.1 pounds)
Seat height: 841 mm (33.1 inches) If adjustable, lowest setting.
Overall height: 1,316 mm (51.8 inches)
Overall length: 2,126 mm (83.7 inches)
Overall width: 841 mm (33.1 inches)
Wheelbase: 1,415 mm (55.7 inches)

Chassis and dimensions
Frame type: Semi-double cradle, high-tensile steel
Rake (fork angle) 25.0°
Trail: 109 mm (4.3 inches)
Front suspension: 41mm hydraulic telescopic fork with adjustable rebound and preload / 5.9 in.
Rear suspension: Single offset laydown shock with adjustable rebound and spring preload / 5.7 in.
Front tyre dimensions: 120/70-17
Rear tyre dimensions: 160/60-17
Front brakes: Double disc
Front brakes diameter: 300 mm (11.8 inches)
Rear brakes: Single disc
Rear brakes diameter: 220 mm (8.7 inches)

Other specifications
Fuel capacity: 18.92 litres (5.00 gallons

Motorcycle Accident Lawyer Information Richard A. Fisher A Law Corporation www.rfisherlaw.com Motorcycle Accidents Southern California motorcycle accident attorney Richard A. Fisher has been helping victims of Southern California motorcycle accidents for over thirty-five years. Our experience in handling these cases is supported by the many clients we have helped to obtain proper medical treatment and compensation due to injuries sustained from a motorcycle accident. Types of motorcycle accidents Whatever your experience has been in driving a motorcycle, many types of accidents involving motorcycles are common in Southern California. At the Law Offices of Richard A. Fisher, our first priority is to assess your case in detail so we can determine the type of accident you have been involved in. Whether you were rear-ended, had a left-turn collision, were involved with a drunk driver, hit from the side, etc., we can effectively help you get back on your motorcycle and retain compensation for your injuries. Issues relating to motorcycle accidents A motorcycle accident is very different from an auto accident. There are several different types of injuries that you can sustain from a motorcycle accident. While the types of injuries vary greatly, serious injuries can include: a brain injury, bodily injuries, a ruptured disc or even wrongful death. Our practice specializes in helping victims of motorcycle accidents recover the maximum damages allowable under the law for your case, from sprain and strain to catastrophic injuries. Successful cases The Law Offices of Richard A. Fisher has successfully handled hundreds of auto accident cases throughout Southern California. Some recent cases include: = Motorcycle Accident (Riverside, California): Intersection Accident involving motorcyclist and automobile. Recovery: $320,000 = Motorcycle Accident: Woman passenger on motorcycle, when involved in a single vehicle accident. Sustained multiple fractures to leg requiring insertion of plate and fracture of scapula. Recovery: $250.000 policy limits = Motorcycle Accident (Los Angeles, California): Intersection Accident involving motorcyclist and automobile. No witnesses - dispute as to who ran the red light. Recovery: $500,000

Motorcycle BRANDS

Motorcycle Pictures
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Motorcycle Brand:

Aprilia
Benelli
Bimota
Blata
BMW
Boss Hoss
Buell
Cagiva
CPI
Derbi
Dodge
Ducati
Factory Bike
Gas Gas
Gilera
Harley-Davidson
Honda
Husaberg
Husqvarna
Hyosung
Indian
Kawasaki
KTM
Kymco
Lem
Malaguti
MBK
Moto Guzzi
Motobi
MV Agusta
MZ
Peugeot
PGO
Piaggio
Polini
Roxon
Sherco
Suzuki
Sym
TM Racing
Triumph
Vespa
Victory
Yamaha