MV Agusta F4 1078 RR312 Review

It’s black as sin and topped with white like a pint of Guinness. It looks fast, it feels fast and it is fast. The big-bore F4 is in fact one of the fastest and most potent sportbikes in the world. 190 horsepower is not for the faint hearted.

Back in 1997 MV Agusta was merely a name. Cagiva, headed by President Claudio Castiglioni, did not only buy the Ducati brand (1985-1996), it also purchased the rights to the MV Agusta name in 1991. Whilst Ducati under new ownership eventually launched the 999, MV Agusta already had the “true” 916-996-998 replacement in the F4 750. That very design lives on to this day in the F4 1078 RR312.

Even a beautifully composed picture can’t really do the F4 justice enough. You have to be there next to the bike, touch it, and watch the lines flow from one end to the other in 3D. Whilst watching the shiny perfectly polished F4 1078 RR accompanied with exquisite classical music in my head, I push the starter button and put my helmet on. I’m in a hurry to scrub in those brand new Pirelli Supercorsa Pro tyres, and the music in my head changes to a hard-rock mood.

“Come crawling faster - Obey your Master - Your life burns faster - Obey your Master - Master, Master of Puppets I'm pulling your strings” Yeah, that’s putting me in the mood whilst the growling 1078 quickly heats up under me.

The seat is positively old-school sportsbike where my backside is high up and my upper body leaning heavily on my arms to the handlebar. The saddle height is, at 810mm, proper sportbike territory, too.

The footpegs are also high for big lean angles. I feel as if the MV F4 is quite a long bike compared to modern Japanese sportbikes. The big 21-litre fuel tank is long and flat with nice cut-outs for my knees. The big tinted windscreen was an item introduced on the F4 CC in 2007 along with the 1078 motor. I can actually tuck in behind that windscreen even more comfortably than on a Suzuki GSX-R. If you’ve ever tried to stick your head out into 190 mph winds you’ll see why it’s needed on the F4 1078 RR 312.

As from 2008 you can only get the F4 1000 R312 for racing purposes. The big-bore 1078 version is not allowed either in Superstock nor Superbike racing. The F4 1078 RR 312 features a 3mm larger bore than the 1000 and it’s good for 7 extra horsepower and 9 more Nm at 2.000 rpm lower than the litre bike. That translates to a claimed 190 hp at 12,200 rpm and 124 Nm at 8,200 rpm. MV Agusta have also added a new slipper clutch to handle hard decelerations, and the new Sachs steering damper calms the front down during heavy acceleration.

Attached to the new 50mm fully adjustable Marzocchi fork sits another essential new item for deceleration. The Brembo Monoblock radial brakes are the most powerful items available outside of the racetrack. Supreme stability from the solid chassis also allows very hard usage of the front brakes. And it’s needed when a motorcycle doing 190-plus-mph needs to stop before a hairpin corner. On the roads in the hills surrounding the MV Agusta HQ in Varese, I naturally never got the chance to try the top speed. I did sample the full 190 horsepower in the first few gears, though, and the brakes really are very good. I experienced a very progressive feel and they never felt harsh or too sharp.

After what seemed like an eternity I finally reached some roads where I could use the power and precision of the F4 1078 RR. Through towns and villages on the way there, my arms and back started to ache. With 30 C degrees sunshine on the outside, a little warmer than that inside my leathers and a very hot running 1078 engine, I was sweating litres. So finally getting to these more open roads was like reaching heaven after hell. The three first gears are very high, and when the power kicks in the F4 is planted despite the massive output. Wheelies still come easy, but at silly speeds compared to the Brutale 1078RR.

The F4 1078RR 312 feels like a considerably larger motorcycle than the Brutale. The ergonomics are completely different, and suspension settings and calibration softer on the Brutale. The Brutale is also 7 kilos lighter and overall a much better road motorcycle. Stability is better on the F4, as you would expect from a 190-horsepower motorcycle. For pure fun and mischief, the Brutale wins. For serious track-day action and massive top speed, the F4 is the bike.

The extra torque of the F4 compared to any other inline-Four sportsbike makes the whole riding experience much more rewarding. Through the long midrange the F4 1078 accelerates harder and harder, and from 8,000 rpm it’s just so fast that you’re wondering whether there really is anything faster (there always is). The throttle and fuel injection responds willingly and controllably to my right hands command. MV have done a very good job smoothing out things, as I can remember that the F4 1000 I rode almost four years ago was a much more difficult motorcycle to ride. The engine capacity increase itself has helped a lot, as well as a reworked cylinder head with 10mm longer intake tracts.

The 192-kilo claimed dry-weight isn’t the lightest among sportbikes, but with almost a horsepower per kilo you stop thinking about the weight once on the move. The F4 1078 RR feels better and better the faster I go. Immense stability complements the strong engine, and into the corners I can place the front wheel exactly where I want it. Flicking the F4 from left to right you do need to use some of your own muscle, but it makes for a very involving ride on the road at least.

The instrument panel is not very easy to read whilst on the move. In sunlight the warning lights are difficult to see and it’s pretty much only the analogue rev counter that can be seen clearly. The mirrors are not much better, so this motorcycle is as impractical as we had expected. The F4 1078RR is also available in a 1+1 (pillion seat) version.

Conclusion

The MV Agusta F4 1078 RR 312 pretty much guarantees owner satisfaction, even if you just want to keep it for show in your garage. So that point isn’t even an issue. The F4 1078 RR is a pure enthusiast tool and must be bought with passion. If passion for this moving piece of motorcycle art isn’t there, then there’s a lighter, almost as powerful and more comfortable Japanese litre bike in the shop around the corner.

MV Agusta has managed to engineer its own inline-Four engine with class-leading performance and character. That’s no small feat, and coupled with the Tamburini design, we just have to keep bowing in the dust. The downsides are the same as on the Brutale 1078RR: a hot-running engine, heavy clutch, engine vibrations, plus it’s highly uncomfortable at slow speed.

2010 Benelli TNT R160 Pictures

2010 Benelli TNT R160 Picture

2010 Benelli TNT R160 Image

2010 Benelli TNT R160 Disc Brake

2010 Benelli TNT R160 Engine

2010 Benelli TNT R160 Exhaust

Yamaha C3 Review

It’s easy to have an opinion on Yamaha’s C3, but take a moment to think about the C3’s purpose. Where does the C3 fit into the world of motor scooters?

Well, I believe the Yamaha C3 is an experiment in efficiency. When you add up the specs you can really see how Yamaha has successfully squeezed the most out of the smallest package with this baby. First, Yamaha took a tiny 50cc, 4-stroke engine and added a tuned fuel injection system to achieve a reported 115 mpg. Then on its tiny frame they built a huge, side hinged storage bin with a nine gallon capacity.

The whole package weighs less than 200 lbs and that’s with oil and a full tank of gas. Even with all that efficiency the C3 manages to hit the 40 mph mark on her speedometer.

You might expect that an efficiency experiment so successful might have some hideous shortcomings in the aesthetics department, but I tell you what; I think the C3 is a real eye catcher.

I look at a lot of scooters and I can’t think of another modern scooter that looks anything like a C3. She’s got this old-school Cushman look about her. Boxy and slim but sturdy looking and very maneuverable, the C3 puts some much-needed fun in functionality.

So, what’s up with that name, ‘C3’? Yamaha’s model number is XF50. People commonly refer to her as the C-Three, but the name is really ‘C-Cubed’, making reference to her surprisingly large under seat cubic storage capacity. I said nine gallons, but to put that in perspective I rode mine around with a video camera, still camera, laptop and more.

In another experiment I was able to hold a dozen 12oz beverages under there, though you should note that anything cold in the storage chest won’t stay that way for long due to the close proximity to the engine.

If you need even more storage space you can add an optional rear rack. Don’t get too carried away with the C3’s carrying capacity though, as the owner’s manual states that the maximum capacity is 187 lbs.

One thing to note about the storage area is that it’s a bit shallow. You’re not going to fit a full face or even a ¾ helmet under the seat. To make up for it, the C3 has a helmet hook at the front of the seat that allows you to effectively secure your helmet using the locking seat closure.

The Ride

She may not be fast, but she’s still fun! The lightweight, short wheelbase and small but chunky 10” tires make her very maneuverable. You could even coax the C3 up a curb with her 4.5 inches of ground clearance. Like nearly all modern scooters, the C3 has a constantly variable automatic transmission (CVT). Just twist and go.

The seat is pretty wide and low at just under 29 inches from the pavement. It’s relatively comfortable for short jaunts but one owner, who has put 900 miles on his, says the seat “starts to feel like an old oak church pew after 25 miles”.

Let’s talk about the whisper quiet engine. Yamaha’s fuel injected 49cc liquid-cooled, single overhead cam, 4-stroke, 3-valve engine is built and tuned to be efficient. The speedometer stops at 40 mph and it makes it there in just less than 36 seconds. If the top speed of 40 mph doesn’t cut it for you, I hear that she can be derestricted to hit 48 mph if you don’t mind blowing your 115 mpg and potentially damaging your scooter.

The Rest

The instrumentation is very simple; one gauge for the speedometer and odometer, one for the fuel gauge and three lights to indicate high beams, engine maintenance and temperature warning.

Besides the optional rear rack, the C3 also has an optional windscreen to protect you from wind and debris while you race down the road at 40 mph.

The C3 features an electric starter with a backup kick start (very handy) and also has a standard, motorcycle style handle bar to give you some custom options (did I hear ape hangers?) and a single headlight mounted just above the front fender for a very clean and simple style. Speaking of style, the C3 takes a unique approach to the traditional scooter leg shield. Instead of a fixed shield the C3 has a narrow shield that turns along with the front forks. I’m not sure if that makes it any more functional as a leg shield, but it looks cool.

The C3 is available in Red, White and Yamaha Blue for the 2008 model year with a one-year manufacturer’s warranty. You’ll be able to pick up this unique feat of Japanese engineering for just $1,999 MSRP.

If you’re looking for scooter to get you around campus, you’re not going to find a better-suited ride. The C3 has room for you and your books. She’s clean, quite, and efficient with a look that is somehow rugged and cute at the same time. As long as you’re not racing or touring, the C3 will make an excellent road companion.

Bike Personality Profile - If this scooter could have its own personality summed up in one or two words, what would it be? The Yamaha C3 is a clever machine.

2010 Suzuki GSX-R1000Z 25th Anniversary Edition

2010 Suzuki GSX-R1000Z 25th Anniversary Sport Bike

2010 Suzuki GSX-R1000Z 25th Anniversary Wheel

2010 Suzuki GSX-R1000Z 25th Anniversary Logo

2010 Suzuki GSX-R1000Z 25th Anniversary Key

2010 Suzuki GSX-R1000Z 25th Anniversary Exhaust

2010 Suzuki GSX-R1000Z 25th Anniversary Picture

2010 Bimota DB7R Diavolo Rosso Photos

2010 Bimota DB7R Diavolo Rosso Sport Bike

2010 Bimota DB7R Diavolo Rosso Dashboard

2010 Bimota DB7R Diavolo Rosso Engine

2010 Bimota DB7R Diavolo Rosso Photo

HONDA VARIO MODIFICATION

Dadang Kurnianto from home modification Barn Modified (GM), Ponorogo including those who appetite for knowledge. All kinds of account accomplish abounding devoured for his modification inspiration. Not admiration if his academician ordered to amalgamate the assignment of Japanese and Barudak wong Bandung. This alliance lasted two nations Goods!

Merging two appearance modification accessible in the body. “At the advanced of the big-matic to administer the Japanese style,” said Dadang.

Fiber actual acclimated to awning the advanced cover. Even the lamp arch is additionally covered aboriginal honda Vario. This architecture will accord the consequence was so scooters Honda greater.

“The Japanese like if you see the light. So attenuated like a Ceramics,” connected the man who opened the boutique on Jl. Gajah Mada, No. 48, Ponorogo, East Java.

The lamp acclimated was a accepted Vario! Can assume added attenuated due to a new anatomy to awning up to half.

Insiprasi taken from Bandung modif appearance is activated appearance abode Geba Leisure modif Part (GLP). This ascetic architecture had activated to the GLP amazing white Nouvo that could be Em-Plus cover.

“The appearance of the box appendage was adapted applied, while detailed, absolutely altered from Geba,” added the architect who had opened the barn is 5 years.

Details referred to in the acclamation and the anchor lights sein. Wear ablaze Dadang Honda Supra X 125. It’s alleged the harmonization of one cast of basic usage.

Another innovation, authoritative the block box on the deck. The accouter is already not Vario collapsed again, could to accumulate the apparatus kit or raincoat, Congenital was so abundant more!

2009 Yamaha Fazer 150

Yamaha was testing it a ages ago, and now Yamaha comes with new 150cc bike, Fazer. There were so abounding rumors on the barrage of Yamaha Fazer 150. The fazer is priced at 72,000 Delhi ex-showroom price.

With new Fazer, Yamaha has now 4 bikes in 150cc articulation namely FZ-s, FZ-16 and YZF R15.

Yamaha fazer comes with addition options for those who don’t like naked attending of FZ16 or FZ-S. It comes with a air-conditioned fender in advanced side.

Yamaha Mio Retro Style Modification

he anatomy of YAMAHA MIO RETRO modifications done to the anatomy application the Yamaha Fino, this are already a trendsetter in the year 2007. bankrupt stem, taken from a Honda CB100 and the bench architecture additionally fabricated the archetypal style. To adapt the motor Yamaha mio awakening crave amount about 600 USD.

BIKE OF THE YEAR 2008 YAMAHA VIXION

inally, Yamaha V-ixion (Vixion) accustomed as Indonesian 2008 Motorcycle of the Year, assault 6 added finalist. As we address before, there 7 bikes which called as candidates for Indonesia Motorcycle of the Year (IMOY). They are bajaj Pulsar 200 DTS-i, Honda Beat, Honda Supra X125 PGM-FI, Honda Vario, Kawasaki Ninja 250 R, Suzuki Satria F150 and Yamaha V-IXION.

This aftereffect appear in the Jakarta Motorcycle Show which captivated in Jakarta Convention Center. This bike called as the top adversary because it accord best technology in reasonable price. Gunadi Sindhuwinata, the baton of Indonesian Motorcycle Association (AISI) additionally appear this ceremony. Congratulation for Yamaha, for this achievemen!

Honda Beat Modification

Do not anytime get apathetic watching the modification of Balinese artists. Sanngat their avant-garde assignment and accept aerial aesthetic value. If abridgement of trust, ya attending at the 2008 Honda Beat Deny affirmation Kadek Irawan.

The best prominent, architecture a abstracted bankrupt tip chase the amphitheater rim. Partly covered by the cover, so as not accept a muffler. So, aback sepatbor HD archetypal that covers the annoy abutting to the alley surface. Including handle bar design.

Then, the invisible, advanced and rear suspension. What keistimewaannya? Could go up and bottomward and Denny apparatus automatic system. Thus, high-low set by acute the button amid at – a sort-dash is placed on the advanced deck. There are additionally buttons to ascendancy audio.

The aberration with the air abeyance that uses air bag from the tube compressor (as acclimated in best cars), if automatic await on electricity. “Therefore, the accepted array of 12 volts to 25 volts,” said Deny.

Another breakthrough, skubek with redesigned anatomy application the metal box archetypal with a array of 1 cm, was able with bluetooth. While active can booty a call. So, if there is a call, go beeline allocution Deny lived alone.

The accomplishment of detail with a balanced band pull, adapted accolade back Deny abduct one assemblage Kawasaki KLX 150S motorcycles in the challenge modifications in Bali, aftermost October. His assignment was crowned as the best of the best.

Modifikasi Yamaha Jupiter MX

Jupiter MX comes with blast machines, but abandoned ample in Thailand, It is Yamaha Spark RX 135 Motorcycles i Thailand, Indonesia afterwards sometime.

In general, it looks not abounding adapted from the MX-me-no, above the bloom of his analysis mostly aphotic atramentous adventuresome nan. and of beforehand the allowance was acid a gas blast system. ne of the advantages yg abettor allowance annual appliance armament blast systems, armament from the armament with oxygen pengkabutan was injected into the abettor is not aspirated abettor that makes added optimal performance. adding adeptness generated to be greater, acceptance with the above accumulated of the cylinder.

in addition, because the blast processing adjustment bigger than carburetors, armament gas acclimated to be added effective. abnormally if authentic by the agitation adjustment is additionally complete reply

2009 Triumph Daytona 675SE Limited Edition

Triumph released to the market 2009 Daytona 675SE Limited Edition motorcycle.

Pearl white casing, blue frame, a pendulum and stretcher attached motorcycle very elegant appearance. Also original graphite drawing rims. This Limited Edition version only 170 euro more expensive than the standard.

2010 Yamaha FZ6N

The aboriginal angel of Yamaha FZ6N abutting archetypal year, developed by the artist Jerome Vannesson. A added advancing and adventurous actualization than the accepted model. Design abstraction was adopted from Yamaha R6 sportbike.

2010 Yamaha XJ6 Diversion F

Yamaha presented photos of the new motorcycle - XJ6 Diversion F.

For good controllability of the model was added to-date contemporary design …

600-cc engine ensures excellent acceleration, which makes this model ideal way to travel around the city, walking and these trips.

After the appearance of the new XJ6 Diversion F, the bike will be the main hero of the segment. In Europe, the bike will be sold in two colors Blue Viper and Midnight Black.

2010 Piaggio MP3

2010 Piaggio MP3 will appear with 500 cc engine. This Italian top models three auto bikes will be active abutting year.

Instead of Piaggio MP3 400 came MP3 500. Gilera Fuoco 500 - will now additionally be positioned beneath the capital cast and get a barter mark Piaggio MP3 500 Sport.

In both sets the aforementioned 492-cc engine, distinct cylinder, liquid-cooled, with the variator CVT, issued on the abundance 40 hp.

Ducati Desmosedici RR Review

It doesn’t take long to be intimidated by the outrageous Desmosedici RR. If the stratospheric $72.5K price tag doesn’t get you, the menacing mechanical cacophony upon start-up will. Observers are sucker-punched straight into the gut, and the beautiful racket portends an experience unlike any production streetbike in the world.

It’s quite incredible that a manufacturer has offered such a repli-racer to the public. The D16RR is literally a MotoGP bike built for the street. And not those scrawny 800cc prototype racers currently on the grids – we’re talking the big-gun near-liter-sized versions. As such, the RR carries a compact 989cc V-Four engine inside a version of Ducati’s trademark tubular-steel trellis frames.

The engine itself is a jewel. It features the same bore and stroke measurements (86.0mm x 42.56mm) as those on Ducati’s 2006 racebike, the D16GP6. It uses the “Twin-Pulse” firing order in which the crankpins are offset by 70 degrees (cylinders fire at 0°, 90°, 290° and 380°) to generate what Ducati terms as “soft pulse timing.”

No soft pulses are felt from the D16’s saddle – this thing snorts and sprints around a racetrack like a rampaging demon, as we found out during a few lapping sessions at Willow Springs Raceway.

Our test unit was equipped with the race ECU and exhaust system included with each Desmosedici, a no-brainer swap for the standard street exhaust. So equipped, it is said to achieve the magic 200-horsepower mark at 13,800 rpm when measured at the crankshaft. As for rear-wheel power numbers, those who have had it on a Dynojet dyno say it’s pushing nearly 180 hp. Peak crankshaft torque of 85.3 ft-lbs arrives way up at 10,500 rpm.

Moto Bling

When a motorcycle has a retail price that compares unfavorably with a rural home in Iowa, it makes one wonder why it costs so much.

Here’s a partial list of the many high-end components on the luscious Desmosedici RR.

• Sand-cast aluminum crankcases and cylinder heads
• One-piece forged steel crankshaft (MSRP: $11,000)
• Sand-cast magnesium cam-drive cover and alternator casing
• Pressure die-cast magnesium-alloy oil sump, cam covers and clutch cover
• Titanium connecting rods
• Titanium intake and exhaust valves with CrN (chromium nitride) coating
• Marchesini forged and machined magnesium wheels (MSRP: $18,500)
• Specially developed Bridgestone tires, with tread pattern, construction and profile unique to the D16RR, including the oddball (but GP-accurate) 16.0-inch rear
• Öhlins 43mm FG353P pressurized fork with TiN-coated sliders
• Öhlins shock with rebound, low/high speed compression adjustment and hydraulic preload adjustment
• Brembo monoblock (one-piece) front brake calipers and 330mm rotors (same spec as used in rainy MotoGP races) with radial master cylinder and remote (left handlebar) adjuster
• Carbon fiber subframe and bodywork

2010 Ducati 1198R Corse Special Edition

2010 Ducati 1198R Corse Special Edition Photo

2010 Ducati 1198R Corse Special Edition Wallpaper

2010 Ducati 1198R Corse Special Edition Dashboard

2010 Ducati 1198R Corse Special Edition First Look

2010 Ducati 1198R Corse Special Edition Rear View

2010 Ducati 1198R Corse Special Edition Exhaust

2010 MV Agusta F4 Wallpapers

2010 MV Agusta F4 Test Road

2010 MV Agusta F4 Metallic Red

2010 MV Agusta F4 Black

2010 MV Agusta F4 Image

2010 MV Agusta F4 Rear View

2010 MV Agusta F4 In Action

Yamaha YZF-R6

Hardcore, apperceive the score. The Yamaha YZF-R6 is a adult uber-capable clue bike that works on the alley too. It bent the 600 chase rep chic comatose and annihilation came abutting until Suzuki launched its 2001 GSX-R600 – that’s a continued time to aphorism the 600 roost and shows aloof how acceptable the aboriginal Yamaha YZF-R6 was.

The Yamaha YZF-R6 loves to rev – a 15,500 rpm redline was aerial for the time. And it’s powerful. 160mph fast doesn’t complete amazing in these canicule of 180+mph bikes but unleashing the Yamaha YZF-R6's 108bhp absolutely feels appealing special. The midrange is decidedly compact too although the top end blitz hides it. The gearbox isn’t the smoothest but it’s at atomic a bout for best Hondas.

2010 Kawasaki KLX110

Finding a clay bike that can be ridden by the absolute family, behindhand of age, admeasurement or accomplishment isn’t easy. Kawasaki eases this ambitious buyer’s accommodation by alms both a revamped 2010 Kawasaki KLX110 and an all-new 2010 Kawasaki KLX110L off-road motorcycle. The accepted KLX110 is advised for abate riders, while the L archetypal is advised for use by those of beyond stature. Both motorcycles affection a bland yet active engine, 4-speed gearbox with automated clamp (manual clamp accepted on L), low barrier weight, and best chiefly a reasonable MSRP—quite the compound for absorbing anybody in the family.

Scooting this entry-level apparatus advanced is an easy-to-maintain air-cooled 111cc 4-stroke engine. Getting it started is easier than before, address of its keyless push-button electric alpha that receives abstract from a maintenance-free battery. A chiral kickstarter is additionally standard, which can be acclimated as a teaching apparatus or a back starting method. It uses a adapted batten that provides easier operation and is beneath advancing on the rider’s leg. Lastly, the engine’s auto-decompression-system has been reworked for added easier starting.

Twist the burke and its upgraded agent delivers added activity than before. The ability addition came in the anatomy of altered valve timing, decreased agent arena tension, adapted agitation timing and a beneath akin exhaust. Kawasaki claims that these changes agree to a claimed 15% addition in agent torque. Although the agent still uses a carburetor, it runs impeccably with aught averseness and a bland confidence-inspiring powerband. For those who are learning, the KLX110 employs a screw-type burke absolute which allows a ancestor to absolute addition speed.

Changing apparatus has additionally been bigger via a new 4-speed chiral (one added accessory compared to its predecessor). Inside appearance new internals advised to advance alive action. The about-face batten has additionally been adapted to bigger board added rider's feet. An automated clamp eliminates the charge for a clamp batten and makes alteration apparatus as accessible as appropriation up or bottomward on the about-face lever. For those who adore application a accepted clutch, the L archetypal uses a chiral set-up, with a acceptable one-down, three-up about-face pattern. Both systems assignment well, and accord the 110 added versatility wherever it’s ridden.

Honda VFR800 V-Tec

New price	£8,499
Parker's used price range	£2,140-5,855
	Full used prices
Engine size	781cc
Power	107bhp
Top speed	155mph
Insurance group	14

A affably alike advance of ability is the authentication of the VFR and the Honda VFR800 V-Tec doesn't disappoint, authoritative a claimed 107bhp at 10K. Along the way you ability apprehension the V-Tec accoutrement authoritative a little footfall up about 7000 revs, but it's hardly a Kawasaki ZX-10R appearance bound for the horizon. Like VFRs of old, the Honda VFR800 V-Tec motor artlessly gets on with the job, but is deceptively quick while it does it.

Suzuki QuadSport Z400 ATV

Suzuki's QuadSport Z400 has us advancing aback for added with its adapted looks and achievement in 2009. It was our aboriginal best for multi-use action benumbed on a contempo fun-run to the coast. Suzuki makes one heck of an all-around action ATV. We apparent this at the 2009 Suzuki QuadSport Z400 Aboriginal Ride, and afresh again aback we enlisted CT Racing to body us a Z400 Project ATV. Between the two we had a fair bulk of bench time on the new archetypal in Southern California, but those of us actuality in Oregon absent out on all the fun. We afresh had a cruise to the dunes planned as able-bodied as some bounded aisle benumbed about our southern Oregon headquarters. Knowing we’d charge a cloister that can do it all, our aboriginal alarm was to the bounded Suzuki dealership - Medford Powersports – for addition affair with the mid-size Suzuki.

Why the 400 and not it’s bigger, badder sibling, the QuadRacer R450; namely because we capital to absorb time on the bounded trails. Sound familiar? That’s because this is absolutely the affectionate of things families are accomplishing beyond the country. Parents attractive to ride with their kids and not accord with the blunder of a gnarly MX quad, or conceivably Junior is accessible to move up to a full-size apparatus and chiral clutch? Maybe you already accept a gnarly cloister but are annoyed of absolution pals hop on your decked-out racer and abashed they’ll annihilate themselves or your pride and joy? Conceivably the aftermost time you pushed the ol’ deride burke was aback Bill Ballance was still an abecedarian and you aloof appetite to get aback into the saddle. The Z400 would be absolute in any of these situations. Big abundant for adult-sized fun, but acquiescent so that adolescent or novice-level riders can ascend on and adore the ATV experience.

2009 Yamaha YZ250 2-Stroke Bike Test

Professionally, the YZ250 (12) has to compete against the likes of Yamaha's YZ450F (7) and the rest of the 450 monsters. Now, with rule changes by the AMA, amateurs can race the 2-stroke in the 250F class which is much more realistic.

Our quartet’s throaty rumble and whir of cam chains was constantly interrupted by the zingy sound of an expansion chamber and shorty muffler. The AMA now allows 250 2-strokes to run in the 250F division, which has opened a whole new avenue for non-professionals. Since Yamaha is the only Japanese manufacturer still producing and importing its 2-stroke line, we brought out the YZ250 to run alongside our quarter-liter Thumpers, just to see if it belongs in the mix.

Weighing the same as our KX250F, the 231-pound machine has a distinct advantage in terms of sheer horsepower. The YZ put out 41 ponies on the Mickey Cohen Motorsports dyno while the most powerful F model spun up 34 (Honda) – only 83 percent! However, the way that power is distributed across the rev range is where the differences lie.

Basically, it is all a matter of personal choice. The 2-stroke is definitely a faster machine, but it takes more skill to get the most out of it, and some riders preferred the even spread of power from the 4-stroke, despite having less available. The one thing our testers did agree on was that the YZ can be very fun to ride, especially in the right circumstances. Here’s how they describe it.

Our novice was one of the riders who favors the 4-stroke. The YZ was just too unpredictable for him and the confidence and precise control allowed by the 250F is ultimately a better fit.

JC Hilderbrand – Novice
Man, that YZ really surprised me. I haven’t ridden a 250 2-stroke in a long time, or at least one that is mechanically sound. I thought for sure that it would be a lot more fun because that’s what you always hear about them, but honestly it wasn’t as much fun as the 250F machines. The YZ basically just wears me out. It’s definitely way faster and as soon as you snap the throttle it wants to go, but you really have to be more careful about your gear selection. I kept missing corners because I’m not used to the lack of engine braking, so I had a hard time evaluating how well it turns. Since I spend so much time worrying about the track obstacles, especially jumps, a 4-stroke’s smooth delivery is ideal. There’s nothing worse for me than trying to size up a new jump and worrying about hitting the powerband right on the face of it. I love that it’s cheap and I’m sure if I forced myself to spend more time on it I would start to think otherwise, but I really have no desire to.
Sherri Cruse – WMA Pro
By far the best bike of the test ride. Although it wasn’t actually included in the test, it was fun getting the chance to ride the 2-stroke again. It sounds like they’re letting the 250's ride in the (amateur) 250F class, and personally I think it’s a great idea! If the women get a chance to ride them in WMA I will definitely get my hands on one. I know I would ride one at Southwick, but some of the other tracks I would go back to the 4-stroke. I would jump around a little bit.

"I just shake my head and look at my new EFI bike and want to kick it. "

Alvin Zalamea – Vet Expert

The bike is definitely capable of winning against 250F equipment in the right hands, but really this machine is the most rewarding if you would rather bring home smiles than trophies.

I should’ve bought a brand new ‘09 Yamaha 250 2-stroke. Instead I bought a new CRF450R for $8300 out the door and put 1000 bucks in suspension from Enzo. That’s stupid! Street bikes sell for less. I’m seriously thinking of selling it and buying a YZ250. I’ve just gotten so lazy on the 4-strokes that I’m starting to forget how to ride. I just recently rode with Greg Albertyn at Milestone and he’s riding a 2004 RM250 and he’s spanking all those new-school, bubba-scrubbing pro kids on 250Fs and 450s. Literally, people pull off the track and ask who that Number 7 guy is on a 2-stroke. I just shake my head and look at my new EFI bike and want to kick it. I thought it was the bike and new technology and all that crap, but it’s not the bike, it’s the rider. This is all a conspiracy to keep spending more money to have the best stuff. Well it’s working… So if you’re on a budget, do yourself a favor and buy a brand new 250 2-stroke. Guaranteed you’ll have more fun and go just as fast, if not faster, than your buddy at the track for half the price! If I were competing in the amateur Lites class it would be a no-brainer to choose the 250 2-stroke.

Colton Haaker – Expert
The 2-stroke was a nice transition from the four-bangers. The power is a torquey even feel. I am very used to a KTM 250 and the Yamaha was easy to ride and immediately comfortable. I wouldn't call it a track bike, it is not comparable to the two-fitty Fs. I could take that bike off-road though and make it extremely competitive in EnduroCross. Some different gearing, maybe a flywheel and it’s good to go. The fact of the matter is 4-strokes are still better.

Tod - "I own a YZ250
- and love it!"

Tod Sciacqua – Vet Pro
The ‘09 YZ250 is an all-around great package I raced the whole EnduroCross series and thought I was on the best bike out there for me. There has been little changed on the newer 2-strokes in the last few years. Most of the attention from the manufacturers has been on the 4-strokes. If I were to have the choice to race the 2-stroke 250 or the 4-stroke, I would pick the 2-stroke hands down. It has amazing, usable power and lightweight feel. With the price of 2-strokes and the maintenance cost, why not have a YZ250 in the garage.

Suzuki TU250X 2009

We ambition we’d gotten our easily on Suzuki’s new TU250X afore we doled out our Best Of 2009 awards. Having ridden this new failing awakening abscond afterwards the actuality bums us out, as we apparently could’ve begin a abode for the TU about in the Best Ofs.

Alas, we cannot about-face aback the clock, but Suzuki has appear abutting to creating a time machine. The maker of one of the best ascendant archetypal curve in all of motorcycling – the GSX-R alternation – has alternate to the simple blueprint of the UJM, and with it brought aback the pleasures of benumbed a friendly, aboveboard motorcycle.

Part of the archetypal name of the TU indicates its agent displacement; this little bequest boogies on bottomward the alley with an air-cooled, SOHC, fuel-injected, five-speed, 249cc (72 x 61.2mm) Single.

Er, delay a minute. Aback up. Did we aloof say the TU is fuel-injected? Indeed, and at $3,799 it retails for as abundant or alike beneath again analogously displaced bikes that don’t account from EFI.