Sport touring

Sport touring bikes are designed for riding longer distances, and are typically more comfortable than the average sport bike. Sport touring bikes are typically heavier, less powerful, and less performance-oriented than super sport bikes, but have more storage space, more comfortable rider ergonomics, and better practicality. Depending on the emphasis on these touring capabilities, sport touring bikes can range from super sport bikes with more comfortable rider ergonomics to full-featured touring motorcycles with sport bike-like capabilities and features.
Examples include the BMW R1200RT, Honda VFR800, and Yamaha FJR1300

Hyper sport

Hyper sport bikes, also known as hyperbikes, are very large-displacement sport bikes with a strong emphasis on top speed and acceleration. They are typically powered by motors displacing 1,100 cc (67.1 cu in) to 1,400 cc (85.4 cu in). Hyper sport bikes are bigger and heavier than super bikes, with wet weights generally of around 500 lb (227 kg). The increased weight compromises racetrack capabilities in favor of stability at speeds that can exceed 180 mph (290 km/h). This compromise also allows manufacturers to design much more comfortable rider ergonomics.
Examples include the Honda CBR1100XX, Kawasaki Ninja ZX-14, and Suzuki Hayabusa.

Ultimate Buck Bike

the news big time, not just lately but for the past couple thousand years. People there came up with everything from gunpowder to the compass to paper and ink. They needed lots of paper and ink since the Chinese language consists of 80,000 different symbols. And about that gunpowder. It was discovered by accident while an emperor was looking for the secret to the elixir of life. But it’s no accident that Southern California veteran custom bike builder, Johnny Pag has now brought home from China a new motorcycle, the Spyder 250, that just might take the Ultimate Most Bang for the Buck Award. While the bike is assembled in China, specifically at a 650,000 sq. ft. manufacturing plant near the city of Wenzhou, its design is definitely Made in America, all components drafted up by Johnny to his exacting specifications, and not by e-mail or telephone. Johnny’s a hands-on kind of guy and spent six months out of the year working on location in China on the project. His son, JR, joined him on the long distance work commute and in fact began taking Chinese language lessons.Johnny wanted to design a bike to American standards but have it manufactured and assembled overseas to bring the price down to the bone and make it accessible to anybody. Says Johnny, “We were looking to offer a bike that first time riders can enjoy, for people on a budget, for ladies who want to get off the passenger seat and onto their own wheels, for people who like to sit on a bike with their feet flat on the ground, and for people looking for a full custom bike without the big price tag.”Not to shorten the suspense, but the bike seen here has an MSRP of $3295. We’ll say it again…$3295.One reason for Johnny’s success, where others have merely dreamed of such an endeavor, is the rapport Johnny established with his partners, the Chinese manufacturers. As a result of the mutual trust and respect built on several years of working friendship, the 250 Spyder was born. And the miles of red tape, bureaucracy, government regs and EPA/DOT compliance taken care of as well. It was no small effort at perseverance on Johnny’s part. The actual “birthday” took place this June when the first shipment of full production bikes arrived at the Johnny Pag Motorcycles warehouse in Riverside, CA.This rider/writer was invited over to take the first official bike mag test ride.I was already familiar with the bike’s specs having followed its progress over the previous couple months after learning of its existence when it was awarded Most Unique New Motorcycle at the Indy Expo, and that was with a “rough” prototype. Dealers had caught the scent and were buzzing around the Spyder throughout the event. Moreover they were signing on the dotted line. Something verging on historic was in the air. It had to do with the bike’s design, components and very, very significantly, the price tag. Let’s just say it generated a lot of heat even before the flame paint jobs went on.So like any good bike magazine writer/ predator, I wanted in on the action. So I got my first taste test ride.First impressions. While some of the preliminary photos were good, seeing the bike in person was, well, impressive. You get an immediate sense of a full-sized, full- framed bike (360 lb., 73-inch wheelbase, 1000 lb. rated load) with quality finish and no scrimping.

History

Whether you’re riding your motorcycle to work, blasting through the canyons or piling on odometer numbers during your weekend getaway, your tires have got to do it all. Not only that, they’ve got to provide thousands of worry-free miles regardless of 40-degree temperature, rain or pavement-melting 120-degrees. Sounds like the type of conditions best suited for the new Metzeler Roadtec Z6 Interact sport-touring tire.
Metzeler's new Roadtec Z6 Interact tires could take us much lean as we could serve up aboard our 2009 Moto Guzzi Griso.In the never ending quest for increased performance, the folks at Metzeler have released the successor to its versatile Roadtec Z6 tire. We were fortunate enough to have an early go on it during last year’s Metzeler Expert on the Road tour through some of the famed regions of the Alps. And for 2009, the tires have finally made their way stateside for all sport-touring riders to benefit. Visually it can be difficult to differentiate the new tire as it uses the same tread pattern and profile as before. Beneath, however, both the tire’s carcass construction as well as rubber compound are new. Where other tire manufacturers (Dunlop) employ multiple compounds to provide an optimum blend of traction, stability and wear, Metzeler goes a different route by incorporating a unique flex-tuned carcass construction with a uniform compound to react to tire flex. Its zero-degree steel belt technology returns (in which steel belts are laid flat and in the same direction as the rotation of the tire) with a new spin. On the Interact each individual steel carcass string has been engineered at a specific tension, much like a musician’s guitar string. Higher string tension at the tire’s center ensures stability when the tire is loaded during high-speed maneuvers or under braking. String elasticity decreases in a linear method towards the shoulder of the tire, which generates more tire flex, in-turn creating more heat and boosting outright cornering grip. An updated blend of compound ingredients work in unison with the flex-tuned carcass offering reduced tire warm-up times, as well as increasing grip and stability without affecting mileage according to Metzeler. Another benefit is added wet-weather performance and greater consistency of performance as the tire reaches its service limit due to the more efficient mixing method and higher Silica content.

The Metzeler Roadtec Z6 Interact's use a uniform compound thoughout the tire. For our test, we mounted a set of Z6 Interacts in the original sizes (120/70-17 front and 180/55-17 rear) on our 2009 Moto Guzzi Griso. Tire pressure was set at 32 psi front and rear per Metzeler’s recommendations. The Z6 Interacts replaced the more sport-oriented and OE-fitted Metzeler M3 Sportec tire, thus giving us a unique comparison opportunity. Warm and sunny weather greeted us as we departed from the oasis-like surroundings of Palm Springs, California. We headed east through the neighboring cities of Rancho Mirage and Palm Desert, veering north onto Highway 74. Once on the 74 we climbed from the desert’s sea-level elevation and into the surrounding mountains of the San Bernardino National Forest. For the first few miles the road is perfectly straight but a few miles after you leave the perfectly manicured lawn of the city the road starts to zigzag. Fast corners immediately greet as you start up the mountain. And with the throttle wrapped-out in fourth gear it became immediately apparent of the high amount of outright grip from the tires. Just 15 miles before the tires were brand-new and within that short amount of mileage they were fully up to operating temperature and ready for as much lean angle as I could serve up. Contrary to my assumptions, based on the tires tech specs, at speed, with the motorcycle cranked over on the edge of the tire, the Interact’s feels firm without a hint of tire flex. Yet there is a suprising amount of road feel delivered especially at the front tire during trail braking. So much in fact that it makes you wonder if these tires are more aligned with the sport segment rather than touring. As we moved closer to the top of the mountain, the long sweeping, 100-mph turns began to transition into tighter second and third gear corners which required us to repeatedly maneuver the bike from side-to-side. Here the Interacts complemented the Griso’s nimble handling attributes and continued to impress by not requiring any additional effort than the tires it replaced.

The service life of the tires is still up in the air, but Metzeler claims it remains the same as before with the Roadtec Z6 tire.Shortly after we had reached the Santa Rosa Summit (approximate elevation 5000 feet), we headed west on Highway 371 through Anza, California. Here we piled on the miles on mostly smooth, straight road. Every so often a patch of rough pavement would surprise us due to the area’s extreme temperature variation between 100-degree summers and, at times, below freezing winters. Based on the tires firm feel in the corner I had presumed that it would be equally as firm when rolling over rough stuff. Not so. The Interacts absorb pavement imperfections agreeably, delivering a smooth ride while assisting the bikes suspension in keeping the tire in contact with the road. One particular straightaway allowed for a top-speed run and even with 130-mph registering on the 500-plus-lb Griso’s dash the bike was solid. In fact, with the previously fitted tire we noticed a hint of twitchiness when going over 100 mph, but with the Z6 Interacts that peculiar trait vanished. Although we didn’t encounter any wet weather along our route, we did run into some during last year’s Expert on the Road adventure. One particular moment hard-wired in my brain is that of myself and two other riders leaving the rest of the group as we sped up a tight, winding, first or second gear rain-soaked road as we closed in on Switzerland’s Sustenpass. The motorcycle I was riding, a Honda VFR800 Interceptor shod with the Z6 Interact. The three of us ran up the road at a ridiculous pace considering the sketchiness of the road, yet none of us had even a slip. When it comes time to plop down the cash for new tires, next to sheer performance the biggest consideration in the tire you choose is its mileage. Unfortunately we’ve only been able to log around 500 miles on the tires, so its mileage endurance is still a question. Nevertheless, Metzeler claims mileage remains the exactly the same as the previous generation Roadtec Z6 tire.Arguably, sport-touring tires are the most difficult tires to develop. Yet once again Metzeler steps up with a tire that absolutely hauls out on the road. So are these tires for you? Can you toss them on your Suzuki GSX-R1000 street bike? If you’re looking for a tire that will last longer than the stockers that came on your bike yet still give you the performance you need on the streets, regardless if it’s wet or dry, hot or cold than the Metzeler Roadtec Z6 Interacts are for you.

Stong History

With a strong history of innovation in almost half a century of motorcycle production, it would have seemed that the lead motorcycle for Yamaha's 2009 model year would have reflected the reality of the times. Perhaps a three wheeled dynamic-attitude scooter that seats four and runs on biodiesel, or a hybrid touring model, or a hydrogen fuel cell commuter, or even a fully electric plug in city bike. Those models would have not only made sense in the current market but would have been warmly welcomed by a growing portion of the motoring public who has grown weary of pumping $200 at a time into the gaping maw of their SUV's fuel tanks.
Yamaha, however, did nothing of the sort. Demonstrating once and for all that the company is run by a bunch of rabid motorheads with no perspective on reality, the star of the Yamaha 2009 lineup is none other than a 1.7 litre version of the most excessive motorcycle of a very excessive bygone era: the V-Max.
When the V-Max first premiered in the long gone days of 1985, it turned stomachs around the world thanks to its bulbous styling and glued on faux scoopery. The handling on the early models was litreally white knuckle as the bike only ever wanted to go in a straight line... that was when the front wheel was actually touching the road and not pawing at the air. The only thing that could not be argued was that the V-Max had more thrust than a Saturn V rocket. If you wanted your motorcycle to be the unquestioned drive in burger stand burnout champion, the V-Max was your ride.
The 2008 model was virtually indistinguishable from the 1985 original as Yamaha just kept stamping out V-Maxes catering to a tiny but insanely loyal clientele who like their bikes ugly and their tires smoking.
When Yamaha finally put this Jurassic bike into the extinction column, they replaced it with a motorcycle that takes the V-Max formula much further out into lunacy than the original ever could dream of. The 2009 V-Max VMX17 is a new 65-degree, four-valves-per-cylinder, 1679cc V4 behemoth, almost a half litre bigger than its already impossibly-overpowered ancestor. Yamaha claims an absolutely deranged 197 horsepower and 123 foot pounds of torque. To put that into perspective that is much more horsepower than a 2008 Chrysler Town & Country minivan, and that vehicle is designed to propel seven people around! With a wet weight of 683 lbs, each horse has to push around less than 3.5 pounds so the acceleration and top speed ratings are completely astronomical.
The 2009 V-Max seems to have done the impossible. Not only does it make the original model look good as it's all whoops and scoops and oversized cages, metal drilled lace, ducktails, and tin cans... but it has made the antediluvian hyperhormoned 1,198 cc version seem absolutely tame and responsible by comparison. Yamaha should be profoundly ashamed of itself and show a sincere commitment to developing motorcycle models that are appropriate to the times, not hulking murdercycles designed only to shred asphalt on public roadways while returning the fuel mileage of a Dodge Ram with a Hemi stuffed under the hood. It's not 1985 any more!

Honda CR250

This Honda CR250 was a little beat up but I was able to buy it for a song. When I bought the bike it had low compression, the plastics were faded and a couple bits were worn, but all in all it was a fairly solid old ride.
The 1986 Honda CR250R was the last year of the rear drum brake. It boggles my mind why Honda was still running a drum brake in the rear when the other manufacturers had updated to discs. I don’t know for sure, but I would be willing to be that the factory Honda racers in 1986 had disc brakes on their race bikes. (Anyone know a little history about this? I’d love to hear it.). However, Honda did jump right to a dual piston front disk brake, which sort of compensates for the weak rear.
Despite the low compression I was able to get this bike running real well. It needed a new piston and rings for sure, but that didn’t stop me from putting a little saddle time on it. It amazes me how little the performance of off road bikes has changed over a 20 year period. Sure new bikes have better suspension, the motors run a little crisper, and they’ve shaved off 15 pounds, but to an amateur rider all of those factors amount to very little. Most off-road riders and racers run new bikes simply because of the hype and marketing. The fact of the matter is that any good rider on a bike from the 80’s will still whoop the pants off an amateur on the latest model 250. Once liquid cooled motors and mono shock bikes became common place, the rider was the only thing that made a real significant different on lap times.
This 1986 ran very strong. I don’t recall what carb it had, I know my 1986 KX250 had an enormous Kehein that was the size of a bible. The Honda is certainly a little better carbureted and pulled harder up top, but this could be purely a factor of superior jetting rather than components. The CR250 suspension was also a bit more progressive than the KX250 with an inverted front fork, the KX250 had a bit of a spongy quality to it which made whoop sections tricky.
By all accounts the 1986 CR250 was the superior bike to the KX250, save the rear brake. Dirt, mud, water, and fast motors simply do not mix with drum brakes.

Honda 450

This is my 1982 Honda Nighthawk 450. What a fun little bike these are. This is about as close as you can get to a perfect city commuter bike. I am of course partial to a CB350 or kin, but this Nighthawk 450 sure fits the bill pretty well too.
In the late 70’s and early 80’s bikes motorcycles were going through a lot of changes. Many were dropping their mechanical ignitions in favor of electronic systems. Consoles and gauges which were once steel were fast become plastic. Larger amounts of body work were becoming common place, and some funky wheel combinations were hitting the market.
These nighthawk 450’s are great little bikes for what they are. They are great for zipping around town or quick jaunts down the interstate. The motors are smooth, make good power, and are relatively low maintenance. This was definitely a transition motorcycle for Honda. They were beginning to make motorcycles that were styled a bit more sporty and aggressive. The same features you see on this bike can also be seen on the CB750F, CB900F, and CB1100F models of the same time period. They were using well formed fuel tanks and plastic body work that was designed more for aesthetics than it was for function.
Honda did not jump to plastic headlight buckets and gauge clusters on this model like they were about to do on the Honda Magna’s and Sabre’s. They did however switch to a real dorky style of wheel. It is styled like a Comstar Wheel, but it can be disassembled. The radial supports unbolt from the rim and hub so the wheel can be taken apart. I would bet that the singular glaring reason Honda started using these wheels was the cut costs. It is easier and faster to cast several small pieces than one large one. Personally I have always preferred a spoked wheel in every case.
These Nighthawk 450 motors were essentially the same beast as the CM400 and CMX450 motors. They really do run smooth and reliably. This is an excellent first bike for someone just getting into riding, or is even perfect for someone like myself who prefers to ride a small and simple machine rather than the big hogs and performance driven bikes that most are drawn to. In almost every case a bike like this is all you need to have a great time on two wheels. The small stature, light weight, and peppy motor make it a blast to zip around on. It is very maneuverable, and the seat is soft and wide. The Honda Nighthawk 450 is indeed a great all-around bike.

CX500 And CX650

For some reason the CX500 and CX650 motorcycles have slipped my grasp over the past few years. I was supposed to pick one up about a year ago, but that deal got squashed somehow. So when I saw this “beauty” up for grabs I jumped on it.
Obviously it is a dog. A dead dog. The bike is beat to junk and weathered worse than McCain’s face. It is only missing the headlight, blinkers, side covers, and clutch lever, but the seat, gauges, throttle, tires are absolute garbage. - On the plus side the motor turns over fine so I’m sure it will be a runner.
The Honda CX500 was introduced in 1978 so this is a first year model. Common problem points were stator failure (particularly on the early models) and cam chain slop. With the cam chain properly adjusted at regular interval these bikes will run 100,000 miles easy without a rebuild while cruising 80 mph all the while. They were marketed as a downsized touring bike, this is true particularly with the CX650 which was available in “Silverwing” trim with full touring fairing and luggage.
I haven’t decided to what extent I’ll dig into this bike. I have a crush on this CX500 dual sport bike which I believe was built by Phil Kopp in Australia

Classic Bike

I spotted this beauty outside a deli in the San Fernando Valley recently and luckily I had my camera with me. What a gorgeous bike.
Is this a GS5 or 85? My Matchless knowledge is limited and I don’t have a keen enough eye to tell. Anybody?

Honda XL600

am a big fan of the Honda XR600 series of motorcycles. You might remember the 1983 Honda XL600 I was working on just last summer. The XL600 was a fantastic bike, particularly with the XR600 motor transplanted into it, but it was more street oriented and was never intended to take constant off-road abuse. I’ve been keeping my eye open for a true late model XR600 for quite a while, and this one just popped up recently, so I jumped on it.
It is certainly well ridden and has been enjoyed by ‘who knows how many’ previous owners. However, it is a sturdy bike with no real issues besides needing the linkage bearings replaced and a new set of foot pegs.
The XR600 is, in my eyes, the perfect platform for a do-it-all dual purpose motorcycle. It’s a bit piggish on tight trails, and a bit of a wind catcher on the highway, but it will do both without complaining and will last years and years trouble free.
If you have a good eye you’ll see this bike has a recovered seat with gel-insert, an early style IMS 4 gallon tank, Scotts top billet triple clamp, and a lot of character.

Harley

Moge” itu Harley! ya itulah yang sering diucapkan orang awam bila ditanya tentang motor besar. Selain itu hanya brand Ducati yang mampu menyaingi popularitas Harley Davidson. Motor Cruiser atau Chopper merupakan impian penggemar motor besar terutama yang telah berusia diatas 30 tahun. Bahkan populasi motor ini di indonesia mencapai 20 kali lipat di banding merek Ducati.
Motor Cruiser adalah motor touring yang lebih cocok untuk dipakai jarak jauh dan secara umumnya pengguna sepeda motor jenis ini mengikuti perkumpulan ekslusif. Jenis Motor Cruiser yang beredar di Indonesia hanya didominasi oleh satu brand yaitu Harley-Davidson. Kisaran harga motor ini antara 250 juta hingga 1,2 milliar.
Sisi Positif (+)
1.Memiliki Image dan ekslusifitas yang tinggi
2.Karena hanya didominasi oleh satu Brand maka fasilitas after sales service nya paling terjamin
3.Memiliki persatuan - Brother hood yang sangat luas
Sisi Negatif (-)
1.Harga yang mahal
2.Harus terikat dengan keanggotaan Brotherhood
3.Image sebagai klub motor yang arogan.
4.Harus mengenakan aksesoris yang sesuai. Akan terlihat lucu bila anda memakai motor ini dengan menggunakan aksesoris diluar yang disediakan
Tips Membeli Motor Besar Baru
1.Untuk motor Sports lokal, seperti Honda CBR 150 maupun Kawasaki Ninja RR sebenarnya tidak terlalu sulit karena anda tinggal datang ke ATPM terdekat, namun untuk motor besar CBU, anda harus memesan terlebih dahulu karena ATPM CBU umumnya jarang menyimpan stok dishowroom mereka.
2.Sebaiknya bila berminat membeli motor besar CBU sebaiknya anda memastikan after sales servicenya karena bila anda memsan motor besar yang tidak didukung ATPM anda akan kesulitan mengurus spare parts dan surat menyuratnya.
Tips Membeli Motor Besar Second hand
1.Periksa surat surat. Tidak hanya melihat BPKB namun harus melakukan cross chek pada SAMSAT POLRI, karena umumnya sering sekali motor tersebut merupakan motor seludupan ataupun motor Form-B (hanya pajak cukai). Pastikan anda mendapat Faktur Pembelian.
2.Priksa nomor mesin dan nomor sasis. Biasanya kita sering lupa mengecek nomor sasis, karena sering kali nomor sasis terdaftar namun nomor mesin tidak terdaftar pada samsat.
3.Umumnya “moge” keluaran di bawah tahun 2000 tidak memiliki surat resmi, kecuali sang pemilik terdahulu mengikuti pemutihan. Jangan percaya Surat Jalan, Surat IMBI, dan lainya. Karena yang penting adalah BPKB dan STNK.
4.Cek fisik motor. Umumnya pemilik “Moge” jenis Sportsbike sering membawa motornya ke sentul dan segera memperbaiki jika terjadi kerusakan saat dipakai di sirkuit. Untuk mengetahui track record motor tersebut sebaiknya anda harus banyak bertanya kepada orang orang yang telah memiliki “moge” sportsbike, karena pergaulan mereka yang sempit umumnya mereka saling mengetahui kondisi motor rekan sepergaulan mereka.

Ductai

Dalam ilmu marketing, konsumen yang memiliki preferensi demikian besar terhadap sebuah merek disebut menganut brand cult. Demikian cintanya mereka pada merek tersebut sehingga kepemilikan terhadap produknya memberi kepuasan yang luar biasa melebihi fungsi praktikal yang diberikan. konteks otomotif roda dua, Ducati dan Harley Davidson dianggap mewakili produk dengan konsumen yang luar biasa fanatiknya.
Khususnya di Indonesia kalangan penggemar sepeda motor bermesin besar atau lebih dikenal dengan sebutan “Moge” berasal dari kalangan exekutif. Mereka umumnya menggunakan ”Moge” mereka hanya pada akhir pekan, baik dipakai untuk melakukan touring ke luar kota atau hanya sekedar jalan jalan ke Mall baik bersama keluarga maupun teman sepergaulan.
Untuk memiliki speda motor besar tentunya tidaklah semudah membeli motor biasa. Karenanya ada beberapa trik yang harus di pahami terlebih dahulu. Salah satunya adalah dengan cara memahami jenis jenis sepeda motor yang ada dipasaran dan yang kita kehendaki.
Dalam hal ini ada beDalamberapa tipe sepeda motor yang umumnya disukai oleh penggemar “moge” di Indonesia. Jenis Sportsbike , Street Fighter, Supermotard maupun jenis Cruiser. Berikut merupakan gambaran mengenai motor motor tersebut, termasuk hal hal yang perlu diperhatikan sebelum memiliki motor tersebut.

Super Sports Bikes Until the late 1960s motorcycles came in three basic formats:
Working bikes: Generally below 250 cc (15.3 cu in) and low-powered for commuting and utility travelling.
General bikes: Generally below 500 cc (30.5 cu in) / 650 cc (39.7 cu in) for use as a working bike, but with a higher power output so it could also be used for fun on the weekends.
Touring bikes: Anything above working/general bike sizes and built mainly for touring.
The first company to crack this mold was arguably Vincent Motorcycles. Designed as a gentleman's touring bike, their model's speed was astounding for days when motorways and freeways didn't exist. However, its handling was basic, and its shortcomings became clear when faced by a motorway - girder forks.
In the 1960s two bikes were developed which could be both daily commuter as well as weekend racer. These were the first sport bikes. The first was the BSA Rocket 3/Triumph Trident, closely followed by the Honda CB750K.
The 1971
Kawasaki Z1, however, with its 900 cc (54.9 cu in) DOHC engine finally started the era of the modern sport bike. The Z1 sold so well that by the end of that decade the Japanese manufacturers were all building competing machines similar to the Z1 with its DOHC inline-4 engine configuration. The resulting "bike war" among the Japanese manufacturers and required investment in modern engine manufacturing contributed to the demise of the flagging British motorcycle industry. Entry-level Entry-level sport bikes are designed to introduce motorcyclists to the sport bike design. They are relatively inexpensive, lightweight, and durable. There are minimal to no fairings installed to cut down on cost and maintenance if the motorcycle is dropped. Although capable of more power, the engines are usually detuned for longevity and durability. Entry level sport bikes can usually accommodate riders of all heights and weights. Examples include the Suzuki GS500, Honda CB500 and Kawasaki Ninja 500R/250R.

Honda CBR

Super sport bikes (also known as middleweight sport bikes) are designed for optimal performance on a race track. They are generally built around a high revving, small displacement powerplant that is usually sized around 600 cc (36.6 cu in) to 800 cc (48.8 cu in). Most super sport bikes will carry a wet weight between 375 lb (170 kg) to 450 lb (204 kg) and produce around 110 bhp (82 kW). Because of how strongly focused super sport bikes are on race track performance, riders below 5 ft 3 in (1.6 m) in height will generally not be able to flatfoot (the placement of both feet completely flat on the ground while sitting on a motorcycle) these types of sport bikes. Taller and heavier riders may find the rider ergonomics in the default position to be cramped and uncomfortable.

BMW K1200GT

Main article: Sport touring Sport touring bikes are designed for riding longer distances, and are typically more comfortable than the average sport bike. Sport touring bikes are typically heavier, less powerful, and less performance-oriented than super sport bikes, but have more storage space, more comfortable rider ergonomics, and better practicality. Depending on the emphasis on these touring capabilities, sport touring bikes can range from super sport bikes with more comfortable rider ergonomics to full-featured touring motorcycles with sport bike-like capabilities and features.

Super Sport Bike.

Super Sports Bikes Until the late 1960s motorcycles came in three basic formats:
Working bikes: Generally below 250 cc (15.3 cu in) and low-powered for commuting and utility travelling.

General bikes: Generally below 500 cc (30.5 cu in) / 650 cc (39.7 cu in) for use as a working bike, but with a higher power output so it could also be used for fun on the weekends.
Touring bikes: Anything above working/general bike sizes and built mainly for touring.
The first company to crack this mold was arguably Vincent Motorcycles. Designed as a gentleman's touring bike, their model's speed was astounding for days when motorways and freeways didn't exist. However, its handling was basic, and its shortcomings became clear when faced by a motorway - girder forks.
In the 1960s two bikes were developed which could be both daily commuter as well as weekend racer. These were the first sport bikes. The first was the BSA Rocket 3/Triumph Trident, closely followed by the Honda CB750K.
The 1971

Small Capacity

Small-capacity sport bikes typically have engine sizes ranging from 125 cc (7.6 cu in) to 400 cc (24.4 cu in), but are also produced in as little as 50 cc (3.1 cu in) (sometimes designed/tuned for persons carrying a restricted/learner's license). Small-capacity sport bikes are available in both 2-stroke and 4-stroke cycles, although production of 2-stroke sports bikes has diminished due to tight emission laws and agreements. Generally small and light, they can suit the shorter rider; the light weight partially offsets the performance drop due to their lower power. Short wheelbase and lightness means handling characteristics are often on par with that of the typical high-capacity sport bike.[citation needed]
Also relatively new but gaining popularity is the new 450 super single class. A 450 Super Single is a single-cylinder 450 cc dirt bike that has been converted into an entry-level road racer. The frame, subframe, swing arm, motor and transmission are all stock, but the wheels, tires, suspension and bodywork have all been modified for on-track use. These bikes are also being modified in Australia for street legal use and are the fastest restricted/learner legal bikes available as the current laws prohibit 2-stroke 250 cc bikes.
Examples include the Aprilia RS250 and Honda CBR125R.

Classes

Although not officially recognized by any major motorcycle organization, the different variations of the sport bike can generally be grouped into several different classes, each containing unique features to that class. Suzuki GS500E entry-level sport bike

Overview

With the emphasis of a sport bike being on speed, acceleration, braking, and maneuverability, there are certain design elements that most motorcycles of this type will share. Sport bikes have comparatively high-performance engines resting inside a lightweight frame. The combination of these help maintain structural integrity and chassis rigidity. Braking systems combine higher performance brake pads and multi-piston calipers that clamp onto oversized vented rotors. Suspension systems are advanced in terms of adjustments and materials for increased stability and durability. Front and rear tires are larger and wider than tires found on other types of motorcycles to allow higher cornering speeds and greater lean angles. Fairings may or may not be used on a sport bike; when used, fairings are shaped to reduce aerodynamic drag as much as possible and provide wind protection for the rider. The performance of some stock sport bikes is so high they can be used on a race track without modification.
These overall design traits mean sport bikes are less practical for street use than other motorcycles. There are few extra features or comforts like those present on touring motorcycles such as center stands, provisions for saddle bags, large windshields, or fairings providing protection from rain. Rider position and ergonomics are compromised in favor of weight distribution and aerodynamics. This generally means higher foot pegs that move the legs closer to the body and more of a reach to a lower set of hand controls which positions the body and weight forward and over the tank.
The term crotch rocket is slang for some types of sport bikes, mainly super sport and super bikes. The name is derived from the way the rider sits on the bike and from the speed and acceleration of which these bikes are capable. A sport bike's foot pegs and
shifter are located farther back than a conventional or 'cruiser' motorcycles; this puts the rider in a position that is more streamlined and aerodynamic and places the rider's crotch in very close contact with the seat, but the term is more commonly associated with a Pocketbike or Minimoto.
The term crotch rocket is sometimes associated with squid, a subset of motorcyclists who may be inclined to choose sport bikes over other types of motorcycles, among other reasons due to their higher performance.

S p o r t s B i k e

Super Sports Bikes

Until the late 1960s motorcycles came in three basic formats:

Working bikes: Generally below 250 cc (15.3 cu in) and low-powered for commuting and utility travelling.

General bikes: Generally below 500 cc (30.5 cu in) / 650 cc (39.7 cu in) for use as a working bike, but with a higher power output so it could also be used for fun on the weekends.

Touring bikes: Anything above working/general bike sizes and built mainly for touring.

The first company to crack this mold was arguably Vincent Motorcycles. Designed as a gentleman's touring bike, their model's speed was astounding for days when motorways and freeways didn't exist. However, its handling was basic, and its shortcomings became clear when faced by a motorway - girder forks.

In the 1960s two bikes were developed which could be both daily commuter as well as weekend racer. These were the first sport bikes. The first was the BSA Rocket 3/Triumph Trident, closely followed by the Honda CB750K.

The 1971

Kawasaki Z1, however, with its 900 cc (54.9 cu in) DOHC engine finally started the era of the modern sport bike. The Z1 sold so well that by the end of that decade the Japanese manufacturers were all building competing machines similar to the Z1 with its DOHC inline-4 engine configuration. The resulting "bike war" among the Japanese manufacturers and required investment in modern engine manufacturing contributed to the demise of the flagging British motorcycle industry.


Entry-level

Entry-level sport bikes are designed to introduce motorcyclists to the sport bike design. They are relatively inexpensive, lightweight, and durable. There are minimal to no fairings installed to cut down on cost and maintenance if the motorcycle is dropped. Although capable of more power, the engines are usually detuned for longevity and durability. Entry level sport bikes can usually accommodate riders of all heights and weights.

Examples include the Suzuki GS500, Honda CB500 and Kawasaki Ninja 500R/250R.


Honda CBR600RR

super sport bike

Super sport bikes (also known as middleweight sport bikes) are designed for optimal performance on a race track. They are generally built around a high revving, small displacement powerplant that is usually sized around 600 cc (36.6 cu in) to 800 cc (48.8 cu in). Most super sport bikes will carry a wet weight between 375 lb (170 kg) to 450 lb (204 kg) and produce around 110 bhp (82 kW). Because of how strongly focused super sport bikes are on race track performance, riders below 5 ft 3 in (1.6 m) in height will generally not be able to flatfoot (the placement of both feet completely flat on the ground while sitting on a motorcycle) these types of sport bikes. Taller and heavier riders may find the rider ergonomics in the default position to be cramped and uncomfortable.

Examples include the Honda CBR600RR, Suzuki GSX-R600 and Triumph Daytona 675.

Ducati 1098 S Tricolore super bike

Super bikes are large displacement super sport bikes. They have characteristics similar to the smaller super sport bikes which are mainly focused on race track performance, but are powered by larger engines that are usually sized around 800 cc (48.8 cu in) to 1,200 cc (73.2 cu in). A typical super bike will carry a wet weight between 400 lb (181 kg) to 480 lb (218 kg) and can produce 180 bhp (134 kW). Super bikes with a displacement very close to 1,000 cc (61.0 cu in) are sometimes referred to as litre bikes. Motorcycles in this class are usually eligible to participate in Superbike racing.
Examples include the Ducati 1198, Suzuki GSX-R1000, Honda CBR1000RR, and Yamaha YZF-R1.

Suzuki GSX1300R hyper sport bike

Hyper sport

Hyper sport bikes are very large-displacement sport bikes with a strong emphasis on top speed and acceleration. They are typically powered by motors displacing 1,100 cc (67.1 cu in) to 1,400 cc (85.4 cu in). Hyper sport bikes are bigger and heavier than super bikes, with wet weights generally of around 500 lb (227 kg). The increased weight compromises racetrack capabilities in favor of stability at speeds that can exceed 180 mph (290 km/h). This compromise also allows manufacturers to design much more comfortable rider ergonomics.
Examples include the Honda CBR1100XX, Kawasaki Ninja ZX-14, and Suzuki Hayabusa.

BMW K1200GT sport touring bike

Main article: Sport touring
Sport touring bikes are designed for riding longer distances, and are typically more comfortable than the average sport bike. Sport touring bikes are typically heavier, less powerful, and less performance-oriented than super sport bikes, but have more storage space, more comfortable rider ergonomics, and better practicality. Depending on the emphasis on these touring capabilities, sport touring bikes can range from super sport bikes with more comfortable rider ergonomics to full-featured touring motorcycles with sport bike-like capabilities and features.