"Luxury Honda CBR1100XX Super Blackbird"

"When Honda launched the Blackbird in 1996 it claimed that it was a dynamic riding machine that would soon become known as "The World's Greatest Super Sport".

The CBR1100XX Blackbird was going to "redefined the standards of the 'big-bike' performance class with a brand new champion". But if you believe everything you read in today's motorcycle mags, the Blackbird is past it.

When the Blackbird was launched it ruled the roost, with more power, better handling and a higher top speed than any other hypersports tourer. Dial superb build quality into the equation, and Honda had a winner.

But other manufacturers didn't sit on their hands. Suzuki launched the Hayabusa in 1999 and Kawasaki introduced the ZX-12R a year later. Both develop more power and have top speeds at least 10mph faster than the Blackbird, which can 'only' manage 175mph. Both out-handle the Blackbird when pushed to the limit. But that hasn't dented sales of the big Honda, which out-sold both the 'Busa and the Kwak in 2001.

So what has the Honda got that the 'Busa and Kwak doesn't? Well, there's long-distance ability, for a start. The Blackbird can carry luggage with ease - Suzuki had problems with the rear alloy subframe fracturing when hard luggage was bolted on.

And the Blackbird's extra weight and softer suspension make it more relaxing to ride. The engine is supremely smooth - Honda designed the 1137cc lump with a dual shaft balancer system to kill vibration dead. If handlebars and footpegs don't buzz with secondary vibration you don't get tired so quickly."

"Luxury Honda CB500"

"Don't be too quick to write off Honda's CB500 as a dull commuter bike. There may not be too much to get excited about, but the bullet-proof 499cc parallel twin boasts typical Honda reliability while offering a cheap and cheerful entry to the world of racing through the CB500 Cup in the UK and other series worldwide. And they can be made to go a bit.

Honda very much had the European market in mind when they came up with the CB500, and its versatility has made it a hit with everyone from dispatch riders and commuters through to training schools, where it makes an ideal and robust trainer for Direct Access.

The CB500 has a responsiveness that belies its apparently conservative capacity and layout. Handling of the liquid-cooled twin is pretty good too. That said, front suspension can be a little harsh and the rear shock is fade-prone when the damping oil hots up.

But what do you want for a little over four grand new at list price? Maybe the half-faired CB500S for 300 quid more?

If you need any more recommendation of the CB's reliability - it is a Honda after all - consider this: at a 1999 24 Hour Le Mans, every team running a CB500 finished without any mechanical woes. Should happily see you to and from work, then."

"Luxury Honda CB250"

"Light, low and nimble, the CB Two-Fifty is a fuel-sipping commuter bike bought by people who wouldn't be seen dead on a twist'n'go scooter.

What keeps the parallel twin's top speed down to 80mph is a single 26mm Keihin CV carb. That's the bad news. The good news is an average of 75 miles to the gallon, giving the Honda a useful 275-mile range for longer trips at the weekend.

Derived from the 194cc CD200 twin of 1980, the Two-Fifty's power unit is a single overhead camshaft design. This ancestry means that there are no balancers to smooth parallel twin vibration at high revs and just two valves per cylinder. But maintenance is cheap, and undemanding enough for mechanical virgins. Maximum torque is delivered at 6500rpm, helping the 234cc twin to zip through its five gears around town.

Styling was vastly improved for 2000 with a US-style CB250 Nighthawk makeover in which the tank and bodywork flow together, helped by plain red paint. A 16 inch rear wheel reduces seat height to 745mm. Weight is just 132kg. Brakes are a single disc and drum combination well matched to the engine's performance.

The Honda's frame is a classic steel tube diamond design open below the engine, with basic suspension. Adjustment is limited to spring preload on the twin rear shocks.

A close competitor is Honda's own CMX250C Rebel cruiser. Look for an example owned by a careful older rider who bought the Two-Fifty because it reminded him of his old CD200."

"Luxury Splendor NXG - Hero Honda"

"Splendor NXG is available in two variants, priced respectively at Rs 40,990 and Rs 41,990 ex-showroom Delhi.

The Gen Next bike has made its debut. Pushing forward the largest-selling two-wheeler brand Splendor to the next generation, Hero Honda Motors has lifted the wraps off its new Splendor NXG. The unveiling of the two-wheeler is seen as strengthening Hero Honda’s leadership position in the deluxe segment.

Splendor NXG comes with a new engine and pioneering features and combines stylish looks with a high performance engine. According to a review, the new Splendor NXG has been conceptualized to offer a whole new riding experience, and represents the trust Hero Honda has built up over generations for its legendary fuel economy and low maintenance. Splendor NXG is available in a range of five attractive colors and seven stripe combinations including black, candy blazing red, force silver, vibrant blue, and classy maroon.

The new vehicle elevates the largest-selling Splendor brand to the next generation, and also offers a unique package of styling and irresistible features, said a Hero Honda official."

"Luxury TVS Flame Finally launched..."

"Flame sports a new design and embraces the contemporary black theme. Flame borrows the headlamp,front fender, attractive rear view mirrors, body coloured shock absorber springs and special engine cowl from its big brother apache. TVS 125cc Flame is packed with exciting features like attractive body graphics, alloy wheels, disc brake at the front, electric start and handle bar weights to control vibrations.
The Flame is technologically the most advanced motorcycle in the country with a 3-valve 125cc engine and sports the india’s first three-valve CC VTi (controlled combustion variable timing intelligent) engine. The engine’s produces maximum power of 10.5 bhp at 8,250 rpm. TVS has patented the CC-VTi technology in Austria and rest of the world. It has sporty deltaedge exhaust that is not just a styling element but also to deliver the smoothest of sounds,lowest emissions and excellent performance.

Flame has been designed to capture attention in one go. The bike has been given a contemporary urban look by having a black theme. Much of its features like headlamp, front fender, attractive rear view mirrors, body colored shock absorber springs and special engine cowl are designed like the Apache."

"Luxury Hero Honda Glamour FI"

"Its 124.8cc 4-stroke single cylinder OHC produces maximum power of 6.72 kw (9 bhp) @ 7000 rpm and maximum torque of 10.35 Nm @ 4000 rpm.

For injecting requisite amount of fuel, this bike is equipped with advanced computer Programmed electronic Fuel Injection system (PGM-FI) which is used for scanning engine operating conditions through sensors and providing input to the ECU (Electronic Control Unit). This PMG-FI system is equipped with malfunction indicator lamp which starts flickering, if in this system any malfunctioning occurs.

It is available with RTMI or Real Time Mileage Indicator which indicates few important things like average mileage in last 10 seconds, distance traversed, amount fuel consumed etc. When bike knocks over, its ignition and fuel supply is being cut out by one of its very important safety feature i.e Bank Angle Sensor.

This Bike comes with different colors:

* Candy Blazed Red
* Black
* Myth Gold


TECHNICAL SPECIFICATIONS OF HERO HONDA GLAMOUR FI:

Dimension & Weight
Overall height: 1070 mm
Overall length: 2005 mm
Overall Width: 735 mm
Wheelbase: 1265 mm
Ground Clearance: 150 mm
Kerb weight: 125 kg (Kick), 129 kg (Self)
Fuel Tank Capacity: 12 Litres (Min)
Reserve: 1.5 Ltrs (Approx)

Engine
Type; Air Cooled, OHC
Stroke; (2/4) 4 Stroke
No. of cylinders; Single Cylinder
Bore x stroke; 52.4 mm x 57.9 mm
Displacement: 124.8 cc
Electrical: 12 V, 35 /35 Watt, Digital ignition
Compression Ratio: 9.2:1"

"Luxury Hero Honda Glamour"

"The 125cc 'Quantum Core' engine provides the biker a great biking experience. The Glamour is equipped with the best of Japanese technology for a better fuel- efficiency and greater power of 6.72 BHP (9 KW) @ 7000 RPM. The fuel tank of Glamour is bigger compared to other bikes of its kind.
Besides, other unique of the hero honda Glamour bike are tri-pod instrumental panel, a trendy muffler along with heat guard, a spacious storage box that proves very user-friendly.
True to its name this hero honda bike is definitely glamorous if looks and performance are anything to go by. It strong structure, graphics and its sporty look has the power of pulling a lot of gazes.

Some of the colors in which the hero honda Glamour is available are:

* Metallic Blue
* Metallic Green
* Metallic Silver
* Blue Stripes on Black
* Metallic Maroon
* Metallic Orange
* Metallic Blue
* Blazing red
* Yellow Stripes on Black

Hero Honda Glamour Technical Specifications:

Engine: Air cooled, 4 stroke single cylinder OHC

Displacement: 124.7cc

Maximum power: 6.72 Kw (9 BHP) @7000RPM

Maximum torque: 10.35 N-m @ 4000RPM

Bore X stroke: 52.4 X 57.8 mm

Compression ratio: 9.1:1

Carburetor: Side Draft Variable Ventura (Piston)

Starting: Self Start/ Kick Start

Idle speed: 1400RPM"

"Luxury Yamaha to introduce forged piston in India"

"Keeping up with new technology and constantly bringing it to the next level, Yamaha Motor India is set to introduce forged piston which enables lighter piston design and excellent power development, in the Indian market. The forged piston is used on the new 150cc YZF-R15, which was unveiled at Auto Expo 2008, as the first on an Indian market model and a feature that reduces the reciprocating mass of the piston by approximately 20%.

Introduced in 1997, Yamaha “controlled forging technology” has been used successfully for over a decade for the mass production of forged aluminum pistons because it utilizes a system of precise control of the piece temperature, mold temperature and the forging force. Yamaha’s controlled forging technology tightly controls the forging conditions, including (1) the initial heating of the work piece, (2) controlling the temperature of the mold so that it keeps the work piece in the ideal 400 to 500 ℃ range (3) applying just the right amount of pressure to the mold in the forging process and many more factors."

"Luxury 2009 Yamaha WR250X Review"

"The 250X’s single-lung engine fires up easily enough – just push the magic button and the fuel-injection takes care of the rest; there is no kickstarter. However, it is a bit cold-blooded and requires a minute of warming before it responds cleanly to the throttle. Early impressions are good and not so good.

The WR gets kudos for its light weight (299 lbs ready to ride with a tank of fuel) and for its nimbleness, but short people will wish for a seat height lower than the WR’s 35.2 inches. Steering effort (if you can call it that) is incredibly light thanks to a wide motocross-style handlebar, and its super-tight turning radius makes it easy to maneuver in the garage and when filtering through traffic. However, clutch engagement a bit lurchy and inconsistent, while the gearbox is occasionally notchy.

No worries about this little ripper of a motor. The 250cc liquid-cooled, DOHC engine with two titanium intake valves and two steel exhausts features a fuel-injection system that takes input from a crank sensor, intake air pressure sensor and throttle position sensor. The compact ECU also controls an EXUP exhaust valve to broaden the powerband. Valve-adjustment intervals are a lengthy 26,000 miles.

It all adds up to about 28 horses (measured on the Area P dyno) at the rear wheel. Interestingly, the peak torque of 16.9 ft-lbs at 8,200 rpm arrives just 700 revs prior to the horsepower crest - I can’t recall another bike that has its torque and horsepower peaks so closely spaced. Anyway, there’s enough power on tap to easily scamper away from traffic at stoplights, and it continues accelerating at a moderately brisk pace past every speed limit in the land.

While power is adequately sprightly at urban speeds, I was initially worried the mini motor would run out of breath at a California speedway… er, freeway pace. However, it runs just fine at 70-75 mph, using its sixth gear to bring down revs and vibration to levels that aren’t objectionable. It’s also able to cruise at 80 miles per and above, but engine vibration becomes more pronounced and its darty steering becomes unnerving. The narrow seat is surprisingly supportive, giving a butt almost an hour before squirming."

"Luxury 2009 Yamaha T-Max 500 Review"

"The T-Max was totally revamped for the 2008 model year, which is the version we now get Stateside for 2009. A new body style, which grows on you, conceals an all-new alloy frame, which replaces the old tubular steel chassis.

The first impression on approach is that it’s extraordinarily long. Then, when you sit on it, the seat feels firm, high, and wide. The T-Max does not have a completely flat floorboard, like a classic scooter. Still, the relatively low step-through threshold makes it easier to get on and off than a conventional motorcycle. The seat height comes into play when paddling the bike into and out of parking spots. I found myself sliding forward off the seat, so that I could plant more of my own weight on the ground when pushing it around.

With a full tank of fuel, it weighs close to 500 lbs. It takes a fair amount of effort to get it up on the center stand, but the passenger grab rail provides a solid grip for that job. I found I noticed the weight more when I had to rock it off the stand. It is also the first bike I’ve ridden with a parking brake.

The starting protocol is simple: With the key and kill switch in the ‘on’ position, there’s a momentary delay while the fuel injection system pressures up. Then you hold either brake lever in and hit the starter button. (There are no foot controls. The rear brake is operated by the lever on the left handlebar, and the front brake, as usual, on the right.) There is no kick starter, nor is it possible to bump-start it.

An automatic centrifugal clutch engages when you increase revs. I noticed a slight delay in the clutch engagement that was frustrating when I was trying to get away at low throttle openings. To set out perfectly smoothly, I found myself holding the left (rear) brake in until I felt the clutch bite, then easing off the brake to roll away. I own a Yamaha Vino 125, which clutches flawlessly, so I suspect this glitch might come down to a minor setup problem on Motorcycle.com’s particular test bike. As soon as you’re underway, the low center of gravity keeps it unthreatening even at parking-lot speeds.

Despite being half a foot longer than say, an R1, the T-Max is very maneuverable in town. If you’re out running errands, there’s room for a good-sized bag of groceries, or a full-face helmet under the seat. The seat is held in the open position by a pair of hydraulic lifters, and there’s even a light in the storage compartment. There are also two non-locking ‘glove compartments’ in the front cowl. I imagine that, in Europe, commuters usually these for a pack of Gauloise cigarettes in one and a flask of Grappa in the other. Or maybe just coins for tolls."

"Luxury 2009 Yamaha V-Star 950 Review"

"Enter the V-Star 950, a new cruiser that is appealing for its combination of manageable size, big-bike style and reasonable price. The new 950 fills a hole in Yamaha’s Star brand of cruisers, slotting in between two long-in-tooth models: the V-Star 650 and V-Star 1100. Star’s design goals for the bike were to offer an easy-to-use platform for all skill levels and rider sizes while providing a full-size cruiser feel with comfort, attitude and image.
To find out how this new entry performs, we accepted Star’s invite to ride it in the hilly backroads of north Georgia. A phalanx of 950s glistened under the morning sun in its four colors and two iterations: a standard version and the Tourer, the latter with a windscreen, leather-wrapped hard saddlebags and a passenger backrest.

Seeing the bike in the flesh, its styling isn’t revolutionary but is a fresher take on the traditional cruiser profile. Its proportions are nicely balanced, especially on the right side where the two-into-one exhaust anchors the flowing silhouette. Cast-aluminum wheels with polished rims are an attractive touch, with the front hoop extra visible on the right side due to the single front brake rotor. Upper fork leg covers add some butchness to the 41mm Kayaba unit, while an intentional gap in the frame below the steering head offers the impression of lightness. The 4.4-gallon fuel tank is curvaceous, and a large chrome airbox cover juts out proudly between the two cylinders. It’s all tastefully done if not ground-breaking.

Thumbing the starter button ignites the fuel-injected 942cc V-Twin without employing a choke lever. The twin-cylinder mill is air-cooled for simplicity and aesthetics, with its 85 x 83mm cylinders arranged 60 degrees apart. A single overhead cam and roller rockers actuate four valves per cylinder. Modern technology comes in the forms of ceramic-coated cylinders for improved heat dissipation and forged-aluminum pistons and connecting rods for durability. The compression ratio is 9.0:1, allowing the use of non-premium fuel. The exhaust note from the single-pin-crank motor is adequately deep but probably not loud enough to save lives. It sounds good but a bit flaccid from the cockpit, so you’ll be happy to know that fitting aftermarket slip-on mufflers is made simple by the ECU’s oxygen sensor being located just ahead of the mufflers.

It helps if you grunt when lifting the V-Star 9"

"Luxury 2009 Yamaha XJ6 & XJ6 Diversion Review"

"After Honda proved there is a market for friendly middleweights with the CBF600, Yamaha has decided to do the same in the new XJ6 series. The concept is pretty much identical to the original Diversion of the 1980s and ’90s, but in all new trim. The XJ6 and XJ6 Diversion are made to be an attractive entry-level model. To achieve that, there was a need to be less sharp and edgy than the R6-derived FZ6. The current FZ6 sports around 100 hp, and everything from the engine to the chassis can be traced back to the pre-2006 R6 model.

The XJ6 differs in several key areas, such as the detuned FZ6 600cc inline-Four engine, new and simpler chassis and different ergonomics. It’s all done to make the XJ6 as easy to get along with as possible.

And easy it is to ride, indeed. As I first set off, the engine buzzes silently and the XJ6 obediently pushes away from the traffic lights in the city centre of Sydney. The engine specs are almost identical to Honda’s CBF600, which results in 78 hp at 10,000 rpm with almost 44 ft-lbs of torque at a relatively low 8,500 rpm. Relatively because these small 600cc inline Fours like revs by nature, but the maximum torque figure is reached more than 1,500 rpm earlier than on the more highly strung FZ6.

This also means that the XJ6 is easier to launch and few revs are needed for decisive stop-and-go city riding. The Yamaha XJ6 also feels more powerful in the lower gears than the Honda. True, it’s been a while since I rode the CBF600, but I do remember that it feels both heavier and softer than my experience on the 2009 Yamaha XJ6. Spec sheets tell us that the curb weight is nearly 18 lbs lower than the CBF"

"Luxury 2009 Yamaha FZ6R Review"

"While the nearly naked FZ6 sported an aluminum chassis and a high-strung engine from the previous generation R6, the fully faired FZ6R carries the styling of a supersport but in an affordable package. The FZ6R is fills a price point in the model line as well as aiming at women riders and entry-level sportbike lovers

Emerging as an all-new model for Yamaha, the FZ6R bursts onto the scene in four vivid colors and graphics packages. Here you see the yellow stunter edition. Rumor has it the yellow bikes have more horsepower.

Yamaha has just introduced comfort to the commuting sportbike crowd. We’ve seen a lot of price-driven bikes crop up lately - cheaper bikes for a softer market - and Yamaha steps up the plate with a great looking player.

While the sportier FZ6 is still available for the pure more experienced riders with a starting MSRP just $300 higher, the FZ6R dips below the $7000 mark and comes with a new steel chassis and a completely revised and retuned 600cc inline 4-cylinder DOHC powerplant that’s is sure to please many newcomers.

New riders can expect to find an all-new steel frame and swingarm with comfortable and adjustable rider positioning to provide a bike that you won’t soon outgrow. The 30.9-inch saddle seat height (FZ6 is 31.3) can be raised 20mm from the stock position, while the bars can also move 20mm forward by rotating the bar mount columns with the included tool kit. Compared to the FZ6 model, the handlebar is 12mm rearward and 12mm lower. The seat position is 4mm forward and 2mm lower than the FZ6."

"Luxury Spies' wildcard Yamaha M1"

"The M1 will be dressed in Sterilgarda Yamaha livery similar to Spies’ World Superbike-winning R1.

“I’m really excited for the opportunity to race at Valencia this weekend,” says Spies. “I’m fully aware that MotoGP is a big step up from World Superbike and realize it’s not going to be possible to achieve the same results in my first year there. I see this weekend as an opportunity to spend some time on the bike and start learning it for next season, and to have some fun as well!”

Spies will race as number 11, the number he used in his AMA days. Spies switched to 19 when he entered the WSBK Championship as 11 was used by Troy Corser. Spanish rider Alvaro Bautista also wears 19 but 11 was available. Spies will likely continue using 11 when he becomes a full-time member of Tech 3 Yamaha in 2010."

"Luxury 2009 Suzuki Boulevard M90 Review"

"As the most prominent portion of the US bike market continues to groan and creak, like a house settling on its foundation, new gaps that need filling seem to surface each year as the market changes. The flashy, trendy, techy sportbike category gets all the ooohs and ahhhs; however, cruisers are still where it’s at it in terms of sales volume.

Whatever may be causing shifts in the bike market-at-large (more female riders, economic woes, etc.), makers are taking notice, and appear to be adapting at least part of their product lines. The V-Star 950 and its sub-eight grand entry price is one example. Harley got a head start on things last year with the stylish and short inseam friendly Nightster, a bike that doesn’t sacrifice looks or displacement (1,200cc) despite costing less than10 big ones.

Before we even turn the calendar to ’09, Suzuki steps to the plate to take a crack at filling the gap that Mel Harris, Vice President of American Suzuki Motor Corporation, says existed not only in the market, but also in Suzuki’s own product line.

The 2009 Suzuki Boulevard M90, the company hopes, provides the look and feel of the burly M109R power-cruiser without the possible intimidation that may come from a 101 ft-lbs and 106 hp (as tested in our Godzilla Cruisers Shootout) 1,800cc V-Twin like the 109."

"Luxury 2009 Suzuki TU250X Review"

"We wish we’d gotten our hands on Suzuki’s new TU250X before we doled out our Best Of 2009 awards. Having ridden this new lightweight retro scoot after the fact bums us out, as we probably could’ve found a place for the TU somewhere in the Best Ofs.

Alas, we cannot turn back the clock, but Suzuki has come close to creating a time machine. The maker of one of the most dominant model lines in all of motorcycling – the GSX-R series – has returned to the simple formula of the UJM, and with it brought back the pleasures of riding a friendly, straightforward motorcycle.

Part of the model name of the TU indicates its engine displacement; this little throwback boogies on down the road with an air-cooled, SOHC, fuel-injected, five-speed, 249cc (72 x 61.2mm) Single.

Er, wait a minute. Back up. Did we just say the TU is fuel-injected? Indeed, and at $3,799 it retails for as much or even less then similarly displaced bikes that don’t benefit from EFI.

BAM! Take that, lightweight 250cc class!"

"Luxury 2009 Suzuki GSX-R1000 Review"

"Whether or not this smacks of some rightly deserved aloofness will be up to you: Essentially, Suzuki perceived the task of crafting its new liter-class missile as a challenge in delivering a bike with the performance to exceed “… its biggest rival – the current GSX-R.”

The phrase “total balance” is bandied about routinely in press materials for the new bike. Integral to achieving this target of perfect symbiosis between powerplant and chassis, the 999cc mill is now all-new. Much of the engine’s re-make conforms to the mandate set forth by Suzuki that “close-to-ideal” chassis dimensions are the driving force behind the heavily re-vamped liter bike."

"Luxury WSBK: 2009"

"The champion Spies did not take part as he is moving on to MotoGP, but a number of new faces with new teams put in their laps at the Portimao Circuit in Portugal Oct. 27-28.

Riding Spies’ R1 was the man he’s replacing in the Tech 3 Yamaha MotoGP team, James Toseland. A two-time WSBK champion with Ducati (2004) and Honda (2007), Toseland is trying to be the first man to win three titles with three different teams in 2010. In his first test on the R1, Toseland was in the middle of the pack with the eighth best time out of 14 riders. It was a fair effort for his Superbike return after two seasons in MotoGP.

“I like the bike, it’s so much different to what I’m used to though so it’s taking some time to tame the beast!” says Toseland. “When you ride a heavier bike you have to take your time to find its limits. One thing I didn’t want to do was crash as I’ve got another GP to race next week. I’m really pleased with the team, and looking forward to testing again as soon as possible.”

Toseland was a second off the pace of his new teammate, 2009 World Supersport Champion Cal Crutchlow who also made his debut on the R1.

“I think we’ve worked hard looking at a few different things with the shocks,” says Crutchlow who recorded the third best time. “We haven’t changed that much yet so we’ve got some work to do. We’ve changed a couple of things and had a play around with the electronics which has been good. Hopefully we’ll keep working hard, the team has done a good job and I’m pleased with the first test.”

One team that isn’t changing its riders for 2010 is Ducati Xerox. Noriyuki Haga and Michel Fabrizio helped Ducati capture its 16th manufacturers’ title but Haga once again fell short of his first riders’ title. Despite the disappointment of losing the title on the final round, Haga was back at work preparing for next season. Haga tested a new clutch but found a new fork to be lacking."

"Luxury Shinya Nakano"

"The 32-year-old native of Tokyo, Japan, competed in ten Grand Prix racing seasons for Yamaha, Kawasaki and Honda before signing with Aprilia in its return to WSBK racing in 2009.

Nakano’s best season was in 2000, finishing second in the 250cc World Championship to his Chesterfield Yamaha Tech 3 teammate, Olivier Jacque. The 2000 season came down to the final race with Jacque beating Nakano to the finish by a fraction of a second.

Aprilia signed Nakano to race with Max Biaggi in the 2009 season on the new RSV4 Factory. Developing an all-new Superbike, the season began positively with Nakano earning fourth- and seventh-place finishes at Round 2 in Qatar. At the following round in Valencia, Spain, however, Nakano crashed during qualifying, breaking his left collarbone.

The injury kept Nakano out a couple of rounds before he returned at the Monza, Italy, round. Nakano came back to race a couple of rounds before a neck injury ended his season.

The following is a letter from Shinya Nakano issued by Aprilia:

To everyone who have supported me,

I send this news on a short notice, but I have decided to retire from racing at the end of this season.

I’ve concentrated on treatment after breaking my collarbone during Round 3 in Spain and straining my neck in Round 11 in Germany, but by missing a few races, I’ve been a burden to my team as well as to others involved.

If feel that as a professional rider, it’s time to stop racing if I’m not in a perfect condition to do so.

I’ve given this a lot of thought the past few weeks, and I’ve come to this decision through my own will.

I would like to express my deepest gratitude to the motorcycle manufacturers who believed in my potential and offered me contracts, to the sponsors supporting the race, and to the fans that have always supported me."

"Luxury Honda 2010 models"

"“These five street bikes add even more excitement to our lineup for 2010,” says Bill Savino, American Honda Powersports press manager. “Four of these bikes are new V-twins that dramatically expand our line of cruisers. The Sabre, Stateline, Interstate and Shadow RS V-twins unveil new styling and functional variations for Honda buyers, and we’re excited about the new opportunities these machines present. The ST1300 continues to extend its reputation for long-haul performance with a sporting flair and it remains a popular choice among riders who live for the open road. This 2010 model year is shaping up very well, with lots of exciting options for Honda fans.”
With its deeply valanced fenders, the 2010 Honda Stateline offers a classic style while the blacked-out engine and stylized curved frame create a custom look. Also powered by a 1,312cc 52-degree Twin, the 2010 Honda Stateline will be available in February in Black and Candy Dark Red for $11,699. An ABS version will be available for $12,699."

"Luxury 2010 Yamaha/Star Lineup Unveiled"

"Enter the impressively sleek Stratoliner Deluxe. It’s built on the exceptionally finished platform of Star’s Roadliner/Stratoliner, boasting 1854cc of air-cooled V-Twin power, a stout and light aluminum frame, and high-end fit and finish. New to the cruiser-touring Stratoliner is the addition of a streamlined version of a bat-wing fairing that looks perfectly integrated into the Strato’s existing design. A clear windscreen lip tops the slanted nose, while the rear end is defined by aerodynamic hardshell saddlebags.

In this class of bikes, a sound system is de rigeur, and Star does it in an innovative and inexpensive way. Instead of a bulky and pricey head unit that includes a radio and amplifier, Star goes the minimalist route by relying on the iPods and MP3 players of its customers. A handlebar-mounted controller provides easy access to your tunes via the integrated wiring. Amplification comes from the powered speakers in the fairing.

The new Strat Deluxe will be going into battle against new competition in its class. Along with the Street Glide and Road Glide juggernaut, it will also be compared with Victory’s new Cross Country.

Nearly all Japanese OEMs are raising the MSRPs of their motorcycles, so the Deluxe’s $17,490 shouldn’t be overly shocking. See it at your local dealer in January."

"Luxury2010 Ducati Hypermotard 1100 EVO & EVO SP Review"

"I’m spending my first two sessions on the blood red 2010 Hypermotard 1100 EVO. There’s very little in terms of telltale signs that set the 2010 EVO apart from the 2009 version aesthetically - just a discreet little "EVO." But the 2010 EVO is in fact 15 pounds lighter than its predecessor and five horsepower stronger. The new core figures now land at 380-pound claimed dry weight and 95 horsepower @ 7500 rpm. The new torque curve peaks a little higher in the rpm range which has enabled Ducati to achieve a flatter and longer torque surge.
The EVO SP share these exact figures apart from the dry weight where the SP is about two pounds lighter. The SP we tested had the Termignoni race exhaust fitted which saves even more weight and adds nearly another five horsepower to the show. The new and more efficient air box design along with extensive engine modifications first seen on the Hypermotard 796 enables more power and less weight. In fact 11.5 of the 15 pounds saved is a result of the improvements to the EVO powerplant. A larger more efficient oil cooler (85 percent more efficient) is now in place to safeguard the new more powerful Desmodue engine."

"Luxury BMW S 1000 RR review"

"It's difficult to exaggerate the size of the task BMW undertook when it decided, five years ago, to build a full-on superbike. For years, the big four – Honda Fireblade, Suzuki GSX-R1000, Yamaha R1 and Kawasaki ZX-10R – have all reflected the excellence of Japanese motorcycle engineering. Their astonishing performance is a perfect complement to levels of reliability and quality that manufacturers of less stressed machines rarely reach.

Buyers in this sector look first at outright performance: the bike with the quickest lap time will win in the showrooms, irrespective of how relevant that might be to everyday riding. Heritage and race pedigree count for something, but riders are generally happy to swap marques each year, so any bike will suffer if it is not perceived as being up to scratch.

BMW doesn't have the required heritage, so merely matching its rivals would barely be adequate. It would still be impressive, though, to enter the arena as an equal from the outset. BMW's history of launching four-cylinder motorcycles, however, is woeful – the first was the K100 in 1984, and it took years to sort all the niggles and problems, while our K1200S report in July 2004 was the most negative review of a mainstream motorcycle ever to appear in Telegraph Motoring. It was horrible to ride, so BMW postponed its introduction by six months to put things right. It has since evolved so far that the K1300 variants are now among the best in their classes.

But consumers in the S 1000 RR class have too many top-notch alternatives. There can be no concessions, no apologies, no allowances – but none are needed.

Even the detailing moves things forward: the damping adjusters on the Sachs suspension (another newcomer to this level, and just as impressive as the rest of the bike) are colour-coded for rebound and compression adjustment with simple, numbered markings to simplify set-up. It's easy to adjust, and then you're rewarded with comprehensive feedback and imperious wheel control.

There's a whole feature to be written about the bike's technical details – see my website www.ashonbikes.com if you're interested – while its basic format of in-line, four-cylinder motor with twin spar, aluminium frame is generic superbike. The F1-style cam followers, array of butterfly valves in the exhaust and those electronics single it out as the most technologically advanced of all, yet the rider has not been forgotten in the process.

Comfort is Fireblade-good from the generously proportioned ergonomics, feedback from chassis and motor is perfect and the electronics enhance and protect rather than detracting from the experience.

Incredibly, even the price is on the pace. At £10,950 for the base model, the S 1000 RR is cheaper than a Yamaha R1 and competitive against the rest, while £12,235 for the fully equipped Sport feels like something of a bargain.

BMW's new superbike, right first time: not something I ever thought I'd be writing.

THE FACTS

Price/on sale: From £10,950/January 2010

Power/torque: 190bhp@13,000rpm/83lb ft@9,750rpm

Top speed: 185mph (est)

Fuel tank/range: 3.85 gallons/180 miles (claimed 48mpg at 75mph)

Alternatives: Aprilia RSV4 Factory, £14,999; Ducati 1198S, £16,000; Honda Fireblade, £9,221; Kawasaki
ZX-10R Ninja, £9,245; Suzuki GSX-R1000, £9,800; Yamaha YZF-R1, £10,999

Verdict: An awesome achievement – this bike feels like home, then goes on to perform at the very pinnacle of the class while offering a new generation of electronics at a lower price than anyone was expecting"

"Luxury Kawasaki VN1700 Voyager review"

"Kawasaki claims that the new Voyager was inspired by 1960s sports cars, but I suspect it would struggle to say exactly which cars inspired any particular aspects. That's because the bike is clearly inspired by – and pitched directly against – Harley-Davidson's Electra Glide Ultra.

Many would be hard pushed to tell them apart, suggesting that Kawasaki has at least got the styling right. For all its kitsch appearance, the Voyager is a convincing rival visually.

Where many bikes fail in taking on Harley, however, is in matching other qualities of the troubled Milwaukee marque. To be convincing, the Voyager must be an effective tourer and have a good stab at matching the less easily defined qualities that have persuaded more than 50 per cent of big-bike buyers in the States to buy Harley-Davidsons.

Some of the detailing will be given nods of approval, such as the white-on-black, simple serif script on the clocks, the chunky chrome ignition switch and of course the overall look of the big V-twin engine, which looks air-cooled even though there's liquid and a tucked-away radiator.

What you get on the Kawasaki is a consistency of quality that Harley still struggles with. The finish and detailing are to a high standard generally (luggage aside) and you know you won't start seeing major components corrode as soon as you roll it out of the showroom. Kawasaki also comes equal first with Honda in reliability, and the VN1700 is getting on for £4,000 cheaper than an Electra Glide.

THE FACTS

PRICE/AVAILABILITY: From £13,499/Now

POWER/TORQUE: 72bhp@5,000rpm/108lb ft@2,750rpm

TOP SPEED: 105mph (est)

FUEL TANK/RANGE: 4.4 gallons/ 175 miles

ALTERNATIVES: Harley-Davidson Electra Glide Ultra Classic, £16,980. Victory Vision Tour, £15,495

VERDICT: Looks the part but lacks the Harley feel it needs and has shortcomings as a tourer."

"Luxury Triumph Rocket 3 review"

"When the Rocket 3 was introduced in 2004, there was hope at Triumph that it would storm the United States' sales charts. After all, Americans like cruisers, the name Triumph has a cachet there and, in the land where bigger is better, the Rocket 3's monstrous 2.3-litre triple with its cylinders aligned vintage-style along the bike would surely be the best.

Even if the Triumph badge does hold a little more sway than others, however, many cruiser riders don't think in terms of which brand, only which Harley. Most aren't even aware that Triumph is back making motorcycles.

Bigger is not better either, at least not when it's so much bigger, faster and more powerful that it scares people. Harleys are gentle beasts, whereas the Rocket 3 was marketed as being faster than a Yamaha R1 superbike to 100mph, with a top speed of more than 140mph and more torque at idle than a Suzuki Hayabusa at full chat. Harley riders steered well clear.

The dynamics, though, are secondary to the outright performance and the whole mien of the machine. This is a street rod rather than the street fighter Triumph is calling it.

It sounds magnificent, goes like stink, feels refined and is beautifully made, too. It's hardly a bike for everyone, but for those who like this kind of machine, there's nothing better.

THE FACTS

PRICE/ON SALE: From £10,949/January 2010

POWER/TORQUE: 146bhp@5,750rpm/163lb ft@2,750rpm

TOP SPEED: 120mph (est)

FUEL TANK/RANGE: 5.3 gallons/150 miles

ALTERNATIVES: Harley-Davidson VRSCF V-Rod Muscle, £12,330; Suzuki M1800R, £9,300; Yamaha V-Max, £17,499

VERDICT: Huge performance and the biggest production bike engine in a conservative styling package. Surprisingly practical."

Honda and Kawasaki: coming soon

Honda has released pictures and details of its much anticipated VFR1200F, the sophisticated sports-tourer with the daunting task of replacing the aclaimed VFR800F.

The bike is powered by a 1.2-litre, 76-degree V-four with offset crankpins designed to give it the smoother balance characteristics of a 90-degree V, and single overhead camshafts are used for their compactness compared with more common double overhead cams.

Honda says that the bike is an all-rounder with a sporting bias, in the same vein as the current VFR but with a lot more power. Output is quoted as 170bhp at 10,000rpm with a healthy torque peak of 95lb ft of torque at 8,750rpm.

The styling takes its cues from the Fireblade superbike, characterised by its blunt nose, a look which has polarised opinion but which Honda is clearly happy with.

The throttle uses a fly-by-wire system while the brakes are a sophisticated linked front-rear design combined with anti-lock, although other expected advances are likely to appear on later, higher-spec models. These include an automatic twin-clutch transmission and fuel-saving cyl

Meanwhile, Kawasaki is introducing an all-new Z1000 street bike for 2010 with radical styling and a 90cc bigger engine at 1,043cc than the current model. The capacity increase is designed to improve low- and mid-range power rather than the peak, although the claimed 136bhp at 9,600rpm should give it strong performance for an unfaired machine.

The engine is all new and features a balance shaft to reduce vibration, with additional mounting points to enhance chassis stiffness. The frame features twin aluminium spars which curve over the top of the engine rather than to either side, as is more usual, a move made to help keep the bike slim and easy to handle.

inder shut-down on low throttle openings.

Agni X01 review

English on the test hill at Brooklands, where the constant torque of the electric motors proved highly effective Photo: Philip Hollis

Electric motors jut out either side, while the battery management system sits proud of the frame rails Photo: Philip Hollis

There were 22 entrants, 13 starters and eight finishers in the inaugural zero-emissions Isle of Man TT race this June. Electric bike teams came from around the world to pit their battery machines against the famous 37.73-mile road circuit.

Riders had to be fully qualified TT licence holders, but for many of the inventors, mechanics and electrical engineers this was their first time at the TT. It was history in the making and as relevant as any other TT greats such as Honda, Bob McIntyre or Mike Hailwood.

Agni Motor's irrepressible chief executive Arvind Rabadia cheerfully acknowledges that the X01 was a rank outsider in the first Time Trials Xtreme Grand Prix (TTX GP). The team's experienced rider, 29-year-old Robert "Bullet" Barber, advised them to purchase a used Suzuki race frame without an engine to provide a fine-handling basis from which to create an electric racer.

Cedric Lynch, the 53-year-old inventor of the machine's twin 21bhp direct-current motors, has long experience of building race and record-breaking machinery but it was still with a spirit of derring-do, enthusiasm and a budget of about £25,000 that the Agni team lined up at the start.

"The biggest problem was getting the batteries and electric motors into the frame," Lynch says. The twin motors sit on either side of the frame linked by a steel shaft carrying the final-drive sprocket. This was technology of the order of a between-the-wars Fraser Nash, but it was also a fairytale come true.

Manoeuvring around Brookland's rough concrete at low speeds it feels as though there is no suspension movement, but once up to speed the balance feels good, pointing well into turns and inspiring confidence over cracked pavements and potholes.

Perhaps it's the lack of a gearbox and clutch, but I like to think it's the almost total silence that allows you more time to think about and enjoy the ride. After coming first in the electric TT, Barber managed his personal best, 12th position in the senior event, on a conventional petrol machine.

Does electric power make you a better rider? Somehow I doubt it, but noise and vibration are known to be distracting and fatiguing. It's odd to see and not hear a racing bike, but the X01 makes noisy, smelly machines seem rather uncouth.

Piaggio MP3 Hybrid review

Hybrid cars are familiar enough now on British roads not to evoke comment, but we've yet to see a hybrid motorcycle or scooter.

One reason is cost, as few motorcycle companies are large enough to support the considerable development costs of the new technology, but another is more prosaic: packaging.

Fitting one engine between two wheels can be tough enough, let alone two sources of motive power.

Piaggio has finally done it, or at least fitted the power sources between three wheels, as the new MP3 Hybrid is based on the odd but effective MP3, which has a conventional scooter rear half married to a twin-wheeled front, where both wheels lean and are suspended independently, extending and retracting as you corner like a slalom skier's legs.

The MP3 Hybrid uses a 125cc four-stroke engine found in various other Piaggio products, and in addition a 2.6kW electric motor mounted on the transmission casing alongside the rear wheel.

The claims to green credentials include carbon emissions of 40g/km, which appears to compare very favourably against the best known hybrid car, the Toyota Prius, and its 89g/km.

These don't exist in Britain, which leaves the MP3 looking to sell only on the fact that it's a hybrid with plenty of sacrifices to demand in terms of practical transport. Even the MP3's useful underseat storage is lost to batteries.

Then there's the cost: the exact figure has yet to be set but at €9,000 in Europe, Piaggio UK says it will cost about £8,000 in the UK.

If the weight doesn't take your breath away, the price will. If the Hybrid lacks everyday practicality, another take on the MP3 theme, the LT, is the only practical solution for many road users: it can be ridden legally with a car licence.

By widening the front track slightly Piaggio has qualified the MP3 LT as a trike, meaning a car driver can ride it, and there isn't a requirement to wear a helmet.

The MP3 LT offers better safety than a conventional scooter as, like other MP3 versions, it doesn't immediately fall if the wheels slide, but it's still a remarkably satisfying ride.

Triumph Street Triple R review

Triumph's lone entry in the middleweight, do-it-all sector, the Street Triple, has passed us by since its debut in early 2008. Having ridden it, though, I now realise what I've been missing. It is one little gem of a motorcycle.

The original Street Triple was the unfaired, streetfighter version of the fabulous Daytona supersports machine, using the same frame and an engine very similar to the Daytona's 675cc triple. Changes to the camshafts, exhaust and intake systems reduced peak horsepower to 105bhp, while torque at lower revs was boosted to suit its less focused role.

The styling was closely based on that of the 1,050cc Speed Triple, meaning a lean, aggressive look distinguished by twin headlights. That's unchanged for the 2009 Street Triple R, which has two rather cool, matt colour options – grey or orange – but it does feature adjustable suspension (the base version has to make do with only rear spring pre-load adjustment), higher spec brakes and slightly sharper steering geometry.

It's the motor you'll remember most, though. Quite simply, this engine sets standards by which the rest of the class must judge itself and, so far, nothing I've tried has matched it.

In purely clinical performance terms it's right at the top end of the sector, pushing out that healthy horsepower peak and backing it up with quite astonishing levels of torque for an engine of this capacity. There's more than 44lb ft available all the way from 3,500rpm to 12,300rpm – that's identical to the peak torque output of the excellent Yamaha XJ6 we tested two weeks ago, for example, and you have to rev the Japanese bike to 8,500rpm to find it.

Only the large turning circle blots its overall ability, making U-turns and snarled-up jam manoeuvres more difficult than they need to be. The compact chassis can make taller riders feel rather large, while shorter ones might find the seat is too high from the ground. But once on the comfortable seat and rolling, your legs fit very snugly against the bodywork, an area often neglected by designers.

Let's not forget, it's home-produced, too. Wave the flag and buy British, because in this case it's the best.

THE FACTS

PRICE/AVAILABILITY From £6,649/now

POWER/TORQUE 105bhp@11,700rpm/51lb ft@9,100rpm

TOP SPEED 140mph (est)

FUEL TANK/RANGE 3.8 gallons/150 miles

ALTERNATIVES Ducati Monster 696, £6,195. Honda Hornet, £5,903. Kawasaki ER-6n, £5,075. Suzuki GSR600, £5,350. Yamaha FZ6, £6,299

VERDICT Animated, communicative, enthralling and dripping with character.

TELEGRAPH RATING Five out of five

Yamaha R1 review

We didn't get to ride Yamaha's new superbike, the 2009 YZF-R1, earlier in the year, but if I was hoping to get some idea of what to expect from the motorcycle press, I was in for a surprise.

While the authoritative weekly Motor Cycle News rated it as the top bike in its road and track superbike comparison tests, some of the monthlies rated it last, while others put it somewhere in between. It aroused my curiosity at least…

I was keen to try the bike as it's the first transverse four-cylinder motorcycle to feature a cross-plane crankshaft. The R1's crankpins are staggered at 90‑degree intervals so no two pistons are doing the same thing at the same time.

The idea is to eliminate inertial torque, a powerful cyclic "shuddering" that comes from all four pistons slowing, stopping and accelerating at the same time in a conventional four, producing large energy transfers to and from the crankshaft which speed it up and slow it down twice every revolution.*

Even so, the R1 is an electrifying machine, shockingly animate and hugely exciting with class-leading performance. A few impracticalities, such as the lack of any storage space, and an exceptional thirst that will have you struggling to best 34mpg – the range to reserve is only 110 miles or so, and another 25 to empty – will steer some riders towards the Honda Fireblade, which is almost as quick.

But for sheer adrenalin-pumping thrills, this is the one. You don't have to change the tyres and adjust the suspension but, for the ultimate performance, you should.