Motorcycle Trial Definition

“A trial is a test of riding skill and balance over a variety of observed natural obstacles with riders incurring penalties for footing or stopping”.

This can be riding up a stream, grassy hill climb, over rock slabs etc. Officials are positioned at observed sections to record the riders’ performance and the scores are aggregated by the Event Secretary to determine the winner/s.

Bikes are specially manufactured and are road legal, but most events are completely of road and therefore the machine does not need to be registered or licensed. Engines range from 50cc to 320cc although the optimum is considered to be 250 for an adult. They have very low gearing, snappy powerful engines, and special soft compound tyres that will “get you up the side of a house!” As the bike is controlled whist standing up, it has a very low small seat and rear set footrests. This makes for little comfort if the bike has to be ridden for any distance on the road! As well as the bike, a rider also needs protective clothing and equipment. All riders at all times when riding the machine must wear helmets, which comply with the Road Traffic Act. Boots of approx. knee length must be worn. Leather, rubber, plastic or safety type Wellingtons will only be allowed. Clothing must cover legs and the body and it is recommended that the arms be also covered. All Youth riders must cover the arms and wear gloves covering hands and fingers.

New Yamaha V max

The advance ticket holders are already spewing out loads of photos from the Tokyo Motor Show, we hope to have some of our own shortly, but in the meantime, you might like to see these, a design study of a new (hold your breath!) Yamaha VMax! (Or is that a Star Vmax? yuk!) This was noted briefly on the Yamaha website but here are the photos.

This is not the final design, Yamaha is still looking for feedback. This concept is a sculpture primarily made of plastic so how much of this is just pure speculation from their design team and how much is close to final form, who knows?

What can we see? Still shaft drive, conventional forks, scoops look like they could be functional, real world rear tire size 200/50R18. The design is very evolutionary, not revolutionary. It looks like a modern Vmax but still very obviously a Vmax. No details on the Nihon Car and Bike web site about engine specs Take a look and see what you think.

via motoblog.it
all photos Nihon Car & Bike and more photos there

Exclusive Chopper

This most exclusive chopper for sure, considering that the motion is all covered of gold 18 carats and nacre! Anyway this chopper looks simple and ergonomic but remembering me of the song from Aerosmith "dude looks like a lady".

MV Augusta F4

Initially presented in version ORO, the fantastic one and inaccessible F4 declines itself in 2 more accessible but not less majestic versions. S for the single people, 1 + 1 for the in love ones. But momentary will have to you it right has passion as much than MV-Agusta does not cause any? To make fall the price, it does not have there a secrecy: the motor bike has to make the dead end on certain prestigious materials such magnesium and carbon. That has to you it a real importance vis-a-vis with this figure of any beauty.
As much MV-AGUSTA 750 F4 Squ' it preserve splendid assets, as the admirable one will monobras oscillating, limps it from speeds with cassette, the enormous reversed fork and of sublime rims. A motor bike with a very high level of completion whose elegance is quite simply époustouflante. Beautiful initially, effective then.
The position of the footrests and the broad saddle prevent from being perfectly at ease and mobile when it is a question of attacking. F4 does not have cure of it; its destiny is not to shine in Superbike - just to be a star. It is not in so far as it falls asleep on its beauty. Locked up within a framework lattice with very rigid chromium molybdenum, the 4 cylinders does not have anything a pantouflard.
The rises in mode particularly sharp of the subsidiary shell are accompanied by a splendid melody.
The flutes of exhaust under the saddle become organ pipes about it. All that made forget the hollow with semi-modes but does not dissimulate the somewhat wise character of mechanics. Of such a racée animal, one would have appreciated more ardour, a more provocative temperament... in short, a mill which would leave traces until in your tripe.
Tie profit with the max of its small gauge, the MV enjoys an excellent handiness. Nimble and imperturbable in the phase shifts, the road behavior is worthy of the blazon, braking also - even on the bumps because the fork provides an impeccable work.
The back on the contrary does not need much enthusiasm to block. With the use, MV-Agusta F4 is not only one motor bike with the irresistible design. It is before a whole tinted dream of magic which will be able to allure all and all, even those which do nothing but pose the glance on it.

Ducati Hypermotard – Two wheels, One purpose – To thrill. (By Dirck j. Edge)

The Ducati Hypermotard – a radical concept bike – takes power, aggressiveness, versatility, and sport performance to a new extreme.

Taking advantage of the compactness and agility of a traditional supermotard, Ducati has upped the ante with potent street power thanks to a new air-cooled twin engine. The front of the bike is as slim and compact as a single cylinder, in part thanks to the engine layout, but also due to the absence of weighty cooling radiators.

The Ducati Hypermotard takes-on urban canyons and attacks mountain curves with total abandon. High performance starts with attitude. Pared down to its essentials, the Ducati Hypermotard is an extreme performance, over-the-top motorcycle. Its purpose is single minded – to thrill.

Incredibly slim, compact and exceptionally light, with riding position to dominate, it’s ready to rock every road with big-bore acceleration.

Supermotard styling makes the blood boil. This bike offers what no Supermotard can: speeds exceeding 220KPH on the race track, fuel injection and 100 horsepower on only 175 kg of dry weight.

The Ducati Hypermotard – the most extreme mountain conquering, urban assaulting machine ever from Ducati.

On the Road -

Bring on the curves, the bumps, the unexpected.

A rigidly triangulated tubing Trellis frame and track tested chassis geometry is matched with state-of-the-art suspension. Start off with the road-holding of huge 50mm Marzocchi R.A.C. forks, gripped by a triple screw lower fork crown, then add an Ohlins remote reservoir shock that mounts to a stout single-sided swingarm. Ultra light forged and machined Marchesini racing wheels are paired with a single radial mounted Brembo four piston, four pad calliper gripping a 320mm disc up front and a 240mm disc at the rear.

Making power -

1000cc’s of DESMO power
The 1000 Dual Spark engine pumps out torque and horsepower that is smooth and linear, because the roads that the Ducati Hypermotard seeks are neither smooth nor linear. A Slipper type racing clutch makes aggressive downshifting and heavy braking more exciting and by damping the abrupt engagement of lower gears while entering a turn. Magnesium engine covers subtract more weight for a feathery feel and athletic manoeuvres.

Pilot controls -

A ride on the Ducati Hypermotard is road domination.
The wide tapered section handlebars transfer control of the tarmac to the rider. A wide full length seat design lets the pilot move fore and aft, up-front entering the turns, back for maximum traction on exit.

Ducati Hypermotard – two wheels, one purpose – to thrill. (By Dirck j. Edge)

easy rider bike

Its a classic movie all the time. about two bikers on the run. I put this picture to memorized my self, why I chose to be a bikers. Easy Rider (1969) is the late 1960s "road film" tale of a search for freedom (or the illusion of freedom) in a conformist and corrupt America, in the midst of paranoia, bigotry and violence. Released in the year of the Woodstock concert, and made in a year of two tragic assassinations (Robert Kennedy and Martin Luther King), the Vietnam War buildup and Nixon's election, the tone of this 'alternative' film is remarkably downbeat and bleak, reflecting the collapse of the idealistic 60s. Easy Rider, one of the first films of its kind, was a ritualistic experience and viewed (often repeatedly) by youthful audiences in the late 1960s as a reflection of their hopes of liberation and fears of the Establishmen

Get your motor runnin'
Head out on the highway
Lookin' for adventure
And whatever comes our way

Chorus 1
Yeah, darlin' gonna make it happen
Take the world in a love embrace
Fire all of the guns at once and
Explode into space.

I like smoke and lightnin'
Heavy metal thunder
Racin' with the wind
And the feelin' that I'm under
Repeat of Chorus 1

Chorus 2
Like a true nature's child
We were born, born to be wild
We can climb so high
I never wanna die.
Born to Be Wild
Born to Be Wild...

Hayabusa specification

Engine : 1299 cc
4-stroke
four-cylinder
Liquid-cooled
DOHC
Compression : 11,0:1
Fuel system : Keihin/denso
Fuel injection
Transmision : 6-speed
Dry weight : 478 lbs
1/4 mile : 10,23 sec.
Top speed : 191 mph
Horse power : 158 bhp
Torque : 98 ft lbs

Rot Rally Steroid by Sculpturecycles

first impression when I see this bike remind me of Elongated man from DC comic (lol) only this bike with greeen color. Bike from sculpturecycles called ROT Rally Steroid represent a new bikers generation. You can see more about this bike at their website at www.sculpturecycles.com and maybe you will be trust your bike to them.

Specs:
Engine: 120" Merch, polished, with velocity stack
Trany: RSD, 6-Speed, polished
Primary: BDL, 3" with outer support bearing
Frame: Steroid, 7" out, -3" neck, with removable passenger section
Tank: Sculpt, 2-piece
Frontend: American Susp., chrome/black, hidden br.lines
Wheels: MSB, 3-pc, polished
Hand controls: OMP
Foot controls: OMP
Front brake: AmSus, hidden
Rear brake: trany-brake
Seat: Sculpt, leather
Exhaust: Stainless Creations
Turnsignals: Kellermann

Frame Details:
-Material: Drawn-over-mandrel (DOM), seamless steel tubing
-3" dia. curved backbone, 2" dia. curved single down tube,
1 1/2" dia. cradle tubes, Right Side Drive, Chain drive only
-For 280, 300, 330, 360, 400 (not available yet!) Series rear tires
-Oil in rear section of frame (4.5 qts) with pop-up filler cap
-Solo seat sub-frame with 'options' receptacles
-shown frame has 7" stretch in backbone, 3" lower neck, 42° rake
and 21" seat height at 5" frame ground clearan

honda old concept

Honda

American Honda revealed today a new concept bike at The Honda International Superbike Classic at Laguna Seca Raceway in Monterey, California. Dubbed the NAS (New American Sports), this innovative exercise in design and styling takes direct aim at the over-arching theme that motivates the majority of motorcyclists everywhere: gorgeous hardware.

According to Martin Manchester, project director at Honda R&D Americas, "this concept bike takes a new direction in motorcycling, a path that emphasizes the aesthetics in the execution and creation of a sport bike."

"Performance always takes a high profile in motorcycling," he contines, "but we were looking to reinforce the emotional attachment that owners have with their bikes. We achieved that goal by placing a major emphasis on the exposed hardware on this machine, dressing it up rather than concealing it behind bodywork.

"We've applied a great deal of forward-looking technology plus distinctive styling touches throughout, and lavished a huge amount of detail work on this bike. Because every bit of hardware on this machine has been designed for aesthetic appeal, the New American Sports purposely transcends the compromises typically dictated by production, function and cost issues."

With an abundance of eye candy such as carbon fiber, titanium and machined billet aluminum rolled into one package, Honda insists it becomes difficult to list the highlights on this forward thinking exercise.

Centralizing the mass around the engine played a key role in the original design, and the front and rear ends are purposely left with a "light and airy" appearance. A carbon fiber/aluminum mono-arm front suspension (like the ones used on Cannondale's mountain bikes) with a massive steering head and integrated steering damper. The single floating rim-mounted front brake disc (thanks, Blake) is pretty cool as is the fact that the liquid-cooled V-twin engine's radiator is hidden away beneath the bodywork in the abbreviated tail section - just like the Benelli Tornado.

Carbon-fiber skinwork abounds, and the single-sided Pro-Arm swing arm incorporates a "skeletonized structure." Four projector beam headlights lend to a compact nose, and the Indiglow instruments along with the compact controls and switches add to the clean, Spartan look.

As Martin Manchester summarizes, "we set out to re-create the sports category using the inherent beauty of well-executed motorcycle hardware. This concept should attract the serious enthusiasts, those who appreciate the high-tech, finely turned-out elements in a motorcycle."

yamaha MT-03 concept

After the sharp success met as of its launching in 2005 by roadster sporting MT-01, then the presentation of the MT-03 this year, Yamaha explores new ways and considers other variations for this twin-cylinder out of V of big-engined car. The reaction of the public towards the MT-01 was exceptional. As of its first year of marketing, this new roadster sporting with the generous couple aroused a major interest near the users in the search of new feelings. The exclusive combination of an engine twin-cylinder out of V delivering a very high couple and of a compact and sporting framework generates an immediate approval. The sonority and the character of the engine also guarantee a single pleasure. Concept MT-0S Sports explores new ways, inspired by MT philosophy, and perpetuates the topic of the ` Torque Sports' (`Couple Sport') in a more sporting direction. The engineers of Yamaha are leaning on the MT-01 in order to optimize of them the performances while preserving natural qualities of this machine, namely the approval which it offers thanks to its couple like its look minimalist and mechanics. In order to achieve this goal, the team of design made significant modifications to the level of the frame part and careenage while preserving at identical the powerful engine of 1 670 Cm3 to air cooling. The MT-0S is equipped with a new semi-careenage as a change-wind, as well as new bulkier tank and of an aft section furnished with visible exits of exhaust under the saddle, guaranteeing a reduced weight, and which also offer a more sporting feeling. Broad inlet manifolds plunge in the large twin-cylinder out of V, expressing its character powerful and also contributing to centre the masses. And to always optimize the performances of the machine, it profits from new rims before and back, a broad back tire and a new oscillating arm. New concept MT-0S posts an at the same time dynamic and aggressive look thus while this twin-cylinder out of V with sporting temperament remains simple and elegant. Let us be sure that this concept bike will become reality in a few times.

Suzuki B-King concept bike

Suzuki B-King concept bike

Suzuki's new concept bike B-King looks like it could leave every other bike way behind at the traffic lights. And I'm pretty sure it could do that, too. Imagine Suzuki GSX1300 Hayabusa with a super charger - that's exactly what B-King engine is. There's no exact engine data available but we know that Hayabusa gives 175 bhp and a super charger could easily add 50% more power. 240 bhp has mentioned. Holy cow!!! That's about twice as much as what the GSX1400 engine delivers.

GSX1400 has the same tire dimensions as Hayabusa. 120 at the front, 190 at the rear. B-King uses 150 and 240 tires! They must have created a new tire model just for B-King...

Materials like carbon fiber, stainless steel, aluminum and leather were used building this awesome superbike. An advanced computer system is integrated to the bike. There are self-diagnosis systems, advanced telemetry, which can use a mobile phone for remote maintenance, setup options, and even a GPS-based weather warning system, in case you are heading for a rained out area, and much more. The engineers at Suzuki are supposed to design a helmet with a GPS navigation system using the visor as a display.

The bike is started using a fingerprint recognition system. There's also a advanced thief alarm system. If an unauthorized person tries to start or move the bike the owner gets notified of it immediately by his/her mobile phone. There's a microphone and a speaker built in the bike so the owner can speak with the thief by the phone. If a speaking motorcycle doesn't scare off the thief, you can activate light and sound alarm and the GPS system helps locating the bike if it actually gets stolen.

And so on. In my opinion the B-King looks really great and it's filled with fantastic gismos and fun stuff like led flashers acting like a color display if you want. But don't rush to the dealer yet - B-King is not for sale. Not yet anyway...

B-King at the 35th Tokyo Motor Show. Did somebody put his helmet on the rear light?

Trail Test -- KTM 400 R/XC

Big updates to KTM's mid-sized dual sport

By Trail Rider Magazine

---

We tried to get a 620 to test this year. Honest we did, but when the test bikes were all doled out the only thing left was a lonely 400. It seems that every time we sling a leg over a KTM dual sport, it's a 400, but on the other hand we're really getting to know the bike. In truth, the 620 is exactly the same thing with 220 more cc's of displacement. It's a big difference in power, that's for sure, but KTM's '96 chassis stays the same between the two. Why a '96, you might ask. Aren't the '97s coming out soon? Yes and no. KTM has established the R/XC line for a late spring introduction, so you won't see the '97 machines until June of next year. What we have here in the '96 will be current until then, and they've made a number of good little changes on the bike.

Well, you might not call some of the changes "little." The most striking change is the inclusion of the E/XC-style racing suspension; the Marzocchi Magnum 45 forks on the front, and a rear Ohlins shock. These Magnums are the latest design, not leftovers from 1995. With them you will find the same sliders with 20mm less underhang, which really helps out when the going gets rutty or rocky. The forks also have a different compression damping configuration from the original '95 forks. This is also a plus, in our eyes, since we never really thought very much of the '95 Marzocchi forks anyhow. So how do they work? Good; really pretty good. Stock for stock they give a more plush ride than any of the WP forks of late. They shine best in little choppy bumps, things that drive WP forks to distraction. The Marzocchis are damped very loosely for the first four inches of travel or so, and soak every little stutter bump right up. The rest of the travel is a lot more "racy" than the old WP forks. The Magnums stiffen up quickly in mid stroke and deliver a confidence-inspiring ride when the holes in the trail get bigger. If we hadn't had the bike for only three days we would have changed fork oil and levels to get them more closely dialed in for the kind of riding we like to do, but we had no time, so we left them alone.

The rear shock is an Ohlins, and really not much more needs to be said. This is the shock absorber that nearly every factory shock is compared to, and on this bike it works extremely well. We noticed no bad traits from the rear end of this bike, so it does the job. The best we can suggest is to take care of it; it's a fine piece of equipment, so plan on having the shock oil changed regularly to keep it in good shape. The forks, just like last year's E/XC, tend to dirty up the oil fairly quickly, so you're going to have to plan on changing fork oil often as well.

The other major change on the R/XC is actually a variety of changes, all adding up to a slimmer profile. The fuel cell has been redesigned to be narrower, and unfortunately it holds less fuel--down to 2.3 gallons. The seat is narrower as well, and all the plastic is tucked in tight. The bike actually feels narrower to ride, and it's a lot more comfortable to move around on because of this.

The only change we're not entirely thrilled about is the new carburetor, and we'll admit it's probably through a lack of familiarity. To be honest, when the R/XC is warmed up and running, it runs really, really well. The carburetion seems perfect, and the engine feels more responsive, maybe even more powerful, than the '95 engine (even though everything else is the same). The trouble with the new carb, made by Qwiksilver, is when you try to start the bike cold. The Qwiksilver doesn't have a traditional choke circuit in it. Instead, it has an enrichment lever, which is not much more sophisticated than the "tickle button" on an old Bing carb. When you turn the enrichment lever 45 degrees from horizontal it apparently dumps fuel right into the intake, and our problem came with not understanding how to make it work right. It always seemed that one kick with the enrichment lever up wasn't enough, and two kicks was enough to flood the engine. We've never seen a manual or instruction sheet for this carb, and the chances are that with a little bit of knowledge we'd be much happier. The Qwiksilver is used to ensure the R/XC passes emission requirements in all 50 states, and is therefore necessary, but we'll admit we're partial to the old Dell'Orto carb.

Our test grounds for this R/XC were fairly tight mountain trails in Washington state. A lot of the terrain we covered wasn't what most people consider dual sport. It would have been more suited to an enduro bike. But the R/XC--although a little big in some of the tighter spots--was overall a joy to ride. The new slimmer profile makes the bike feel lighter and much more flickable, even thought the overall weight hasn't changed significantly. Rarely did the bike stall, but when it did it was a one-kick starter (when hot), and nothing came loose or fell off. The stock Michelin DOT dual sport tires are a real compromise in slippery conditions, and we changed to a real knobby tire in the front just to make the trail more enjoyable. For a mix of road and casual trail the Michelins will be fine until you wear them out.

In short, the new R/XC is a narrower, better-suspended, different carbureted version of what we've been riding here at home for the past two seasons, and we enjoyed the time we spent with it. Certainly owning one and learning about the carburetor would help with our only complaint with the bike, and the R/XC is still the most serious dual sport bike available...if you don't count the electric-start Husaberg, which isn't really a DOT-approved dual sport anyhow.

We've heard two rumors about the '97 R/XC. One was that it was going to be slimmed way down and lightened up and made into even more of an enduro bike, and the other was that the bike was going to get electric start and become more of a street/trail bike. It's too early to tell which is true, but in the mean time the existing R/XC is a good compromise between the two.

XTreme XRs

XTreme XRs
XTreme XR's: A Milestone Motorcycle Still Chewing up the Miles

Story by Paul Garson, 1/22/04

Milwaukee's Racebred XR

	Here's the x-iest of the XRs... first off the H-D hand assembly line.

For some 34 years running, the XR750 has been the ultimate "do it in the dirt" warrior, its victories literally spanning decades and dirt (and paved) tracks across the country, both in the hands of factory-sponsored pro's and independent riders as well. Introduced in 1970, the XR750 took over where the vaunted KR-TT's left off. Its first couple years, run with iron barrels, were problematic, but when fitted with aluminum cylinders and cylinder heads the new factory racers found their stride. Equipped with Ceriani forks and Girling racing shocks, the engines were stuffed into welded, tubular 4139 steel frames, its aluminum spoked wheels shod with Goodyear rubber. While the early ironhead design, basically a destroked 880cc Sportster, made for 70 hp, the aluminum upgrades, combined with polished valves, pistons and cams, chromed valve stems, and compression bumped from 8:1 to 10.5:1 brought out 20 more ponies, the XR's cranking out 90 hp in a bike that tipped the scales at 290 lb. Dual 36mm Mikuni's fed the hypo-ed Sporty motor, a 4-speed tranny shifted through a dry clutch and spark was provided by a Fairbanks-Morse magneto. You could have any color you wanted as long as it was Jet Fire Orange. Its lightweight precluded a starter of any kind, so it's a hump and bump roll-on to get it fired up.

Once fired up, you'd better get a grip. Think of a stump-pulling torquey, pit bull tough, light as a butterfly/sting like a million bees bike and you've got the gut feeling of riding an XR. Only one-quarter turn on the throttle goes from nada to WFO and it pulls without letup from 2000 rpm on up the scale and off it. While there's a rear disk brake, riders usually relied on engine compression to bring the bike down to non-warp speeds.

It should be noted the initial design for the XR750 is credited to a Dutchman by the name of Pieter Zylstra, and the first factory bikes tended to overheat, earning the less than favorable moniker as the "Waffle Iron." It was the legendary Cal Rayborn who brought the XR its first fame. Riding a Walt Faulk prepped bike, he won three out of the six British-American "Transatlantic" races. Not content with mere roadracing, Cal piloted an XLR-engined streamliner to a land speed record of 265 mph at Bonneville. Sadly, Cal died in a 1974 crash aboard a Suzuki at age 33. Later Team Obsolete would campaign Cal's XR750.

Roland Sands: The Glory Stomper

Roland Sands: The Glory Stomper
7/22/2005
By Peter Jones

Recovery Discovery Chopper

Although he's considered one of the greatest filmmakers of all time, Stanley Kubrick never won an Academy Award for his directing. His films were too edgy, too provoking, too different, and too personal, to receive a wide embrace, although those are also the reasons his films will endure while most of their contemporaries fade.

In the world of custom chopper builders, methinks Roland Sands will suffer that same fate. Sands does it all wrong. Sands creations are over the edge. Sands creations are rooted in the historical traditions of chopper culture, but he turns the concept inside out, swings it over his head and tosses it down the street.

Sands built The Glory Stomper bike for the Discovery Channel's Biker Build-Off program, (you can get a DVD of the show at: Discovery.com) competing against Arlen Ness. Sands' bike lost out in the popular vote, but for viewers at home, he stole the TV show. He then went on to be voted best new builder by his peers.

The Glory Stomper is named after the 1967 American International biker film, The Glory Stompers, staring Dennis Hopper. Sands said he planned the bike to be a twisted, rebellious, ruffian statement redefining what a chopper is, and that film's title and tone set the mood. As with all of Sands' creations, The Glory Stomper is inspired by the rich heritage of chopperdom. Steeped in this history, Sands uses it as solicitous stimulation, not for mundane mimicry. By naming the bike after a movie from the heyday of bike-exploitation films, Sands gives this chopper historical reference for his irreverent homage. It's his disrespect of the culture he cherishes that gives his bikes their brilliant edge. Because of that, Sands' choppers are high art that question perceptions of rebellion, freedom, sex, style, and the merchandizing of bad.

In following the bike's Frankenstein theme of a modern Prometheus, Sands wanted Stomper to be something exceptional made from something crappy. So he started with a crashed Harley-Davidson Softail picked up at a local junkyard. Just to make sure it was properly seasoned, Sands launched it off the back of his truck upon return to Performance Machine, site of Roland Sands Designs.

The frame was completely stripped and modified, and the engine sent to famed Salt Flats bike builder Wink Eller. The crank was balanced and blueprinted, and a set of Edelbrock heads installed after they were properly ported. Valves, pistons, cylinders, camshafts, lifters, and pushrods are all S&S. An Edelbrock carb is used and the air cleaner is a custom one-off by Sands, shaped and painted to complement the fuel tank. The ignition is by Twin Tech and the exhaust was hand built by Rolland and Brett, all the way to its beehive tip. The valve and ignition covers were designed by Sands and are available in the Performance Machine Contour line of products. The Contour stuff is new for 2005 and has what Roland calls a trippy finish.

The mods to the frame were so extensive Sands could have just as easily started with a bent bicycle and a washing machine. So modified is the wrong word. The frame was basically built from the ground up from pieces that coincidentally happened at one time to be on another motorcycle. The backbone was stretched two inches and the downtube stretched an inch. Rake was set at 35 degrees and the swingarm was built from scratch and uses the chain adjusters off the poor, dusty Yamaha TZ250 Sands once used to race. This required building new swingarm mounts and the subframe under the seat was fabricated from scratch. So, why again did Sands bother starting with that Softail? Just to make a point.

The rear shock is Ohlins, tucked up under the engine like H-D did it. The forks are also by Ohlins and the right one is sans brakes while the left carries a PM-brand radial-mount four-piston caliper. The triple clamps are made from machine billet aluminum. The forks are also fitted with a steering damper. Rims, front and rear, are of course PM Contour Method, and the rotor, brake, and clutch master are also by PM. The rear rim is 8.5 inches and carries a 240/40 Metzeler tire. The handlebars are custom, formed in a clubman style with the crossover tube curving down from a couple knuckle bosses, and painted to match the tank, air cleaner, and tailsection.

For a riding position to match the bars, the footpegs were moved back and mounted to the engine and primary-drive case. The seat is a pad used on the TZ250.

The most radical and eye-catching feature of Glory Stomper is the gas tank, with its Sands built billet aluminum top over a steel pan fabricated by Johnny Chop. The cover is machined with ribs reflected in the custom front-mounted oil bag, engine covers and exhaust tip, giving the bike a look of retro performance. The oil tank was cast by Jeff Decker and its mount built by T. Foster. The custom paint was applied by Chris Wood of Air Trix.

Like all of Sands' choppers, The Glory Stomper ain't got no gauges. Sands doesn't like the way gauges look, and having been a road racer he's used to riding by sound and feel. The headlight is a mini projector beam and the taillight is incorporated into the bottom of the tailsection, giving the machine a bit of a sportbike look. The blinkers were fabricated with the same care and respect as the gauges.

On Biker Build-Off, the choppers were judged at a bikeweek event in Puerto Rico in late November. The episode of the event is definitely one of the most entertaining because Sands made sure to step up the action and drama. The kid plays it from the heart and you can't turn away.

The Glory Stomper in many ways defies classification. Is it a chopper or a bob-job? Or is it something else? It's probably all those things. And paramount to all of Sands' bikes is that they perform. So this thing works. It handles, it goes, it stops, it even does wheelies. It's bad.

Sands gives credit to his hero Indian Larry, who has been an inspiration for his style of building bikes that are much more than great looking or great to ride. And as many know, Larry gave homage to Big Daddy Roth, and the krazy kulture of the sixties. None of this is lost on Sands. His aesthetic is complex yet subtle. You don't need to notice, but if you do, there's much to see and contemplate.

Confederate Hellcat F131

The "F" architecture of the Hellcat is very simple, yet incredibly rigid and light. It is the only backbone downtube, cradle based chassis to utilize the powerplant as a stressed member. It is also the last architecture for a crafted series built machine designed entirely by analogue methodology. Born from the draftsman's table, it has the essence of a finely crafted turntable. "F" architecture is unquestionably the stiffest, strongest, most rigid welded platform ever to run the Iconic American radial twin power plant.

In 1995, tooling for 500 G1 Hellcats was crafted. The last of these collectibles was built in 2001. All have been sold. In 2003, 150 G2 Hellcats were tooled for crafting. Ninety seven have been completed. Presently, 48 positions for ownership remain. Production is one machine per week. In October of 2007, the book will forever be closed on our beloved Hellcat.

Power:
Torque ≥ 145 ft. lbs.
Horsepower ≥ 137
Dimensions:
Weight: 490lbs.; Wheelbase: 62"; Length: 86"; Seat Height: 28"; Width (at handlebars): 34.5"
Engine:
Confederate radial F131 CID (4.375" bore x 4.375" stroke; entirely machined from billet aluminum and ductile iron).
Chassis:
Confederate design; mill fit by hand; TIG welded; Mainframe: .120 gauge wall thickness DOM carbon steel; 3" OD backbone; 2" OD down tube; 1 1/4" OD cradle; 1" x 2" rectangular strut; elongated neck. Oil capacity is 5 quarts.
Swingarm:
Confederate design; (integrated exhaust system).
Transmission:
Confederate design; five speed, close ratio. S&S case; Andrew's gear sets.
Primary:
Confederate design; machined from 6061 aluminum; belt drive.
Suspension:
Front: Marzocchi 50mm. inverted front forks with radial mounts.
Rear: Dual penski; coil over with cooling resavoir; multi adjustable.
Brakes:
ISR brake package. Front: dual 300mm semi-floating rotor, 6 piston CNC machined monoblock caliper. Rear: 280mm semi-floating rotor, 2 piston CNC machined monoblock caliper. Integrated brake and clutch controls, master cylinders, and switches.
Wheels:
Blackstone Tek TUV,DOT approved, carbon fiber wheel set. Front 4" x 18". Rear 8" x 18". Tires: Matched Metzeler ME880 130/60 VR Front, 240/40 VR18 Rear.
Lighting:
Zenon H.I.D.
Fuel Cell:
Confederate design, one piece aircraft grade structural carbon fiber cell.
Gauges:
Confederate design made by WMD.
Identification:
VIN stamped onto neck of frame further accented by matching VIN stamped on brass VIN plate riveted to frame neck. Engine & Transmission also contain ID numbers.

BSA Gold Star scrambler

There is probably no one more capable of building a BSA Gold Star racer than Dick Mann. His decades of tuning and racing experience show through in every detail of this BSA Gold Star Dick Mann Special Motocrosser. Mann started with a DBD34 Gold Star engine and transmission in Gold Star Catalina Scrambler trim, with a Gold Star frame. But the bike features numerous artful details, from the lighter, better fork, to the weight-saving handmade brake pedal and special alloy engine mounts, to the tank, which is a BSA part polished and painted in Mann�s favorite dark red with gold stripes

S & S motorcycle

Based in Viola, WI, S&S Cycle is the world’s leading manufacturer of high performance parts and engines for Harley-Davidsons® and other American V-Twin motorcycles. Since its 1958 inception, S&S has been the force behind some of this century’s major land speed records and product development awards.

Yamaha YZF R1 2000

• 2000 Yamaha YZF-R1

The blur of the asphalt is highlighted by the single broken line which now appears solid. The wind screams around you as you cut through it like an aerodynamic experiment in perfect harmony with your bike. You are in control while all around you appears chaos.

For you there is no greater thrill than the ultimate in technological performance. The supreme combination of power, agility and adrenaline. In short, THE RUSH!

The perfection of performance is always just around the next corner; ride a Yamaha and you're sure to have the inside track every time.

Specifications:

Engine
Configuration DOHC in-line 4 cylinder 5 valve Lubrication 3.6 litres, wet sump
Bore & Stroke 74mm x 58mm Ignition Digital TCI
Capacity 998cc Charging system
Compression Ratio 11.8:1 Starter Electric
Maximum Power 150hp @ 10,000 rpm Transmission
Maximum Torque Gearbox 6-speed
Fuel 4 Mikuni BDSR40 CV Downdraft carburettors with Throttle position sensor. Clutch Wet multiplate

Chassis
Frame Deltabox Wheels Front 3.50-17
Rear 6.00-17
Dimensions Weight: 175.0 kg
Wheelbase: 1395mm
Length: 2,095 mm
Seat Height: 815 mm
Ground Clearance: 140 mm
Tyres 120/70-ZR17
190/50-ZR17
Front Suspension 41mm inverted telescopic forks with 5.3" travel. Brakes 298mm floating discs front. 4 piston calipers.
245mm drilled disc rear.
Rear suspension Monoshock 5.1" travel Fuel Capacity 18.0 litres

Japan's Other Twin

By Colin MacKellar, Dutch Desk
Photos by Robin Verhoeven

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Lately, it seems all motorcycle journalists having been driving themselves crazy trying to decide if Honda or Suzuki have finally toppled Ducati's 916 from it's place as Ultimate Sport-Twin Superbike, and little attention is paid to the other Japanese twin. Rightly so, as the Yamaha TRX850 was never designed to compete head on with the 916, as Honda's VTR1000 and Suzuki's TL1000 were. You can't even buy it in red (in Europe).

But it was clearly the pre-916, two-valve Ducatis that Yamaha was aiming at when their first prototype versions were unveiled in the summer of 1995. The TRX's trellis frame tubing had been one of the Italian company's trademarks -- and a feature they've chosen to retain despite the fashion for twin-spar beam frames. The five-valve parallel-twin engine of the Yamaha has a 270 degree crankshaft that gives it the lumpy sound and feel of a V-twin. Twist the throttle open and you'd swear it was a Ducati rumbling through the rough spot from 3,000 to 5,000 rpm. Above that engine speed, a crank balancer smoothes out engine vibration as it flies up to, and beyond, the 8,000 rpm redline. It's just as well Yamaha's 5-valve engines are so ultra strong, as its rev limiter lets the bike happily spin past 9,000 and right off the tach before cutting in. With a maximum power of 76 bhp produced at 7,500 rpm, though, there's no point revving the guts out of a TRX.

Yamaha's TRX shares its engine and 5-speed gearbox with the 1996 TDM850, a simple way to reduce the costs of introducing two new models. The TDM had a very noisy gearbox that would turn heads at each change in the first two gears. In contrast, the TRX gearbox is quite slick, although there are still a few false neutrals hiding in there waiting for careless gear changes.

Like a Ducati, you can pick a line through a corner on the TRX and the bike will hold it. While it's good practice to power through corners on any bike, this is especially true for the TRX; getting on the throttle at engine speeds under 4,000 rpm will cause the bike to lurch as power surges through its drive train.

This machine seems happiest with its engine spinning above 5,000 rpm. Cruising at legal European motorway speeds in top gear has the big twin running at 4,000 rpm, where it feels lumpy and just off its powerband. But out where country roads get twisty, the TRX comes into it's element. It's almost as much fun winding open the throttle coming out of corners and listening to that big twin exhaust note as it is strafing apexes. Then squeal its brakes coming into the next bend and do it all over again.

Also, the TRX is known to be a little sensitive to tires, but the Metzeler Z1s that were fitted to our test bike are considered to be some of the best. The front was perfect, warming well and providing a lot of confidence despite the rather soft front forks. Yamaha seems to have a strategy for consistently fitting good brakes to their recent models, and the TRX is no exception. The linear relationship between a couple fingers on the lever and applied braking force was only spoiled by its soft front forks diving towards the road as the brakes bit down. With spring preload and rebound damping the only external adjustments, different fluids offer the only option for dialing-in front end compression damping to fight the dive. Around back, the TRX's single shock has full adjustability and worked well.

Will Yamaha's TRX survive the arrival of killer twins from Honda and Suzuki? It deserves to, as we found it a lot of fun to ride despite the 30-odd horsepower deficit. Maybe it's that deficit that makes it so enjoyable, as the engine never seems intimidating. You don't see many TRXs on the road and sales have not been spectacular, despite the low price. With rumors that Yamaha has their own V-twin under development in a back room in Japan, the TRX's days may be numbered. If so, and it does disappear within a couple of years, it will certainly become a cult bike with a dedicated, fanatical group of owners, proud to possess a uniquely different motorcycle.

Specifications:

Manufacturer: Yamaha
Model: 1996 TRX 850 (Unchanged for 1997)
Dutch Price:  Fl. 19,995 ($10,800 U.S.)
Engine: Liquid-cooled, DOHC, 5-valve Twin-cylinder
Bore x stroke: 89.5 x 67.5 mm
Displacement: 849 cc
Carburation: Mikuni BDST38/2
Transmission: 5-speed
Wheelbase: 1435 mm
Seat Height: 795 mm
Fuel Capacity: 18 L
Claimed dry Weight: 190 Kg (418 lbs)

BSA 1966 : The Victor

1966 BSA motorbike. This is a beautiful example of a round barrel Victor "Special" 4-stroke single cylinder bike. This machine has received some restoration and is in very good shape. It appears to have been very well taken care of and has extremely good compression. The frame and suspension bits have been powdercoated and the tanks have been painted. All of the rubber has been replaced and the tires are in very good shape. This bike features an Amal 389 mono bloc carb, 441 cc's, chrome rims, headlight, brakelight and license plate and is currently registered and licensed for street legality. There is gobs of power in this baby and she runs extremely well. This bike needs very little to make it a show winner.

The Victor "Special" was built as an American version of England's Victor "Grand Prix" which was a full fledged racer whose only purpose in life was to go full throttle in motocross. Our version was designed as a modern 500 class machine that could be used in several forms of motorcycle competition and even ridden to and from the event, according to CYCLE WORLD Magazine, April 1966 edition. The "grand Prix" was a racer-replica of Jeff Smith's aptly named "Victor" that was used to clinch the 500cc Moto-Cross World Championship.