Until now, Honda built the VTR 250 as a Japan-only model, but the word is out that they plan to sell it in Europe as well starting with the 2009 model year. This is the first picture available of the new model year and it comes accompanied by serious suspicions in what concerns potential upgrades.
For instance, the engine is sure to remain the same 90-degree, liquid-cooled V-twin with 4-valves per cylinder, but will most likely get an improved Programmed Fuel Injection (PGM-FI) system. This determines the airbox to be moved underneath the gas tank so that the bike would retain the overall slim appearance.
In what concerns the trellis frame, this is expected to remain the same as on the 2008 model year sold in Japan and so are the suspensions, wheels and brakes.
The instruments panel remains the same only in appearance because in essence digital is the main word. They also intend to make the naked bike practical so offering decent underseat storage space sure helps if intending to cut in the 250cc scooters slice of the Japanese market.
Colors available will be Silver, Red, Black, Blue and Yellow and the new bike is expected to make an entry in Europe by autumn.
http://www.topspeed.com/motorcycles
In the history of motorcycling, no name has been more apt for a machine made to satisfy its rider’s need for freedom. In Greek legend, Pegasus was the winged horse, a symbol of power and freedom.
Ever since it was introduced, the Aprilia Pegaso has perfectly embodied the universal motorcycle concept. Cleverly designed and attractively styled, the Pegaso has always been packed with advanced technology and has always satisfied needs as diverse as urban mobility and long distance touring. And no matter how you use the Pegaso, enjoyment is guaranteed, in keeping with Aprilia’s philosophy that biking should be fun.
The APRILIA PEGASO 650 TRAIL continues the success story that began over 12 years ago, and has since taken the Pegaso to the top of the international sales charts, establishing it as the world’s best 650 cc enduro.
The latest Pegaso is a better all-round motorcycle than ever before. The PEGASO 650 TRAIL in particular is better at long range touring, thanks to superior comfort, an advanced new engine and a large number of innovations aimed at improving versatility. And all this has been achieved without affecting the bike’s great autonomy and simple, easy-riding characteristics; characteristics that have made the Pegaso such a tremendous success over the years.
Just as the original Pegaso established new records for its class, the new PEGASO 650 TRAIL sets the pace for single cylinder motorcycle technology. It boasts a modern, four valve, dry sump engine with electronic fuel injection and a 44 mm throttle body, a superbly strong diamond shaped steel frame, spoked wheels with medium-knobbly tyres for great handling on and off the road, and many more advanced features.
Like all Aprilia motorcycles, the Pegaso Trail is designed according to the “active riding” concept. Agile, dynamic, fast, and extremely satisfying to ride, it fulfils all your needs for mobility and adventure too. The Pegaso Trail is more than able to take you and your passenger to the four corners of the globe.
Thanks to a total steering angle of 70° (35°+35°), the new Pegaso 650 Trail is amazingly agile around town, and the perfect companion for day to day commuting. On the other hand, its superior comfort, and the two-position adjustable windshield fitted as standard, enable the Pegaso 650 Trail to double up as an unstoppable long distance tourer, over all sorts of terrain.
----
Like its sister bike, the Pegaso Strada, the dynamically styled Trail makes you want to ride it the moment you see it. With its unmistakably aggressive and eye-catching looks, this is a motorcycle made to tackle any journey in style. The Pegaso 650 Trail is so unmistakably Aprilia in look and feel, you just can’t help standing out from the crowd.
Engine
The liquid cooled, four valve, single cylinder engine is fuelled by an advanced electronic injection system, specially designed for sparkling performance, miserly fuel consumption and, of course, environmentally friendly emissions. The engine delivers power in a way that translates into exceptional ridability under all conditions.
The Pegaso engine uses Aprilia’s acclaimed dry sump lubrication system. This new Aprilia single cylinder power unit stands out for its compact design and extremely advanced specifications. 50 HP (37 kW) at 6,250 rpm mean that the engine is not only tireless but great fun too. Powerful and flexible, it boasts a fantastic torque curve that gives the Aprilia Pegaso 650 Trail the muscle you need to come out on top in all conditions.
The new Pegaso 650 Trail respects the environment too. Like all Aprilia motorcycles, it incorporates the latest clean technology, because fun and performance should not damage the environment. The catalytic converter in the exhaust system cuts emissions to the threshold of the current Euro 2 standard.
Other important characteristics of this sophisticated engine include a vibration damping counter-shaft for improved comfort and a single, 44 mm throttle body with the latest generation fine spray injector.
Chassis
The Pegaso 650 Trail’s compact, single beam steel frame is the perfect backbone for this all-round enduro. The frame is amazingly light yet offers unrivalled rigidity and excellent access for mechanical maintenance.
A great deal of care has gone into calibrating the suspension too. As a result the suspension system combines effective damping and fantastic comfort. The new Pegaso 650 Trail’s robust fork has the thickest stanchions in its class (45 mm) and permits a wheel travel of 170 mm. The result is a perfect balance between easy riding, controlled braking and effective damping over rough ground.
The gas-filled Sachs monoshock at the rear is adjustable in rebound and spring preload, and is calibrated for maximum comfort and traction on all surfaces without penalising riding satisfaction. Rear wheel travel is also 170 mm.
The spoked aluminium wheels are a classic enduro feature. In keeping with proven off-road motorcycling technology, the Pegaso 650 Trail is equipped with a 19 inch front wheel, perfect for easy control over rough ground and precision steering on the tarmac.
Seat height has been kept at only 820 mm to make the Pegaso 650 Trail really easy to ride. Riders of all statures, including lady riders, will find it easy to get their feet firmly on the ground. The seat is designed for maximum control over all types of terrain, without ignoring the needs for rider and passenger comfort on long road journeys. For taller riders who want a more long-legged seating position, a higher seat (+ 40 mm) is available as an optional accessory.
Brakes
The new Pegaso 650 Trail is equipped with a standard-setting braking system incorporating top quality components. The front brake features a 300 mm disc and a twin-piston caliper for supersport-style stopping power and control.
This powerful front brake is complemented by a 240 mm rear disc with floating caliper.
The entire system has been calibrated for efficiency, power, and instant action.
----
As you would expect from an Aprilia, every component on the Pegaso 650 Trail is a world-class, prestige part.
The following components deserve special mention:
Colours
Anthracite Grey
Accessories
Like all Aprilias, the new Pegaso 650 Trail benefits from a wide range of dedicated accessories to enable you to adapt your bike to your own specific needs and preferences.
Engine: Single-cylinder four-stroke with light alloy cylinder. Liquid cooling with three way pressurised circuit. Single overhead cam with chain timing drive; four valves. Anti-vibration counter-shaft.
Fuel: Unleaded fuel.
Bore and stroke: 100 x 84 mm.
Displacement: 659 cc.
Compression ratio: 10:1.
Max. power at crankshaft: 50 HP (37 kW) at 6,250 rpm.
Max. torque at crankshaft: 6.25 kgm ( 61.31 Nm) at 5,200 rpm.
Fuel system: Integrated electronic engine management system. Electronic fuel injection. 44 mm throttle body.
Ignition: Electronic.
Starting: Electric starter.
Alternator: 290 W
Lubrication: Dry sump with oil pump.
Gearbox: 5 speed. Transmission ratios: 1st 12/30; 2nd 16/26; 3rd 20/23; 4th 22/20; 5th 26/20
Clutch: Multiple disc in oil bath. Cable operated.
Primary drive: Spur gears. Transmission ratio: 36/75.
Final drive: Chain. Transmission ratio: 15/44.
Frame: Steel, open cradle, single spar frame.
Front suspension: 45 mm fork. Wheel travel 170 mm.
Rear suspension: High strength steel swingarm. Aprilia Progressive System (APS) rising rate linkages. Sachs hydraulic monoshock with adjustable rebound and preload. Wheel travel 170 mm.
Brakes: Front: Brembo stainless steel disc, 300 mm. Two-piston floating caliper. Rear: stainless steel disc, 240 mm. Floating caliper.
Wheels: Aluminium spoked. Front: 2.15 x 19"; Rear: 3.00 x 17"
Tyres: Front: 100/90-19; Rear: 130/80-17
Dimensions: Max. length: 2,160 mm; Max. width: 810 mm; Ground clearance: 270 mm; Seat height: 820 mm; Wheelbase: 1,479 mm
Tank: Capacity 16 litres, 3.5 litre reserve.
Accessories: Adjustable front brake lever; luggage rack; 28 and 45 litre top boxes; semi-rigid panniers in high-tech textile with secure, lockable fittings; tank protector and tank bag in high-tech textile; high seat (+40 mm), Slip On Street Legal Aprilia by Akrapovic titanium exhaust kit, carbon hand guards hinged on handlebars, carbon parts (exhaust pipes protection, heel guards, sump guard), electronic anti-theft system.
2006 Aprilia Pegaso 650 Trail
Aprilia had the wonderful idea of inspiring their biggest naked motorcycle, the Tuono 1000 R, on their superbike master, the RSV 1000 R. It resulted in the most powerful and aggressive naked motorcycle of all times, one which not only leads the class, but determines other manufacturers to put their hands on a pencil and take a few notes.
The Italian manufacturer created a unique looking motorcycle featuring great technological achievements that tend to take it away from the streets and head it straight towards the track, where it came from in the first place.
Initially Aprilia was known for producing small displacement motorcycles with great success, but in 1998 they introduced the RSV Mille which displaced 998cc. The bike was highly successful and entered the superbike world to gain experience which was later used on enlarging Aprilia’s line of products.
One of the bikes that appeared as a consequence of the RSV Mille is the Tuono, a naked bike first introduced in 2002. Its V-Twin engine displaced 998cc and the bike came with loads of attitude, perfect for riders seeking for in and out of town adventure. I know what you’re thinking and yes, the circuit wasn’t out of the question either.
In its first years of production the Tuono would have looked more like a naked sportsbike, but with the years passing by and the tendency changing more towards streetfighters, Aprilia quickly took measures and made it look a bit more suitable for the fight with the British. The result is the first production streetfighter to ever see the streets.
Streetfighters gained popularity in the last years and that is mostly due to the competition between the models that stand tall and represent this relatively new category. One of those bikes is the Triumph Speed Triple which features a 1050cc, liquid-cooled, DOHC, in-line three-cylinder engine developing 131bhp at 9,250rpm. The Triumph features no kind of fairing whatsoever so it is a more qualified streetfighter. It is practically defined through its two headlights which seem like a bug’s eyes. The rest of the bike’s exterior is very stylish and modern featuring sharp lines which speak about the bike’s capabilities. Also characteristic to the Speed Triple are the blacked-out engine components, rims, and the single-sided swingarm. A powerful competitor that is!
Call it everything you feel like, but never ugly. The Aprilia Tuono 1000 R is one aggressive looking machine that reveals the Italian style with success. Basically an RSV 1000 R without the fairing, it is the most unique looking naked motorcycle on the streets today.
The small nose fairing which was developed in the wind tunnel seems also taken from the RSV 1000 R, but significantly reduced to the bare necessity, consisting in air intake, headlights, and a small screen. It looks like it’s going to bite you so it is best to be cautions. This threatening beast had its handlebars raised for greater comfort and for easy city use. Even though it doesn’t cover its engine with plastic, it still features those nice, lateral spoilers and the one found at the inferior side of the bike. These elements have also the purpose of protecting the rider’s legs from the wind.
Taking your eyes off the sophisticated-looking mechanics you immediately notice that the fuel tank, seat, and the bike’s rear end look exactly like on the RSV 1000 R, with blended in taillights and everything that comes as a must on a sportbike.
For 2008, the Aprilia Tuono 1000 R is painted Fluo Red, Dream Blue, and Diablo Black.
----
It was time for me to get a feel of another big naked and I couldn’t have been more anxious. The Aprilia Tuono 1000 R is known for its powerful acceleration and versatile behavior so I was in for quite a ride. I quickly fired up the two cylinders which are positioned in Aprilia’s favorite engine configuration the V-twin which in this case outputs 139hp and 107Nm.
As soon as I gave it a go, it made me say to myself that this is a bike for the experienced rider who wishes a distinct feeling concerning acceleration, handling, and versatility. I was properly accommodated, thanks to the rearranged footpegs, but most important, the inviting sound coming from the back determined me to get the best out of it.
The 998cc V-twin pulls very strong from down low, making the bike perfect for city use. It also feels light and maneuverable so it can be leaned easily. It feels practically like an RSV 1000 R with raised handlebars and lowered footpegs. The feel in the throttle and the adrenaline levels are all the same making this bike perfect for doing wheelies and stunts in generally.
It also proves being a great performer when it comes to the open road because it accelerates linear all the way through the powerband and the six ratios of its gearbox. This last unit proved very easy to operate and the clutch that separates it from the massive engine is also effective and characterized by smoothness. The incredible amounts of torque delivered by the engine keep the bike going strong in any given gear, but I mostly appreciated second gear and third for city use while fourth and fifth prove ideal for the roads surrounding a big city. Passing cars on the freeway doesn’t require you to downshift. You aren’t even advised to blink because you’ll surely miss it.
The twisty roads are its best friend as the chassis is perfectly adaptable to any riding style and the engine backs it up by accelerating strongly out of the corners, leaving the rider extremely impressed and willing to take this baby back home. I would have done so but it was time to form a better impression on the bike so when the opportunity arrived I pushed it as far as it went in top gear. The result on the speedometer: I wasn’t willing to take my eyes off the road, but an accurate estimation would take it as high as 160mph. Keep in mind that this is not for the faith hearted! Dropping the needle from such numbers is being done with the help of new Brembo Gold radial calipers working perfectly when applied on the two 320mm discs. At the rear, brakes are also Brembo Gold only that this time we are talking a 220mm stainless steel disc. Both front and rear braking system deliver strong braking power for those emergency stops or eve some amazing wheelie.
Keeping things in control while riding the bike rough on almost any kinds of roads is the Showa upside down fork and Sachs monoshock, both being fully adjustable and very reassuring. These units practically define the bike’s road behavior so it is important to be perfectly balanced, just like on the Tuono.
With the 2008 Tuono 1000 R, Aprilia offers their very best for the decent MSRP of $12,999. I often hear people complaining about the prices for different motorcycles about they didn’t even heard before, but how can you complain about something you’ve just heard about a few seconds ago? The Tuono is by some considered highly evaluated so this is how you’ve ended up reading that explication. The riding experience offered beats the bucks by far.
Having the features of a superbike rocket combined with naked agility, seating position, and looks, the Aprilia Tuono 1000 R is one of the most versatile motorcycles that the market has to offer today. Consider it your daily European ride when it takes you to and from work in the boring five days of the week only to discover its carefully hidden racing behavior on the track time spent on weekends.
----
V60 Magnesium Evolution. Longitudinal 60° V twin, four stroke. Liquid cooling with three-way pressurised circuit. Double overhead cams, mixed gear/chain timing drive, four valves per cylinder. Patented AVDC anti-vibration double countershaft.
95 RON unleaded petrol.
97 x 67.5 mm.
997.62 cc.
11.8:1
102 kW (139 HP) at 9,500 rpm.
10.9 kgm (107 Nm) at 8,500 rpm.
Integrated electronic engine management system. Indirect multi-point
electronic injection. 57 mm diameter throttle bodies.
Digital electronic ignition, integrated with the injection control system. One
spark plug per cylinder.
Electric starter.
Two silencers with three way catalytic converter and lambda probe
oxygen sensor (Euro 3).
12 V – 500 W.
Dry sump with separate oil reservoir. Double trochoid pump with oil cooler.
Steel oil reservoir.
6 speed.
1st 34/15 (2.27)
2nd 31/19 (1.63)
3rd 26/20 (1.3)
4th 24/22 (1.091)
5th 24/25 (0.96)
6th 23/26 (0.88)
Multiple disc in oil bath with patented PPC power-assisted hydraulic control. Metal braid clutch line. Radial master cylinder with 15 mm piston.
Spur gears. Transmission ratio: 60/31 (1.935:1).
Chain
40/16 (2.5:1).
Box section sloping twin-spar frame in aluminium alloy.
Showa 43 mm upside-down fork with adjustment for spring preload, compression and rebound damping. 120 mm wheel travel.
Aluminium alloy double banana swingarm. APS (Aprilia Progressive System) rising rate linkages.
Sachs hydraulic monoshock with adjustment for spring preload and rebound damping.
Wheel travel 133 mm.
Brembo double floating disc in stainless steel, Ø 320 mm.
Brembo triple bridge caliper with four 34 mm pistons and four sintered pads.
Metal braided brake line.
Brembo stainless steel disc, Ø 220 mm. Twin piston calliper, 32 mm diameter pistons, sintered pads. Metal braided brake line.
Aluminium alloy.
Front: 3.50 x 17"
Rear: 6.00 x 17".
Radial tubeless.
Front: 120/70 ZR 17.
Rear: 190/50 ZR 17 (alternative: 180/55 ZR 17 and 190/55).
Maximum length: 2,025 mm
Maximum width: 830 mm (at handlebars)
Maximum height: 1,100 mm (at handlebars)
Seat height: 810 mm
Handlebar height: 1,020 mm at bar ends
Wheelbase: 1,410 mm
Trail: 103.7 mm
Steering angle: 25°
185 kg
Capacity 18 liters, 4 liter reserve.
----
Aprilia produces in parallel the “Factory” version of the Tuono 1000 R. Practically the same motorcycle, but taken to a whole new level thanks to all the carbon fiber additions and Lion Red color at the exterior. The tuned Tuono has a more powerful visual impact as it is way more attractive and aggressive than the simple version.
As the most important upgrade, the Factory features Ohlins front (racing 43mm upside-down fork with adjustment for spring preload, compression and rebound damping featuring 120mm wheel travel) and rear suspensions (racing piggy-back monoshock with adjustment for spring preload, compression and rebound damping featuring 133mm wheel travel). Also improved on this model is the aspiration system. This time we’re talking about a new Air Runner ram air intake that brings more air into the engine, significantly improving the air-fuel mixture.
A unique motorcycle always determines its future rider to put his money down and ride in style. This time, the Italian manufacturer speaks about an MSRP going as high as $16,999.
With 31 world championship titles, 250 MotoGP wins and 8 Superbike victories in the last sixteen years, Aprilia is a legend in modern motorcycling. Aprilia motorcycles have dominated circuits all over the world thanks to unconventional technical solutions, experimentation and innovation and, sometimes, by revolutionising technology thought to be unchangeable.
With this unique sporting heritage behind them, Aprilia is proud to present the RSV4, the bike with which Aprilia will return to the Superbike World Championship in 2009. This extraordinary machine has been conceived, designed and developed entirely by Aprilia Racing for competition use.
The RSV4 will make its debut in the 2009 Superbike World Championship. With four cylinders, 999 cc and top of the class power in the race-ready version, this revolutionary machine is packed with innovative design and manufacturing solutions of the sort we have come to expect from Aprilia. A V-four engine with total electronic management, and an exceptionally light and compact chassis are just some of the features that make this bike unique in the world of motorcycling. The revolutionary design of the Aprilia RSV4 comes directly from Europe’s biggest and most successful racing team.
The road-going version of the RSV4 also benefits from the extraordinary technical know-how that Aprilia Racing has accumulated over two decades of success in MotoGP, and is packed with advanced solutions from GP racing. In short, the RSV4 stands alone as a exclusive, genuine, and in many ways unique racing replica.
The Aprilia RSV4 is powered by the most revolutionary and most powerful engine ever developed by Aprilia. This 65° V four unit is based on an architecture that is unique in the world of supersport motorcycles, and features refined engineering combined with prestigious materials and advanced electronic management solutions.
The new engine uses multi-mapping ride-by-wire technology, a solution that opens up new horizons in engine control, and offers virtually infinite opportunities for power delivery and traction control (present as standard on the racing version).
The choice of a narrow V layout has led to the development of an incredibly narrow engine. This in turn has permitted weight to be centralised and chassis performance dramatically improved (thanks to a short wheelbase and long swingarm). The narrow V-four configuration permits a longer stroke to be used, with clear benefits in terms of improved engine breathing. High engine speeds can therefore be reached without having to extend the width of the crankcase. This is fundamentally important to aerodynamics and manoeuvrability (two characteristics for which Aprilia motorcycles have always been universally acclaimed).
The monobloc cylinder block features integrated liners for maximum rigidity and consistent efficiency. The air intake trumpets are variable in length. Each bank of cylinders has a servomotor dedicated exclusively to the operation of their two throttle bodies. The aperture of the four butterfly valves, and therefore the volume of air inducted, can therefore be controlled independently. This solution opens up new horizons in electronic engine and power management, resulting in truly advanced integral traction control. A cassette type gearbox and a slipper clutch demonstrate the racing character of this engine.
The Aprilia RSV4 has been designed and developed with competition in mind, and naturally offers all the adjustments normally found on racing machines. In particular, this most powerful Aprilia ever made stands out for its complete range of chassis adjustments. The variable geometry frame not only allows you to change parameters like headstock angle (thanks to interchangeable steering bushings), but even lets you adjust swingarm and engine position. Racing technology has been used for all aspects of construction. The RSV4’s aluminium frame and swingarm are constructed from a clever mix of thick-walled parts and variable section sheet.
All components are naturally of the highest calibre. They include an Öhlins fork, rear monoshock and steering damper, Brembo monobloc brake calipers and forged aluminium wheels.
The styling of the Aprilia RSV4 has followed the same approach as the rest of the design. The RSV4’s racing character is clear from every component, and from the absence of solutions chosen only for appearances. As a result the overall design of the RSV4 and the advanced technology of its component parts merge into a uniquely harmonious whole that is superbly functional on the racetrack – the natural habitat of this latest Aprilia.
The fairing has been developed in the wind tunnel. Minimal in size, it in no way detracts from the stunning technology of the engine. The frame/engine system is fully visible and bulges like muscles beyond the fairing.
The triple headlight cluster makes the RSV4 instantly recognisable and unique from the very first glance.
The superbly lightweight tail slopes upwards to emphasise the dynamic nature of the Aprilia RSV4. Even when stationary, the bike simply exudes a desire for speed and competition.
Part of Aprilia’s continuous growing lineup is now the Shiver 750 GT, a half-faired, Shiver 750-derived model which intends on becoming successful not only on Europe’s winding roads, but on freeways too. The new model is designed like a veritable sport-tourer from the old continent as it features angular lines which are more aimed at increasing visual attraction rather than the bike’s aerodynamics.
The engine remains the same V-Twin producing 95bhp and 81Nm of torque, only that it will now have to move more than the previous 198 kg as the fairing and ABS system add significant weight to the new Aprilia.
Apart from the small fairing, anti-lock brakes (ABS) and three riding modes (sport, touring and rain), there’s no feature to distinguish the “GT” model from the previous, simple one. Sport mode delivers maximum power and torque, Tour mode reduces the throttle response a little bit, while during Rain mode, engine torque is being reduced with 25%. The three riding modes are possible due to fuel injection mapping set up which optimizes delivery to suit each individual mode.
For 2009, Aprilia decided to enlarge its success area from supermoto (SXV) and enduro (RXV) to motocross with the new MXV model. Don’t be fooled by the bike’s similar looks as Aprilia has spent a lot of time modifying the platform in order to prove efficient for motocross racing. The frame and fuel tank suffered radical changes while the engine has been worked on from airbox to exhaust.
In order to withstand to racing demands, the frame was strengthened and engineers made sure that it would lose a few kilos on its way to the bike. The fuel tank now found its place well down into the frame and further back, significantly contributing to a lower and centralized gravity center.
Modifications to the frame and gas tank also lead to repositioning the airbox in front of the tank, making it easier for the filer to be changed.
In what concerns the engine, that is used as a stressed member of the chassis, but, at its base, remains the same 77° v-twin which, for 2009, features a kickstarter instead of the starter motor. Lightened and able to rev as high as 12,500rpm, the engine oil is kept separately from the one in the clutch, allowing for extending servicing intervals.
The ECU, housed by the airbox, now features Full and Soft Power engine maps. Full Power means just that, while Soft Power implies a more docile character, perfect for accommodating with the bike in those first runs or during capricious weather.
Engine retuning for more low-to-mid rpm grunt was done through the titanium exhaust system, which, by the way, you will miss if you blink.
Aprilia barely finished presenting the 2009 Shiver 750 GT and already moved forward to unveiling next year’s Mana 850 GT. At its base, the bike remains the same all-rounder with nothing more than an adjustable windscreen that is new for 2009.
The engine, an 893cc V-Twin that puts down 76bhp is unchanged and still mated to the CVT automatic gearbox with seven electronically defined gears and also clutchless manual shifting. No need to go easy on the throttle as long as you’ve selected the sport, touring or rain riding mode depending on your riding preferences or weather conditions.
I wouldn’t compare it with four-cylinder Japanese sport-touring bikes such as the Hornet or FZ1, although the Mana would make a good impression due to performance suspensions and ABS, apart from the bulletproof engine and transmission.
Stylistically, the bike is pretty much up to 2009’s standards although the Italian could have done more than adding an adjustable screen to it.
Russia brings sidecar motorcycles back to the world’s attention with the introduction of the all-new entry-level motorcycle called the Ural T. Ok, so they’re not that inspired when choosing a name, but we can’t help noticing how this model looks like an incursion in the glory period of such motorcycles.
Claiming all-around capabilities, the Ural T is powered by this manufacturer’s consecrated air-cooled Boxer-twin engine developing 40 horsepower and being coupled to a four-speed transmission (reverse not counted).
The best of it is that it meets modern requirements while looking like a restored, rare exemplar rather than a brand new one (the black paint scheme with maroon pinstriping does help). Also, the $9,999 price tag almost doesn’t do it justice.
Read the official press release after the break.
After Stuart Garner – a UK based businessman and present owner of Norton Racing Ltd, bought all the trademarks back from the US-based Norton owner of the past fifteen years – we can now finally look, talk about, and walk around what is nowadays the pride and joy of Norton Motorcycles, the all-new Commando 961 SE.
Relying on features of the original bike, the new Commando is all about unique style and modern performance and it is ready to cheer all nostalgic hearts out there.
In accordance with its name and heritage, the new Norton Commando is powered by a 961 cc, air-cooled, parallel twin engine, which manages to blend perfectly in this classic scenario while developing an impressive 80 Hp and 90 Nm. That is due to the electronic fuel injection system which, together with the three way catalytic converters, ensures that the Commando meets Euro 3 regulations.
A multitude of carbon fiber pieces lighten the bike and, according to Norton, this thing weighs only 415 pounds dry.
While qualifying for a decent power-to-weight ratio, the new Commando features goodies such as the electric start, constant mesh five-speed tranny and wet clutch, all being absolute must-haves considering today’s requests and fierce competition. So are the Brembo brakes, Ohlins suspensions and 17-inch modern, carbon fiber wheels that enhance the already consecrated sporty nature of this British icon.
But how did the Norton Commando end up precisely that? It is all related to the twin-cylinder engine that first powered the Norton Model 7 Twin in the late 1940s, when it was launched. Displacing only 497 cc at the time, this engine type was retained and continuously improved years and years after.
Motorcycles such as the 650 cc Dominator and 750 cc Atlas were also powered by the same type of engine, which in the late 1960s (1967, to be precise) ended up being adopted on the first ever Commando model, the Mk1 750 cc. The engine and transmission of the new model were rubber mounted on the frame and so dramatically reduced vibrations.
Cylinder capacity was increased to 850 cc on the next generation model (Mk2), which was launched in 1973.
Only two years after, Norton introduced the updated 850 cc Mk3 Commando. This brought the first electric starter for the bike while the classic kick starter was retained as well. The bike carried on unchanged until 1977 when production was ceased.
After many reviving attempts, the Commando 961 SS came to light in 2000 under the ownership of Kenny Dreer. Now, it’s once again up to the British to show off their capabilities and they get the job done with even greater pride now that the company celebrates the respectable age of 100 years. So that’s what the “SE” (Special Edition) was all about…
Nowadays, the Norton Commando competes with motorcycles such as the beautifully crafted 2009 Triumph Thruxton (we’re talking about the same engine type and approximately the same displacement here so there’s plenty to argue about) and even with the Ducati GT 1000, although this last isn’t a veritable café-racer replica.
Carrying on being built in strict concordance with the defined style, the 2009 Commando shows both roadster and café-racer influences, distinguishing as a beautifully shaped classic. It’s a joy just to look at it and as much as we thought at what might need to be changed, not even a perfectionist’s critic eye couldn’t spot a possible correction waiting to happen.
The bike’s sinuous lines are carried on from the wide front carbon fiber mudguard wrapping around the 17-inch wheel, all across the sculptural, 17 liters gas tank and 813mm seat to the bee-like rear end showing a perfectly integrated taillight.
Everything appears to be mounted as low as possible and the attempt is to keep both of Commando’s sides virtually identical. That is why they have the two-into-two exhaust, double disc brakes up front (not that it doesn’t need those or anything) etc.
The decently sized headlight and gauges are the only wind deceivers you’ll get and these, together with the sporty bars, 43 mm Ohlins fork and 120 mm wide front wheel, are sure to make the Commando recognizable wherever you ride.
The engine looks muscular and almost like a necessary concession for the “motor” part of motorcycle and it’s almost like going back in time from the very first glance.
A luxurious black with gold striping color scheme characterizes the 2009 Commando 961 SE and this is exactly what the bike needs to order to stand out wherever it is ridden.
Being designed and built from the ground up and yet retaining the very essence of the Commando in what both design and mechanics are concerned, this year’s model is not only about modern engineering meeting timeless looks, but about indicating new trajectories for Norton’s strategy in the future.
----
2009 Norton Commando 961 SE Tank
Looking at this truly unique motorcycle, it’s impossible to believe that it will survive the next Christmas.
Who, why would even think at something like this remains a mystery.
Motorcycle Pig
