Thursday, December 30, 2010

Features of 2011 Suzuki Sports bikes Models in the World

2011 GSX1300R
Suzuki is one of the first manufacturers to announce its initial wave of 2011 motorcycles. Go-fast riders will be happy to see the 2011 Hayabusa on the list.
With motorcycle sales flailing and a surplus of inventory on hand, Suzuki made the difficult decision not to release any 2010 models into the American market. The disparity between Suzuki’s supply and consumer demand dictated the cost-saving measure. Despite sitting a year out, Suzuki announces its first wave of 2011 motorcycles with great aplomb and the excitement of celebrating its 50th anniversary of international racing this summer.

“We are excited to launch a significant number of new units for the 2011 model year, while at the same time we celebrate a half-century of racing,” said Steve Bortolamedi, Senior Communications Manager at American Suzuki. “Our products are truly the result of time spent on racetracks all over the world.”

Suzuki is bringing back its popular adventure touring motorcycle, the 2011 V-Strom 650 ABS, to go along with its dual-sporting options, the 2011 DR650SE and 2011 DR-Z400S.

Cruiser motorcycle fans will be glad to know there are new versions of Suzuki’s vaunted power cruiser, the 2011 Boulevard M109R and Boulevard M109R Limited. The M109R got a few cosmetic touch-ups, like a new instrument cluster with a digital tach and LED indicator light, a gear position indicator, and the relocation of the cluster from the handlebars to the top of the headlight cowl. Joining them on the cruiser-side of things is the commuter-friendly, entry-level offerings of the 2011 Boulevard S40 and 2011 TU250.
2011 M109R
 It's good to see Suzuki back in the game with a full line-up of 2011 motorcycles set to hit dealership floors soon. Two of its most popular street models, the motorcycle that helped define the power cruiser segment, the M109R (above) and its popular adventure touring motorcycle, the V-Strom (below) are among Suzuki's 2011 offerings.
2011 V-Strom 650 ABS
On the street side, Suzuki introduces the latest rendition of its vaunted hyper-bike, the 2011 Hayabusa. Details like the bore/stroke and compression ratio weren’t in the spec list for 2011, but the chassis dimensions remain the same and no upgrades to the ‘Busa were mentioned in the press release beyond new colors, Pearl Mirage White or Pearl Nebular Black.

For the dirt, Suzuki has updated its race-winning motocross bikes, the 2011 RM-Z250 and 2011 RM-Z450. According to Suzuki’s website, the RM-Z450 “now meets a stricter AMA noise limit (94db) while keeping smooth engine output; the compression ratio has been increased from 12.2:1 up to 12.5:1 for higher output; intake and exhaust timing has been changed for better engine feeling with lower noise output; and ECU settings have been updated for more linear acceleration and improved over-rev.” Meanwhile, the RM-Z250 “now meets a stricter AMA noise limit (94db) while maintaining smooth engine output; the intake and exhaust timing has been changed for better engine feeling with lower noise output; the exhaust pipe length has been changed for better engine feeling with lower noise; ECU settings have been updated for more linear acceleration and improved over-rev; and the radiator hose routing has been changed for more efficient cooling.” Suzuki is also releasing a 2010 RM85. 

The Japanese manufacturer also announced the next wave of 2011 ATV models – the 2011 KingQuad 400ASi, the KingQuad 400FSi and the new 2011 KingQuad 500AXi. The KingQuad 400 models have been revised with a new EFI system and a digital speedometer. The KingQuads will be available in a combination of color schemes like black, white, yellow and is also available in Realtree Hardwoods HD-enhanced camouflage. A non-power-steering version of the KingQuad 500AXi is a completely new offering for 2011. 

2011 RM-Z450
For 2011 Suzuki has taken the reigning FIM/AMA Supercross Championship winning RM-Z450, and have fine-tuned it into an even more potent machine. The 2011 RM-Z450 has undergone numerous updates: it now meets a stricter AMA noise limit (94db) while keeping smooth engine output; the compression ration has been increased from 12.2:1 up to 12.5:1 for higher output; intake and exhaust timing has been changed for better engine feeling with lower noise output; and ECU settings have been updated for more linear acceleration and improved over-rev. In addition, Suzuki has also focused on making tuning and maintenance easier on the 2011 RM-Z450; two optional couplers come with the unit to change the EFI setting (richer and leaner), and a convenient fuel line cap is included for regular maintenance.
What you have with the 2011 RM-Z450 is a cutting-edge open-class motocross ride that’s more potent than ever. As a racer, you want quick, laser-accurate steering and confidence-inspiring high-speed handling in one package. And you want a high performance machine with a racing pedigree that enables it to be competitive right out of the crate. Here in the U.S. and around the globe, the RM-Z450 has helped racers collect wins and trophies, fiercely competing in venues from the World MX1 series to America’s AMA Supercross championship. It’s no secret that Champions Choose Suzuki!
Key Features
•  For 2011, the RM-Z450 meets stricter AMA noise limit (94db) while keeping smooth engine output.
•  Suzuki’s class-leading fuel-injection system uses technology from Suzuki’s championship-winning models-the GSX-R motorcycles and the QuadRacer R450 ATV. The RM-Z450, the first motocross bike to ever use fuel injection, has won both outdoor championships as well as a Supercross championship.

Engine Features
•  The RM-Z450’s 449cc four-stroke, liquid-cooled, DOHC, four-valve, fuel-injected engine was developed and refined to deliver phenomenal idle-to-redline thrust.
•  The lightweight, battery-less, motocross-use electronic fuel injection system uses progressive throttle linkage for efficient power delivery.
•  A 12-hole fuel injector delivers a fine fuel/air mist for efficient operation.
•  The RM-Z450’s aluminum cylinder is treated with Suzuki Composite Electrochemical Material (SCEM) coating, and was built for durability, light weight and efficient heat transfer.

Transmission Features
•  A 5-speed transmission provides extra flexibility, offering gear ratios suited for various terrains and conditions.
•  The RM-Z450 has a link-type shifting system, which offers smooth transitions through the gears.

Chassis Features
•  The RM-Z450’s slim chassis design makes for a comfortable riding position, opening up the cockpit to help allow the rider to actively take control of the machine.
•  Class-leading 47mm Showa inverted forks provide optimum wheel travel and are compression- and rebound-damping adjustable.
•  A Showa piggyback-reservoir rear shock with high/low-speed compression damping adjustment and rebound damping and spring preload adjustments. The rear shock, working through Suzuki’s superlative rising-rate linkage system, provides 310mm of wheel travel, delivering maximum traction.
•  The RM-Z450’s twin-spar aluminum frame and swingarm was developed and refined for a highly optimized balance between rigidity and superb high-speed traction. The lightweight swingarm helps enhance terrain-traversing performance over bumps.
•  Race-inspired disc rotors offer enhanced cooling performance and efficient mud slinging.
•  A stylish two-tone radiator shrouds accentuate the RM-Z450’s agile looks.
•  The RM-Z450 comes with a gripper seat, with projected cross-shaped patterns on the top surface to provide additional grip.
MSRP $8,149
Engine:
Displacement 449cc, 4-stroke, liquid-cooled, single cylinder, DOHC
Fuel System Suzuki fuel injection
Starter Primary kick
Ignition Electronic ignition (CDI)
Chassis:
Overall Length 2190 mm (86.2 in)
Overall Width 830 mm (32.7 in)
Wheelbase 1495 mm (58.9 in)
Ground Clearance 325 mm (12.8 in)
Seat Height 955 mm (37.6 in)
Curb Weight 113 kg (249 lbs)
Transmission 5-speed constant mesh
Final Drive Chain, DID520MXV4, 114 links
Suspension Front Telescopic inverted, coil spring, oil damped
Suspension Rear Swingarm, link type, coil spring, oil damped
Brakes Front Disc brake
Brakes Rear Disc brake
Tires Front 80/100-21 51M, tube type
Tires Rear 110/90-19 62M, tube type
Fuel Tank Capacity 6.2 L (1.6 US gallons)

2011 Suzuki Gsx1300r Hayabusa White
Suzuki will soon ship the 2011 V-Strom 650 ABS, 2011 DR650SE, 2011 DR-Z400S, 2011 Hayabusa, 2011 Boulevard S40, 2011 RM-Z250, 2011 RM-Z450, 2011 TU250 and the 2011 Boulevard M109R and Boulevard M109R Limited. In addition Suzuki is also releasing a 2010 RM85 for those up-and-coming motocross riders out there.
2011 Suzuki Dl650 Vstrom Black

 
A wide variety and range of product is key to a successful business model and nobody does that better than Suzuki. The company will offer several cruiser motorcycles for 2011 including the stylish Boulevard M109R, the entry-level Boulevard S40 as well as the retro-styled standard TU250. The S40 will be available in two new color schemes, orange and black, or white and silver. Suzuki revolutionized the dual sport category and will offer the DR650SE and the DR-Z400S for 2011. Returning for 2011 is the middleweight V-Strom 650 ABS which features antilock brakes as well as a large rear luggage rack with rubber-padded platform to help keep bags and luggage in place. The V-Strom is available in white and black. The king of the Sportbike segment, the Suzuki Hayabusa, also returns for 2011 in Pearl Mirage White or Pearl Nebular Black. And two new updated race-winning motocross performance machines also make an appearance for 2011; the potent RM-Z250, and the RM-Z450, which is based on the current FIM/AMA Supercross championship-winning ride.
2011 Suzuki Dl650 Vstrom White

 

Suzuki also announces several new ATV models for 2011. The KingQuad 400 models have been revised and both the 400ASi and 400FSi boast a new EFI system and a digital speedometer. The KingQuad 400ASi is offered in black, white, yellow and is also available in Realtree Hardwoods HD enhanced camouflage. The 2011 KingQuad 400FSi is also available in the same variety of color schemes as the KingQuad 400ASi. Suzuki will offer a completely new offering for 2011; a non-power-steering KingQuad 500AXi, which is available in yellow, black, white and Realtree Hardwoods HD enhanced camouflage. 
The 2011 GSX-R600 has been overhauled from top to bottom, losing around 20 lbs in the process.
The 2011 GSX-R600 has been overhauled from top to bottom, losing around 20 lbs in the process.
An all-new frame underpins the GSX-R revisions, trimmed by nearly 3 lbs on its own. This, plus a plethora of other weight-saving items, has resulted in a Gixxer some 20 lbs lighter than previous. An anticipated 410-lb curb weight (full of 4.5 gallons of fuel) would tie the Gix Six with the class lightweight, Honda CBR600RR.
Yep, that’s Italian Brembo calipers on a Japanese bike. The Showa Big Piston Fork is also new for 2011.Yep, that’s Italian Brembo calipers on a Japanese bike. The Showa Big Piston Fork is also new for 2011.
New front-end components are more than 2 lbs lighter and promise improved performance. A 41mm Showa Big Piston Fork weighs less and offers better damping performance than a conventional fork, as we’ve learned from a similar fork on Kawasaki ZX-6R. And, in a surprise move, the Gixxer receives radially mounted Brembo monologue brake calipers, the only Japanese bike we can think of with the respected Italian binders.  
Smaller front and rear axles and wheel hubs are claimed to reduce weight by a significant 1.3 lbs, and the fully adjustable Showa shock now uses aluminum seats instead of steel for a 90-gram reduction in weight.
Although final specifications aren’t yet available, it appears as if the previous bike’s steering geometry numbers are retained. However, the new frame (with sections as thin as 3mm) tightens up the wheelbase by 15mm. A new swingarm is the same length as previous, but it’s now constructed from three melted/gravity-cast sections instead of five high-pressure plate castings.
Powertrain
The GSX-R’s 599cc mill is architecturally unchanged, retaining the same bore and stroke (67.0 x 42.5mm) as the existing bike and every other 600 supersport. But everything inside has been updated, and the motor has been rotated 3 degrees more upright. It’s also a massive 4.4 lbs lighter.
Shorter-skirt pistons have 14% less mass, and the connecting rods are 12% lighter. New cams with reduced overlap are purported to boost low- to mid-range power, and they continue to actuate 16 titanium valves. New vent holes between cylinders reduce mechanical pumping losses.
Suzuki Dual Throttle Valve (SDTV) technology carries over, now better directing fuel into the combustion chamber via a steeper angle of the throttle bodies to improve responsiveness. A smaller ECU shaves 330 grams of weight and allowed it to be relocated in front of the airbox. Suzuki Drive Mode Selector (S-DMS) now has just two settings instead of three, and the softer setting now defaults to full power when the throttle is pinned.
A considerable 3.75 lbs was pared from the exhaust system’s weight, thanks to thinner-wall header tubing and a smaller under-engine pre-chamber and titanium muffler. Fuel economy is said to be improved by 10%, somewhat offset by the new requirement for premium gas.
Seen here is the GSX-R750’s new titanium muffler, not quite as light as the exhaust system on the 600. Seen here is the GSX-R750’s new titanium muffler, not quite as light as the exhaust system on the 600.
We’re told to expect 123 crankshaft horsepower delivered at 13,500 rpm, which should translate into about 108 horses at the rear wheel. This should put it at or near the top of the herd. Torque peaks at 11,500 rpm with 51.3 ft-lb measured at the crankshaft.
The transmission has its internal gearing juggled, now with a slightly taller first gear and closer spacing throughout its six speeds. Suzuki reps allege smoother shifting along with the gearbox being 185 grams lighter.
Ergonomics
The GSX-R600 retains the lowest-in-class seat height of 31.8 inches, and its narrower shape allows short legs a direct path to the ground. The clip-on handlebars are now spread out 1 degree extra for better leverage, and a lower tank top allows easier tucking in. Footpegs retain their class-exclusive three-position adjustability and are lighter by 53 grams.
A compact instrument panel is borrowed from the GSX-R1000, now including a lap timer and a four-step adjustable shift light. A large analog tach is augmented by an LCD panel with speed, gear position, clock and dual tripmeters.
The 2011 GSX-R600/750’s new instrument panel. The 2011 GSX-R600/750’s new instrument panel.
Style and Bodywork
Although there is nothing revolutionary about the Gixxer new styling, the bodywork has special appeal beyond its sporty appearance and shorter overhangs. Suzuki has somehow clipped off 7.5 lbs from the plastic, partially by reducing the piece count from 40 to 32. As previous, props go to Suzuki for having cleanly integrated turn signals. The fronts are in the mirrors; the rears are sculpted into the tailsection.
The Gixxers get a fresh face for 2011.The Gixxers get a fresh face for 2011.
The vertically stacked headlight design ties in to the Gixxer Thou’s look and is a substantial 1.2 lbs lighter. It’s flanked by a quartet of angular intake slots that funnel cool, pressurized air into the airbox and is a nice departure from the now-ubiquitous centrally located ducts. The windscreen is lightly smoked instead of plain clear.
The 2011 GSX-R600 seems to have all the ingredients to vault it to the top end of the 600cc sportbike class, and we’re excited to sample it to find out how well its lighter weight and Brembo brakes work early in the New Year.
“It’s hard for me to explain the leap we made with this model,” said Derek Schoeberle, American Suzuki’s field service manager and one of the few people outside Japan to have ridden the new Gixxer.
This exciting new GSX-R is scheduled to arrive in dealers in February or March for a list price of $11,599. You’ll have your choice of the familiar Suzuki blue and white or a black-and-silver combo.
The GSX-R600 looks more finely finished than ever. The GSX-R600 looks more finely finished than ever.
2011 Suzuki GSX-R750
The 749cc version of the Gixxer 600 makes an appreciated companion, sharing virtually all the updates its little brother inherited this year. It, too, has lost about 20 lbs, now with a stated curb weight of 416 lbs – that’s just 6 lbs more than the 600.
But the best news is that Suzuki has juggled the 750’s MSRP in relation to the 600. Instead of the $1300 difference in 2009, the added cost for the 750cc version is now just $400!
The 2011 GSX-R750 profile shows its blunter nose and redesigned exhaust. MSRP is $11,999, only 400 clams more than the 600 but with 20% extra power! The 2011 GSX-R750 profile shows its blunter nose and redesigned exhaust. MSRP is $11,999, only 400 clams more than the 600 but with 20% extra power!
The GSX-R750’s engine is a bored and stroked (70.0 x 48.7mm) 600 motor, and it’s reputed to produce 148 crankshaft hp at 13,200 rpm, which should translate into 130-plus ponies at the rear wheel.
This amount of power in a 400-lb chassis will undoubtedly translate into serious fun on the racetrack, especially when considering the shorter and lighter chassis and Brembo equipment.
2011 Suzuki GSX1250FA
The other new bike we saw the Suzuki dealer meeting – with 600 dealers and 1400 attendees – is an update on the venerable Bandit 1250, now in a fully faired sporty-touring iteration.
The Bandit was last seen in Suzuki’s 2008 lineup, and this new version, called the GSX1250FA, takes it up a level. It’s a bike that was introduced in world markets in 2010, but it’s a new addition to American Suzuki’s lineup.
And it looks like a bike right for these times, as it offers real-world usability, long-distance comfort , a midrange-heavy big-bore motor and anti-lock-braking safety, all at a very reasonable list price of $11,599.
The 2011 GSX1250FA takes the Bandit to a sleeker, sport-touring angle with its full fairing and standard ABS brakes. The 2011 GSX1250FA takes the Bandit to a sleeker, sport-touring angle with its full fairing and standard ABS brakes.
The FA uses a 1255cc four-cylinder for power, fuel-injected for quick response and counterbalanced for smoothness. The Bandit ST (my words)’s chassis is a basic steel-tube frame, with its rake and trail a moderately sporty 25.2 degrees and 104mm, respectively, scaling in at 567 lbs full of fuel.
Utility is promised by the standard-equipment centerstand and availability of hard luggage, including a tail trunk. The protective bodywork and windscreen will send air around its rider while draining its 5.0-gallon fuel capacity. The FA’s broad seat is comfortably low at 31.7 inches, and, if more legroom is needed, it can be raised nearly an inch by flipping its platform.
This is a lot of bike for less than 12K, even if the old Bandit retailed for less than $9000, as prices for Japanese motorcycles keep on climbing due to an unfavorable exchange rate. It’s easy to see how the GSX will appeal to aging sportbike pilots.
And with the introduction of the new Kawasaki Ninja 1000 that rings in at $12K, we’ll have to schedule a shootout when we first see the GSX1250FA in December.

2011 Suzuki Sports bikes Models in the World

2011 Suzuki GSX R1000 Blue Image
Suzuki has Announced New Suzuki M109R LE Bike for 2011
2011 Suzuki Sports bikes Model
 2011 Suzuki sports bikes
2011 Suzuki GSX  R600 Sports Bike

Features of latest 2011 Model of Buell Sports bikes

The Buell motorcycle brand might be dead, having been closed down by parent company Harley-Davidson in October 2009, but founder Erik Buell is planning a comeback.
That's right, Buell is back. Sort of...
Erik Buell Racing, or EBR, has been making several intriguing noises over the past few months, hinting at the development of a new motorcycle for production.
An affiliate of the company has launched a new teaser video that all but confirms the presence of a new sports bike, which will be based on EBR current race bike, the 1190RS. That bike, in turn, is based on the Buell Barracuda 2, a motorcycle developed during the H-D era but which never saw the light of day due to the closure of the Buell brand.
But all that research, development and testing has not gone to waste, as this new video shows. See bottom of page for the short vid.
"You know the name," teases the trailer, "You know the power," it blurts across the screen (185hp approx.), ending with "Will you be ready?"
The new 1200cc V-twin sports bike will not be released until early 2011, expected to be around February at the earliest, as that's when EBR non-competitive contract with Harley-Davidson ends.
It's not yet known whether EBR will offer the bike only in the United States, or whether it'll export the new model around the globe, to places like Australia and European countries.
Likely to rival motorcycles such as the Ducati 1198 for pace and potentially dynamics, the 185hp (138kW) twin-cylinder sporty will likely start out as a niche model. If demand increases, we could see a lower-specification, more affordable model. 

2011 Buell 1190RS


buell 1190rs

Eric Buell Racing is back in the saddle again. A couple of days ago, EBR released it’s first ever teaser image announcing their newest street-legal bike, the EBR 1190RS. This image was made to pave the way for the production of the street-legal sportbike in 2011.
The new motorbike is probably the first Buell streetbike that was produced since Harley-Davidson shut down the Buell Brand last year. Limited details were announced during the bike’s public introduction, but we did learn that the EBR 1190RS was based off the 1190RR race bike. Its most obvious similarity is that it will utilize a 1190cc V-Twin engine with 185 hp and 93 ft-lb. of torque. This was a shock in itself as no one was expecting that Erik Buell was planning a street bike based on the 1190RR. The bike is expected to weigh 161kg/355lbs (dry) which will help it become a strong competitor against its rival, the Ducati 1198 which weighs 377lbs/171kg (dry) and produces 170bhp. 

latest 2011 Model of Buell Sports bikes

Buell Ulysses XB12XT Bike
CUSTOM Buell XB12 Scg Motor Bike
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2011 Model of Buell Sports bike
Buell's been working to turn itself from Harley-Davidson's

Tuesday, December 28, 2010

2011 Honda First Ride of Sports Bike

The second concept Honda Motorcycles brought to EICMA Show is the V4 Crosstourer. The concept combines the phenomenal V4 engine and the revolutionary Dual Clutch Transmission and will deliver all the fun and excitement of a road sports bike; but with the comfortable upright riding position and maneuverability of an adventure machine.
The VFR1200F was the first model to utilize the new iconic V4 engine that signified the beginning of the new era in Honda’s engine line-up. The V4 Crosstourer Concept will utilise the same engine as the Road Sport category VFR to bring the benefits of this world-beating engine to a new type of customer. This will be the first time an Adventure Tourer bike has been fitted with a compact and powerful four cylinder V-engine unit.
The new bike is the second Honda to be fitted with this innovative transmission system after the VFR1200F and it is the first time this award-winning technology has been seen in this category. 
Complete market domination. It’s a rarity in this day and age of aggressive capitalism. But it’s exactly what Kawasaki has had for decades here in the U.S. in the quarter-liter sportbikeYamaha and Honda’s 400s some two decades ago, Kawi has been the sole producer of any sub-middleweight-size sportbike with its Ninja 250R. And Kawasaki has produced a lot of them – some years selling more than 8000 units in our country alone. Why no one followed suit in such a lucrative market has always been something of an industry mystery. But that’s all about to change. Say hello to the 2011 Honda CBR250R.

Keep in’ it Tech

Totally new from the axles to the bars, Honda has started with a blank drawing board for its new entry-level CBR. At the heart sits a 249.4cc (76mm x 55mm bore and stroke) liquid-cooled, single-cylinder engine, featuring a four-valve DOHC cylinder head and a compression ratio of 10.7:1. The camshafts are driven by a Hy-Vo-type chain and run on forked roller rocker arms that allow valve shims to be adjusted without removing the cams for easier maintenance. The new engine also has 16,000-mile valve adjustment intervals – impressive for a Single.

The engine’s bottom-end features a crankshaft that runs on plain bearings for quieter operation, while the big end of the connecting rod uses a needle bearing. A gear-driven counterbalance reduces vibration and sits as close as possible to the crankshaft so as to reduce overall engine size and centralize mass. Further reducing the engine’s front-to-back length is the stacked positioning of the counter shaft, which sits below the main shaft.
category. In fact, since the days of
2011 Honda CBR250R First Ride
Powering the new entry-level CBR250R is a single-cylinder engine, which makes use of Honda's PGM-FI fuel injection
Fuel is delivered to the single-cylinder powerplant via 38mm throttle bodies and Honda’s Programmed Fuel Injection (PGM-FI). This uses several parameters to deliver the proper air/fuel mixture in all conditions to optimize power as well as fuel economy. And with a 3.4-gallon tank, the CBR250R can easily go over 200 miles per fill-up. The PGM-FI system also incorporates an Idle Air Control Valve (IACV) designed to minimize back-torque under deceleration and smooth responsiveness when making small changes in throttle position.

The first five gears of the six-speed transmission have been designed for as much bottom end acceleration as possible, while sixth has been spread out slightly further for smoother highway cruising.

Cradling the new engine is an equally new chassis, designed from the ground up for the entry-level sportbike. Made from steel, the frame features a diamond twin-spar design that uses the engine as a stressed member. A 37mm, non-adjustable conventional fork graces the front end, while Honda’s proprietary Unit Pro-Link and single shock set-up sits out back and is adjustable for spring reload only. Seventeen-inch wheels grace both ends, the front shod with a 110/70 series tire and a 140/70 series out back. The tires on our test units were of the IRC variety, the production version set to get the same or similar.
Southern Californias freeways and back canyon roads played host to our introduction  giving us a good overall feeling for the all-new CBR in a wide variety of conditions.
The CBR250R chassis utilizes a steel frame, which incorporates the engine as a stressed member
A single 296mm disc sits up front, gripped by a dual-piston caliper; out back a single 220mm disc and single-piston caliper furthers aids in stopping the 250R. And while this set-up sounds like it could potentially be too weak for a sportbike, due to the machine’s extremely light weight (a claimed 359 pounds full of fluids and fuel, some 20 pounds less than the Kawasaki) they are more than up to the task.

An ABS-equipped version of the CBR is also available, the mechanical system only adding nine pounds to the bike’s overall weight. The ABS system is also partially linked. The front brake is a standalone system and does not engage the rear at all; extreme braking with the front alone lightens the rear enough that linking the two is unneeded. However, when one applies solely the rear brake, a single piston of the front brake is engaged to increase overall stopping power.

Giving the rider information is a multi-function digital instrument cluster that includes a speedometer, tachometer, engine temperature display, fuel gauge, clock, odometer and trip meter.
The 2011 CBR250R comes in two color options.
The Honda CBR250R was developed for the world market, the bike unchanged for the American, European and large Asian market except for colorways.
With a 30.5-inch seat height and wheelbase of only 53.9 inches, the new CBR allows riders of all shapes and sizes, as well as varying skill levels, to take full advantage of all its abilities. The new entry-level Honda is also one of the manufacturer’s first worldwide production sport bikes. Made almost entirely in Thailand, the new Honda meets all U.S., Euro and Asian emission and sound regulations and will be the same bike for all markets, the only variance being different color combination in other countries.

Available in Metallic Black or Red/Silver here in America, the all-new Honda CBR250R retails for $3999 (exactly the same as Kawasaki Ninja 250R), with the ABS-equipped edition fetching an extra $500 to retail for $4499. Look for the new bike to hit dealers this spring.

Let’s Ride

Southern California’s freeways and back canyon roads played host to our introduction, giving us a good overall feeling for the all-new CBR in a wide variety of conditions.
2011 Honda CBR250R First Ride
Straddle the new Honda and riders are presented with a very easy-to-ride platform, perfectly suited to its entry-level ridership.
Swing a leg over, turn the key and hit the starter button. The little quarter-liter Single jumps to life with a quick and snappy, though aurally muted response; the fuel injection makes cold starting a breeze. Click the shift lever into gear and ease out the clutch, the CBR bottom end allows one to easily pull away from a stop without having to rev it to the moon. In fact, the clutch actuation and power delivery works so seamlessly that the bike is nearly impossible to stall, a major plus for those first learning to ride.

Once underway, bottom-end response is impressive for such a small displacement Single, allowing the rider to be a bit lazier when it comes to gear selection. That’s not to say you can just drop it in fourth gear and cruise, as come twisty roads one’s left foot still gets a pretty heavy workout. Though it is far more forgiving than that of its competition. The little CBR also features one of Honda’s trademark seamless transmissions; shifting is very easy while still being positive and engaging the next gear with confidence.

The counterbalance does well to smooth out vibration through the bars, the 250R only getting slightly buzzy at the rider’s hands and feet as higher-end freeway speeds are approached. Due to the bike’s internal gearing and slightly less power, the CBR is not capable of the same 90-plus mph top speed of the Kawasaki; the Honda tops out in the mid-to-high 80s. But Kawasaki Ninja 250 benefits from an additional cylinder and a 2000 rpm higher rev limit, so for the Honda to be within only a few mph is impressive.

Also user friendly is the confidence-inspiring chassis. Though the suspension is on the soft side when pushed hard, 95% of the time it’s plush, compliant and reactive. Combined with its class-leading low weight, the new CBR flicks from side to side with even the slightest input through the raised-up clip-ons. Just think about turning and your pitching into the corner with haste, sometimes so quickly I had to readjust my line to not run off the inside of the road. But once acclimated to the mini CBR abilities, one can concentrate more on the riding and road conditions, as very little effort is expended controlling the actual machine.
2011 Honda CBR250R First Ride
2011 Honda CBR250R First Ride

At only 359 pounds fully-fueled, the CBR250R is a light, nimble handler. The biggest question related to the new Honda is how it will fare against the established dominator in the entry-level sportbike market - the Ninja 250R.

Once settled into the corner and on its side the Honda 250 is stable, planted and does not want to stand up, with only a twist of the throttle needed to lift the bike upright on corner exit. This will lend itself very well to those less experienced riders as at no time does the bike do anything other than what it is asked. Think about turning and you’re at the apex. Then twist the throttle, lift your head and a perfect line through to corner-exit is easily achieved  the Honda just plain does every thing like… well, a Honda.

The CBR seating position is an equal balance between freeway comfort and canyon-carving aggression. The footpegs are high enough to stay off the ground but don’t cramp even the taller riders, while the raised bars do well to keep weight off the wrists but are still low enough to tuck behind the windscreen when the pace increases. It’s for all these reasons that the new machine provides another perfect option for newer riders looking to get into the sport or for those more experienced pilots wanting a high-mileage, lightweight urban commuter.

Until now Kawasaki has had a monopoly on this ultra lightweight market segment with its Ninja 250, and it’s one they took full advantage of. But those days are a thing of the past and there’s a new kid in town: Honda’s CBR250R. Now only one question remains: how do the two stack up head-to-head. 


2011 Honda Sports bikes in the World

 World's known automobile manufacturer Honda is launching a new sports
Honda Motorcycle has unveiled today the new 2011 CBR250R
2011 Honda Sports bikes in the World
2011 Honda Sports bikes
 New sports bike from Honda company  VTR B STYLE

TOP 2011 Husqvarna Sports Bikes

 Husqvarna Motorcycles is on an aggressive path to establish itself in the world of off-road motorcycles. From small to large, Husky is developing and introducing new models across the spectrum, from a new 250cc platform to the burly open-class 630 machines. The TE630 and SM630 are the biggest this German/Italian firm offers, and they’re all-new this year.
2011 Husqvarna TE630
The 2011 TE630 is Husqvarna's effort at revitalizing its big-bore dual sport. We tested it near the company's Italy HQ.
Distributed in the US as early release 2011 machines, these futuristic beauties were attacked from every angle by Husqvarna designers. To avoid confusion, let’s get this out of the way right now – these are virtually the same motorcycles. The SM version is equipped with some basic components common to motard bikes, but for all intents and purposes, they are the same. Some specific details and riding impressions about the SM are on but all the technical goodies explained in the TE portion hold true.
In order to mold them into the existing brand identity, Husky went through top to bottom and injected them with performance needed to gain serious foothold in the market. There’s been little in the way of improvement for the 650-class dual sports, so the Husky brings fresh life into a category that really sees most manufacturers content to grind out the same machines year after year – particularly the Japanese.

First off, the bike looks different than the former TE610, but we’ll get to that in a bit. The really important stuff is what’s on the inside. A dual overhead cam engine, replacing the SOHC design of the 610, sparks the new model with an increase in displacement from 570cc to 600cc. Husky achieved this by using a larger bore (98-100mm) with the same 76.4mm stroke. The cylinder head is derived from Husky’s racy SM510 and uses a 12.4:1 compression ratio to squish fuel mixture. Fuel injection gets a 45mm throttle body, up from 42mm, and company representatives claim a 20% boost in power. The cooling system uses an integrated water temperature sensor to electronically adjust a solenoid in the radiator. It also has a new impeller and water pump body.

2011 Husqvarna TE630
More output from the DOHC engine is definitely a good thing, but the fueling could use some fine-tuning. The issue isn't as noticeable with the TE, especially when riding off-road or on extremely rough pavement, both areas where the new Husqvarna dual sport excel.
One thing that Husqvarna prides itself on is that its street-legal bikes don’t need to be modified from their 50-state form in order to run. That has been the case in our experience, for the most part. The 630, like its smaller TE siblings, is injected, and the only real issue we noted was a penchant for lurching when the throttle is opened in the first quarter-turn or so. This seems to be a common issue with FI-equipped bikes, which gets increasingly stronger with added displacement. You don’t notice it so much with a 250 because a smidge of gas isn’t producing much power, but on a 600cc machine the tiny crack of throttle sends the bike jolting. Working through paved corners is where this affects riders the most. No matter how delicate the right wrist, it was impossible to navigate cleanly unless it was a fast sweeper that allowed increasing throttle. The bike also surges a bit when holding a steady pace. Both of these issues are more noticeable on the SM model.

So it doesn't fuel perfectly, but the Husqvarna still knows what to do with that petrol. Power output is said to be increased 20% with the new engine. Not that we had any direct means of verifying that claim, but we can say that the bike is much livelier than, say, a Kawasaki KLR650, and the power curve is very usable. There’s always torque available, though we spent most of the time in the bottom half of the throttle to avoid the engine vibrations which are noticeable. Once the throttle gets to about 1/3 open in any gear, the wide, square mirrors start to blur, otherwise they provide a great view. Rubber pads on the footpegs are one solution, but not a very good one since the vibes are a full-body experience transferred through the seat and handlebars as well. Adding the peg cushions only makes it harder to get a toe under the shifter.

2011 Husqvarna TE630
The Husqvarna TE630 offers performance that rivals or surpasses larger Japanese models. Not to mention, the IPD pastics make the bodywork extra sleek and modern.
2011 Husqvarna TE630
It’s only a 600cc machine competing against the larger displacements of the KLR650Suzuki DR650SE and Honda XR650L, and in that regard it is very impressive. But, compared to the Japanese machines, Husqvarna’s $8999 MSRP is a premium price tag. The 2009 TE610 was $1000 less and the SM610 was $500 cheaper. For our two cents, the styling and new technology are certainly ahead of these other motorcycles, or the old versions for that matter, and judging from our memory banks, so is the performance. Is it enough to convince riders to pay over 50% more? We’ll see once these bikes hit dealer floors at the end of April.

Footpegs are small but comfortably spaced, perhaps just a fraction high for my 5’11” stance. I had a little trouble shifting, but it was a result of stiff motocross boots rather than a transmission fault. However, stabbing at the shift lever revealed some false neutrals in the six-speed gearbox. Whenever I took the time to really focus on the left foot (really, these boots were the wrong choice) the transmission was solid and predictable. As for the ratios, our only tight section of dirt was a single uphill strip that shortcut a switchback. At the top I dropped into first gear and let it chug forward in the final yards, and the gearing was suitable for the climb. Top speed was an indicated 160 kph, which is just grazing triple digits in America. There was still plenty of room to run, but Italy’s tight highways and traffic prevented us from holding it pinned. Pounding a gear to make a quick pass was always rewarded with abundant power and a quickly dismissed driver.


Claimed to weigh 319 pounds without fuel, the TE handles very well despite a one-degree increase in the steering angle. Aluminum handlebars are wide and an easy reach from the seat. Standing up is comfortable, though the terrain rarely called for it on our trip. We actually enjoyed the more stable feel of the dual sport’s 18/21-inch wheels. Metzeler Karoo tires provide traction, and while not our favorite DS tire, had no issues on our test ride. It’s worth noting that the 18-inch rear wheel is a big benefit for riders who are serious about off-road. Some competitors use 17-inch rears which limit the tire selection, but the Husky can accept full-on knobbies.

2011 Husqvarna TE630
A 45mm Marzocchi fork is better than we expected. It resists diving and does a good job for all-around comfort.
The 45mm Marzocchi fork offers rebound adjustment, but that’s it for suspension tinkering up front. Compression settings were suitable and we’re very happy with the front end as it resists diving more than expected. Overall the suspension was well-balanced for daily use with a Sachs shock holding up the rear end. Riders have 10.6 inches of travel to work with in the front and 12.6 in the rear. A second set of footpegs and a two-step seat allow for pillion riders, so the shock is fully adjustable to help compensate for additional loads or riding conditions.

One of the features we really enjoyed was the new seat which is longer and softer this year. Both models offer great comfort without being too soft for aggressive riding. The TE gets a gripper cover that adds extra performance and off-road style, plus it’s 30mm lower than the 610. Bodywork is all new and features IPD technology which means there are no adhesive graphics, just smooth, durable plastic. Husqvarna also streamlined the look by removing all metal fasteners. The ignition key is used to remove the seat and from there the bodywork can be removed by hand. On the dash is a computer that’s large and easy to read, and the rider controls are good quality, including a new Magura hydraulic clutch. Left hand controls operate blinkers, horn and high/low light switch, and the right side contains a kill switch and starter button. Decent-sized blinkers give other motorists a clear view of your intentions, but our daytime ride never revealed the headlight efficiency.

2011 Husqvarna TE630
The addition of this skidplate is a good idea for anyone with serious off-road intentions.
Husqvarna's intention with the TE is “combining the look and character of a racing bike with performance perfect for daily use on or off-road.” The company uses dual mufflers on its factory race machines like the SM450 and SM510, and the look was carried over to the 630. The exhaust headers exit the left side and run back behind the airbox where they split again into the twin stainless steel cans. The mufflers are large with bulbous stainless steel heat shields, but the exhaust noise is subdued. Husqvarna offers a line of aftermarket accessories to enhance the look and performance even further, including a set of carbon fiber pipe guards which are much more attractive. The left side in particular is an eyesore with the shields extending all the way back from the motor. It’s the only ugly feature on an otherwise attractive package.

A 3.2-gallon fuel tank is a good starting point, though we expect that serious adventurers will require more. Our introductory ride didn’t allow for mileage testing, but it seems suitable for commuters and average dual sporters. Aside from the comparatively high price, the only issues we noted are fairly small and would probably be even smaller if given more time to adapt to the bikes or make minor tuning adjustments. We flew all the way to Italy to see and ride the new 630. Not only were they worth the trip, but these motorcycles, particularly the TE, will be a good fit in the American market. 

2011 Husqvarna TC250 | Preview
Motocross Bike
For 2011, the Husqvarna 250 cc 4-stroke motocross TC250 has seen major changes to the design, chassis and engine.
The improvements to the TC250 have been confirmed at the European MX2 championship now underway, with Andrea Cervellin and Jernej Irt first and second respectively in the championship after 5 rounds.
Read Full Stor
Motocross Bike
For 2011, the Husqvarna 250 cc 4-stroke motocross TC250 has seen major changes to the design, chassis and engine.
The improvements to the TC250 have been confirmed at the European MX2 championship now underway, with Andrea Cervellin and Jerkin Irt first and second respectively in the championship after 5 rounds.
The most important changes are to the engine, now fitted with a Mikuni battery-less electronic fuel injection system and 45 mm diameter throttle body.
The major changes to the engine are to the cylinder head, with a new profile that has enabled an increase in power throughout the curve. The camshaft fuel intake line and exhaust are new, as well as the intake phasing. The engine crankcase has been reinforced and now has steel sockets on chassis connections.
The Akrapovic exhaust pipe has been specially designed by the manufacturer in Slovenia for Husqvarna and has a steel manifold, titanium silencer and steel heat protection.
Concerning the chassis parts the frame area below the engine cradle and near the footrests has been completely redesigned, with side plates of forged steel to reduce lateral bulk and increase resistance to strain. This effectively creates a single plate covering the footrest and brake pedal connections.
The cradle surface has been streamlined so as to reduce to a minimum any possible impact with the ground or other obstacles. The steering pipe area has also been improved and reinforced.
The engine guards are made of a new material, providing better protection against knocks. The mirror-finish aluminum hubs are new, now with standard perforations.
The bodywork has new graphics on the tank area, with In Mould Plastic Decoration, which is incorporated in the actual material, not applied afterward.
2011 TC250 Motorcycle Changes Summary:
• New Chassis, Redesigned And Reinforced
• New Hubs
• New Graphics
• New Engine Guards
• Waterproof Spark Plug Cover
• New Exhaust Pipe Heat Protector
• Engine Crank-Case With Steel Chassis Sockets
• New Fuel Intake And Outlet Lines
• New Camshaft Intake Phasing
• Battery less Fuel Injection
• Akrapovic Exhaust With Titanium Silencer