The Cycle World International Motorcycle Show at the Long Beach Convention Center seemed bigger and better than in recent years. Several attendees made this observation. I, for one, could not be happier.

This year’s show opened up the hockey rink adjacent to the convention center for a very cool custom bike show, with quite a few examples of Roland Sands’ and Jesse Rooke’s handiwork. Rooke displayed a few examples of his Schwinn Stingray-inspired customs. It’s refreshing to see someone come up with all-new designs, rather than the done-to-death choppers seen so often on TV.

Oddly there was a Fischer sportbike in the lobby of the show, just parked there with no information available. The bike appeared unfinished, with no provisions for a passenger seat, tail light, or license plate. I think this little display did more to turn off potential buyers than turn them on.
Another oddity was the Hyosung cruiser trike. This is the answer to a question nobody asked.
There was also a very strange Ferrari Dino V-6 powered monstrosity on display. This is what I would refer to as a “bad idea, well executed”. The aluminum work was meticulously done, obviously it took the builder a long time. But theowner clearly has more money than taste. Vive le difference, eh?

This year’s show featured new bikes from just about all the manufacturers, including Ducati, Harley Davidson, Honda, Yamaha, Bimota (yes, Bimota!) Suzuki, Aprilia, KTM, etc. Conspicuously absent once again was Triumph, tho the good folks from Southern California Triumph in Brea waved the Brit bike flag with a great display.

All in all, it was a great show.

The guys from MotorcycleSmack.com went to the Long Beach Motorcycle Swap Meet on June 24th, at Veterans Stadium in Long Beach, Californinia.

This swap meet has been going on for many, many years.  One vendor we talked to had been selling there for over 20 years.    The visitors are mostly older, too, with many of them proudly displaying their allegiance to Harley Davidson on shirts, hats, and tattoos.

We guessed the event was around 50 percent Harley-oriented, 25 percent old Japanese and British iron, and 25 percent bicycle related.  There’s a nice variety of parts and products for sale at this event- everything from handlebars for your hog to polish to hats to belts to luggage to 70’s Japanese cafe racers for sale.

Although mostly male and a little surly looking, the swappers are generally a pretty friendly bunch.  You have to be quick to get the best deals.  The meet opens at 7 am sharp, and bargain hunters quickly  scoop up the finest treasures in new and used parts.  One hesitant shopper checked out a piece of $10.00 luggage, put it down, and within one minute the item was scooped up by a quick thinking bargain hunter.  Mr. Quick asked Mr Hesitant if he had wanted to buy the bag.  When Mr. Hesitant replied "yes, I was thinking about it", Mr. Quick’s smiling reply was "well, too bad, you lose!"

In addition to parts and accessories, there’s always a number of interesting bikes for sale.  As far as we were concerned, the star of this particular show was a beautifully done cafe racer based on an old Honda 750.  The paint was very 70’s looking, but who knows when this thing was built.  With tiny, narrow bars, a rigid rear suspension and practically no seat padding, this thing looked barely ridable.  But it was sure gorgeous.  Just the thing for the motorcycle collector who likes looking at his bikes just as much…or more…than riding them.

The So-Cal Cycle Swap Meet is put on by Topping Events, and they have motorcycle swap meets in Vallejo, California as well. 

The next Cycle Swap Meet in Long Beach is July 22nd.  For more information visit www.toppingevents.com

You probably won’t find much here for your new Yam-Ninja-GSXR-CBR, other than things like alarms, cleaners, clothing, tools, etc.  But if your taste in motorcycles runs toward the eclectic, this is the place to be.   

Ducati Hypermotard First Ride

On a bright sunny Saturday morning the MotorcycleSmack.com editors got
to sample the new Ducati Hypermotard.  The Hypermotard either creates
a new genre of streetbikes, or redefines the word "sportbike", depending
on your point of view.

At a shade over 33 inches, this new Ducati has a rather tall seat height
that short riders won’t enjoy.  Other than the seat height, tho, the
bike looks and feels very small.  It makes you think you’re on a dirt
bike, albeit one with sticky street tires and a throbbing twin cylinder
Desmo motor under you.  

The riding position is unlike any streetbike you’ve ridden.  You’re
way up front, close to the bars, nearly on top of the gas tank.  You’re
so far forward that its impossible to see the instruments at a glance, you
must look downward.  You quickly get used to this position, and it even
adds to the thrill of riding this bike.  While looking ahead you can’t
see the bike underneath you, and you get a sense of flying along the
road.  It’s a little unnerving at first, but exhilarating.

The instrument panel is small and tidy, with LCD digital guages, the tach
a bar graph at the top.  We’d prefer traditional analog guages, but this
is a minor complaint.

We rode an S-spec version, with Ohlins suspension front and rear, and
Brembo monoblock calipers up front.  The monoblock Brembos offer amazing
stopping ability and excellent feel.  One finger stoppies are easy.  The
base Hypermotard also has radial mount Brembo brakes, but doesn’t feature
the monoblock design calipers.  Tho we didn’t ride this version, we’d
be surprised if most people would notice the difference in braking.

The Hypermotard is a streetbike, first and foremost, and not a race bike. 
We had it up to about 90 miles per hour on a deserted road, and the front end
seems to get a little light as you get near 100 mph.  When you also
consider the wind blast at high speed, this is not the bike we’d choose for a
track day at, say, California Speedway, with speeds of 150 mph possible. 
For a tight, twisty road, tho, this bike would be unbeatable under a good
rider.

Hypermotard ergonomics are a little weird at first, but quickly become
natural feeling.  The bars are well placed, wide and comfortable.  The mirrors,
attached to the ends of the bars, offer excellent rearward vision with little
vibration.  The mirrors make the bike quite wide, but they fold in for
tight work such as splitting lanes.  Despite how well they work, we’re a little
worried about the width of the mirrors.  We’d swap them out for bar-end mirrors
that aren’t quite so wide.  Ducati thoughtfully provides mounting locations for
more traditional mirrors to attach.

The seat is good, but not great.  It looks like a big gray blob on the bike, but
has a noticeable step that discourages taller riders from moving backward.
We suspect the seat would limit how long you’d want to ride the Hypermotard.
But let’s face it, this ain’t no touring bike, its a "sport" bike!

The tractable Desmo twin spark air-cooled motor is excellent.  Despite putting
out only a claimed 90 HP, this motor provides more than ample power.  You must
be judicious when opening the throttle in first gear, the Hypermotard loves
to wheelie.  Your drivers license may be in extreme danger.

Fit and finish is excellent, continuing Ducati’s tradition of making their
bikes (with a few exceptions) rolling art.  There are so many beautiful little
details, you can just park the Hypermotard and stare for a while.

But this latest Ducati isn’t happy being parked, it’s meant to be ridden fast.
It’s not for those of us who want one bike for multiple missions.  It’s not a
Honda VFR.  Hypermotard is singularly focused to provide maximum fun on
minimal motorcycle.  We expect Hypermotard buyers, like most Ducati owners,
will  have other bikes for other missions.  But for sheer fun factor,
the Hypermotard can’t be beat.

ASV Inventions of Huntington Beach, CA, announced their new line of brake and clutch levers for street bikes. ASV levers are unique in that they are adjustable and unbreakable. They have a wider range of adjustment (nearly 3 inches) than other levers. They also have a unique feature that allows them to swing away, rather than break, in the event of a crash. They’re available in gold anodized, black anodized, and raw silver aluminum. The silver aluminum may be anodized in any color of your choice if you wish.

ASV street bike levers are available for the following motorcycles.

We’ve heard rumors that Honda is planning to join Triumph and Ducati in producing modern recreations of famous bikes from the past.  Triumph’s line of retro-bikes, such as the Bonneville and Scrambler, have been good sellers for the British company, and Ducati’s Sport Classics are also doing well.  Honda may attempt to cash in on the nostalgia factor by building a new CB750 looking like the original that set the motorcycle world on its ear back in 1969.

The rumor mill suggests the new-old bike will even have an air-cooled engine.  It will be interesting to see how Honda makes a 4 cylinder air-cooled motor that passes modern noise and emissions regulations while still giving that cool retro look.

DUCATI PRESENTS 2008 RANGE OF BIKES IN MILAN

WORLD PREVIEW OF NEW MONSTER 696 – SUPERBIKE RANGE COMPLETED WITH INTRODUCTION OF NEW 848 AND FLAGSHIP 1098 R MODEL
Milan, Italy (November 5th, 2007) – The entire 2008 Ducati range will be on display at the 65th edition of the EICMA International Motorcycle Exhibition, in Milan from November 6-11. New bikes, new accessories and a new line of apparel all form part of the innovative 2008 line-up for the Bologna manufacturer.
In a press conference held before the exhibition officially opened, Gabriele Del Torchio, Ducati Motor CEO, met representatives from international media to illustrate the Bologna-based company’s fantastic results on a sporting and commercial level – a confirmation of its recent unprecedented success.

“The continuous growth that Ducati is experiencing is confirmed by positive economic and financial results for the third successive quarter, which we have presented to our investors,” declared Del Torchio at the press conference. “The new products that we have brought to EICMA represent the result of the research and the technological development that Ducati is offering with this new range. They also confirm that Ducati is a company which is based on product and will make up our sales target for the next few years. Our future plans are clear and precise: Ducati will continue to be the leader in the premium bike sector, confirming the passion, the Italian style, the unrivalled design and the superior track-honed performance that make up our DNA.”

The undisputed star of the Milan Show is the new Ducati Monster 696. Refined style and design are the clear motivations behind the new Monster and the continued perfection of the Desmo engine ensures that its ‘saint and sinner’ image will impress any rider. A comfortable and confidence-inspiring chassis combine with the famously smooth and powerful Ducati L-Twin engine to provide the most enjoyable riding experience. The balance of new technologies expressed in stylishly finished materials is shaped around the original cool Monster heritage.
Maintaining its traditional Monster silhouette, the 696 now looks more muscular than ever. Its wide tank tapers to the thin waistline of a comfortable narrow seat ensuring sure-footed confidence when at the traffic lights. The large diameter Hybrid Trellis frame blends stylishly into an aluminium sub-frame and swingarm while minimalist instrumentation and simple controls at the front of the Monster contrast with twin, bold, Ducati-style mufflers at the rear to enhance its urban-ready image.
The chassis of the new Monster is made up of a new Hybrid Trellis frame with larger diameter tubes; attached to a rear aluminium sub-frame. The front brake system is the envy of its class and becomes the new benchmark for the category with two 320mm discs and four-piston radial calipers.
At the rear, the dual-sided aluminium swingarm draws inspiration from Ducati Corse’s finest racing products in this area. The dash instrumentation is now totally digital and continues the tradition of all Ducati’s latest-generation sport models, guaranteeing lightness, ease of use and a wealth of information. The new exhaust system stands out with its re-routed downpipes that give the underside of the Monster a cleaner appearance and terminate with twin, bold Ducati-style mufflers. The headlamp unit is characterized by a new triple arc main beam, while the rear light uses modern LED technology.
The engine of the new 696 is an evolution of the previous 695 version. Measuring 696cc it boasts a series of updates and refinements. Power output gets a 9% boost to 80hp and an 11% increase in torque to 50.6 lb-ft. This new engine continues to have the best horsepower per litre ratio of all Ducati’s air-cooled units, and it ensures a smooth and powerful delivery for a relaxed but thrilling ride in all conditions.
For 2008, the Superbike family features two important additions: the introduction of a mid-engine size version, the light and nimble 848, and an extreme racing version for all those who demand the maximum performance, the 1098 R; which will take part in the 2008 World Superbike Championship.

The new 848 enjoys all the performance advancements of the entire Superbike family, while adding its own innovations to redefine the middleweight sport bike class. The words ‘agile’ and ‘refined’ aptly describe the 848. At 168kg (369lbs) the 848 is an amazing 20kg (44lbs) lighter than its predecessor, and a significant 5kg (11lbs) lighter than its larger capacity brother, the 1098.
The highly advanced 848 engine uses an improved method of engine case production in which cases are vacuum die-cast formed. While providing significant weight savings of more than 6.5lbs, this method also ensures consistent wall thickness and increased strength. Further refinements include a sophisticated wet clutch that offers 2.2lbs less weight, a much longer service interval, improved clutch feel and quiet operation. With the first twist of the wrist, the powerful rush of the Testastretta Evoluzione engine confirms that the rules have changed. The 848’s 134hp is not only 30% more powerful than its predecessor, but it provides a power-to-weight ratio even better than the potent 999. The 2008 848 Superbike will be available in both Red and Pearl White, with an MSRP of $12,995
The new 1098 R is the most powerful and lightest twin-cylinder bike ever produced by the Borgo Panigale factory, with the highest torque/weight ratio of any sport bike available. A total of 180hp is on tap for this new Superbike, together with an amazing torque value of 100 lb/ft. The weight figure also confirms the racing origins of the 1098 R: 364 lbs puts the bike at the forefront of this category. The 1098 R is supplied with a racing kit for track use. This is made up of a pair of “102dB” carbon mufflers and dedicated ECU, which boost the already exceptional performance of this new twin-cylinder Ducati. With this kit the rider can also activate dialog between the ECU and the DTC (Ducati Traction Control) system, which is fitted to a production bike for the first time ever. The racing kit will also boost power output to 186 bhp. The 1098 R will be available in a Red Monoposto configuration, with an MSRP of $39,995.

Also on display at EICMA will be the definitive version of the Desmosedici RR, derived from the MotoGP bike, of which 1500 will be produced and the special Tricolore version of the Monster S4R S, which features a front fairing, seat cover and fuel tank in the red, white and green colours of the Italian flag together with gold frame and wheel rims.

The new 2008 range is completed by the black version of the Hypermotard 1100 S and the new two-colour grey-liveried version of the GT 1000, as well as numerous new accessories, special components and a new collection of Ducati clothing.

For more information about these new models and the rest of Ducati’s 2008 model line, please visit www.ducatiusa.com.

Buell 1125R- First Ride ……………….. By Tom Monroe

Rosamond, California , October 16th 2007–

As I followed the Buell riding “coach” around the technical Streets of Willow Springs race course, I thought to myself “hey, this guy’s pretty fast, but we’re on the same bike so I should be able to keep up, right?” Right. As it turns out, this new 1125R is pretty easy to ride fast, even though I had just been handed the bike five minutes earlier.

Those familiar with Buells will feel at home on the 1125R. In fact, if you just glanced at it you might mistake it for a Firebolt. Buell’s Trilogy of Technology is again at work here, and the frame as well as much of the bodywork look to be interchangeable with earlier Buells. For those not familiar with Buells, let me briefly enlighten you: lightweight front disc is attached to the rim, with a new eight-piston caliper gripping it from the inside; fuel is carried inside the main frame; until now, XB series Buells carried their oil in the swingarm, but not so on this Rotax-powered bike, which holds the slippery stuff inside the crankcase like “normal” sportbikes.

The motor, which developmentally started out years ago for use in Aprilia’s Mille and Tuono, has been changed and refined for this new bike. As a happy Tuono owner, it was easy for me to make a direct comparison. And this Buell’s motor rocks! It was smoother than the Aprilia’s, with a more linear powerband, but it lacked some of the charm of the Italian bikes. However, engine character is subjective, and the Buell’s motor does not disappoint in performance.

1125Rs were circling the track all day, going noticeably faster than the XB12 Firebolts that were also present. Handling was very similar between bikes, but the 1125’s additional power and considerably lighter flywheel made it squirt between turns faster, giving the rider a big advantage. This advantage would translate well to the street, where the smooth performance can get you out of – or into – trouble quicker than the old air-cooled Sportster-derived motor.

Vibration was also noticeable – because of it’s absence. I’ve seen Buells parked on their sidestand, running, that looked like they were about to shake themselves apart. Sure, they smooth out when you get going, but the shaking at stoplights was a bit much. Not the 1125R. In fact, my only complaint with this motor will easily be rectified by the aftermarket. It seems Buell did such a great job engineering the 1125R’s muffler to work well, that they lost sight of how it looks or sounds. I could barely hear any note coming out of the muffler, most of the noise was generated by the motor. While this certainly pleases the EPA, I can’t wait to hear one that’s been uncorked.

The gearbox was another significant improvement, operating as smoothly as my Tuono’s, which is a far cry from what you get on the air-cooled Buells. Clutch action was smooth, in fact all the controls were placed in a nice, neutral sportbike position and they operated like you would expect on any Japanese sportbike.

Handling was typical Buell- great. Get on and ride your ass off, right away, without any worries or surprises. I found myself operating mostly in the midrange, but at just over 100 mph through some sections of the Streets, this bike was unflappable. I noticed a bit of standup while braking into turns, but not enough to bother me. It feels like one solid carved piece beneath you, flickable yet it’s the stability that impresses you.

A friend named Steve was likely among the first people ever to crash an 1125R, putting it down gently in a slow-motion, left turn lowside. The bike is so stable, he described the experience as “almost enjoyable”, although he was pretty dismayed that he had crashed someone else’s bike. To the bike’s credit, it looked perfectly rideable, albeit with lots of scuffing on the radiator shroud, swingarm and tail section.

Buell has gone down their own road for years, carving out a small niche of believers but never penetrating The Big Time. The 1125R should be able to change all that.