Last moto of the day Magilligan MXPark, digging deep! Thanks Davey for keeping my head down and bikes turning! 📸 Maurice Montgomery
Source: Jonathan Rea On Facebook
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Yamaha Star Eluder Project Bike
For 2018, Yamaha launched two all-new V-twin touring cruisers built on the same platform–the Star Venture luxury tourer and the Star Eluder bagger. Both have bold, muscular bodywork wrapped around a massive 113-cubic-inch, air-cooled V-twin, and they’re equipped with modern technology such as throttle-by-wire, riding modes, linked ABS brakes and full infotainment systems.
The Venture is designed for two-up touring. With no trunk and fewer bells and whistles, the lighter, less expensive Eluder is for riders who do more solo riding and prefer a leaner, more aggressive look.
Read our 2018 Yamaha Star Eluder first ride review
We like the Star Eluder’s generous low-end torque, handling and touring amenities. But what’s a bagger without some customization? For years Yamaha’s Star Motorcycles tagline was, “We build it. You make it your own.” So that’s what we did…with some help.
We teamed up with Jeff Palhegyi, owner of Palhegyi Design, on a Star Eluder project bike. Known for his customized cruisers, vintage race bikes, flat trackers and more, Palhegyi has been involved with Yamaha’s product planning division for nearly three decades. The goal of this project was to enhance the Eluder’s functionality and style in a way that any owner could do in his or her own garage, and Palhegyi helped us make it a reality.
Watch the first video in our three-part series about this project to see what Palhegyi suggested we do to upgrade our Eluder:
Functionality
For this project, we started with a stock Star Eluder in Raven (black) with the GT option package ($1,500), which adds GPS navigation, SiriusXM satellite radio (subscription required), CB radio and a security alarm. During the development of the Venture and Eluder, a full line of accessories was created and developed in tandem with the motorcycles. To add some functionality to our Eluder GT, we first dug into Yamaha’s accessory catalog.
Our first addition to the project was an Elite 801 Series helmet headset and connection cord to enhance audio quality and enable more functionality than Bluetooth alone. Made by J&M Motorcycle Audio, the headset and cord are available directly from Yamaha. Next we added more wind protection with a taller windshield and adjustable lower fairing wind protectors. We improved nighttime visibility with a set of LED fog lights and enhanced cold-weather comfort with a set of heated grips and heated apparel outlets for the rider and passenger, all of which are easy-to-install, plug-n-play items.
To add more comfort for the passenger, we added a quick-release passenger backrest (for aesthetic reasons we chose the short version), which has durable steel uprights with a black powdercoat finish. Yamaha also makes a matching luggage rack that attaches directly to the backrest, adding extra luggage capacity (the Eluder’s two locking saddlebags and several small fairing pockets hold a total of 72 liters). A perfect fit for the luggage rack is Nelson-Rigg’s 20-liter Day Trip Backrest Bag, and its black UltraMax fabric matches the Raven paint and other black finishes on our Eluder.
One of the Eluder’s key features is its ultra-low seat height of 27.6 inches, and the plush, heated seat has a rear bolster for lumbar support. In the name of both functionality and style, we replaced the stock seat with a Heated Dual Saddle from Corbin, which has a seating area covered with distressed leather in a Black Bomber Jacket finish (which looks dark gray), gray diamond-pattern stitching and matte-black vinyl sides. Whereas the heating for the Eluder’s stock seat is controlled through the infotainment system’s menu, the Corbin seat has an on/off toggle switch on the left side. We also added Corbin’s matching passenger backrest pad to complete the look.
Style
Yamaha’s accessory catalog has many bolt-on parts to give the Eluder a custom look. We installed Yamaha’s billet brake pedal and toe shift lever (a billet heel shifter is also available, but we left it off to allow more room on the floorboard). Yamaha also offers a long list of billet covers and add-ons with a black-and-silver contrast-cut finish that are made by Arlen Ness. We installed speaker and instrument bezels, an upper handlebar clamp, muffler tips, a license plate frame and covers for the master cylinders, generator, clutch, cam and pulley.
Finally, we wanted to give the Eluder’s bodywork a custom look, but we wanted to avoid bold, garish paint or graphics. The Raven-colored Eluder and all of the black bolt-on parts are cohesive and understated, best appreciated up close than from a block away. To enhance the dark, low-profile look, Palhegyi suggested a vinyl wrap, which is popular in the automotive industry but hasn’t really caught on yet in the motorcycling world. A full wrap would cover up the glossy Raven paint, and the complex shapes of the Eluder’s bodywork made a full wrap impractical.
Instead, Palhegyi used painter’s tape to create a template for graphic panels that flow with the lines of the Eluder’s bodywork–on the fairing and front fender, on the tank, on the side panels and on the saddlebags. He scanned the templates and sent them to Cory Bender at BlacArt Creative Group, who converted the templates into vinyl adhesive panels with a dark metallic finish, a silver-and-red double pinstripe border and a few tastefully placed Rider logos. With great care, a soft-plastic spreader (to remove any air bubbles) and a blowtorch (to heat and set the adhesive), the panels were applied to the bike, giving it a one-of-a-kind look.
Creating and applying the vinyl graphics was the most time-consuming and difficult part of this project. Palhegyi’s team and BlacArt’s team are professionals, so unless you have experience with the vinyl application process we recommend working with a qualified installation specialist.
Watch the second video to see the installation process for our Star Eluder project bike:
That’s A Wrap
With the accessories installed and graphics applied, it was time to take our Eluder GT project bike out for a spin. From Palhegyi’s shop near San Diego, California, we went for a scenic ride on a cold, clear November day. The taller windshield and side deflectors kept the cockpit more calm and quiet, and the heated grips and seat helped keep the cold at bay.
The Comfort Cell foam in the wide, flat Corbin seat is firm at first but breaks in with miles, and we like the distressed look. The flatter pillion seat and quick-release backrest provide a more secure perch for a passenger, and the Nelson-Rigg bag is the perfect place to stash extra gear. Removing the backrest, luggage rack and bag, which takes only a few seconds, transforms the Eluder from a two-up tourer back into a low-profile solo bagger. Out in the sunshine the contrast-cut billet parts and metallic graphics look really sharp, boosting the Eluder’s curb appeal without going too far.
Scroll down for more photos and a complete build list with accessories, prices and resources.
Check out the final installment of our video series:
Build List: Accessories, Prices and Resources
| Genuine Yamaha Accessories (shopyamaha.com) | Price |
| Elite 801 Series Helmet Headset System by J&M Motorcycle Audio | $219.99 |
| Elite 801 Series Connection Cord by J&M Motorcycle Audio | $89.99 |
| Eluder Custom Windshield – Medium | $169.99 |
| Touring Lower Fairing Wind Deflectors | $249.99 |
| Touring LED Fog Lights | $359.99 |
| Touring Heated Apparel Outlet, Rider | $59.99 |
| Touring Heated Apparel Outlet, Passenger | $59.99 |
| Eluder Heated Rider Grips | $279.99 |
| Quick-Release Passenger Backrest, Uprights, Short | $366.99 |
| Quick-Release Passenger Backrest, Docking Kit | $133.99 |
| Rear Luggage Rack | $163.99 |
| Touring Billet Toe Shift Lever | $195.99 |
| Touring Billet Brake Pedal Cover | $121.99 |
| Arlen Ness Signature Custom Billet Speaker Bezels | $159.99 |
| Arlen Ness Signature Custom Billet Instrument Bezels | $109.99 |
| Arlen Ness Signature Custom Billet Master Cylinder Cover Set | $149.99 |
| Arlen Ness Signature Custom Billet Upper Handlebar Clamp | $99.99 |
| Arlen Ness Signature Custom Billet Generator Cover | $159.99 |
| Arlen Ness Signature Custom Billet Clutch Cover | $159.99 |
| Arlen Ness Signature Custom Billet Cam Cover | $99.99 |
| Arlen Ness Signature Custom Billet Pulley Cover | $159.99 |
| Arlen Ness Signature Custom Billet Muffler Tips | $279.99 |
| Arlen Ness Signature Custom Billet License Plate Frame | $99.99 |
| Corbin (corbin.com) | |
| Heated Dual Saddle | $633.00 |
| Coordinating Sissy Bar Pad | $343.00 |
| Nelson-Rigg (nelsonrigg.com) | |
| Day Trip Backrest Bag | $99.95 |
| BlacArt Creative Group ([email protected]) | |
| Vinyl Graphics (materials) | $400.00 |
| Vinyl Graphics (installation) | $150.00 |
| TOTAL | $5,268.74 |
Source: RiderMagazine.com
Favorite Ride: Melodic Montana
It’s with a nod to the late, great music show host Lawrence Welk that I start this ride spanning a couple of Montana’s scenic blue highways. The bandleader’s famously accented musical lead-in is doubly relevant for this trek. First, this ride will begin and end with music. Second, it will encompass rolling on Montana’s historic Highways 1 and 2. So, without further ado, “Ah one, an’ ah two….”
Rockin’ the Rivers and Rollin’ on Highway 2
While it is most certainly true that it’s “about the ride not the destination,” having something entertaining to do before and after a ride adds spice to the adventure. With that in mind, my trek starts at the Rockin’ the Rivers Music Festival near Three Forks, Montana. It is not an accident that I found this event in my ride planning as it sits directly on the first of the routes that attracted me to the area. So as I sit listening to the classic rock of the Grass Roots and then Tommy James and the Shondells, my mind wanders to Montana State Highway 2.
As I leave the festival, my ride on Highway 2 leads me almost immediately to the entrance of the Lewis and Clark Caverns State Park. While I decide not to do any spelunking, I stop long enough to read about the caverns and the fact that the Lewis and Clark expedition camped very close to the cave.
Rolling out of the park, the riding fun begins. The 20-mile stretch of Highway 2 that leads to my night’s lodging in Whitehall, Montana, is a great series of curves that follows the Little Pipestone Creek through an impressive river canyon. It is a nice precursor to what I will experience the rest of this ride.
After a night’s sleep, I gas up in Whitehall and head northwest on the remainder of Highway 2. I roll past farms and ranches through big, sweeping curves. As I continue north, the grasslands morph into high chaparral. The road tightens into some entertaining hairpins as I gain elevation into a pine forested stretch. This is clearly great three-season motorcycle country.
Ultimately, this pine forest gives way to rich grasslands as I approach the historic mining town of Butte. Before grabbing lunch in a local diner, I ride through Butte’s well-preserved historic district. Amazingly, there are more than 10,000 miles of abandoned mine shafts and tunnels beneath the city. The wealth attained in those mines earned Butte the moniker “The Richest Hill on Earth.”
Carving Highway 1 to a Jam in Missoula
A short stretch on Interstate 90 after Butte leads me to the exit for Montana State Highway 1. Signs tell me that Highway 1 is also known as the Pintler Veterans Memorial Scenic Highway and it certainly lives up to that “scenic” designation.
The first thing that catches my eye as I head west on the highway is a huge smokestack in the distance. It turns out that smelter stack is the most notable landmark in the town of Anaconda. It also turns out that the town’s name is prophetic. After leaving Anaconda, the road begins to coil into a serpentine motorcycle playground.
As I climb into the Anaconda-Pintler Mountain Range on Highway 1, I stop at several interesting historic sites. Montana does a great job of providing well-written and informative signage for its historic markers. Just as Lewis and Clark’s exploration is well-documented on the route, significant mining windfalls are also highlighted.
I stop beside the deep blue waters of Silver and Georgetown lakes, which spell the approximate midpoint of this ride on the scenic route. After the lakes, the road coils again as it passes through pines, grasslands and crimson canyons. It’s a very entertaining ride indeed, and the number of motorcycles I meet on the road indicates it is not a secret to riders.
The Pintler Veterans Memorial Scenic Highway ends at Interstate 90. However, I have found that it can pay off in spades to travel frontage roads rather than the nearby interstate. The long frontage road on this stretch of I-90 to Missoula is just such a find. The beautiful tree-lined Clark Fork River separates the interstate from the frontage road, making it seem worlds away. Like so many of the rivers in the area, the Clark Fork makes me think of Norman Maclean’s Montana-set literary masterpiece, “A River Runs Through It.”
When the fun of the I-90 frontage roads ends, there is just a short stretch of the interstate that leads to Missoula. Like Butte, Missoula is a town worth an extended visit. The historic city has a bustling charm that is enhanced by the vibrancy infused by the University of Montana.
As I sit in the beautiful Montana Grizzly Stadium listening to Pearl Jam and watching the sun set on the rolling hills just past the stage, I can’t help but reflect on a great ride. To steal a few song titles from the band, the “Even Flow” of the ride certainly made me feel “Alive.” Or, as Mr. Welk might say, this Montana tour was “wunnerful, wunnerful.”
Source: RiderMagazine.com
AllianzMotorCamp 2018
Os dejo el video del #AllianzMotorCamp18. Siempre es un placer y diversión estar con los niños! The video of Allianz Motor Camp 2018. It’s always funny and I enjoy a lot with the kids! ➡ https://bit.ly/2Ao7gid
Source: Marc Márquez on Facebook
Cor Dees’ Laverda Museum | Laverda heaven
Cor Dees’ Laverda Museum
With Phil Aynsley
Cor Dees was a Dutchman with a serious Laverda addiction! He bought his first Laverda in 1988 and, as can be seen, added the odd one or two after that.
He constructed this purpose built building in Lisse which opened in 2006 and I photographed there in 2015.
Unfortunately, due to ill health, it had to be closed in 2017 and the collection has since been sold. Thus it was lucky that I was there to shoot these bikes well before then, and can now present this incredible collection here for your enjoyment.
Cor built up a close relationship with the Laverda family and was able, with the help of the late Massimo Laverda, to obtain the remaining spare parts and two incomplete V6 prototypes as well as vast quantities of period advertising material, film, documentation and other memorabilia. In all some 81 bikes, scooters and mopeds comprised the collection, covering the years from 1950 to 2000.
This is the 400kg marble sign that hung over the entrance to the Laverda factory from 1952 until the building was demolished in 2000.
The line up of race bikes includes the legendary 1000cc V6 (link), one of the three 1000cc space-frame triple endurance machines, the ’75 750 SFC that won the Belgian Championship and the company’s only GP bike – the ’87 125cc prototype (link).
One of the original drafting boards.
Laverda manufactured a wide range of agricultural equipment from their founding in 1873, such as this press.
While no longer in family hands, the Laverda company still makes tractors and other heavy farm machinery.
There is a wide range of memorabilia on display. Also a neat 200cc twin and several scooter models.
The Police version of the 750 GTL.
This is most likely the 1000cc triple prototype bike that Laverda displayed at the Milan Show in 1971.
A 1981 RGS 1000 fitted with the saddlebags and fairing from the later Executive model.
Laverda is hardly known for its off road models but the company produced quite a number over the years. Here a 600 Atlas (left) and a 250 Chott (right) find themselves above the Husqvarna powered LH3 (125cc) and LH4 (250cc).
The 250TR Chott, ISDE version.
A line up of early bikes.
The Navarro was released in 1990 as the update to the Lesmo. The bodywork was more encompassing, the wheels 17 inch and disc brakes fitted front and rear. The 125cc 2-stroke was the same motor fitted to the Cagiva Freccia C12R. Only a few hundred were sold due to the combination of somewhat dated specification and high price. Power was 29 hp at 10,300 rpm, with a dry weight of 115 kg.
The first of the “new” vertical twins was the 650 which was introduced in May 1968 (link) before quickly being superseded by the 750. Somewhere between 50 and 200 were built.
The 1000 prototype with a 750GT.
Source: MCNews.com.au
Scott Moir wins NZ Suzuki Series
Suzuki’s Scott Moir raced his GSX-R1000 to victory in won the three-round Suzuki Series Formula One class in New Zealand.
The 35-year-old was a breakthrough first-time winner last year of both the Suzuki Series’ Formula One class outright and the Robert Holden Memorial race, a 10-lapper that is the feature of the series’ final round on Whanganui’s Cemetery Circuit on Boxing Day, and he came agonisingly close to winning them both again this year too.
He had arrived just three points off the lead in the glamour Formula One Superbike class – that advantage being enjoyed by Shane Richardson – and eight points clear of third-ranked visiting British rider Peter Hickman.
But then Moir clicked it up a notch, taking his Suzuki GSX-R1000 to win the first F1 race on Boxing Day, while Richardson finished second, and suddenly there was nothing in it, these two riders level on points with just one race to go. Moir was ahead of Richardson in the deciding F1 race early on and, when Richardson was forced to withdraw with mechanical problems on the third lap of 10, Moir knew a safe and sensible approach was all that was required for him to wrap up the crown.
He managed a safe fifth placing in that deciding race and this was enough for him to successfully defend his F1 title.
But then came more drama in the 10-lap Robert Holden Memorial feature race, the signature race of the Boxing Day event on Wednesday.
Moir was quick off the mark in that prestigious race and had quickly built a massive lead over the chasing bunch, setting a lap record in the process.
With Moir seemingly well in control, spectator attention switched to 2018 Isle of Man winner Hickman, the man from Lincolnshire was back in seventh position but on the charge and moving up quickly.
Hickman’s progress was stunning and, on the final lap he pounced on Moir, catching the Bay of Plenty man unaware and snatching the win just metres from the end.
Scott Moir
“I always knew it was a possibility to win the Suzuki Series F1 class. I was good last year, and I knew it was going to be tough this year, with such a stacked field, but when I knew Shane (Richardson) was out I knew I just needed to finish where I was. Then I thought I’d go all-out in the (stand-alone) Robert Holden Memorial race. I led for every lap but then celebrated too early. I was pulling little wheelies; they weren’t even that good really. My pit board said ‘4 seconds’ and I thought ‘Oh, that’s a pretty good lead’. But I slowed down a bit too much. I got a lap record in the Robert Holden race though, so that’s something. I have learned a lesson from this: Don’t celebrate too early and just race until the chequered flag.”
The Suzuki Series’ various venues – Taupo’s Bruce McLaren Motorsport Park, Manfeild Circuit Chris Amon in Feilding and then the public streets of Whanganui that make up the famous Cemetery Circuit raceway for the final round, brought out the best in all the riders, but must now surely rate as Moir’s three favourites.
If he remembers the lesson he learned at Whanganui on Wednesday, then he should surely rate among the favourites to win the premier trophy at the 2019 edition of this popular series.
Meanwhile, the crowds at Whanganui on Boxing Day were thrilled to get right behind local hero Richie Dibben, the Kiwi international making his comeback from recent injury. He delighted with his Super Motard bike prowess on the tight and twisty circuit, taking his Suzuki RM-Z450 to win both Super Motard outings.
There was strong interest also in the GIXXER Cup class – reserved for riders aged between 14 and 21 years and all on identical Suzuki GSX150F bikes – where two young men had shared the glory in the earlier rounds of the series, Zak Fuller and Jesse Stroud, the son of Suzuki’s nine-time former national superbike champion and four-time former Suzuki Series champion Andrew Stroud.
It was Fuller though that won the day outright at Whanganui’s Cemetery Circuit on Boxing Day, the GIXXER Cup competition a special stand-alone two-race affair incorporated within the street race programme. The 150 Cup is a seven-round series this year, with five more rounds left to run, incorporated within the five-round New Zealand Superbike Championships, which kick off at Mike Pero Motorsport Park in Christchurch on January 5-6th.
Words and photo by Andy McGechan
Source: MCNews.com.au
El 93 NO SE TOCA! 😜Lo siento inocentes! #diadelosinocentes
Dani Pedrosa – Red Bull F1 Driver
Después de meditarlo mucho, he decidido aceptar la oferta de Red Bull para ser piloto de F1 el año 2020! 💪 / After having a good think, I have decided to accept the Red Bull offer and become an F1 driver in 2020! 💪
#f1 #newchallenge #redbull
Source: Dani Pedrosa on Facebook
Mirando los toros desde la barrera en los entrenos de Motocròs Rufea ✊🏼#AlexMarquez73 👀
Mirando los toros desde la barrera en los entrenos de Motocròs Rufea ✊🏼
#AlexMarquez73 👀
Source: Marc Márquez on Facebook
2018 Honda CB1000R | Road Test Review
Since its 2011 debut (read our Road Test Review here), the Honda CB1000R has languished. It arrived when American buyers weren’t particularly interested in naked bikes, and its mediocre performance and ho-hum styling didn’t help. But what a difference a few years can make.
Naked bike sales have more than doubled since 2012, and the average buyer is 45-55 years old with two decades of riding experience–middle-agers (like me!) who don’t want bikes that look like they rolled out of a video game. Honda has responded by transforming the CB1000R from a run-of-the-mill naked sportbike into a modern café racer.
Read our First Look Review of the 2019 CB650R and CBR650R.
Park the previous CB1000R next to a new one and you’d never know they’re so closely related. Replacing the swoopy bodywork is a stocky profile with harder lines, more exposed metal and a classic round headlight nacelle housing a modern LED. Black paint with bits of contrasting silver and machined edges on the engine give the new CB1000R an edgy, industrial look.
But the reinvention is more than skin deep. Honda says the CB’s liquid-cooled, 998cc, DOHC in-line four generates more output–121.8 horsepower at 9,900 rpm and 69 lb-ft of torque at 8,400 on Jett Tuning’s dyno–thanks to larger ports and reduced pressure loss in the intake, more valve lift, higher compression, forged rather than cast pistons and larger throttle bodies, and a lower gear ratio adds more snap during acceleration.
We could only make a partial dyno run due to the bike’s electronics objecting to the stationary front wheel, but it still made roughly 10 percent more horsepower and torque. The new exhaust, steel mono-backbone frame and aluminum frame pivot plates are all lighter than before, and curb weight is just 465 pounds, down 17 pounds.
As before, the CB1000R has a cast aluminum, single-sided swingarm, which showcases the new, wider 10-spoke rear wheel. The swingarm is shorter but the longer frame stretches the wheelbase to 57.3 inches, up from 56.9. Revisions to the suspension include a fully adjustable, upside-down, 43mm Showa SFF-BP fork, a lighter spring and revised settings for the Showa shock and increased travel front and rear (4.7/5.2 inches, up from 4.3/5.0). Returning unchanged are the excellent Tokico binders, which tell the rider exactly what’s going on and scrub off a little or a lot of speed with minimal effort, and 2-channel ABS is now standard.
The new CB1000R exudes refinement, the sort of civility and precision that’s been a hallmark of certain Hondas for decades. Whereas the previous model’s throttle was overly sensitive, the new throttle-by-wire never misses a beat, and there are now riding modes (Sport, Street and Rain) with preset levels of throttle response, engine braking and traction control, plus a User mode allows the rider to set any combination of these parameters and turn traction control completely off.
It may look like a bare-knuckle brawler, but the CB1000R has the poise and agility of a ballet dancer. Light with a solid chassis, the CB turns in and transitions from side to side with ease, and its Bridgestone Battlax Hypersport S21 tires provide flytrap grip. Even with aggressive inputs, it keeps a cool head, rarely getting out of shape. Adding to the CB1000R’s refined feel is its smooth engine and silky 6-speed transmission, aided by a new, low-effort assist-and-slipper clutch.
Regardless of riding mode, power delivery is always linear and predictable, though when the revs drop in slow corners there’s not enough grunt to rocket launch toward the exit. Keep the revs above 7,000 rpm and everything is golden.
Comfort is also part of the appeal of naked bikes among middle-aged riders. Decades of full-time employment, often seated at a desk, has given us love handles and chronic lower back pain. Motorcycles with upright seating positions allow us to have fun and still be able to walk the next day. That’s true of the CB1000R, which requires little forward bend to reach the handlebar and has a flat, comfortable seat, though the footpegs are high so knee bend may be an issue for some.
Reinvention is no easy task. The 2018 Honda CB1000R looks and performs better, with more distinctive styling, less weight, extra power, technology like ABS and throttle-by-wire, new instrumentation and more. But as much as I appreciate refinement and civility, the CB1000R needs more of the mojo–more bark from the exhaust, more grunt at low rpm–that transforms a motorcycle from a machine into a delivery vehicle for emotion.
Check out Rider’s guide to new/updated street motorcycles for 2019 here!
2018 Honda CB1000R Specs
Base Price: $12,999
Warranty: 1 yr., unltd. miles
Website: powersports.honda.com
Engine
Type: Liquid-cooled, transverse in-line four
Displacement: 998cc
Bore x Stroke: 75.0 x 56.5mm
Compression Ratio: 11.6:1
Valve Train: DOHC w/ 4 valves per cyl.
Valve Insp. Interval: 16,000 miles
Fuel Delivery: PGM-FI w/ throttle-by-wire & 44mm throttle bodies x 4
Lubrication System: Wet sump, 3.2-qt. cap.
Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch
Final Drive: O-ring chain
Electrical
Ignition: Fully transistorized
Charging Output: 350 watts max.
Battery: 12V 8.6AH
Chassis
Frame: Mono-backbone steel frame, single-sided cast aluminum swingarm
Wheelbase: 57.3 in.
Rake/Trail: 24.7 degrees/3.8 in.
Seat Height: 32.7 in.
Suspension, Front: 43mm USD fork, fully adj., 4.7-in. travel
Rear: Single shock, adj. for spring preload & rebound damping, 5.2-in. travel
Brakes, Front: Dual 310mm floating discs w/ 4-piston monoblock radial opposed calipers & ABS
Rear: Single 256mm disc w/ 2-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.5 x 17 in.
Rear: Cast, 6.0 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/55-ZR17
Wet Weight: 465 lbs.
Load Capacity: 388 lbs.
GVWR: 853 lbs.
Performance
Fuel Capacity: 4.3 gals., last 1.0 gal. warning light on
MPG: 91 PON min. (low/avg/high) 32.1/35.9/39.5
Estimated Range: 154 miles
Indicated RPM at 60 MPH: 4,250
Source: RiderMagazine.com