#swingarm saddlebags

[motorcycleclothingonline]

Stylish and Functional Swingarm Saddlebags for Your Ride

Add practicality and style to your motorcycle with premium swingarm saddlebags. Specially designed for minimalist storage without compromising on aesthetics, these saddlebags are perfect for carrying your essentials during short rides or daily commutes. Made with high-quality materials, they ensure durability, weather resistance, and a sleek fit that complements your bike’s design. 

[leathrcraft]

Swingarm bag is completed. Time to get it mounted. Who needs one.

[vridetv]

Here's a couple of pics after cleaning her up a bit, I'll be doing a full "OCD clean & polish" over the winter... 🤣 Check out the list of accessories it came with 🤩 #2003VRODS 🏍🎥😃👩👍 The newest addition to the VRIDETV stable: 2003 Harley-Davidson Two Tone Sterling Silver and Black 100th Anniversary VRSCA V-ROD Odometer Reading: 23,480 kilometres. I’m the third owner & the gentleman I bought it from had it for six weeks, decided to sell because it was to small for him. (He was a very big man) Genuine Harley-Davidson Accessories: 100th Anniversary Clutch Cylinder Cover p/n 34812-03 100th Anniversary Derby Cover Kit p/n 25373-03 Chrome Billet Sprocket p/n 4019-01 Chrome Front Sliders 46526-02A Chrome Swingarm p/n 48410-01A Chrome Swingarm Pivot Bolt Covers p/n 48893-01 Chrome Upper Belt Guard p/n 60469-01 Chrome Lower belt Guard p/n 60484-01A Chrome Rear Axle Cover p/n 45621-02 Chrome Front Axle Nut Covers p/n 43317-01 Chrome Coolant Hose Cover Kit p/n 29770-01 Chrome Upper Fork Stem Cover Kit p/n 46213-02 Chrome Billet Cam Cover Medallion Kit p/n 44497-02 Oil Temperature Dipstick p/n 26962-01A Nylon Saddlebags p/n 91441-06 Saddlebag Mounting Hardware Kit p/n 91440-06 Chrome Fender Baseplate p/n 51120-01A Chrome Luggage Rack p/n 51119-01A Chrome Luggage Rack and Sissy Bar Hardware Kit p/n 94112-04 Tallboy Rider Seat and Pillion p/n 52927-05 Smooth Look Touring Passenger Backrest Pad p/n 51783-07 Low Sissy Bar Upright p/n 51126-01A Quick-Release Detachable Touring Windshield p/n 57211-05 Headlamp Visor p/n 67750-88T and visor Screw p/n 3383 Chrome Engine Guard Kit p/n 49267-01 Chrome Billet Muffler Clamp Kit p/n 65271-03 Screaming Eagle Slip On Mufflers: Top p/n 65028-02 Bottom p/n 65015-02 Custom Hand Control Lever Kit p/n 45533-02 Rider Slotted Chrome and Rubber Custom Footpegs p/n 43280-01 Passenger Slotted Chrome and Rubber Custom Footpegs p/n 43280-01 Slotted Chrome Shifter Lever p/n 34555-01A Slotted Chrome Rear Brake Lever p/n 42964-01A Rear Master Cylinder Chrome Banjo Bolt Cover Slotted Polished Stainless Steel Gear Shift Linkage 33796-02 Contoured Chrome... 🤣 Instagram said my caption is too long. Read more at vridetv.com/projectvrod3.html https://www.instagram.com/p/CUxlGKEFOzB/?utm_medium=tumblr

[thedailybisquit]

Love coming across a well made swingarm Chopper...Mac Shovelhead ups the ante with a @sugarbearchoppermuseum Springer..nice ride brother! 📸🛠️ @chopperworks1959 #long_fork_choppers #longforkchopper #longbike #longfork #longforksrule #chopper #choppers #choppersforever #whybuynew #easyrider #ridechoppersorfuckoff #roadwarrior #oldschoolchopper #shovelhead #shovelheadchopper #shovelheadsforever #sissybar #springerfork #saddlebag #dragpipes #garagebuilt #harley #harleydavidson #hardtail #harleychoppers #chopperlife #choppershit #chopperporn #chopperlifestyle #motorcycle https://www.instagram.com/p/CN0eEd8B3sc/?igshid=k0u8lgcn9n2k

[richccrockett]

2022 Kawasaki KLR650 Adventure Review (19 Quick Facts)

By: AdvWisdom Title: 2022 Kawasaki KLR650 Adventure Review (19 Quick Facts) Sourced From: advwisdom.com/a/2022-kawasaki-klr650-adventure-review-19-quick-facts/ Published Date: Tue, 07 Sep 2021 08:03:31 +0000

After taking it out of the range for three model years, Kawasaki is bringing back the hugely popular KLR650 for 2022. Kawasaki introduced the KLR650 in 1987 and last updated it in 2008. This popular midsize single cylinder dual sport motorcycle receives many improvements and is sure to satisfy a renewed interest in affordable, multi-purpose ADV styled motorcycles. It’s back in three flavors—the standard KLR650, the KLR650 Traveler and the KLR650 Adventure.

We tested the 2022 KLR650 Adventure, not the standard KLR. The Adventure model gets hard Shad side cases, engine protection bars, LED fog lights and two sockets (DC and USB) with a total of 80 watts of power.

The most noticeable change to the venerable liquid-cooled DOHC four-valve, double-balanced 652cc engine is the move to EFI. Yes, the 40mm Keihin constant speed carburetor is history. The addition of EFI required a fuel pump at the bottom of the tank, an oxygen sensor mounted in the exhaust, and an ECU to precisely control fuel delivery to meet emissions standards. The changes didn’t make the 2022 Kawasaki KLR650’s engine faster, but they could provide a basis for developing aftermarket ECU map modifications – you know, just for the closed circuit.

The gearbox is a slightly improved version of the five-speed gearbox that has been around for 35 years. Shifting is smooth, with improvements to the shift dogs and shift fork. The clutch bearings are exchanged from ball to push needle. In technical off-road passages, you will feel a large gap between first and second gear. The aisle spacing is just right on the sidewalk.

The new 2022 Kawasaki KLR650 is nearly 25 pounds heavier than its predecessor, and that’s not just because of the EFI system. The KLR650 put on a few pounds to increase the rigidity of the swingarm and frame. The frame has more gussets, the swing arm is 1.2 inches longer and reinforced, the swing arm axle is larger, the axles are reinforced, the brake discs are larger and the subframe is no longer removable.

The result is a 456 pound standard non-ABS KLR650 with a 6.1 gallon fuel tank. I tested the 487-pound Adventure Edition, which adds weight to the 21-liter Shad saddlebags and frame mount, frame sliders (engine guards), LED fog lights, and tank pad. You won’t notice the extra weight until you pick the motorcycle up from a spill.

The additional chassis weight pays off with a more stable KLR650. The 2022 feels much more stable on both the road and off-road, which is worth the extra weight.

In addition to the gusset of the frame, Kawasaki has stepped out the KLR’s rake by two degrees to 30 degrees and lengthened the track by 0.4 inches. In addition, the wheelbase is 2.3 inches longer than the previous KLR and now measures a spacious 60.6 inches. The result is a much more confident motorcycle in a straight line, on the road and off-road.

Suspension remains fundamental on the 2022 Kawasaki KLR650. The 41mm non-adjustable fork offers nearly eight inches of travel, and the rear wheel has just over seven inches of travel. The damper is adjustable in rebound damping and spring preload, which helps to balance a passenger and loaded bags. Fortunately, Kawasaki engineers got the basic setup right, and both ends absorb impacts well on tarmac and fire roads – natural places to drive the KLR650.

The deficiencies of the suspension show up when you push too hard in the field. The rear shock absorber hits the G-Out first. The rear of the car can dazzle when accelerating on bumpy stuttering, and that cannot be adjusted.

The Dunlop K750 tires are an old design from the 1900s and unique to the KLR650. All in all, the K750s are a decent compromise between road and dirt. However, if you hit wet or muddy terrain, the gaps between the pimples are quickly filled. The best strategy is to remove the bias tubes before driving and install modern rubber that meets your specific needs. Street boys will take a close look at the ADV-style Shinko 705 rubber, while off-roaders will be drawn to the classic Dunlop D606. You can either sell the K750s right away or keep them until you sell the bike. The latter isn’t a good plan if you plan to keep your KLR for a decade or two, which you may end up doing.

Even with the series tires, the KLR650 is a capable canyon companion. Finding the limits in the bends takes a little courage and exploration, because the large KLR has a lot of cornering freedom. There is no drama for causal driving through the bends, and the handling of the KLR is intuitive. The increased stability of the chassis increases confidence in curves as well as on straights.

Long-distance drivers are made aware of the limits of the great single. Overtaking on two-lane expressways requires planning. You won’t just twist the throttle and fly past the cars. The top speed is maybe 90 mph and it takes a while to get there. Also, mileage drops when driving at 80 mph in an upright car as there is a lot of wind resistance even with the new fairing and windshield.

Kawasaki has improved the braking performance of the 2022 KLR650 to handle the increased weight. The front disc is 20mm larger – now a full 300mm disc – and the rear is 1mm thicker to prevent overheating. The Adventure and Standard versions are available with or without ABS, the Traveler with ABS standard. I’ve tested both the ABS and non-ABS versions, and the ABS system isn’t intrusive – mostly road riders should spend the extra $ 300.

The ergonomics of the new KLR650 have been updated to the standards of 2022. The new seat is comfortable and wide for adventure rides, thanks to a new shape, a more supple seat cover and new foam. The handlebars, grips and footrests are insulated in vibration-damping rubber �� even the seat is rubber-cushioned to prevent frame vibrations from reaching the rider.

The 21 liter Shad hard plastic side cases of the Adventure model are slim, yet large enough for weekend trips. Because of their flexibility, opening, closing, removing and installing the side cases is a bit of a learning curve – the hinges could be stiffer. However, once that happens they are easy to use. They’re also durable – one survived an off-road crash and detachment. Annoyingly, a one-key system for the pockets and ignition is a $ 50 option instead of being part of the Adventure package. Add the 43-liter Shad topcase mounted on the luggage rack, topcase plate, mounting kit, and one-key system ($ 325 total) for longer expeditions. The rear case is standard on the Traveler version, which does not have the side cases.

Kawasaki has updated, if not entirely, the dashboard. There is no such thing as a fancy TFT color screen. Nevertheless, the new LCD screen offers a speedometer, an odometer, the essential fuel gauge, a clock and two trip meters, but no tachometer. You even get a smaller, lighter and more compact sealed 8 Ah battery. The generator now produces an improved 26 amps.

The graphic treatment in Cypher Camo Gray looks mean, is exclusive to the Adventure edition, and is one of the better styles in years. The Pearl Sand Khaki (Standard KLR only) and Pearl Lava Orange (Standard and Traveler Edition) also look great.

The price for the non-ABS base 2022 Kawasaki KLR650 is $ 6,699. That’s a good price for an entry-level adventure bike. Quick big singles comparisons include the Honda XR650L ($ 6,999), Suzuki DR650S ($ 6,799), and KTM 690 Enduro R ($ 11,999), although these three models and the KLR650 are definitely distinctive and not after looking for identical buyers. The KLR650 Adventure has an MSRP of $ 7,999 in this review. If you don’t want an ABS, tap $ 300 off the price.

Kawasaki’s “Escape. Discover. Envy. “Motto for the KLR650 tells the story. The 2022 Kawasaki KLR650 lets you escape and explore with the Envy that is created by impressing others when you take them where many others don’t. It has been working since 1987 and 35 years later it works better than ever.

Photography by Drew Ruiz

DRIVING STYLE

2022 Kawasaki KLR650 Adventure specs

ENGINE

Type: single cylinder

Displacement: 652cc

Bore x stroke: 100 x 83 mm

Compression ratio: 9.8: 1

Valve train: DOHC; 4 valves

Refueling: Keihin EFI with 40mm throttle body

Transmission: 5-speed

Final drive: chain

CHASSIS

Front suspension; Travel: Non-adjustable 41mm fork; 7.9 in

Rear suspension; Spring travel: rod-supported spring preload and rebound damping, adjustable damper; 7.3 in

Tires: Dunlop K750

Front tire: 90/90 x 21

Rear tire: 130/80 x 17

Front brake: 300mm disc

Rear brake: 240mm disc

ABS: Optional ($ 300)

DIMENSIONS and CAPACITIES

Wheelbase: 60.6 inches

Rake: 30 degrees

Trail: 4.8 inches

Seat height: 34.3 inches

Fuel capacity: 6.1 gallons

Empty weight: 487 pounds

Color: Cypher Camo Gray

2022 Kawasaki KLR650 Adventure Price: $ 7,999 MSRP

2022 Kawasaki KLR650 Adventure Review Photo Gallery

Previous article2021 Benelli Leoncino Review (15 Quick Facts For Retro Italians)

!function(f,b,e,v,n,t,s) {if(f.fbq)return;n=f.fbq=function(){n.callMethod? n.callMethod.apply(n,arguments):n.queue.push(arguments)}; if(!f._fbq)f._fbq=n;n.push=n;n.loaded=!0;n.version='2.0'; n.queue=[];t=b.createElement(e);t.async=!0; t.src=v;s=b.getElementsByTagName(e)[0]; s.parentNode.insertBefore(t,s)}(window, document,'script', 'https://connect.facebook.net/en_US/fbevents.js'); fbq('init', '1901460439869241'); fbq('track', 'PageView'); (function(d, s, id) { var js, fjs = d.getElementsByTagName(s)[0]; if (d.getElementById(id)) return; js = d.createElement(s); js.id = id; js.src = "https://connect.facebook.net/en_US/sdk.js#xfbml=1&appId=1891176894485517&version=v10.0"; fjs.parentNode.insertBefore(js, fjs); }(document, 'script', 'facebook-jssdk'));

News.... browse around here

check out here

Read More

[alleywaykustoms]

Holy busy week!! Just about got @cryanbishop Superglide wrapped up and neck deep in a big Leathergood order going to Australia!! That’s over 4 Cowhide Double Shoulders cut into all the pieces to make 2 Sets of saddlebags for A couple of Swingarm Panhead‘s and three of our signature Cowhide OEM Pogo seats!! And...... got most of the components in to start lacing up our new chrome set of wheels for our @biltwell_peoples_champ build!! Happy holidays everyone!!! #alleywaykustoms #easternfxrdyna https://www.instagram.com/p/B5gSblbBDrh/?igshid=ugx6s4gn5tr0

[petescycleco]

2019 Suzuki Boulevard M109R B.O.S.S. On Sale $10,999.00 Was $15,149.00

This is the performance cruiser other bikes wish they were. The dark and muscular M109R B.O.S.S. has a powerful V-twin engine using some of the largest pistons in the industry - a bike that will get your adrenaline flowing whenever you ride. This 109 cubic inch engine is wrapped with aggressive blacked out styling that includes slash-cut mufflers, drag-style bars, a supplied solo seat cowl, and a distinctively shaped headlight nacelle that's uniquely Suzuki. This bike is not just about looks, as stout inverted forks, a hidden single-shock rear suspension, and an ideally designed saddle deliver responsive handling and an exceptionally comfortable ride. Performance never looked so good, or so dark.

Key Features

Choose from a pair of new, two-tone paint schemes on the 2019 Boulevard M109R B.O.S.S. - Glass Sparkle Black/Candy Daring Red scheme with black wheels or the Pearl Glacier White/Pearl Vigor Blue treatment with metallic blue wheels, matching the bike's graphics. Both high-quality color treatments visually announce that this is a serious muscle cruiser and true to Suzuki's performance heritage.

The deep, rich paint is flawlessly applied to a long, imposing muscle cruiser that's unlike any other. From the distinctive headlight nacelle to drag-style handlebars and massive 240mm wide rear tire, this motorcycle is a class of one.

The M109R's bodywork is sleek and purposeful from nose to tail and looks even sleeker when the optional tail cowl is on in place of the passenger seat.

The 109 cubic inch (1783cc), 54-degree, V-twin engine rumbles through a pair of large-diameter mufflers as it puts power through the shaft drive and down into the 240mm wide rear tire.

Similar to the brakes from a Hayabusa, the M109R's radial-mounted, dual front brakes deliver sure stopping performance. The large-diameter inverted fork and the 240 mm wide rear tire give the bike a tough, aggressive stance that also delivers a smooth, controlled ride.

Engine Features

Huge 4.4-inch (112mm) forged aluminum-alloy pistons. These are one of the largest reciprocating gasoline engine pistons being used in any production passenger car or motorcycle, while featuring a race-proven design to reduce friction and inertial mass.

The 109 cubic inch (1783cc), eight-valve, DOHC, 54-degree, liquid-cooled, V-twin engine is designed to produce a massive tractable power and responsive torque.

Each of the large cylinders is lined with Suzuki's race proven SCEM (Suzuki Composite Electrochemical Material) for optimum heat transfer, tighter piston-to-cylinder clearances, and reduced weight.

Suzuki Advanced Sump System (SASS), a compact dry sump lubrication system, provides reduced engine height, a lower crankshaft position and a lower center of gravity.

Suzuki's class-leading electronic fuel injection system features the Suzuki Dual Throttle Valve system (SDTV) with 56mm throttle bodies, which maintains optimum air velocity for smooth low- to mid-range throttle response.

A unique two-stage cam drive system creates a compact cylinder head design, reduces overall engine height, and creates a lower center of gravity.

A dual spark plug per cylinder ignition system is controlled by a powerful 32-bit ECM for improved combustion efficiency and reduced exhaust emissions.

A three-piece, 9.5-liter volume airbox (with dual intakes) includes two pleated fabric air cleaner elements located on both sides of the engine.

The two-into-one-into-two stainless steel blacked out exhaust system features Suzuki's digitally controlled SET (Suzuki Exhaust Tuning) system for optimum engine performance and a powerful V-twin sound.

Sculpted engine features blacked out engine covers that complement the visually striking cylinders with symmetrical, highlighted cooling fins.

Low-maintenance shaft drive is clean-running and has minimal torque reaction as it efficiently transmits power to the massive 18-inch rear tire.

A wide-ratio, constant-mesh five-speed transmission features a high fifth gear ratio for relaxed highway cruising.

Chassis Features

A high-tensile steel double cradle frame is built to comfortably handle all the power and torque while delivering agile handling and a plush, smooth ride.

The massive, low-profile 240/40 x 18 is the widest rear tire ever used on a Suzuki motorcycle.

Blacked out, inverted front forks feature race-proven cartridge internals with 46mm stanchion tubes and provide 5.1 inches of smooth wheel travel.

Cast aluminum alloy swingarm works with a progressive linkage and a single rear shock absorber; adjustable spring preload to suit rider and passenger weight.

Twin front fully floating disc-brakes with dual-piston calipers and a single-disc rear brake with a single dual-piston caliper are ready to haul the bike down from speed.

Flat-bend, drag-style handlebars are mounted on pull-back risers to be positioned within a short distance from the seat to improve the rider/machine interface, aiding comfort and control.

The long-stretch fuel tank holds a full 5.2 gallons of fuel (4.9 gallons for California model).

Tank-mounted analog speedometer and LCD odometer, dual trip meters, fuel gauge and, clock.

Instrument cluster including a digital tachometer, gear position indicator, and LED indicator lights is integrated into the top of the headlight cowl.

Both rider and passenger seats are made for comfort, as they allow freedom of movement, accommodate riders of different sizes, and are well cushioned.

A sporty solo-seat cover (included) can be quickly swapped for the passenger seat for an even more aggressive look or for use on solo rides.

The M109R B.O.S.S. (Blacked Out Special Suzuki) features the following: • Blacked out exhaust system, clutch cover, magneto cover, cylinder head covers, air cleaner cover, and final drive case. • Blacked out handlebars, clutch and brake levers, handlebar switch cases, rearview mirrors, fuel tank/instrument cover, front and rear wheels, front and rear brake calipers, frame side covers, rear fender stays, sidestand, steering stem clamps, and front forks.• Clear tail light and turn signal lenses.

Clear tail light and turn signal lenses.

Additional Features

Genuine Suzuki accessory options for the M109R B.O.S.S. include a black-finish engine guard set and trim-fitting, functional saddlebags.

A variety of Genuine Suzuki Accessories for Boulevard owners are available, including a large selection of Suzuki logo apparel.

12-month limited warranty. Longer warranty coverage period with other benefits are available through Suzuki Extended Protection (SEP).

Engine

Engine: 1783cc, 4-stroke, liquid-cooled, DOHC, 54°, V-twin

Bore x Stroke: 112.0 mm x 90.5 mm (4.409 in. x 3.563 in.)

Compression Ratio: 10.5:1

Fuel System: Suzuki fuel injection with SDTV

Starter: Electric

Lubrication: Wet sump

Drive Train

Clutch: Wet multi-plate type

Transmission: 5-speed constant mesh

Final Drive: Shaft drive

Chassis

Suspension Front: Inverted telescopic, coil spring, oil damped

Suspension Rear: Link style, solo shock, coil spring, oil damped

Brakes Front: Disc brake, twin

Brakes Rear: Disc brake

Tires Front: 130/70R18 M/C 63V, tubeless

Tires Rear: 240/40R18 M/C 79V, tubeless

Fuel Tank Capacity: 19.5 L (5.2 US gal.) / CA model: 18.5 L (4.9 US gal.)

Color: Pearl Glacier White/Pearl Vigor Blue or Glass Sparkle Black/Candy Daring Red

Electrical

Ignition: Electronic ignition (transistorized)

Spark plugs: NGK CR8EK or DENSO U24ETR

Headlight: 12V 60/55W H4

Tail Light: LED

Dimensions

Overall Length: 2450 mm (96.5 in.)

Overall Width: 875 mm (34.4 in.)

Overall Height: 1130 mm (44.5 in.)

Wheelbase: 1710 mm (67.3 in.)

Ground Clearance: 130 mm (5.1 in.)

Seat Height: 705 mm (27.8 in.)

Curb Weight: 347 kg (764 lb.)

Warranty

Warranty: 12 month unlimited mileage limited warranty

Extension: Longer warranty coverage period with other benefits are available through Suzuki Extended Protection (SEP).

from Blogger https://ift.tt/2FdCHl1 via Motorcycle Dealer Maryland

[thecardaddy]

2009 Harley Davidson Road King - $23,495.00

2009 Harley Davidson Road Glide with 16,357 miles. This bike was customized by a shop in Gastonia, NC. This bike is a real head turner, perfect custom with a truly enjoyable ride. This bike has a ’09/96 CI engine, H-D builder, performance machine air cleaner, H-D ignition, power commander afermarket EFI controller, Vance and Hines exhaust, 6-speed H-D transmission, Arlen Ness front forks, Arlen Ness triple trees, Stock rear shocks, H-D swingarm, Arlen Ness 23' black/chrome front wheel, H-D calipers, Arlen Ness rotors, Arlen Ness rear wheel, Black Metallic/Candy Red paint, custom front and rear fender, H-D gas tank, Performance Machine gas cap, H-D gauges, custom handlebars, Arlen Ness grips, Arlen Ness mirrors, H-D hand controls, Arlen Ness foot controls, Arlen Ness floorboards, HID headlight, custom intergrated into rear fender taillight, intergrated into taillight turn signals, custom intergrated into rear fender license mount, Danny Gray seat, custom streched saddlebags, custom fairing, Clockwerks windscreen, H-D stereo, and 2 custo, and fairing seakers with an amplifier, rear top mounted 6x9' Polk Marine speaks. Please Note The Following **Vehicle Location is at our clients home and Not In Cadillac, Michigan. **We do have a showroom with about 25 cars that is by appointment only **Please Call First and talk to one of our reps at 231-468-2809 EXT 1 ** FREE Consignment Visit Our Site Today Easy To List Your Vehicle and Get it Sold in Record Time. from Cardaddy.com https://www.cardaddy.com/vehicles/vehicle/2009-harley-davidson-road-king-cadillac-michigan-18922047

[motorcyclestore]

Motorcycle Swingarm Bag Side Tool Pouch Bags Saddlebags for Sportster 1200 883 http://ift.tt/2FrvYOJ

[totallymotorbikes]

Church Of MO First Ride: 2003 BMW R1200CL You know what’s funny? Calvin Kim posits, in his 2003 First Ride review of the BMW R1200CL, that people would end up buying this bike. Nevermind the, uh, ugly aesthetics, the R1200 backbone of BMW’s cruiser would be sure to persuade unorthodox cruiser riders that it was the way forward. Well, as history has taught us, there aren’t as many unorthodox cruiser riders as BMW hoped, and the R1200CL is remembered as a flop. Ugliness aside, read on to find out Kim’s overall positive view of the CL. And if you’re looking for a few more pictures, you can check out the photo gallery. First Ride: 2003 BMW R1200CL Luxury Cruising, or Cruising Luxuriously By Calvin Kim Apr. 20, 2003Photos by MO and BMW NA Biltmore Estate, North Carolina, September 3, 2002 — When BMW came out with the R1200C five years ago, a lot of people raised eyebrows. Everybody knew how rough and tumble the cruiser industry was back then. It still is pretty hot if you think about it. Nevertheless, amidst the skepticism the C took off and has proved a success for BMW. In fact, the C has become so successful that BMW has produced four different variations of the beast. Now, at the new-model intro at the Biltmore Inn in North Carolina the CL makes five. Trying to capture another segment of the burgeoning cruiser market, BMW has decided to enter into the decidedly slower pace of the “cruising-tourer” or is that “touring-cruiser”? Regardless, what we have here is essentially a heavily modified C cruiser outfitted with BMWs best touring goodies. Integral ABS, lockable saddlebags and removable top-case, cruise control and, of course, those famous heated grips all come standard on the CL model. Upgrade to the CLC (Custom) model, and you get heated seats for two and a radio replete with a CD player. Unfortunately the only thing that’s not included is a more powerful engine. Now, don’t get us wrong. For 99% of the targeted riders out there, this thing will be great. To be honest, there is enough torque and power to get things moving along at a proper clip. It’s just that you have to find it. Unlike a GS or an R, don’t think of looking for the power down low. It’s higher up in the rev range, where a normal cruiser rider wouldn’t think to look for it. The climb out from stop to past first-gear is a doozy. Clutch slipping is the only way to do it, and first gear is the only way to climb out of tight, off camber switchbacks. And even then it’s dicey. The motor, a stock R1200C powerplant, really comes into its own above 3~4k revolutions per minute and hangs onto what little bits of dignity it has all the way up to redline. Caspian Blue in front of Biltmore Estate. Ahhh. Must be nice to be the son of an industrial mag-nate. Thankfully, BMW did their homework in picking out a route that would highlight the CL’s high points, one of which is the controversial front fairing. With its scalloped top edge and unconventional headlight treatment, the CL is sure to turn heads. And heads it turned- but thankfully none of it was due to wind buffeting. That’s because the cutout was designed to offer maximum wind protection while not sacrificing any visibility. You really didn’t notice it till you’re cranked over and looking right through the cutout onto the road ahead, and not straight on the edge of the shield. The headlights are another controversial aspect of the machine. While the outer two, low beam units are descendants of those found on the R80GS, the two centrally tandem mounted, smaller, high beam units are the same as those found on the R1150. Why they chose this setup, we may never know. But we do know why the rest of the fairing looks the way it does. Wind tunnel testing contributed heavily to the final design of the fairing. There are numerous soft edges and lines that are all there to help keep the front end stabilized during cruise speed. Even things such as water run-off patterns were studied to ensure that the rider would remain as dry as possible during rain storms, which is impossible, but we give them points for trying. Surprisingly enough, the CL had gobs of ground clearance. Well, gobs for a floor board equipped cruiser anyway. Aside from the appearance, the rest remains typical BMW. However, don’t think this is simply a well-equipped R1200C. Essentially, aside from the motor, everything has been replaced. Minor touches like a lengthened swingarm and relaxed fork angles and been incorporated. More blatant updates include the addition of a six-speed, overdrive transmission as well as a wider front tire. Interestingly enough, the wheelbase is actually eight millimeters shorter than on a C. So what’s it like to ride? In a word, different. If you’ve ever ridden a large bike with a fork mounted fairing, you’ll know what I mean. Slow speeds are a bit hard to negotiate, but still doable. My only real complaint with the handling is in the front-end feel during medium and slow speed riding. There was no front-end feel to speak of, and for me, that was a bit disconcerting. Going into tight switchbacks felt like riding on ice. It didn’t help that the road surface was wet and gravel-strewn from a previous night’s storm. Regardless, as the day wore on, the senses got used to the feeling and the muscles started to adapt. In fact, it was downright pleasurable to operate at slightly higher speeds. It seems as if more loading on the front-end helps bring back the feeling. The CLs dash layout is very clean and comprehensive. Amongst all the glitz and glamour of a press-intro and the flitter of journo-speak, it gets difficult to remember who this bike was marketed for (you know who you are, mister 46 year old with $100,600 average income) and why it was even brought to fruition. Fact of the matter is that everything worked the way it was supposed to, including the revised power-assist brake system. It seems as if people were complaining about the abruptness of the first generation system, particularly when the foot pedal was applied. So, BMW fixed it, and now we’re left with a much more gradual power brake feel. In fact, brakes where fantastic overall. Quick stops using either lever or pedal can be achieved, and makes a maximum braking procedure, a procedure that was once shuddered to think about, a truly user friendly affair. Touches, like floorboard and control mounting positions were all well thought out. The brake pedal is located just in front of the right floorboard. Although it looks awkward at first, the pedal is in the perfect location. From the floorboard simply slide your foot forward and press. It’s a similar process for the heel-toe shifter. While the controls functioned as designed, ergonomics proved to be a mixed bag. The seat to floorboard relationship was great. However, the handlebar reach seemed a bit excessive, putting the rider’s arms wide. In fact, the seat is actually 0.2 inches taller than a stock R1200C but maintains its “flat-foot” factor by creative use of seat design. Unfortunately I didn’t really get to field test the bags or the lighting system as our ride only lasted a single day. But, in the little time I had, I found the bags to be typical of all the other BMW systems; well designed and fabricated. While the top case is removable, the side bags are designed to stay put. CD or, Compact Disc, technology will revolutionize the way… what? This compact disc technology is already available? Goodness gracious, I must inform my dear friend T. Alva Edison. Now, the main question remains is are people going to buy the CL? I think they will. And why not? The bike is built like a rock, and once you get used to the vague feeling front end, handles just fine. The BMW name, quality and attention to detail will be more than enough for the selling point. Luxury accouterments just add to its value. Sure its a little down on power, but when you’re just cruising the interstate, or rambling down a rural road this rig is perfect. Specifications Engine- Type: Air/oil cooled twin cylinder Bore x stroke: 101 x 73 mm Displacement: 1170 cc Horsepower: 61 bhp @ 5000 rpm Torque: 72 lb.-ft. @ 3000 rpm Compression ratio: 10.0:1 Valves per cylinder: 4 Fuel: FI and electronic controlled by Bosch Motronic MA 2.4 w/ automatic choke control Fuel capacity: 4.5 US gallons / 20.5 L Charging system: 800 W Drivetrain- Clutch: 165mm (6.5 in) dry, single plate Drive system: shaft drive Final drive: spiral bevel gears, 2.62:1 ratio Frame and Suspension- Frame: Cast aluminum front-frame section, stressed engine Front suspension: Telelever w/ coil spring, gas shock Front travel: 5.67in/114mm Rear suspension: Monolever, gas shock w/ preload adj. Rear travel: 4.72in/120mm Brakes- Brake system: BMW ABS-II Front brakes: dual 12in/305mm rotors, 4 piston calipers Rear brakes: Single 11.22in/285mm rotor, 2 piston caliper Wheels and tires- Front: 3.5×16 in cast aluminum wheel, 150/80 16 tubeless Rear: 4.0×15 in cast aluminum wheel, 170/80 15 tubeless Dimensions- Length: 95.1in/2415mm Width: 42.3in/1075mm Wheelbase: 64.61in/1641mm Ground clearance: 6.25in/159mm Seat height: 29.3in/745mm Handlebar width: 33.6in/853mm Steering angle: 56.5° Weight: 679lbs/308kgs wet/648lbs/294kgs dry Max weight: 1169lbs/530kg GVWR Colors- Pearl Silver Metallic Mojave Brown Metallic Capri Blue Metallic MSRP: $15990 Standard Equipment- Polished and chrome plated stainless-steel exhaust Electronically controlled 3-way catalytic converter Locking body-colored top and side cases; removable top case Four-lamp headlight system integrated into front fairing Heel-toe shifter and floorboards Hazard flashers Two power accs sockets Heated grips Cruise control Chrome package Radio prep Differences for CLC- MSRP: $16490 Standard Equipment- Radio/CD player Soft touch seat Heated seat Available in dealers, November 2002 Church Of MO – First Ride: 2003 BMW R1200CL appeared first on Motorcycle.com.

[motorgirls]

New 2014 Honda CTX 1300 Motorcycles For Sale in Georgia,GA

2014 Honda CTX 1300, 2014 Honda® CTX®1300 The Evolution Of Our CTX® Family: The New CTX®1300 Some motorcycles take a proven formula and change it up a little. Then there s Honda® s new CTX® family of bikes they ve blown their class wide open and completely reinvented it. The new CTX®1300 is a great example: With a 1261cc V-4 engine it has plenty of power. Innovations abound in the integrated bodywork. Best of all, it s available in two versions: the CTX®1300 and the CTX®1300 Deluxe, with Bluetooth® Audio, anti-lock brakes, self-cancelling turn signals, traction control and a blacked-out look. Innovations LCD Info Screen Mounted in the center of the instrument console, the LCD screen provides useful information such as fuel range, MPG, ambient air temperature, and trip odometer. The Deluxe model can also display song and artist information from your device. LED Lighting Clear, crisp, bright: the latest LED technology lets the CTX®1300 s headlight and unique accent lights do more than just light up the night it gives the bike a strong styling element.. The tallight and turn signals are also brilliant, long-lasting LEDs. Inverted Fork A feature that not only looks great but works even better, the CTX®1300 s inverted fork helps with the bike s precise steering and excellent comfort and handling. Anti-Lock Brakes Motorcycling can throw you lots of unexpected surprises that s where Anti-Lock Brakes can be a big help, when you need to make controlled stops in less-than-ideal conditions. Under normal operation you ll never know it they re there, but when you need them, they re always there to back you up. Unique Wheels and Tires A fat 200-series rear tire and stylish 10-spoke cast wheels give the CTX®1300 aggressive style on the Deluxe model, the wheels are blacked-out to match the other styling elements. Stylish and Functional Bodywork The CTX®1300 s fairing helps make both your commute and long distance trips a whole lot more pleasant. Stylish and functional, the bodywork reduces wind buffeting and provides some extra storage, too.. Low Seat Height Nice and low that s how most riders like their seat heights, and that s exactly how we built the new CTX®1300. The low seat makes it easy to flat-foot it in parking lots or at stoplights, and just plain feels great, too. . The low seat and uniquely designed fuel tank help lower the bike s center of gravity and inspire confidence. Adjustable Rear Suspension The dual pre-load adjustable rear shocks pair with the CTX®1300 s aluminum swingarm to allow you to dial in the level of comfort and handling that s right for you. Integrated Luggage The CTX®1300 s weather resistant, lockable saddlebags are big enough for many full-f

Click here to find more detail

[motorgirls]

New 2016 Honda Gold Wing Airbag Motorcycles For Sale in Ohio,OH

2016 Honda Gold Wing Airbag, 2016 Honda® Gold Wing® Airbag Plan To Go Everywhere. No motorcycle has changed the concept of touring like the Honda Gold Wing. A horizontally opposed engine offering power, performance and perfect smoothness. Shaft final drive. A chassis designed for day long comfort. And over the last four decades, the Gold Wing has just gotten better and better, and touring riders have had it better and better too full-coverage bodywork, bigger engines, more cylinders, better chassis, more power, integrated luggage. Take a week off or even just a weekend. Pack up the Gold Wing s saddlebags. Settle in behind that full coverage windshield and bodywork. And point it down the road to someplace you ve never been. Or plan your lifetime trip, and program it in to the Gold Wing s available navi system. You see, the Gold Wing doesn t dictate how or where you ride it lets you live the dream, and lets you take a lucky passenger along too. Features May Include: 1832cc Liquid-Cooled, Fuel-Injected Engine The Gold Wing s fuel-injected, horizontally opposed six-cylinder engine is exceptionally smooth and incredibly powerful. The horizontally opposed flat six-cylinder design offers a lower center of gravity for an improved ride and a lighter handling feel. Pro-Arm Rear Swingarm The Gold Wing s MotoGP-inspired single-sided cast-aluminum swingarm is super-rigid and lightweight with reduced unsprung weight, delivering sharper, sportier handling. Its unique Pro-Arm® design mates up with Honda's patented Pro-Link® rear suspension, featuring electronically adjustable hydraulic preload settings for various riding and load conditions. Improved Ride Quality Suspension settings revised through repeated testing and your feedback are a part of the reason your Gold Wing offers handling that can put many a sportbike to shame. Gold Wings have always offered the best overall handling of any touring machine, but these settings really improve things when you decide to dial it up a notch. Adjustable Windscreen Our sturdy, ratcheting windscreen adjustment system provides six settings over nearly four inches of travel. XM® Satellite Radio/Weather/Traffic Want to listen to the radio you want, no matter where you ride? With our XM-equipped models you get a free 90-day trial subscription included with your XM-equipped Gold Wing. This was the first integrated implementation of satellite radio on a motorcycle, and still offers the most features, including traffic (XM NavTraffic) and weather (XM NavWeather) in addition to regular XM programs. (Separate subscription required after 90-day trial.) Lockable Glovebox Non-airbag models also get a center-mounted lockable glove box for added convenience, boosting the cockpit area storage capacity to 2.8 liters. Heate

Click here to find more detail

[motorgirls]

New 2016 Honda Gold Wing Airbag Motorcycles For Sale in Ohio,OH

2016 Honda Gold Wing Airbag, 2016 Honda® Gold Wing® Airbag Plan To Go Everywhere. No motorcycle has changed the concept of touring like the Honda Gold Wing. A horizontally opposed engine offering power, performance and perfect smoothness. Shaft final drive. A chassis designed for day long comfort. And over the last four decades, the Gold Wing has just gotten better and better, and touring riders have had it better and better too full-coverage bodywork, bigger engines, more cylinders, better chassis, more power, integrated luggage. Take a week off or even just a weekend. Pack up the Gold Wing s saddlebags. Settle in behind that full coverage windshield and bodywork. And point it down the road to someplace you ve never been. Or plan your lifetime trip, and program it in to the Gold Wing s available navi system. You see, the Gold Wing doesn t dictate how or where you ride it lets you live the dream, and lets you take a lucky passenger along too. Features May Include: 1832cc Liquid-Cooled, Fuel-Injected Engine The Gold Wing s fuel-injected, horizontally opposed six-cylinder engine is exceptionally smooth and incredibly powerful. The horizontally opposed flat six-cylinder design offers a lower center of gravity for an improved ride and a lighter handling feel. Pro-Arm Rear Swingarm The Gold Wing s MotoGP-inspired single-sided cast-aluminum swingarm is super-rigid and lightweight with reduced unsprung weight, delivering sharper, sportier handling. Its unique Pro-Arm® design mates up with Honda's patented Pro-Link® rear suspension, featuring electronically adjustable hydraulic preload settings for various riding and load conditions. Improved Ride Quality Suspension settings revised through repeated testing and your feedback are a part of the reason your Gold Wing offers handling that can put many a sportbike to shame. Gold Wings have always offered the best overall handling of any touring machine, but these settings really improve things when you decide to dial it up a notch. Adjustable Windscreen Our sturdy, ratcheting windscreen adjustment system provides six settings over nearly four inches of travel. XM® Satellite Radio/Weather/Traffic Want to listen to the radio you want, no matter where you ride? With our XM-equipped models you get a free 90-day trial subscription included with your XM-equipped Gold Wing. This was the first integrated implementation of satellite radio on a motorcycle, and still offers the most features, including traffic (XM NavTraffic) and weather (XM NavWeather) in addition to regular XM programs. (Separate subscription required after 90-day trial.) Lockable Glovebox Non-airbag models also get a center-mounted lockable glove box for added convenience, boosting the cockpit area storage capacity to 2.8 liters. Heate

Click here to find more detail

[olivereliott]

Custom Bikes Of The Week: 18 February, 2018

A millimeter-perfect W650 from Wreckless, a barnstorming Kawasaki Zephyr from Australia, a Triumph Thruxton with the Barbour touch, and a killer Ducati Sport 1000 from WalzWerk. It’s all about craft and style this week.

Kawasaki Zephyr by DNA and RB Racing It’s pretty amazing what can happen on a project once the ball begins rolling. Bryan had originally turned his 500-buck Zephyr into a Wrenchmonkees inspired brat cafe, but when it needed mechanical TLC, an overhaul of epic proportions began.

Bryan wanted his Z(ephyr) to pay homage to the Z1 racers of yore: like those tuned by Mamoru Moriwaki, but with a bit of Bol d’Or sprinkled in for good measure. A project manager by trade, he also knew he’d need to outsource some of the trickier bits. So to get things just right, he tapped the lads at DNA Custom Cycles and a friend at RB Racing.

DNA tackled the bodywork and many of the more intricate details on the build, with Bryan researching and sourcing the parts and pieces he wanted. The headlights alone became a topic of obsession, but we’d say the stress was worth it.

The engine was completely rebuilt and overbored, and cranks out 90 healthy ponies. Much of the running gear arrived via cannibalization: the rear end, including the wheel, brake and swingarm are from a ZRX1200, the forks were poached from a ZXR750, and the front twin discs used to clamp down on a Gixxer. We figure the package would have Mamoru-san smiling—and apparently it’s a riot to ride too. [More]

Kawasaki W650 by Wreckless Carving out a niche in the custom world is no easy feat. Especially when you’d rather stand out than merely blend in. That was the drive that fueled Rick Geal and his spanner-spinning partner when they snagged a Kwaka W650 out of a friend’s nearby shop to begin their first build.

Rather than go off-the-wall, the lads from Wreckless decided to focus on fit, finish and quality details, which is never a bad idea in our books. The engine has been torn down, cleaned up and buttoned up tighter than ever before. The finish on the casing is clean enough to eat off, thanks to a vapor blast and fresh lacquer. And behind the slatted side pods, the refreshed motor now breathes through a set of rebuilt CV carbs and howls into the custom 2-into-1 exhaust.

The braking has been upgraded in the front with a Beringer Aerotec caliper, while the rear drum has had a thorough rebuild. The stock forks have been rebuilt too, and the factory shocks have been replaced with a set of Öhlins’ Black Series. Continental TKC 80 rubber has been fitted to new wheels and, in revelatory fashion, a proper set of fenders has been fabricated to keep the mud from flinging all over that impeccable paint. [More]

Honda TLR200 Reflex by Ask If your eyes are growing weary of tried-and-tested, old school lines this weekend, then this Honda TLR from Rad Yamamoto of Ask Motorcycle should dilate pupils. One of two bikes that Rad prepared for the 2017 Mooneyes show in Tokyo, this former trials bike showcases expert levels of fabrication and craftsmanship.

Barely 40% of the Reflex’s original frame remains. The single tube spine is gone, because Rad has welded up a twin flanked unit that now holds a custom fuel cell. The rear subframe is new as well, but is much, much more than your standard chop-and-hoop job. The rear suspension has been swapped over to a monoshock set-up and the front end is a road-ready kit that’s also leveled the bike’s stance.

The party-piece here is the flowing, hinged bodywork. It’s a raw alloy unibody unit that lifts to expose the reworked frame, and Rad undoubtedly pinched a finger or two while rolling the aluminum for hours on his English wheel. The futuristic vibe may not be for everyone, but you cannot deny the skill required for such a flawless finished. [More]

Triumph Thruxton R by Untitled Chances are, if you have a Triumph in your garage there’s a Barbour jacket in your closet. The two British marques are so intertwined, it made perfect sense to combine them on a cafe racer build. Dubbed ‘the ultimate gentleman’s motorcycle,’ this reworked Thruxton R was commissioned by GQ in the UK to win the ‘Best Custom Motorbike We Built Ourselves’ prize at the 2018 GQ Car Awards.

Self-congratulatory humor aside, there’s a lot to like about this mash up of heritage and speed. Taking just over a month to build, Adam Kay and his team at Untitled created plenty of tasteful details. Take the top yoke, for instance. The one that Hinckley built was already a stunner, but this newly machined unit with integrated tach is even prettier. And the rider will no doubt get up close and personal with it, as the new clip-ons sit extra low. They’re adorned with a fresh set of grips and bar-end signals from Motogadget.

On the performance side, there’s little to improve upon with the 1200cc twin. Except, of course, creating a more raucous exhaust. To that end a custom set of drag pipes now heats the rear rubber and announces arrival. On the Barbour side of things, no gentleman racer would be complete without a set of bespoke, leather saddlebags: the ones attached to this Thruxton double as briefcases and detach in a pinch, when you roll up to the office. [More]

Nolan Ducati Sport 1000 by WalzWerk Although not usually his go-to donor marque, Marcus Walz is no stranger to having a Ducati on his bench. And let’s face it, the man is an icon in this community, with enough skill and vision to make anything work. Which is exactly why helmet makers Nolan dialed Herr Walz’s number when they were looking for a showpiece build.

A Ducati Sport 1000 is the base for this tasteful British Racing Green cafe racer, but much of the Bologna-built original is long gone. The suspension is now top shelf stuff from Öhlins, both front and back, and the rear subframe has been reworked—not only to look good, but also to function with the single piggyback shock.

The rearsets are from Ducati specialists Ducabike, and LSL bits now feature prominently at the controls. The exhaust is a completely handmade unit from the experts at SC Project, and super sticky Pirelli Supercorsa rubber glues the racer to the road.

But the real showpiece is the bodywork. Hand beaten two-millimeter sheets of aluminum received the loving touch from Mr. Walz, who delivered a beautiful, flowing, go-fast aesthetic. Everything, from the height of the humped tail to the deeply scalloped tank and the tiny flares that give the seat extra girth, is spot on. [More]