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Aprilia TUONO 1000 R

Talk about Aprilia and the word “Factory” casts a spell that transports you directly into the world of racing and racetrack victories. The word “Factory” also means the very best technology that can be applied to a motorcycle. The Aprilia Tuono 1000 R Factory lives up to its name by being the most special, most powerful, most exclusive and most refined of all Tuonos. Here is a bike that really has no rivals. Whatever competition the Tuono has taken part in, it has emerged the uncontested winner and most impressive protagonist. Unrivalled on the naked racing scene, the Tuono has even taken on the fastest superbikes on their home ground – the racetrack – and won. On the road the Tuono is in a class of its own. On the racetrack it is a proven winner. Hungry for success, the Tuono has been an exceptional flag-bearer for Aprilia’s motorcycle design philosophy even outside its native Italy, and has demonstrated its prowess in epic races like the Isle of Man TT and the Macao GP. Now the Tuono 1000 R Factory has picked up where the victorious Tuono Racing left off, with even better technical characteristics and performance. With the arrival of the new Factory version, the fastest naked on the track and the meanest on the road clearly demonstrates its racing spirit. The Tuono 1000 R Factory delivers power that is simply unthinkable for any other twin, with a chassis that is more sophisticated than ever and easily on a par with the best superbikes. The new Tuono 1000 R Factory is a truly professional machine for all those riders who demand the state of the art in technology and the absolute maximum in performance. Expert riders with a taste for the exceptional will know how to appreciate the record-beating performance of this stupendous street-fighter. A new engine, new suspension, ultra-light wheels and a host of carbon fibre components have boosted performance and reduced weight to a new record for this type of bike. As with the RSV 1000 R Factory, from which it has been derived, the Tuono 1000 R Factory is designed and built for “total ridability”, a concept that has always characterised high performance Aprilia motorcycles. Thanks to the many improvements introduced, the Tuono 1000 R Factory sets new standards for performance nakeds. The following are the most important of its unique characteristics. · The latest generation Magnesium 60° V twin engine with bigger exhaust valves · New, larger diameter exhaust pipes · New external catalytic converters located nearer to the collector pipes for enhanced efficiency and environmental friendliness · New injection mapping · Fully adjustable Öhlins Racing 43 mm fork · Fully adjustable Öhlins piggy back monoshock · Anodised finish, forged aluminium wheels by OZ · New carbon fibre belly pan · Carbon fibre side panels · Carbon fibre mudguards · Carbon fibre spoilers · Dedicated fasteners with countersunk screw heads The Tuono 1000 R Factory is a special bike for special riders, people who appreciate exclusive design and build quality and who also know how to derive maximum pleasure and satisfaction from the amazing power and handling of the world’s most competitive naked. When it was first introduced, the Aprilia Tuono 1000 R set new standards for all big nakeds. Now, the Tuono 1000 R Factory has raised the bar even higher, establishing the perfect synthesis between quality, technology, and finish. The performance of the Tuono 1000 R Factory has been boosted to record levels by adopting the same latest generation engine that powers the 2006 RSV 1000 R Factory. Now developing 102 kW (139 HP) at the crank and a maximum torque of nearly 11 kgm at only 8,500 rpm, the Aprilia Tuono R Factory is the uncontested leader of all naked twins. An even more sophisticated chassis enhances the bike’s exceptional dynamics under all possible conditions and enables you to perform like a true professional not only on the road but on the track too. STYLE The bike’s styling is like its performance: extreme. The Factory takes the whole Tuono concept to its logical conclusion, even in terms of design. With its aggressive graphics and sporty colour schemes, it is simply impossible to mistake the Tuono 1000 R Factory. The most stunning advanced technology is laid bare on a bike that is proud to show exactly what it’s made of. The fork, frame, swingarm and wheels are all rigorously exposed, because on the Tuono 1000 R Factory, fundamental to performance means fundamental to style. The aggressive looking nose fairing with close-mounted twin headlights is a universally recognised feature of the Tuono, so naturally it remains an essential part of the new, mean looking Factory. The nose fairing has been tested in the wind tunnel to provide maximum wind protection for the rider and to generate lift at high speeds, keeping handling light and precise at all times. The new engine’s record performance would not be possible without super-efficient aspiration. The Tuono’s Air Runner ram air intake plays a major role in ensuring effective engine breathing. The Tuono is the only naked equipped with this exclusive air intake system. THE ENGINE - Magnesium Evolution 60° V twin The 1000 cc Magnesium Evolution 60° V twin engine is directly derived from the unit that powers the 2006 RSV 1000 R Factory. Only minor modifications have been made to boost torque and muscle at low revs. In its latest form, this is the top performing engine on any production twin. Its exceptional power output is not only fully usable but is always delivered with Aprilia’s legendary reliability. New, larger exhaust valves (increased from 31 to 33 mm in diameter) improve engine breathing, as do the new, larger diameter exhaust downpipes. Thanks to these advances, the new Magnesium V twin puts out more power than ever, achieving an amazing 139 HP at 9,500 rpm, as well as an impressive torque of 10.9 kgm at 8,500 rpm, a figure that clearly tells you what sort of muscle you can expect even at low engine speeds. The new silencers feature catalytic converters located as near as possible to the collector pipes. This solution has cut converter activation time by 50% and further slashed emissions, keeping them well within the threshold imposed by Euro 3 standards. The second exhaust pipe section has been extended by 200 mm to improve torque at low revs. In parallel with optimised through-flow and combustion dynamics, the new bike also incorporates improved ignition and injection mapping designed to improve power delivery at all engine speeds. The following are the most essential characteristics of the Magnesium Evolution 60° V twin engine: · New, optimised cylinder heads with larger diameter valves and one spark plug per cylinder · 57 mm throttle bodies with one injector per cylinder · High strength conrods · Reduced overall weight thanks to a large number of magnesium engine parts · Close ratio gearbox · Dry sump lubrication system with two trochoid pumps and separate oil tank and oil cooler · Mixed gear and chain valve timing drive with the two gears (one per timing chain) located in the crankcase to reduce cylinder head dimensions · Anti Vibration Double Countershaft (AVDC) · Hydraulic action clutch assisted by Aprilia’s patented PPC (Pneumatic Power Clutch) system to control rear wheel bounce during fierce braking The Tuono 1000 R Factory has inherited the RSV’s ram air duct, with an intake just below the headlights. The intake remains exactly on the bike’s centreline, where ram air pressure is highest. Air reaches the generous 10.3 litre airbox through the Air Runner duct (which also supports the nose fairing and instrumentation) under enough pressure to allow the engine to develop its full power potential. Thanks to the Air Runner system, airbox overpressure increases with speed, leading to a 3% gain in maximum power at top speed. An engine management unit made in conjunction with Siemens VDO controls all engine parameters. The ECU receives real time signals from 15 parameter sensors, processes them and controls the actuators in real time too, keeping the engine running smoothly at all times. The flash EPROM already contains racing mapping for unrestricted exhausts. Aprilia service engineers can therefore easily load it on request from customers who intend to use their bikes exclusively on the racetrack. CHASSIS In line with Aprilia practice, the frame incorporates aluminium-silicon castings and Peraluman 450 pressings in a super-sophisticated structure that is more rigid yet lighter than ever before. Weighing in at less than 10 kg (9,650 grams to be precise) the frame of the Tuono 1000 R Factory is the lightest on any bike of this type. The swingarm features a special double member design that provides a clear passage for the new twin silencer exhaust system, and weighs an amazing 4,860 grams, well under the swingarm weight benchmark of 5 kg. Another factor that contributes to the bike’s unrivalled handling is its minimal unsuspended weight. The Tuono 1000 R Factory is equipped with ultra-light forged aluminium wheels, manufactured by OZ to Aprilia specifications. The dramatic weight saving achieved by these fundamental components has minimised inertia and created a bike that is more responsive and precise than ever in establishing trajectories through bends. Lighter wheels also mean less resistance to acceleration and braking, and therefore even better performance. Superb handling on the track is also ensured by fitting the new Tuono 1000 R Factory with 180/55 rear tyres, specially selected to promote manoeuvrability and responsiveness without penalising grip. As with all sporting Aprilias, however, the Tuono 1000 R Factory is actually homologated for use with three different tyre sizes: 180/55, 190/50 and 190/55. SUSPENSION Maximum performance on the racetrack does not allow for compromises in suspension. That is why the system fitted to the Tuono 1000 R Factory is state-of-the-art. An Öhlins 43 mm upside down fork guarantees unrivalled action and precision. The unit is obviously fully adjustable in spring preload and compression and rebound damping, to permit all riders to find the most suitable settings for their own level of skill and experience. The Öhlins monoshock at the rear is also fully adjustable and specially selected for its smoothness and precision action. Like the forks, this unit makes a major contribution to the road and track handling of the Tuono 1000 R Factory. BRAKING SYSTEM The Tuono 1000 R was already fitted with the best braking technology on the market: Brembo Gold radial calipers. The Tuono 1000 R Factory benefits from the same advanced system. The front calipers are fitted with four separate pads (one per piston), made from a special sintered material, to double the number of leading edges in the pad-disc system and deliver greater braking power for the same effort at the lever. The two 320 mm floating steel discs feature a narrower braking track to minimise inertia and weight, and are fixed in place by Aprilia’s exclusive six spoke flange. The rear braking system is Brembo Gold too, with a 220 mm stainless steel disc and a caliper with two 32 mm pistons. The front and rear brakes both use aeronautical metal braided hoses to eliminate the sponginess inevitably associated with conventional brake hoses and to ensure maximum braking precision. COMPONENTS The Tuono 1000 R Factory is a special machine in every way, as is every component on it. Made from top quality carbon fibre, aluminium and magnesium, only the best components available have been used to ensure that the bike is not only amazingly powerful, but extremely light and absolutely unique among nakeds. The following components deserve special mention: The new belly pan, side panels and mudguards are made from carbon fibre, contributing (together with the forged aluminium wheels) to a new record weight for this class of bike (181 kg dry weight*). - The dashboard is a mixed (digital-analog) unit. It receives all its data over a single electrical system CAN line, and acts as an integral part of the autodiagnostic system thanks to a built-in computerised memory unit. Among other functions, the dashboard provides a self-timing function for use on the racetrack, complete with 40 lap memory. The dashboard is extremely modern and compact in design and the entire system weighs only a few kilograms. All functions are controlled from two practical push-buttons incorporated in the lighting switch block on the left handlebar. The dashboard’s LED backlighting can also be adjusted to three levels of intensity. - The headlight cluster is derived from that of the RSV, and incorporates four light units for perfect night-time visibility. - The ignition key is internally coded, and the ignition block is fitted with an engine immobiliser as standard. Colours, specifications and technical data may be subject to change without prior notice. *All prices shown are MSRP (Manufacturer's Suggested Retail Price).

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2006 Bimota DB5

Bimota North America, Inc., the exclusive importer of the legendary Italian Bimota motorcycles to the USA, Canada, and Mexico, has announced the official U.S.A. launch of the award winning DB5 Mille. The introduction of the motorcycle was held in co-operation with Moto-Euro Magazine at the International Motorcycle Show in New York, from January 20 to 22, 2006, at the Jacob K. Javits Convention Center in New York City. For the first time ever, the award winning Bimota DB5 Mille was on display in the fully homologated and street legal USA version, at the booth of Moto-Euro Magazine. Also on display was Bimota’s unique Tesi 2D, utilizing a swing arm and hub steering as the motorcycle’s front end. The new DB5 1000 had been officially revealed to the international press on the 21st and 22nd June, 2005 at the circuit Ricardo Tormo in Valencia, Spain. The event was divided into two days, one dedicated to the Italian press and one to the international press. During the presentation there was a brief press conference and 3 test sessions for each magazine. The event took place under an incredibly hot sun that caused temperatures to reach 36° with a track temperature of approx. 57°. Fortunately the weather did not compromise the promising results of the test. This was in no small part due to the superb performance of the Dunlop tyres D 208 RR that the DB5 1000 will be shod with as standard equipment. Contact Bimota USA for more information on their motorcycles and for the location of an authorized dealer in your area. Bimota DB5 - Specifications Frame: 20/25mm tubular chrome molybdenum steel trellis with lateral plates in aircraft alloy. Rear frame: 15/25/30mm tubular chrome molybdenum steel trellis with lateral plates in aircraft alloy. Wheelbase: 1425mm Front suspension: Öhlins upside-down fully adjustable forks 43mm with TiN surface treatment Steering angle: 24° Rear suspension: Fully adjustable Öhlins monoshock Front wheel travel: 120mm Rear wheel travel: 120mm Trail: 99,83 mm Seat height: 800mm Foot rest height: 395+/-16mm with radial regulation Front brake: 2 x 298 mm semi-floating discs, 4-piston 4-pad radial calipers - Brembo Rear brake: 220 mm disc, 2-piston 2-pad calipers - Brembo Wheel: Front: 3,50x17” – Rear: 5,50x17” Tyres: Front: 120/70/17 – Rear: 180/55/17 Weight: 165 Kg Engine Engine: Ducati – L twin cylinder, 2 valves per cylinder Desmodromic – air cooled. Bore and Stroke: 94 x 71,5mm Displacement: 992cc Max power: 92 Hp/8000 rpm Max. torque 9,4 kgm/5500 rpm Fuel injection: Electronic fuel injection – 45mm throttle body Lubrication: With wet sump Gear box: 6 speed Clutch: Dry multi-plate with hydraulic control Suggested retail price: 22,950 € + tax (ex works)

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2008 Ducati 1098R

The 1098 R is the ultimate Superbike. The most advanced, most powerful twin-cylinder motorcycle ever built. It is the product of a team of designers and engineers focussed on one objective only - to win. The 'R' is a race bike, pure and simple. Its competition specification and superior components together with advanced electronics and race-proven chassis technology deliver a level of performance that empowers you with confidence and capability. On the road, it distinguishes you as a connoisseur of high-performance motorcycles. On the track it promotes you to a higher level of riding and closer to realising your dreams. World Superbike rule changes mean that the road-going 'R' version is closer than ever to our factory race bike. The 1098 R is not a replica - it's the real deal. An incredible 180hp L-Twin Testastretta Evoluzione engine in a race-winning Trellis chassis set-up tips the scales at an unbelievably lightweight 165kg (364lbs) and comes with a race kit that introduces Ducati Corse's world championship winning traction control system. Ducati says it all when it says of its '08 World Superbike machine: "The new 1098R is the most powerful and lightest twin-cylinder bike ever produced by the Borgo Panigale factory, with the highest torque/weight ratio in the sportbike category." This is the 1198cc machine that the World Superbike Championship changed its rules for - the bike that two-time champion Troy Bayliss and second-year rider Max Biaggi will campaign in the 2008 season as the 1098 F08. Purpose-built with racing in mind, the 1098R showcases technology developed by Ducati in the world's two top racing series. An accompanying racing kit makes the Ducati a full-blown racing platform, with its ECU teamed with the DTC (Ducati Traction Control) system. Fitted for the first time to a production Ducati, the DTC is controlled by the rider, who chooses between eight profiles on the MotoGP-sourced instrument display. As you would expect from a bike built for competition on the world's highest stage, the 1098R produces ample power. Frightening power really, as Ducati claims the new mill delivers 180 ponies at 9750 rpm and 98.8 lb-ft of torque at 7750 rpm. In racing kit trim, Ducati ups the peak power claims to 186 horsepower. Generating those impressive numbers is an engine which Ducati claims is "the most powerful twin-cylinder production engine in history." Using the new SBK ruling that pushes Twin displacement to 1200cc, Ducati took its 1098 and increased bore by 2mm and lengthened stroke by 3.2mm. The end results is an oversquare 106mm x 67.9mm configuration that displaces 1198cc. Sand-cast aluminum cylinder heads and crankcases aim at decreasing weight. Although set at the same angle, the desmodromic valve system is altered from the 1098 with larger intake and exhaust valves - 44.3mm intake and 36.2mm exhaust on the R compared to 42mm intake and 34mm exhaust on the regular 1098 and 1098S. The new R's valves are also made from Titanium, with the new configuration compressing the air/fuel mixture at a 12.8:1 ratio. Internal engine changes include weight-saving titanium conrods. RACING KIT The 1098 R comes with a race kit (intended strictly for track use only) which boosts power output from 180 to approximately 186hp. The kit consists of a 102dB carbon fibre slip-on muffler kit by Termignoni and a dedicated ECU. The ECU not only has reconfigured mapping to suit the racing mufflers, but also initiates the system dialogue that controls the DTC (Ducati Traction Control) system. The 1098 R is the first ever production bike to be fitted with a true competition-level traction control. Like the 848 and 1098, the new 1098R sources MotoGP-derived elliptical throttle bodies. To feed the monster motor, the R's throttle body surface openings are 63.9 square mm - 3.9mm more than the regular 1098. The fueling also uses two injectors for each cylinder - a four-hole central injector and 12-hole side injector. Changes to the R version of the Testastretta Evoluzione engine result in a 7.7-lb reduction from the standard 1098 and 14.3-lb drop from the 999. The exhaust system on the R is also lighter than that on the regular 1098, due to the exhaust wall thickness being reduced by 30%. For the first time ever on a production motorcycle, a true competition-level traction control system comes integrated into the 1098 R electronics as standard equipment. The trellis frame on the 1098R resembles that on the 1098, but Ducati promises "several modifications were required to allow it to be used on the racing bike in next year's World Superbike Championship." The R's swingarm is the same, except it has been painted black to compliment its racing look. Although SBK teams are allowed to swap out suspension components, Ducati saw fit to equip its production racer with the best. As such, fully-adjustable Ohlins components adorn the R. The Ohlins TTX rear shock allows a rider to change the rear ride height of the bike, while the front fork sports low-friction Titanium Nitride sliders. The Brembo Monobloc M4 calipers used on the 848 decorate the new R, although even larger 330mm rotors are sourced. Although larger in diameter, Ducati claims the disc weight has "not increased due to the use of racing-style narrow braking surfaces. The DDA package, supplied with the 1098 R, consists of a real analysis system for data gathered during rides or track sessions. The kit, normally used only on race bikes, enables riders to thoroughly analyse the performance of their Ducati and the effectiveness of their driving style. Overall claimed dry weight is a remarkable 364 lbs. Aiding in the feathery claim are Marchesini forged and machined wheels, which together tally a 4-lb weight reduction from the 1098S. Weight is also shaved by the liberal use of carbon fiber in some of the fairing components as well as the front fender. As a full-blooded racer, the 1098R sports wind-tunnel developed aerodynamics. White-background number-plate blisters on the front and tail fairings complete the racer look. Distinguishing itself from the its smaller-displacement namesakes, the 1098R also sports gold-colored wheels. Ducati Superbikes, designed, engineered and built in Borgo Panigale, Bologna, have always represented the pinnacle of Ducati motorcycle technology and racing success. For Ducati, racing and winning are a way of life and a way of thinking for our designers, engineers and everyone at the factory. The unique engineering solutions they embrace are proven on the race track, where the only way to the winner's circle is with technical superiority and dependable performance. The 1098 R is in form and function the culture and product of a company dedicated to engineering excellence and winning performance. Ducati have dominated World Superbike racing, winning 12 World Championships and taking the Manufacturers' title 14 times since 1990. Furthermore, Ducati have won more individual World Superbike races than all other manufacturers combined and have now proven its superiority by winning the 2007 MotoGP World Championship. The results speak for themselves. Ducati promises the red 1098R looks just as it will appear for the factory squad in the 2008 World Superbike series, when the marque's ace, Troy Bayliss, will try and claim his third SBK title. Far Less talented riders will be able to source Ducati's replica racer from their dealer for a princely sum of $39,995. CHASSIS Frame Tubular steel Trellis frame in ALS 450 Wheelbase 1430mm / 56.3 in Rake 24°30' / 24,5° Front suspension Öhlins 43mm fully adjustable upside-down fork with TiN Front wheel travel 120mm / 4.7in Front brake 2 x 330mm semi-floating discs, radially mounted Brembo Monobloc calipers 4-piston, 2-pad. Front wheel 5-spoke in forged light alloy 3.50 x 17 Front tyre 120/70 ZR17 Rear suspension Progressive linkage with fully adjustable Öhlins TTXR monoshock with top-out spring. Aluminium single-sided swingarm Rear wheel travel 127mm / 5in Rear brake 245mm disc, 2-piston caliper Rear wheel 5-spoke forged light alloy 6.00 x 17 Rear tyre 190/55 ZR17 Fuel tank capacity 15.5L (of which 4L reserve) / 4.1 US gal (of which 1 US gal reserve) Weight * Dry weight Seat height 820mm / 32.2in Instruments Digital MotoGP derived unit displaying: Speedometer, 2 partial speedometers (Trip A and Trip B), trip fuel, rev counter, speed, clock, scheduled maintenance warning, engine cooling water temperature, air temperature, battery status (in the menu), Lap time, warning light for low oil pressure, fuel level, fuel reserve, lights, turn signals, neutral, over rev, vehicle diagnosis, engine diagnosis and immobilizer Warranty 2 years unlimited mileage Body colours (frame/wheels) Red / Racing Gold Versions Single seat * = The weight excludes battery, lubricants and, where applicable, cooling liquid. ENGINE Type L-Twin cylinder, 4 valve per cylinder Desmodromic, liquid cooled Displacement 1198.4cc Bore x Stroke 106x67.9mm Compression Ratio 12.8:1 Power* 180hp - 132.4kw @ 9750rpm Torque* 99.1lb-ft 134Nm @ 7750rpm Fuel injection Marelli electronic fuel injection, elliptical throttle bodies. Exhaust Lightweight 2-1-2 system with catalytic converter and 2 lambda probes. Twin stainless steel and titanium mufflers Emissions Euro 3 TRANSMISSION Gearbox 6 speed Ratios 1st 37/15, 2nd 30/17, 3rd 27/20, 4th 24/22, 5th 24/23, 6th 22/25 Primary drive Straight cut gears, Ratio 1.84:1 Final drive Chain; Front sprocket 15; Rear sprocket 38 Clutch Dry multiplate with hydraulic control slipper clutch

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2007 Triumph Tiger 1050 Gold

Ironically, English weather welcomed the world's moto-journalists to southern Spain for the all-new Triumph Tiger 1050 press launch. Damp be damned, I was eager to get off the plane and onto the bikes—not only because the man I sat next to smelled like a dirty gearbag, but I was looking forward riding great roads I'd never traveled before. Checking my assigned machine over before the ride, it was clear Triumph had used all the right bits to build this bike: 17-inch wheels; radial-mount brakes; long-ish, well-damped suspension travel. Compared to the old Tiger, the 1050 is a new breed of cat. This Tiger doesn't go in the woods, nor does it pretend to have any off-road prowess, even though its upswept pipe and high-wide bars give that impression—as does the fact that it's some 40 pounds lighter than its predecessor. In the complete redesign, the gas tank went from plastic to a stylishy smaller, tankbag-friendly metal unit, though a more-efficient, remapped ECU gives the Tiger the same roaming range on this smaller fuel portion. Brake check: Stoppies are in this cat's bag of tricks. Mirabella, where our ride began, is far from the U.K. Midlands but was experiencing a typical steady English rain. Luckily for our group the weather cleared and after a short sprint down the coast road, we snaked our way up the Spanish topography's sweeping turns, where the Tiger ran sure-footedly on its Michelin Pilot Sports. Also helping, the bike's new 43mm, fully adjustable inverted Showa fork. We clawed our way along a single-lane with very tight corners where the fuel-injected three-cylinder's torque was much appreciated. The Tiger's light steering was also handy for maneuvering through those twisted, gravel-strewn corners. Here there was some sharp elevation changes where you could feel its weight (claimed 437 pounds dry), dragging peg-feelers under g-load as we made our way at a good clip—okay, we were haulin' buns. An ABS version will soon be available. Add some of the 23 factory accessories like heated grips, taller touring windscreen, hard luggage, a centerstand, maybe a performance pipe, and this bike will be ready for anything, corner charging to continent crossing. Nope, a Tiger can't change its stripes, but Triumph has completely changed its Tiger. For the better. The Tiger has come a long way over the last 14 years. Tracing its heritage back to 1993 when Triumph was still using modular frames and carbureted engines, it became fuel injected in 1999 and hasn't looked back. Styled to look like the Paris/Dakar off-road racing bikes of the '80s, with the large gas tank and aggressive twin-headlight front fairing, it was a very enjoyable and well-rounded machine. I was lucky enough to make a 3,600-mile tour out west in 2000 on this second version and was taken by the silky-smooth power delivery, light steering, and simple, robust nature of the bike. By 2002 the engine had been enlarged to 955cc, which gave the bike an additional 20 horsepower over the claimed 86 produced by the 885cc model. Photographing and documenting the Triumph Across America ride, I was continually stopping to take pictures of the riders before manically attempting to catch back up to the group. It seemed the bike spent most of the 3,200 miles on or near redline, and I have never thrashed a bike so hard for so long. On one of the days along Highway 60, the loneliest road in the world, I covered 104 miles in 63 minutes blasting along the deserted two-lane playing catch up. This involved many climbs, descents and corners, and temperatures in the 100s. Thankfully, the Tiger never missed a beat and became a well-trusted friend during the journey. Then in mid-2004, Triumph brought me a long-term test unit to try. No documentaries or transcontinental trips to crow about during that test, but the '05 and I covered more than 2,500 very happy miles together: A 1,000-mile trip to Virginia, some evenings out around town, and plenty of short, fun rides with my son around the Smoky Mountains gave me ample opportunity to put it through its paces. With a conflicting travel schedule excluding me from the World press launch in Spain for the newest Tiger, I lucked out when Triumph brought me a squeaky clean new one a few weeks back. I am at this point a little sad to say the North Carolina winter weather has not been too cooperative with my schedule for any marathon journeys. But, from the short-hop journeys around the city, mad blasts into the local countryside, and two-up trips to the coffee shop I have performed, the '07 Tiger is a quantum leap forward in the development and progress of the beast. Sure it has lost some of its off-road styling, but get it out on a twisty back road, let the 1050cc Triple catch its breath, and there are few more fun ways to spend a day in the saddle of a motorcycle. Visually, the new Tiger is sharper, more street-focused and fits right in with the rest of the Triumph range with its distinctive angular look. Long-term Triumph buffs will be able to trace the frame back to the original T595 Daytona that was introduced in 1997, and while there are number of shared parts with the new Speed Triple and Sprint ST, the bodywork is all-new. Quoting 5.2 gallons as the fuel capacity, I could only get 4.2 gallons in the tank both times I ran the bike at least 15 miles with the reserve light on. This means either the factory literature or the fuel light are telling porky pies (lies in English), and if the brochure is to be believed then the bike can cover around 50 miles or more after the fuel light comes on. I averaged somewhere around 40 mpg. A full tank should give at least 160 miles while touring. While I didn't get to do any real long distance rides, I did put a few Interstate hours in to get a feel for the Tiger's abilities in this department and returned from my rides a tad conflicted. The seat is great; the ergonomics perfect, if you like the standard sit up straight riding position, but the windshield was either too low or too high for me. I have a 30-inch inseam, and am about six-foot tall. This put my head fully in the breeze and made it subject to a fair amount of buffeting. If I sat up as tall as I could, my helmet entered a much calmer air flow, but for me, this became tiring as I slouched down a little and into the rougher air flow. It does do a good job of keeping your upper body out of the breeze, and on one sub 40-degree ride I was very happy for the coverage it gave me. Personally, I could do with the shield being either taller or shorter. While on these Interstate missions, the Tiger tended to be running between 4,000-5,000 rpm, which is the motor's sweet spot. Translating to speeds of 65-80 mph, there is no need to go cog swapping if you want to overtake. Between these two rpm points, the engine is willing and able to accelerate strongly with a light tug on the throttle cables. Running the Tiger up hard through the gears doesn't produce a noticeable spike in power anywhere, with more of a steady building process as it approaches redline. As the same basic unit found in the Speed Triple and the Sprint ST, in Tiger guise the inline 1050cc Triple produces a claimed 114 horsepower at 9,400 rpm, and 74 lb-ft of torque at 6,250 rpm. This is down some 17 horsepower from the very lively Speed Triple, but the nearly identical torque figures happen lower down the tachometer on the Tiger. (This should translate into rear-wheel hp numbers in the mid 90s. -Ed) In real-world terms, the Tiger is still a very fast bike, able to get off the line on a whiff of throttle ahead of our four-wheel friends, and it will crack the 100-mph mark without breaking a sweat. From the rider's seat, you hear a lot more engine noise coming up through the fairing openings than on the naked Speed Triple and barely any sound from the large high exit muffler. I have already seen aftermarket pipes for the Tiger, and it would be nice to let the beast roar a little, as it sounds like it is trying to shout with a sore throat as standard. Checking out the inside of the cockpit area and gauges from the hot seat reveals a very clean, minimalist layout. The instrument cluster is similar to Speed Triple without the shift lights on the side of the tachometer, and this is still an analog unit, with a small central digital speedometer. All the in-flight readings are on the digital display board to the left of this, and there are buttons below to set one of two trip counters. There are no heated handlebar grips, GPS systems or radios on board the fairly minimalist Tiger, and the switchgear is still late '90s vintage. The brake lever is multi-adjustable, although the clutch is not, and the turn signals are not self-canceling. Mirrors are okay, and while they are not too blurry at speed, they show too much elbow for my liking. Not uncommon, and as far as motorcycle development has come, no one has been able to remove the arms from the rear-view picture. With the Tiger moving toward the sport end of the motorcycle spectrum this year, it was no surprise to find it rolls on a 180/55-17 tire out back, and a 120/70-17 in the front, typical contemporary sporting fare. Wrapping around an attractive pair of cast-aluminum spoked wheels, they are ready to rock when the road gets twisty. They are well complemented by the suspension, and up front there is a set of 43mm inverted units, with a traditional single shock in the rear. Both units are fully adjustable, and as delivered my only adjustment was some more compression in the front to eliminate some of the dive under hard braking. Around town, and for the majority of the time, this wasn't necessary, as the package is comfortable and compliant, without getting bent out of shape if you hit any major road imperfections. I actually made a point of noting how quickly the rear recovers from big bumps, without the ripple effect that sometimes happens with stock suspension units. Getting the bike back to legal speeds after experimenting with the gear ratios, a set of radial-mount brakes enjoy a long-term relationship with a pair of 320mm floating rotors. Each containing four pistons, they are plenty strong enough to lift the rear wheel when you are trying to impress the sportbike boys. In their hurry to get me the bike, I think some of the delivery grease made its way onto the rotors, as I needed a strong hand to get the best from the set up. Having ridden the ST and the Speed III on essentially the same set up, this was a pad issue not a brake system complaint. Under the right foot, there was a fair amount of travel before any action started from the two brake pistons in the back, and this ensured no unwanted-lock ups from an overenthusiastic push. If I were keeping the bike, I would be bleeding the system and raising the lever a bit. Again, these are minor complaints that will be addressed before new owners take delivery of their machines. For zipping around town, even though the Tiger still sits plenty tall, the new machine is a hoot. The steering lock is more forgiving for tight, low-speed turns than a naked standard, and the upright riding position gives great visibility in traffic. Curbs and parking lot markers are just an excuse to try out the bike's ground clearance, and the new aggressive look and explosive paint color inspired some great conversations at my local coffee shop. But the most fun to be had on the Tiger is heading out into the country with a full tank of gas and no particular destination in mind. Able to handle just about any type of road you can find on the map, the new Triumph Tiger 1050 can easily deal with living in captivity. It is just happier when it is out prowling around in the wildest countryside you can find.

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2006 KTM 125 SX

This is the measure of all motocross World Championship bikes with a genuine factory engine! There has never before been a bike like this for sale. Feather light and with any amount of power, the KTM 125 SX leaves ample room to correct the line and is always easy to control. With its redesigned chassis setup, new V-Force 3 membrane and a broad range of revolutions, it makes other 125 cc 2-strokes look old. And it’s only KTM that supplies high quality series details like the adjustable CNC-machined triple clamp. General information Model: KTM 125 SX Year: 2006 Category: Cross / motocross Rating: 72.9 out of 100. Show full rating and compare with other bikes Engine and transmission Displacement: 124.80 ccm (7.62 cubic inches) Engine type: Single cylinder Stroke: 2 Bore x stroke: 54.0 x 54.5 mm (2.1 x 2.1 inches) Fuel system: Carburettor. Keihin PWK 39 Ignition: Kokusan digital 2K-1 Starter: Kick Lubrication system: Mixture oil lubrication 1:40 Cooling system: Liquid Gearbox: 6-speed Clutch: Wet multi-disc clutch, operated hydraulically Physical measures Dry weight: 92.4 kg (203.7 pounds) Seat height: 925 mm (36.4 inches) If adjustable, lowest setting. Ground clearance: 390 mm (15.4 inches) Wheelbase: 1,471 mm (57.9 inches) Chassis and dimensions Frame type: Central double-cradle-type 25 CrMo4 Rake (fork angle): 27.0° Front suspension: WP-USD 48 mm (1.89 inches) Front suspension travel: 300 mm (11.8 inches) Rear suspension: WP-PDS shock absorber Rear suspension travel: 335 mm (13.2 inches) Front tyre dimensions: 80/100-21 Rear tyre dimensions: 100/90-19 Front brakes: Single disc Front brakes diameter: 260 mm (10.2 inches) Rear brakes: Single disc Rear brakes diameter: 220 mm (8.7 inches) Exhaust system: Aluminum Speed and acceleration Other specifications Fuel capacity: 7.50 litres (1.98 gallons) Further information Parts and accessories Check out parts and accessories from our partners. KTM 125 SX accessories Ask questions Join the 06 KTM 125 SX discussion group, the new KTM forum at Bikez.name or the new Cross / motocross forum at Bikez.name. Insurance, loans, tests Search the web for dealers, loan and insurance costs, tests, customizing, etc. Related bikes List related bikes for comparison of specs

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