Yamaha Bikes – Bike Pix http://bike-pix.com/ Tue, 09 Aug 2022 19:04:22 +0000 en-US hourly 1 https://wordpress.org/?v=5.9.3 https://bike-pix.com/wp-content/uploads/2021/05/biike-pix-icon-150x150.png Yamaha Bikes – Bike Pix http://bike-pix.com/ 32 32 Oddball Delight: a Finnish cafe racer Yamaha GTS1000 https://bike-pix.com/oddball-delight-a-finnish-cafe-racer-yamaha-gts1000/ Tue, 09 Aug 2022 17:01:58 +0000 https://bike-pix.com/oddball-delight-a-finnish-cafe-racer-yamaha-gts1000/

The telescopic forks have become the de facto solution for motorcycle front suspension, but most major manufacturers have dabbled in alternative designs at some point. Yamaha had the GTS1000 in the 90s – a sport tourer with a front swingarm setup that was vaguely similar to hub-centric steering.

The GTS1000 wasn’t a big seller when it launched, but these days it scores mega points for being rare and unusual. He’s also an unlikely donor to a cafe racer project. Luckily, that didn’t stop Aki Suokas from tearing up his own GTS to create this sharp blue machine.

Custom Yamaha GTS1000 cafe racer
Aki lives in Finland and has been riding since he was 10 years old. He credits his father not only for teaching him to ride, but also for sparking his interest in the technical side of motorcycles. So he’s been modifying his own bikes since he started stunt riding at 16.

Aki has a day job, but he devotes his free time to motorcycling and even racing in the Finnish winter ice racing series. Most of his builds are street fighters or racing bikes, but he’s recently developed an interest in cafe racers. So when he found a 1997 Yamaha GTS1000 in full touring trim, saddlebags included, his brain went wild.

Custom Yamaha GTS1000 cafe racer
“I love building bikes that aren’t just for show,” he says. “I still want to build a bike that you can ride.”

“From the start, it was clear that I wanted to build a cafe racer-style bike from this. Anyway, I had no idea what the bike would look like when it was ready. I had no vision. clear at first – or, more correctly, the only thing that was clear was that I wanted to install some kind of special wheels and a one-sided swingarm.

Custom Yamaha GTS1000 cafe racer
Top of Aki’s list was a redesign of the GTS1000’s already unique suspension. He wanted the front end to be lower, but changing the swingarm-centric system required some clever engineering workarounds. In the end, he had to ditch the OEM tie rod and replace it with a series of chromoly linkages and ball joints.

A modified Suzuki shock does the work up front, with the single-sided swingarm (and shock) from a Honda VFR800 installed in the rear.

Custom Yamaha GTS1000 cafe racer
Of particular interest are the wheels: they are 17-inch aftermarket parts, modified to fit the Yamaha. Aki wrapped the rear in a fat 200/50-17” Mitas tire, which would have been way too wide for the front.

His solution was to cut out the center of the front wheel and mate it to the outer rim of a Yamaha FZR1000. The two parts are bolted together via a special mounting ring, welded on the FZR side. The arrangement also retains the GTS1000’s six-piston front brake caliper.

Custom Yamaha GTS1000 cafe racer
Aki also ripped the frame off the bike, freeing it of all superfluous mounting points and removing the rear end. Then he fabricated a new subframe, rear shock mounts, fairing mounts for the front, and a new front fender and mounts.

As if that weren’t already enough, this GTS comes equipped with a plethora of bespoke body parts. Some of the bits are generic aftermarket items, but nothing has made its way onto the Yamaha without plenty of mods.

Custom Yamaha GTS1000 cafe racer
Up front is a modified cafe racer fascia, fitted with a 5 3/4” LED headlight. Out back, Aki tweaked an out-of-the-box rear section to match the bike, adding a slim seat pad and French-style Highsider LED taillight.

Sitting in between is a custom fuel tank layout that is so well executed it looks like it came from the factory. Aki started by cutting and closing the stock fuel tank to shrink it; it holds half the fuel it held before, but he has no plans to tour with the GTS. Then he opened up a 1984 Suzuki GSX1100 tank, which he stretched, widened and trimmed to match the frame, before installing it as a tank cover.

Custom Yamaha GTS1000 cafe racer
The rest of the build is a long list of well-regarded add-ons. Aki installed stainless steel braided brake hoses, a modified Yamaha YZF1000 Thunderace radiator and rear footpegs from a Suzuki Hayabusa. There’s also a Lighttech gas cap, Fehling brake bar set, Ermax LED indicators and a Motogadget speedometer.

The dual-outlet exhaust muffler is also from another bike, but it looks like it belongs here. It is a Kawasaki Z1000 and is mounted on a set of custom headers to store it under the bike.

Custom Yamaha GTS1000 cafe racer
All told, it’s an impressive redesign of an unlikely motorcycle. Remarkably, Aki did most of the work himself, outsourcing some of the specialist welding and machining work to friends. He also had help with the paint – Kuusaan Automaalaamo Oy pulled the blue bits, while Tmi Heikki Jarvenpaa did all the black coatings.

“Ultimately,” says Aki, “this bike was built with pure intuition, while working and living a supposedly ‘normal’ life.”

Custom Yamaha GTS1000 cafe racer
We never imagined that the weird GTS1000 would make a good cafe racer. Aki has not only proven that it can be done, it can be done well.

Aki Suokas Instagram | Images of Juho Vainonen

Custom Yamaha GTS1000 cafe racer

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Thursday 250 B, WMX, 250 Pro Sport, Schoolboy 1 Moto 2 Race Recaps at Loretta Lynn 2022 https://bike-pix.com/thursday-250-b-wmx-250-pro-sport-schoolboy-1-moto-2-race-recaps-at-loretta-lynn-2022/ Fri, 05 Aug 2022 19:55:00 +0000 https://bike-pix.com/thursday-250-b-wmx-250-pro-sport-schoolboy-1-moto-2-race-recaps-at-loretta-lynn-2022/

With the 2022 Monster Energy AMA Amateur Motocross National Championship at Loretta Lynn underway, we’re going to provide you with a written recap highlighting each day’s best moto action. Here’s what we learned on Thursday’s third day of racing at the Ranch.

In the second 250 B class race of the week, Matti Jorgensen (KTM) hoped to back up his strong run from race one as Haiden Deegan (Yamaha) and Evan Ferry (Yamaha) hoped for better luck. Ferry crashed on the opening lap before charging for a possible third place, and Deegan, who hit Ferry’s bike by accident, officially scored 38th after a damaged rear wheel caused him to stop early in the lap. the race. When the gate fell on moto two, Ferry grabbed the holeshot ahead of Daxton Bennick (KTM), Jorgensen, Dayton Briggs (KTM) and Julien Beaumer (KTM). Deegan and Preston Boesflug (Kawasaki) were battling as they started to work their way into the top ten. At first, Beaumer’s bike started to smoke, then Jorgensen crashed into the corner on his way back to the storyland section of the track.

Deegan worked his way up to fourth, then Bennick made a pass on Ferry as they entered the story world. Deegan was chasing Beaumer, coming out of the sand section and launching his Yamaha YZ250F towards the blue banner Yamaha! The No. 38 fought his way to third place, as Bennick continued to lead Ferry. After a few quick laps, Deegan was able to catch Ferry and land a pass in the Ten Commandments. Deegan tried to catch the #41 in front, setting his fastest lap of the race (1:53) on the last lap! Bennick held on for the win but with a few laps ahead of him he misunderstood and thought he had one lap to go so he took another! Deegan was just a few bike lengths behind No. 41 and saw the checkered flag and retired. It was a big win for Bennick as it was his first big win on the bike. Bennick’s 4-1 leads the pack over Ferry’s 3-3 and Boespflug’s 2-5. Jorgensen ultimately finished eighth in the race and sits fourth with 1-8 finishes after two races. The final Schoolboy 2 moto will be on Saturday at 2:30 p.m. local time.

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Suzuki GSX-R125 and pint-sized GSX-S125 tweaked for 2023 https://bike-pix.com/suzuki-gsx-r125-and-pint-sized-gsx-s125-tweaked-for-2023/ Tue, 02 Aug 2022 08:01:37 +0000 https://bike-pix.com/suzuki-gsx-r125-and-pint-sized-gsx-s125-tweaked-for-2023/

While it’s unclear if the iconic “GSX-R” nameplate is set to expire in at least 1000cc trim, the smallest of Suzuki’s “Gixxer” motorcycles – the GSX-R125 – has been given a new lease of life as it becomes Euro5 compliant.

Of all the models to bear the hallowed name over the decades, it’s the affordable, small-bodied GSX-R125 that has – unsurprisingly – become Suzuki’s most popular sportbike by sales worldwide.

As a result, it may well be the last one standing – barring the Hayabusa or GSX-R1400 – in Europe, as the current generation GSX-R1000 nears the deadline to meet the Euro5 emissions standard before the end of the year without updates. or any new replacement seemingly on the horizon.

Nonetheless, the bare-bones GSX-R125 and sister GSX-S125 will continue after an under-the-skin update earned it a reprieve as it tries to stave off the threat of new rivals, such as the Yamaha MT. -125, Yamaha MT-03 and KTM RC125.

Tweaks under the skin see the 124cc engine still pump out 15bhp but do it in a cleaner way, with both models now themselves listed as Euro5 compliant.

Elsewhere you’d need a microscope to spot other changes, but that means you’ve still got a nice little sportbike – arguably more attractive than the clunkier GSX-R1000 – with LED headlights, a display digital instruments and a Suzuki easy start system.

Suzuki’s pursuit of a sportier line had been called into question by the announcement that it was closing its motorsport program at the end of the season, withdrawing from MotoGP and the World Endurance Championship, two series’ he was crowned world champion in 2020 (and again in EEC in 2021).

Meanwhile, the Suzuki GSX-600 – which was discontinued in 2018 – lives on in the US, along with the GSX-750.

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200-500cc Bike Sales June 2022 https://bike-pix.com/200-500cc-bike-sales-june-2022/ Thu, 28 Jul 2022 19:42:00 +0000 https://bike-pix.com/200-500cc-bike-sales-june-2022/
Rank OEM Model Sales June 22 June 21 sales Annual growth
1 Royal Enfield Classic 350 25,425 17,377 46%
2 Royal Enfield Ball 350 & ES 10,256 8454 21%
3 Royal Enfield Meteor 350 8645 8770 -1%
4 hero Xpulse 200 Series 4642 1833 153%
5 Royal Enfield Himalayan & Scram 411 4514 684 560%
6 Classic legends Yezdi & Jawa Series 3294 1576 109%
seven Honda H’ness CB350 & CB350RS 2120 1853 14%
8 bajaj Avenger 220 Cruise 2108 500 322%
9 KTM Duke 200 767 1404 -45%
ten Yamaha FZ25&S 673 562 20%
KTM Duke 200 had a massive YoY drop

200-500cc Bike Sales In June 2022, – Bajaj Avenger 220 Cruiser Has Finally Made It To The List

In June 2022, sales of 200-500cc bikes saw some twists. After a long time, an old Bajaj bike has been featured in the bestseller list and this development will give the Chakan-based bike manufacturer the much needed boost.

At number 1, Royal Enfield Classic 350 topped all other bikes by a huge margin. Selling more than a quarter lakh of units, it has seen an annual growth of 46%. Second place was taken by Royal Enfield Bullet 350 and ES.

The two sold 10,256 units combined with growth of 21%. At number 3, Royal Enfield Meteor 350 held onto its spot selling 8645. But, unfortunately, it couldn’t replicate last year’s numbers.

Surprisingly, the Hero Xpulse 200 series of bikes sold well and took fourth place. They recorded 4642 unit sales with an excellent annual growth of 153%. The Royal Enfield Himalayan and the Scram 411 follow closely in fifth place.

Interestingly, adventure bikes saw the highest annual growth of 560%. This is one of the best performance of these bikes. At number 6, Classic Legends offerings recorded combined sales of 3,294 with growth of 109%.

Royal Enfield Scram 411 33 Trial
Royal Enfield Himalayan and Scram 411 have seen staggering annual growth

The Honda H’ness CB350 and CB350RS trailed the Classic Legends offerings by far with a sale of 2120 units. The biggest development, however, is the grand entry of the Bajaj Avenger 220 Cruise.

It went from the worst-selling list to the best-selling list with an impeccable growth of 322% with 2108 units sold. KTM Duke 200 took ninth place selling 767 units. It experienced a massive decrease of 45%.

Last place was taken by Yamaha FZ25 and S with combined sales of 673 units and annual growth of 20%.

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Hydrobike Market Size – Share Analysis, Growth, Trends and Forecast to 2028 – Yamaha Motor Corporation, Schiller Bikes, Hydrobikes Inc. https://bike-pix.com/hydrobike-market-size-share-analysis-growth-trends-and-forecast-to-2028-yamaha-motor-corporation-schiller-bikes-hydrobikes-inc/ Tue, 26 Jul 2022 10:15:55 +0000 https://bike-pix.com/hydrobike-market-size-share-analysis-growth-trends-and-forecast-to-2028-yamaha-motor-corporation-schiller-bikes-hydrobikes-inc/
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The value of Dovizioso’s 2022 MotoGP “nightmare” https://bike-pix.com/the-value-of-doviziosos-2022-motogp-nightmare/ Mon, 25 Jul 2022 10:37:56 +0000 https://bike-pix.com/the-value-of-doviziosos-2022-motogp-nightmare/

The verdict has fallen on Andrea Dovizioso’s “second” career in MotoGP. It is inevitable and widely acknowledged that the Italian will drop out of the premier class after the next nine races, and given that the previous 15 have yielded a paltry 22 points, it will take something extraordinary to change the narrative of Yamaha’s RNF passage from Dovi.

It did not work. Truly not. Dovizioso was the first to recognize this. At Sachsenring, when asked about his strategy for the race, he said: “During this year, every race has been a nightmare for me. I was surviving.

“It’s not about strategizing and deciding something – because I don’t have control of the speed.

“And when you’re behind [other bikes] now MotoGP is getting really bad about it, it affects the way you ride a lot, the performance of the tire, especially the front.

“This year has been very bad, very bad for me,” he admitted after Assen. “Unfortunately. But that’s the reality. We keep fighting.

His predecessor in the “Yamaha satellite veteran rider role” Valentino Rossi has had a bad 2021. Dovizioso in 2022 is even worse – he has 10 points after 11 races, with Rossi scoring double at the same time last year .

It’s a more than unusual situation for someone who has so far racked up easily three-digit points in every full-time season of Grand Prix racing except one – his first 125cc campaign in 2002 (pictured below, with Dovi behind Youichi Ui).

“Not being competitive is a completely different story in my career,” Dovizioso admitted in a recent interview with MotoGP.com. “It’s the hardest thing.

“Not being there is the first time for me. It’s difficult to manage, and above all practice by practice, race by race, it’s becoming more and more the reality.

That same interview contained further responses from Dovizioso that were widely seen as confirmation of his impending retirement. But, truth be told, his position doesn’t seem to have really changed – he’s not competitive, and until he’s competitive, he won’t bother trying to get on the 2023 grid. only difference is that now this grid is more or less full.

Dovizioso finds himself in the Rossi position from last year. He’s a few years younger and a few titles less, but he’s also set to end his MotoGP career on a sour note, an obvious and glaring low point on the CV.

So does that mean it wasn’t worth going back? Well, in hindsight, perhaps – financial factor aside, Dovizioso would probably have benefited more from spending another year doing motocross in his spare time than having a MotoGP weekend after a MotoGP weekend of “always the same story”, as he said.

But he can’t know for sure. And in that sense, it was worth discovering.

That’s what makes it different from Rossi’s situation. Dovizioso’s departure to Ducati in 2020 came as a surprise, and he still finished fourth in the championship after the split was announced. And this fourth place follows three consecutive second places.

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MotoGP was moving away from him – that was clear – but a retirement in 2020 after consistent top form would inevitably have raised questions as to whether he had left a win or two on the table, whether he was still enough quick to make his title dream happen on a different machine.

And the Yamaha was ideal for the role, given that Dovizioso looked so practical in 2012 before he started his long Ducati journey.

Dovizioso admitted while discussing the decision that it was irresistible but “risky”. He was clearly right on that last point, because it didn’t work out in the slightest. Despite what he describes as a “completely opposite” riding style to that of Franco Morbidelli, he achieves very similar results – unable to get the most out of new tires in qualifying, stuck in race traffic – and remains confident that only Fabio Quartararo can give the current Yamaha M1 what it needs.

Whether that theory is correct isn’t that important here – what’s important is that whoever can solve this puzzle, Dovi himself is increasingly convinced that it’s not him. And it’s probably not just the M1, otherwise he would have at least had fun pursuing other opportunities.

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“MotoGP has changed. The bike has changed. The competitors have changed. The way you have to ride a bike is different. I live now.

One of the main reasons is clearly the new Michelin rear end introduced in 2020 which has blunted Dovizioso’s top speed considerably. The other – well, maybe it’s age. He’s 36 in a series dominated by runners in their twenties.

So maybe it was never going to work. But Dovizioso – whose stint in MotoGP has painted him as one of the most introspective and interesting characters of this latest premier class era – deserved the chance to find out.

And when the Valencia final comes and goes, he’ll walk away from first class with – most likely – no extra silverware in his trophy cabinet, but no lingering “what ifs” either.

There is value in closure.

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Results: MXGP Lommel qualifying round https://bike-pix.com/results-mxgp-lommel-qualifying-round/ Sat, 23 Jul 2022 15:43:30 +0000 https://bike-pix.com/results-mxgp-lommel-qualifying-round/


Jeremy Seewer led from start to finish fending off Tim Gajser to take the win in a very strong performance.

Mitch Evans had worked his way up to third and even caught Gajser early in the race, but, with a few laps to go, he got sterilized from his HRC Honda on the big triple and went down hard with Febvre who also crashed after hitting Evans’ bike.

Prado inherited third place, with Vlaanderen overtaking Coldenhoff on the final lap for fourth. Febvre got up to return to sixth.

Evans somehow got back on the bike but went slow the last lap and now has a gate pick that doesn’t reflect his speed.

MXGP – Qualifying Race – Classification
1. Jeremy Seewer (SUI, Yamaha), 25:22.933; 2. Tim Gajser (SLO, Honda), +0:05.405; 3. Jorge Prado (ESP, GASGAS), +0:20.582; 4. Calvin Vlaanderen (NED, Yamaha), +0:21.627; 5. Glenn Coldenhoff (NED, Yamaha), +0:23.619; 6. Romain Febvre (FRA, Kawasaki), +0:34.006; 7. Brent Vandoninck (BEL, Yamaha), +0:40.168; 8. Maxime Renaux (FRA, Yamaha), +0:45.039; 9. Brian Bogers (NED, Husqvarna), +0:49.728; 10. Jed Beaton (AUS, Kawasaki), +0:59.088; 11. Mattia Guadagnini (ITA, GASGAS), +0:59.781; 12. Ben Watson (GBR, Kawasaki), +1:03.355; 13. Conrad Mewse (GBR, KTM), +1:05.226; 14. Henry Jacobi (GER, Honda), +1:07.122; 15. Kevin Brumann (SUI, Yamaha), +1:21.974; 16. Benoît Paturel (FRA, Honda), +1:22.901; 17. Alvin Ostlund (SWE, Yamaha), +1:25.385; 18. Cyril Genot (BEL, Honda), +1:31.304; 19. Alberto Forato (ITA, GASGAS), +1:36.572; 20. Sven Van der Mierden (NED, GASGAS), +1:41.066; 21. Ivo Monticelli (ITA, Honda), +1:42.231; 22. Tom Koch (GER, KTM), +1:44.570; 23. Josh Gilbert (GBR, Husqvarna), +1:54.960; 24. Hardi Roosiorg (EST, KTM), +1:58.482; 25. Petar Petrov (BUL, Kawasaki), -1 lap(s); 26. Jere Haavisto (FIN, KTM), -1 lap(s); 27. Mitchell Evans (AUS, Honda), -1 lap(s); 28. Davy Pootjes (NED, Honda), -7 lap(s); 29. Harri Kullas (EST, Yamaha), -8 lap(s); 30. Twan Van Essen (NED, Honda), -12 lap(s);
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5 Future Classic Motorcycles You Should Buy Now https://bike-pix.com/5-future-classic-motorcycles-you-should-buy-now/ Thu, 21 Jul 2022 17:05:26 +0000 https://bike-pix.com/5-future-classic-motorcycles-you-should-buy-now/

It’s all too easy to spend your days surfing the web looking for amazing, priceless old motorcycles with a “could, should, would” attitude. Yes this Brough Superior SS100 is now worth a gazillion dollars and you can’t afford it. But you know what? There was a time when they were as cheap as crisps. Like any collectible you want to name, they are available new and then they stop making them because they can’t sell anymore and the prices go down. Then, if you’re lucky, prices start to slowly rise again.

So all you have to do as a budding young motorcycle collector is be able to spot the ones that will go up in value in the future and buy one right away, so they are still available at reasonable prices. But which bikes should you look at, I hear you ask? Well, we happen to have racked our brains to find the top 5 bikes (in no particular order) that will become more and more valuable over the years. So why not get out your shopping list and start taking notes?

5. The Yamaha XT500 (1976 to 1981)

Image via: Shannons.com.au

For those not in the know, the Yamaha XT500 was a huge win for Yamaha, in more ways than one. First, it won the first Paris-Dakar races in the late 1970s, showing that Yamaha really knew what they were talking about when it came to dirt bikes. And they achieved it with an engine that was only the company’s second four-stroke model.

Not only that, but the engine is largely the same as the XT’s sister bike, the Yamaha SR400. And this specific bike was in production until 2021. That’s forty-five years of popularity. Go figure.

A Yamaha XT500 motorcycle from the late 1970s
Image via: Bike Bound

And it’s not just the XTs you’re looking for, there’s another member of the family here that can be just as rewarding for investment purposes. Along with the XT, Yamaha also sold the TT500, which was essentially the same bike but without all the road doohickies like the headlight, turn signals and mirrors.

Sure, they’re not road-recordable, but they also have a certain off-road racing vibe that the XT lacks. Replacement parts are still fairly easy to find and they are very simple to work with. The single-cylinder donk gives you around 30 horsepower and it’s incredibly easy to drive.

The only real precaution needed here is that it’s just a kick start, so if you’re planning on riding it regularly you’ll need to make sure you’ve mastered the technique before you go off-roading.

4. The BMW R80/7 (1978 to 1994)

A BMW R80/7 motorcycle
Image via D. Broberg

Another classic bike that has stood the test of time, BMW’s R80/7 and all of its variants make for incredible bikes that are old enough to be cool but numerous and reliable enough to be a very sensible ownership proposition.

Not only that, but the platform developed by BMW for the R80 had been in constant improvement since the 1930s, so by the late 70s and early 80s it had fifty years of high German engineering prowess level behind her. The motorcycle also marks the end of an era, with BMW now branching out into various non-boxer engine platforms.

A BMW R80/7 motorcycle
Picture via: Bike.net

Not only was the R80 a smash hit in its own right; BMW also chose it as the basis for its very first off-road motorcycle, the (yet again) Dakar-winning BMW R80 GS. And as a very good omen, these red, blue and white classics have really exploded in value over the past few years. So what do you think the R80s will do? Yes, it’s true.

The boxer engine is a real charismatic gem, which you don’t really get in new bikes these days, even from BMW. Still fully air-cooled, the 50bhp bike has a charming combination of both sleek Germanness and a hint of retro mechanical vibe that all old bikes exude in one form or another. Those who want more vertigo should also look at R100 Beemers such as the RT, RS & S models.

3. The Honda XL600R (1983 to 1987)

Picture via: Honda

OK OK. So I have a Dakar in progress. But just like my therapist, please listen to me. You see, with the authenticity and retro that’s so hot right now and (thanks to hit TV shows like Stranger Things et al) making the 80s cool again, we’re more than a little in delay for a revival of the decade.

We’ve had the 1950s cafe racer thing, the 1960s Steve McQueen thing and the 70s Harley slacker thing, so you can bet your lower joint these 80s big bikes will follow – just like BMW R80GS and the Cagiva Elefant have already done so.

A 1980s Honda XL600R motorcycle
Picture via: Honda

The other obvious event to note is that with Honda’s Elsinores and their legendary ’80s CR two-strokes now fetching top dollar, logic dictates that these fantastic plastic ones will follow. And those colors! I guess you’ll either love them or hate them, but damn it, they really grab your attention.

With a single pot engine powering the Honda Dominator, you’ll get around 50hp from a properly tuned engine and it’ll only weigh 130kg, so you should have no problem rocking the thing. . They were also equipped with Honda’s RFVC (Radial Four Valve Chamber) technology, which means you get dual carburetors, dual exhaust pipes, a hemispherical combustion chamber and a more powerful and breathable bike.

2. The Harley Sportster (1957 to 1983)

    A mid-1960s Harley-Davidson XL 883 Sportster
Image via: Mecum Auctions

If you’ve had anything like the same experiences as me, you’ll no doubt see these Harleys still singing. A friend of mine recently bought one in boxes for A$10,000 and a quick scan of my local classifieds reveals one for $15,000 that has been there for months and months.

So let’s take a step back and think about that. An original Harley-Davidson motorcycle made in the good old United States of America in the 1960s for less than ten thousand US dollars? Am I missing something? I do not think so. Of course it’s not an Electraglide and it will probably be the smaller 883cc engines, but come on now!

A mid-1960s Harley-Davidson XL 883 Sportster
Picture via: Bike-urious.com

Of course, the bike comes with all the caveats that any Harley to date has; they are also agricultural AF and they really, really love to shake themselves to pieces, but what other make or model of motorcycle history worth their salt would be available for the price of a budget family vacation and be a true American classic designed in the 1950s?

With all post 1967 models equipped with electric start, it’s also the perfect yin and yang partner for anyone (like me) who likes the convenience and reliability of having a modern bike in their garage. Yes, a more modern vehicle might never let you down, but why not top it off with something that lets you get your hands dirty, is undeniably cool and will only go up in price. ‘coming ?

1. The Yamaha RD350 (1973 to 1975)

A Yamaha RD350 motorcycle from the early 1970s
Image via: Mecum.com

Of course, there is a two-stroke on the list. While they may seem like politically incorrect anachronisms these days, it’s important to remember that in many ways, two-stroke horsepower kept the motorcycle industry alive for much of the 20th century. . Hell, MotoGP was two-stroke until 2003.

And few manufacturers had as much love for two-strokes as Yamaha. They have some real classics in their historic lineup; Need I mention the RD 250 LC, RD 350 LC and the legendary YZ 360 motocrosser? What a resume! Yet here’s a classic Yamaha that’s still more than reasonably priced and will blow your mind with its cranking speed.

Two Yamaha RD350 motorcycles from the early 1970s
Image via: Bikebound.com

Now, it’s a well-known fact that two-strokes need a little more love and attention than their four-stroke brethren, but by the same token, they’ll outperform any smoke-free bike of similar capacity by the same era (or even more recent) simple as watching you. And as you can see from the image above, they will also look, sound and fit even better than stock with some racing mods added.

By the way, have you ever heard a full-tilt Yamaha two-stroke with a racing exhaust? And that smell! If you prefer something a little more modern, there are always the younger, liquid-cooled siblings of the bike (aka the LC models mentioned above).

But beware, these bikes were a smash hit with boy racers when they were released, and things have never really stopped since then. But on this subject, here is a VERY hot tip. The motorcycles that teenagers often drool on rise in price when those same teenagers reach their 40s and 50s; an age where a lot of people are comfortable enough to start buying those toys they never got their hands on long ago. So it stands to reason that the 80s bikes mentioned here should be singing right now. You can thank me later, when you have some money.

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Five Interesting Bikes You’ve Probably Never Heard Of https://bike-pix.com/five-interesting-bikes-youve-probably-never-heard-of/ Wed, 20 Jul 2022 00:02:00 +0000 https://bike-pix.com/five-interesting-bikes-youve-probably-never-heard-of/

Motorcycles come in all shapes and sizes, and the world is full of weird and wonderful two-wheelers that many of us have never heard of before. While the tried and tested formula of the good old motorcycle is here to stay, several manufacturers have tried to push the boundaries in terms of design and engineering. Today, let’s take a look at five quirky two-wheelers you may never have heard of.

The Quasar, first introduced in 1970, is a semi-enclosed two-wheeler that kind of blurs the lines between a car and a motorcycle, in the sense that it has an aerodynamic body, and the rider’s seating position is much more similar to that of a car than a motorcycle. That said, the Quasar was by no means left out, with the company claiming a top speed of over 100 miles per hour. It used the engine from a Reliant Robin, 21 of which saw production. Subsequent models featured slight variations in the engine and steering system, but eventually the Quasar would cease production in 1982.

Indian 841

Those of you who are fans of combat used vehicles will surely be familiar with the Indian 841. This motorcycle was intended for service in World War II and featured a longitudinally mounted V-twin engine. What made the 841 special was the fact that its engine was designed to have a very low compression ratio, meaning it could run on low octane fuel. The US Army ordered a total of 1,000 841 Indians to be produced, however, at the same time the Willys Jeep was starting to take off and proved to be much more practical, as it could transport troops, weapons and supplies. As such, the Indian 841 never really saw action.

2021 Bimota Tesi H2 Carbon Edition - Side

We’ve talked a lot about the Bimota Tesi here on RideApart. This unique sports bike has a rather odd front end that uses a swingarm rather than standard telescopic forks. The Tesi first came into the limelight in 1990 and was fitted with a Ducati 851 engine. A total of 127 Bimota Tesi 1Ds were built, and the model was replaced by the Tesi 1D 906. In 2019 , Kawasaki bought a 49.9% stake in Bimota and co-developed the latest iteration of the Tesi, the Tesi H2, which featured the same supercharged 998cc inline-four engine found in the Kawasaki Ninja H2.

Yamaha WR450F 2-Trac

Yamaha tried its hand at a two-wheel-drive motorcycle in 2004 with the WR450F 2-Trac. Designed to compete in the grueling Dakar Rally, the bike featured a unique two-wheel-drive system in which the front wheel was driven by a hub-mounted hydraulic motor that could sense rear wheel slippage and then make turn the front wheel. The design was such that the front wheel would never spin faster than the rear, keeping the bike stable. Ultimately, the demand for such technology was too low for Yamaha to mass produce.

CAKE Kalk Electric Enduro

The CAKE Kalk is an electric motorcycle that we know well. We’ve talked about him and his other CAKE stable mates before, and we certainly love his charismatic, go-anywhere abilities. This all-electric enduro-style machine may look like a glorified electric mountain bike, however, it’s classed as an electric motorcycle – and quite capable at that. The Kalk’s electric motor has the ability to mimic two- or four-stroke engine braking, while the bike’s Öhlins suspension soaks up all the jumps and bumps with ease.

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What MotoGP must learn from World Superbike https://bike-pix.com/what-motogp-must-learn-from-world-superbike/ Sun, 17 Jul 2022 14:53:30 +0000 https://bike-pix.com/what-motogp-must-learn-from-world-superbike/

The UK will host two motorcycle world championships in just a few weeks this summer, as Donington Park hosts the British round of the Superbike World Championship this weekend and MotoGP resumes after its summer break at Silverstone in early August.

While the two classes are still very different in many ways, that doesn’t mean there aren’t lessons that Dorna (owner of both championships) shouldn’t apply to her premier class.

MotoGP has become somewhat boring in its proceedings lately, with less and less overtaking and races being decided by slipping overtaking and qualifying positions.

But the production motorcycle class is enjoying something of a renaissance, and the stark contrast to MotoGP is clear in the series’ spiritual home.

Racing all weekend at Donington, although reigning world champion Toprak Razgatlioglu took victories, was never dull.

Sure, the Turkish rider managed to cut Alvaro Bautista’s lead by huge chunks of time, but behind him things were closer than ever.

The podium for the weekend’s opening race on Saturday afternoon was only decided when Bautista crashed (pictured below), denying us a chance to see what was to be an epic showdown with the Six-time world champion Jonathan Rea, during the race Scott Redding only clinched his first BMW podium after a frantic fight with Alex Lowes.

It’s exactly this kind of last-lap battles, repeated overtaking, braking maneuver races that were inexorably linked to MotoGP just a few seasons ago.

But MotoGP racing now seems relatively processional as WSB, so long entirely dominated by Rea, has started to show signs of revival.

Part of that comes down to the nature of the bikes that make up the WSB grid and the difference between the two halves of Donington Park. Ducatis V4s versus inline-four Yamahas and Kawasakis mean that different bikes are stronger in different places, which no longer really happens in the largely homogenous world of MotoGP.

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After all, next year, with Suzuki leaving and Yamaha losing its satellite team, there will only be two bikes on the grid that don’t have the exact same engine setup – a major change from the earlier ones. 990cc days of the class with V5 Hondas, Aprilias inline triples and even the occasional mix of 500cc two-strokes with V4s and inline-fours.

But of course, the main reason for this is partly very obvious, and it’s not new information for the die-hard MotoGP viewer: the proliferation of ride height devices and increasingly advanced aerodynamics that have conspired to change the whole nature of the series.

While WSB has a few wings these days (ironically, traditionally shaped wings, banned from MotoGP for safety reasons, rather than the biplane-like structures that have become the norm there), they have to follow the lines production models, preventing both rapid development and overly elaborate designs, given that they must also be efficient on your morning commute if you choose to do so on a Ducati V4R.

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And there aren’t any hated ride height devices in WSB either, which makes sense given they’re completely useless on the road.

With the fenders and nifty devices removed (something Dorna could easily put in place for 2023), it’s easy to imagine MotoGP racing would go back to what it was.

There are more reasons than that giving WSB a much-needed boost lately. The fan experience at Donington Park is something almost unique in world-class motorsport, with a normal weekend ticket giving you full access to the pits and the excellent live fan zone located right in the middle of the paddock.

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Of course, that might not be feasible for MotoGP given the larger crowds that turn up at many of its races and given that the paddock requires more space to set up – but it’s hard not to have feel like you’re getting much better value for your ticket at Donington than at Silverstone in a few weeks.

But the overriding thing that draws everything – the better racing, the more traditional motorbikes, the awesome event experience – together at WSB these days is still fundamentally what happens on the track, where this year’s script is rapidly changing. into an epic tale with three protagonists rather than the free-for-all as MotoGP has become.

Of course, there is a novelty factor in not knowing who will win any given weekend, something that has happened in part because of the equality of every different factory and every bike fielded by every factory.

But it is a novelty that is now beginning to wear thin. One of my Twitter followers used a great metaphor to describe the current situation to me, comparing it to listening to an incredible album in shuffle mode. Lots of hits, but no theme, no order, no building tension.

How to change that is a more difficult proposition, as it means a major overhaul of the rules – something no factory is likely to be happy about, especially in an era of post-pandemic austerity.

Still, that must be at least one of the options considered by both series bosses if they don’t want to see their star attraction overshadowed by their second-tier league.

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