Twigg Cycles Blog

2017 GSX-R1000R


GSX-R

It has been three decades, with more than a million editions sold, since the GSX-R line was born. And a decade and a half has elapsed since the first GSX-R1000 transformed the open sportbike class forever. Now, the 2017 GSX-R1000 is redefining what it means to be The King of Sportbikes.

Without question, the 2017 GSX-R1000R is The Ultimate GSX-R. Suzuki engineers took everything that makes the standard 2017 GSX-R1000 the King of the Sportbikes and ramped it up by adding advanced rider aids such as the IMU-influenced Motion Track Anti-Lock Brake System, clutchless up-and-down quick shifting, and a launch control system that gets the rider out front fast.

Other features include a compact competition battery, lightweight upper fork clamp, and LED position lights above the fairing’s large ram-air ducts. Combine all that with the responsive Showa BFF fork and BFRC shock and you have a bike that will stand at the top of the liter bike podium.

The King of Sportbikes is back, bow to the King.

sports-bike

KEY FEATURES

  • All new 999.8cc liquid-cooled DOHC inline-four cylinder engine produces exceptionally high top-end power without sacrificing low to mid-range power thanks to a Variable Valve Timing (WT) system, Ride-by-Wire Throttle Bodies and more.
  • Advanced electronics such as an Inertia Measurement Unit (IMU), S-DMS adjustable power output, and Suzuki traction control, plus other performance features, Increase racetrack and street performance.
  • New design, twin-spar type aluminum frame is 10% lighter and more compact, with optimized rigidity for nimble handling and a high level of grip when cornering.
  • Advanced suspension uses a SHOWA Balance Free Fork and Balance Free Rear Cushion to combine with new Motion Track ABS-equipped BREMBO T-drive 320mm dual front brake rotors and Monobloc 4-piston calipers for extraordinary handling and stopping performance.
  • Aerodynamic bodywork is sleek and stylish while housing a new, bright LED headlight and Suzuki Ram Air Direct (SRAD) ducts that feed a high volume of intake air for astonishing top speed muscle. Blacked out instrument panel and GSX-R1000R logo warns others that your bike is something extraordinary.
  • ADVANCED ELECTRONIC FEATURES

  • New 32-bit Dual Processor Engine Control Module (ECM) blends Suzuki's vast street-going EFI knowledge with the intelligence from Suzuki's race-winning MotoGP program. GSX-R1000R riders will get sportbike performance without peer while simultaneously receiving polished street manners.
  • Using MotoGP knowledge, Suzuki has fitted an Inertial Measurement Unit (IMU) on the new GSX-R1000R. The IMU provides six direction, three axis motion and position information to the ECM so instantaneous adjustments can be made electronically to the engine and chassis components that influence performance.
  • New Ride-by-Wire electronic throttle bodies are precisely opened by the ECM to match the throttle grip rotation of the rider's hand and the refinement from the IMU-influenced electronics. The result is a strong, seamless engine power delivery from idle to redline.
  • The new and exclusive ten-mode, Motion Track Traction Control System (MT-TCS)*, with IMU influence, increases rider confidence by allowing adjustments to amount of intervention to match riding ability and surface conditions.
  • Exclusive to Suzuki, the new Motion Track Anti-lock Brake System brings additional control to anti-lock braking (ABS)**. Like a conventional ABS system, the Motion Track Brake System provides the appropriate amount of braking force for the available traction. When the IMU detects the rear wheel lifting up from extreme braking forces, the ABS control module will adjust the front brake pressure to reduce the rear wheel lift If the IMU senses the motorcycle is leaned over when the brakes are used, the ABS unit will adjust the brake pressure to an optimal amount to help maintain good braking force and tire grip.
  • The new LCD Multifunction Instrument Panel was inspired by the GSX-RR MotoGP dash. This panel is laid out so the rider can easily see the tachometer bar, speedometer digits, and other essential operational information. This effective display is critical as it is the rider's interface to the GSX-R1000R's advanced electronics. The panel on the GSX-R1000R is unique as it features a black background.
  • A new version of the three modes, Suzuki Drive Mode Selector (S-DMS) system lets the rider select the power output levels of the engine to match riding ability and conditions.
  • The Suzuki Easy Start System simplifies start-up for the GSX-R1000R rider as the ECM automatically cranks the engine for 1.5 seconds (or until it starts) with a momentary press of the starter button. There is no need to pull in the clutch lever if the transmission is in neutral. Once started, the ECM will control the electronic throttle bodies to maintain a consistent engine idle speed, whether the engine is cold or warm.
  • The innovative Suzuki Low RPM Assist System smooths take-offs and reduces the chance of the rider stalling the motorcycle. If necessary, the ECM raises engine RPM slightly for a smoother start when the clutch is released so it's easier to ride away from a stop or navigate at very low speeds in traffic.
  • The new Suzuki Launch Control System provides GSX-R1000R riders a competitive advantage when launching their motorcycle at the start of the race. This system will modulate power so the rider can concentrate on clutch operation.
  • The new Suzuki Bi-directional Quick-shift System lets GSX-R1000R racers shift faster than ever before. By ignition timing manipulation on upshifts and electronic throttle body manipulation on downshifts; clutch-less shifting helps deliver faster and more consistent lap times.

VISIT: http://www.twiggcycles.com/2017-suzuki-gsx-r1000r-...

2017 Yamaha SCR950 - FIRST RIDE

2017-yamaha-scr950-red_b3

So, what exactly is a scrambler designed for anyway? Looking back to a foregone era when there wasn’t today’s niche specialization, if you wanted to ride the dirt you took your plain-ol’ motorcycle pryed on some chunky tires, put on long-travel suspension and launched off into the desert. Riders of that age didn’t know that they needed a 150-mph ADV bike with 10 inches of travel and cruise control, because that didn’t exist yet. Things were simple, and people had fun on what they had.

But Yamaha has been making a habit lately of building incredibly fun, amazingly affordable machines that make you just want to get out and ride. After spending a solid day in the saddle of the SCR950 riding around the mountains near San Diego, I can report that Yamaha has once again nailed the less-is-more formula.

This is one of those bikes that you simply have to look past the spec sheet and ride, as on paper there isn’t a lot to tip you off to the fact that the bike is as fun as it is. Let's start with the engine: The Bolt-based 942cc air-cooled twin has solutions borrowed from other models in Yamaha’s stable, like ceramic-composite plated cylinders, roller rockers actuating four valves per cylinder, and twin-bore fuel injection. And although the mill isn’t exactly going to rip your arms out of their sockets blasting away from the line, it is very satisfying just the same, especially on dirt roads. It was here that the broad spread of power, clean fueling, and connected throttle response made sliding the bike through corners intuitive and entertaining. On road, it’s enjoyable to just thrum along without rowing through the gears too much. But if you really need to leap past another vehicle in the passing lane, a quick downshift will make it a bit happen without much fanfare.

The chassis is designed to offer light handling and competent around-town performance, but actually did much better off highway than I expected it would. If you are looking for sporting prowess to rival the Ducati Scrambler, or Triumph Thruxton, this isn’t that bike. At $8,699 it simply doesn’t have the high-end suspension and brakes to compete, but it wasn’t meant to. The intention wasn’t knock-out performance but all-around fun at an affordable price. On road, I was able to ride at a really enjoyable clip, with the real limiting factors being the dual-purpose tires, and very basic suspension. The 41mm fork isn’t adjustable and offers 4.7 inches of travel, while the preload adjustable shocks offer just 2.8 in. of motion. On the asphalt, the ride was good, but the combination of the limited rear travel and a really firm saddle meant the ride quality could be harsh when cruising on less-than-billiard smooth roads. Off road, line choice was important to keep the suspension from bottoming out too nastily. But at a modest pace, it was very enjoyable on gravel, aided quite a bit by very predictable and stable handling manners.

Like the suspension, the twin-piston pin-slide front brake caliper and 298mm wave rotor does the job, but is a bit short on feel and power. But the positive spin on that is, that on the dirt, the brake isn’t grabby and allows you to manage front-wheel traction.

One thing that I clicked with on the SCR right away was the riding position. The mid-mount foot controls, and tall steel off-road style handlebar put the rider in a very comfortable and neutral riding position. My only complaints are the aforementioned seat, sometimes difficult to read instrument cluster, and the right-side air-filter housing that was in almost constant contact with the inside of my knee and managed to bruise it by the end of the day. A pleasant surprise, however, was the excellent height of the handlebar, which made standing off road easy and comfortable.

2017-yamaha-scr950-grey_d4

There is no question that Yamaha nailed the classic scrambler styling, but has gone a step further by fitting the SCR with steel fenders, number plates, and tank, all of which makes it feel authentic and yet totally customizable. Of course Yamaha has a ton of accessories for the SCR, but we’ll be curious to see what other mods customizers of the both the garage and professional variety come up with.

So, are we impressed with the SCR950? Does it live up to recent Yamaha hits like the FZ-09, FZ-07, and XSR900? For its intended mission of delivering good all-around fun, it’s one heck of cool bike and the price makes it accessible to more riders. And we can’t argue against that.

The Honda CB650F And CBR650F Get Updates For 2017

Honda CBR650F& CB650F-Get Updates for 2017

Honda released updated versions to two of their mid-sized, entry level options in the 2017 Honda CB650F and 2017 Honda CBR650F at the EICMA show in Milan, Italy.

The bikes are powered by the same 649cc inline four-cylinder engine which, thanks to a new intake and exhaust system, gains 4 hp. Honda claims this extra power is felt mostly above 5,000 rpm and that, in its testing, these new 2017 units pulled three bike lengths in 400 meters over the previous iteration when doing second gear roll-ons.

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Cycle World

2017 Honda CB650F and Honda CBR650F

Honda claims a new power figure of 89 hp with a weight of 470 pounds for the faired CBR650F and 458 for the naked CB650F.


Honda has also given the pair a new 41mm Showa Dual Bending Valve (SDBV) fork, which gives firmer compression damping and "improved rebound damping." Its aim was to improve both handling and rider comfort, it says, but we can't speak to that until we swing a leg over.

Honda-cb650f-Twigg Cycles Blog

Finally, Honda is using revised Nissin calipers to bite the 320 mm front discs and 240 mm rear disc for improved braking power. Thankfully, two-channel ABS is fit standard.

The two models are identical from the front fairing back, but both get redesigns to the headlight, with the CBR650F getting a newly designed fairing.


Honda cb650f

Honda_cb650f

Twigg cycle blog-cb650f

Honda-cb650f-Twigg cycles blog

cb650f-honda

2017 Kawasaki Ninja 650 - First Ride Review

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The 2017 Ninja 650 lost a total of 42 pounds. What kind of diet did Kawasaki put the 650 on to contribute to its more slender figure? It was a diet composed of primarily restructured components – everything from the wheel assembly to the chassis, swingarm, engine, fuel tank, fairings, etc. – were upgraded to produce a much lighter and better handling motorcycle. What you also get is a bike that looks nothing like last year's model.

ninja

Easy on the Eyes

For a fully-faired sportbike, the Ninja 650 is easy on the eyes. It looks like its Ninja counterparts – like the 300 and the ZX-6 – showcasing a more aggressive, slender physique. Everything from the headlights to the cowl enhances its sporty appearance.

The Feel

One of the first things I noticed on this bike was the seat height: it’s 31.1 inches, which is 0.59 inches lower than the previous year's model. This is great for shorter folks, but Kawasaki says even taller ones can ride this bike if they pick up an ERGO-FIT Extended Reach seat, which adds an inch to the overall height.

It’s What’s on the Inside that Counts

I saved the best for last: this engine is hands down my favorite thing about the 2017 Ninja 650. The 649cc liquid cooled, parallel twin motor is what’s used in Kawasaki’s 650 American Flat Track bike, and it’s worth mentioning that both Kawasaki and rider Bryan Smith took home the No. 1 plate this past year.

The Bottom Line

If you’re a rider that's considering either a fully-faired or naked street bike, definitely put this one on your list to evaluate. It'd be a top contender mainly because you get a lot of bang for your buck. The 2017 Ninja 650 is only US $7,799 (ABS)—a $200 increase from the 2016 model. And if, for whatever reason, you don’t want the ABS version, you can pick one up for $7,399, which is $100 less than last year's model. What a steal!

Kawasaki's goal was to make the 2017 Ninja 650 an easy, yet fun bike to ride, so it can appeal to every kind of rider: the beginner and the more experienced. And although this bike appeals more to folks who like fully-faired sportbikes, it’s definitely one that could tempt even the most hardcore naked bike lovers.

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Two Awesome Bikes, Two Very Different Kinds of Power

The 2016 Honda CRF1000L Africa Twin and the 2017 Kawasaki Z125 Pro give you two very different extremes of power, versatility, and fun.

Honda CRF1000L & Kawasaki Z125

First, the name. It's called the Honda Africa Twin ($12,999; above left) because it has a 998-cc twin engine. The Africa part comes from a grueling thing called the Dakar Rally, a famous off-road rally that originally ran from Europe through the African desert and that always devolved into a Mad Max movie. Hundreds of maniacs driving motorbikes, quads, cars, and trucks ripped through the desert for two weeks, hitting livestock and the occasional local, and often maiming the drivers themselves. The twin's predecessor won the race four times—from 1986 through 1989—so it can definitely handle upstate New York, where I live. The 2016 model is a hell of a ride, on and off some country roads. What's interesting is the dual-clutch option, which means … no shifting. It feels strange. My left hand keeps reaching for the missing clutch like I have a lobster claw, and my shifter foot taps into empty air, like I'm doing the soft shoe. As soon as you get over the phantom-limb sensation you realize how balanced, fast, and easy it is through the tight-leaning turns, and all without having to think about the gears.

The suspension is high and forgiving and—with its ABS and different modes of traction—easy to control. At 533 pounds, the bike is light, but it feels much lighter. Did I mention this bike is really fast? The twin in Africa Twin throws almost 100 horsepower, plenty to launch me off a 50-foot sand dune, over a rally car and a terrorist firing a machine gun at me to win the Dakar Rally. Yes, all of those things have happened in past rallies, although not at the same time, but I decided instead just to kick a little dirt, avoid the grazing deer, and call it a day.


The Twin throws enough horsepower to launch me off a 50-foot sand dune over a rally car and a terrorist.

The Kawasaki Z125 Pro ($2,999) is tiny. The seat height is only 31 inches, just above my kneecaps. When I first saw the Z125, I laughed, and my voice cracked like a goofy 13-year-old kid's. I hopped on immediately and rode in no particular direction on my two-acre lawn like a giggling fool. My wife Jessica's head was on a swivel following me, not knowing if I was completely mental or not. It was too much fun.

The motorcycle (yes, it is a real four-speed, air-cooled, 125-cc motorcycle) was initially designed for Southeast Asia, where its small size lets you weave in and out of traffic-clogged streets. The bike is capable of carrying a second passenger, but I wouldn't recommend more than one smallish wife at a time. Since there's not a lot of traffic where I live, I decided to take it on a fun back road in the country. But first I have to take it on a stretch of 55-mph highway to get there.

I'm fully geared up and I feel silly. Full-face helmet, protective jacket and pants, proper riding boots and gloves. I make sure there's plenty of room before I pull onto the road. My knees are practically hitting the handlebars. The bike is surprisingly quick as I get through all the gears. Soon this thing is moving. It feels really fast because I'm just inches off the ground. On the straightaway I seem to max out at 55 mph, although I gain a little speed going downhill—57, 58, 59, 60. As I go uphill the bike slows considerably. Even when I downshift I can't gain enough speed. This particular hill seems to go on forever and I quickly slow to 40 mph. I hear honking behind me, and when I turn I see half a mile of backed-up and furious drivers. Eventually I get back to my happy place, my yard, where I can once again ride like a fool, delivering rounds of drinks while my friends play bocce and my wife shakes her head from the porch. I'm pretty sure she's smiling, too.

HONDA CBR1000RR – BEST USED BIKES

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YEARS SOLD: 2004–2007

MSRP NEW: $10,999 (’04) to $11,499 (’07)

Blue Book Retail VALUE: $4750 (’04) to $6270 (’07)

BASIC SPECS: Introduced in 2004, the CBR1000RR was the all-new successor to Honda’s CBR954RR. Its 998cc inline–four features ECU-controlled ram air and dual-stage fuel injection and an under-tail exhaust. This model’s cassette-style stacked six-speed gearbox and shallower 28-degree cylinder slant made for a compact engine design that allowed a longer swingarm and shifted the weight bias forward. The chassis features a die-cast alloy frame with an inverted fork, Unit Pro-Link rear suspension, and radial-mounted front brake calipers. Another innovative feature, the Honda Electronic Steering Damper (HESD), automatically varies damping force based on speed and rate of acceleration.

WHY IT’S DESIRABLE: The CBR1000RR applied technology and design traits born out of HRC’s successful MotoGP program. Honda’s manic attention to mass centralization set a trend others have followed. The CBR may not have been the lightest among its liter-class rivals, but it offered a superb balance of handling agility and steadfast stability. The 2006 model year brought a host of engine and chassis updates highlighted by valve train, steering geometry, and suspension calibration revisions.

THE COMPETITION: When it rains it pours, and the superbike precipitation came down in 2004 as a thoroughly updated Yamaha YZF-R1 and the new Kawasaki ZX-10R. When the shootout was settled, we enjoyed a green spring as the new Ninja raised the bar for street and track performance. Suzuki answered with its vaunted K5 GSX-R1000, and Yamaha remained in the mix with a ride-by-wire R1 in ’07.

Twigg Indian Motorcycle

Introducing Twigg Indian Motorcycle

Reunited after 70 years, Welcome back

We are proud to welcome back Indian Motorcycle. Twigg Indian Motorcycle offers the full line of Indian Motorcycles along with parts, service, accessories and apparel.

In 1936 H. William Twigg, founder of Twigg Cycles, began retailing his first motorcycle line, Indian Motorcycle. The brand ran strong for 10 years at Twigg Cycles, but was eventually dropped when the original Indian Motorcycle company closed. Then, in 2011 Indian Motorcycle was reborn and ready for a comeback. Now, after 70 years of separation, Twigg Cycles is excited to announce the return of Indian Motorcycle to their dealership!

Indian motorcycle-Twigg cycles blog

Circa 1936

Twigg Cycles

Welcome Home!

Indian Motorcycle Beautiful Two-Tone Paint

Indian motorcycle-two-tone Paint

Throughout Indian Motorcycle history, the brand has produced numerous stunningly beautiful two-tone paint schemes. These two-tone paint schemes added to the line-up for 2015 pay tribute to the brand’s rich legacy, and they are applied using premium modern finishes and advanced application technology.

Featured two-tone colors available on the new 2015 models include:
Indian® Chief® Classic: Indian Motorcycle Red and Thunder Black
Indian® Chief® Vintage: Indian Motorcycle Red and Thunder Black; Indian Motorcycle Red and Ivory Cream; Willow Green and Ivory Cream
Indian® Chieftain®: Indian Motorcycle Red and Thunder Black; Indian Motorcycle Red and Ivory Cream; and Springfield Blue and Ivory Cream.

Shop at: twiggindianmotorcycle.com

TIPS & TRICKS: ENCOURAGE KIDS TO RIDE MOTORCYCLES

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Kids are the future of motorcycling. Get them started early, and you’re ensuring the future of the sport. Better still, riding is good, clean fun.

Riding a motorcycle is all about personal responsibility, and the sooner a kid learns about that concept, the happier he or she will be.

If you have a streetbike, put them on the passenger seat and take them for a ride. If they’re old enough, getting them on their own dirtbike is even better.

And you know what? Someday when you’re in the old-folks’ home, that same kid may show up to visit you. Or better yet, spring you from that place for a couple of hours and take you for a ride. Ain’t payback grand?


Ride Safely with Your Kids
When is a child old enough to go for a ride? It’s really less a matter of age and more about size and strength. Junior needs to be able to hold on securely and put his or her feet on the footpegs—you may need to improvise some peg extensions or blocks. And depending on your girth and the child’s arm length, holding on around your waist may not be an option. A belt for you with handles the child can grip is a better option if your machine lacks handholds that are kid-friendly. Here are some other things to consider.

– Check all local and state laws and guidelines. Some regions restrict the age of a child passenger, or have other rules. This information should be easily available online; if not, call your local department of motor vehicles or other similar agency.

– Never carry a child in front of you.

– Make sure the child wears the same level of protective clothing as any other rider, especially a helmet and eye protection.

– Keep the rides short and fun. If a child falls asleep, you may not notice until he falls off.

– Choose a bike with a passenger backrest if possible.

– Make sure the child is mature enough to understand and obey instructions.

– Make sure the child is enjoying the ride. If you frighten him now with excessive speed or scary lean angles, he may dislike bikes forever.

– Provide positive feedback—take photos, tell them how well they did, ask if they had fun.

Trip of a Lifetime

We have planned a trip out west to Wyoming (Mt Rushmore) and Montana (Beartooth Hwy) for several years. After retiring a couple of months ago we finally were able to take 3 weeks and see the West. We left Maryland at 8:30 on September 11, 2015 on a 2015 Honda Goldwing CSC Trike. It was clear skies and 60 degrees. Starting mileage was 1,535.

It took us 5 days to get to Rapid City, SD with a stop in Le Claire, IA to see Antique Archelogy (History Channel). We spent 3 days in South Dakota riding Iron Mountain (16A); Needles Hwy (87); Icebox Canyon (85); Spearfish Canyon (14A); and Vanocker Canyon (170, 135, and 26); and saw Mt Rushmore; Crazy Horse; Custer State Park; Sturgis; and Deadwood, SD. Also took time to get the oil changed at Rice Honda in Rapid City. No appointment needed and very friendly.

Mt. Rushmore, SD

Mt Rushmore, SD

needles eye

Needles Eye


We left Rapid City, SD on Sept 19th heading for Devil’s Tower, WY, mileage 3,547, sunny and 47 degrees. We hiked around the tower (1 ½ miles). Saw several individuals climbing and repelling the tower. Awesome, must see.

Devil's tower

Devil’s Tower, WY


We proceeded to Livingston, MT to Yellowstone National Park (North Entrance) and Beartooth Hwy via Cook City. On Sept 21st we headed into Yellowstone with clear skies and 45 degrees. Beartooth Pass had been closed the day before for snow. You can check the road conditions and closures at mdt.511.com or mdt.mt.gov. We climbed to 10,947 feet with spectacular views of the mountains/valleys and navigated so many switchbacks!! We saw herds of Buffalo, deer, and cattle. This was the highlight of our trip. A must ride!!

Twigg Cycles

Beartooth Hwy

Beartooth Hwy

We stopped in Casper, WY and had our windshield vent fixed at Honda Casper Mountain Sports store. They looked at it immediately and spent an hour working on it; never charged us; and recommended a great steak place for dinner (Silver Fox).

We were heading for home when a large storm system developed in the Midwest. We decided to head South to Rocky Mtn National Park, CO, instead of riding through flash flooding. We stopped at Interstate Honda in Ft Collins, CO along the way, where we had the coolant checked and topped off. Again, no charge, very friendly and they helped us right away.

We rode through Estes Park, CO (Hwy 36) at 5,000ft and Hwy 34 (Trail Ridge Road) to Beaver Meadows Visitor Center at 7,840ft, which is the entrance to Rocky Mtn National Park. The road twists and turns, climbing to 11,796ft at the Alpine Visitor Center where you cross the Western Continental Divide. It was peak Fall foliage with beautiful yellow and orange leaves splashed among the granite mountain side. We saw a herd of Elk and a couple of Big Horn Sheep high on a mountain side. Be careful of the altitude change since you climb very fast. At our first stop (10,000ft) I felt light headed and sick, so I drank a whole bottle of water which helped ease the effects.

Trip of a lifetime-Twigg Cycles

We left CO on Sept 25th, mileage 5,028 and it took 6 days to get home (because of heavy rain in Ohio which slowed us down). Ending mileage was 6,751. All total we were gone 20 days; visited 13 states; travelled 5,216 miles (averaged 300 miles/day); and spent an average of $195/day for gas/food/hotels. Our average gas mileage was 31mpg (loaded down with head winds) for a total of $481 for gas.

Howard and Nancy (narrated by Nancy)

TIPS & TRICKS: PICK THE PERFECT LINE ON YOUR MOTORCYCLE

Tip #154 from the pages of The Total Motorcycling Manual.

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When motorcyclists talk about “line,” they don’t mean something you use for fishing. They’re talking about the exact path their bike travels over a road or track. Each line has three parts: the entry, the apex, and the exit, and a line is usually described as having an early or late apex. In addition to the illustration here, a great way to visualize line is to visit a racetrack and look at the darker area on the track surface, where the bikes have laid down rubber from their tires.

Most new riders begin their turns too soon and go into an early apex, which forces them to run wide on the exit. Entering the turn wider and waiting later to make the apex may seem counterintuitive, but it’s usually both safer and faster. You can see farther through the turn, and at the turn’s exit you’ll find you have much more road to work with.

The New:

INDIAN® SCOUT® SIXTY

Indian Scout Sixty

SPECIFICATIONS

ENGINE


Horsepower (HP)
78 (58.2 kW)
Engine Type
Liquid Cooled V-Twin
Displacement
61 cu in
Electronic Fuel Injection System
Closed loop fuel injection / 60 mm bore
Final Drive
2.357 : 1

PERFORMANCE


Peak Torque
65 ft-lbs. (88.8 Nm)
Peak Torque RPM
5800 rpm

DRIVETRAIN


Primary Drive
Gear Drive Wet Clutch

GEAR RATIO (OVERALL)


1st
2.769 : 1
2nd
1.882 : 1
3rd
1.500 : 1
4th
1.273 : 1
5th
1.036 : 1

DIMENSIONS


Fuel Capacity (Litres)
3.3 gal / 12.5 l
Ground Clearance
5.3 in / 135 mm
Overall Height (in./mm.)
47.5 in / 1207 mm
Overall Width (in./mm)
34.6 in / 880 mm
Rake/Trail
29°
Seat Height
25.3 / 643 mm
Wheelbase
61.5 in / 1562 mm
Overall Length (in./mm.)
91 in / 2311 mm
Lean Angle
31°
GVWR
988 lbs / 449 kg
Trail
4.7 in / 119.9 mm
Weight (Empty tank / full of fuel)
542 lbs / 561 lbs (246 kg / 254 kg)

CHASSIS


Suspension: Front - Type/Travel
Telescopic Fork/4.7" (120 mm)
Suspension: Rear - Type/Travel
Dual Shocks/3.0" (76 mm)
Brakes/Front
Single / 298 mm Rotor / 2 Piston Caliper
Brakes/Rear
Single /298 mm Rotor / 1 Piston Caliper
Tires/Front
130/90-16 72H
Tires/Rear
150/80-16 71H
Wheels
Cast 16" x 3.5" Front and 16" x 3.5" Rear
Exhaust System
Split dual exhaust with crossover

FEATURES


Color / Graphics
Thunder Black

ELECTRIC


Gauges
Digital tachometer, odometer, trip meter,
engine temp, and low fuel lamp

Lights: Headlight, tail/brake light, turn signals, license plate light, and speedometer and indicator lights

www.TwiggIndianMotorcycle.com

Still A Homerun In Our Book

Yamaha YXZ1000R continues to impress

PUBLISHED ONLINE: MAR 04, 2016 POWERSPORT NEWS


yxz1000R

We know, from our ride at the Glamis Dunes last October, how the Yamaha YXZ1000R does the dunes.

We had yet, however, to see how the YXZ1000R performed in a little harsher environment—the desert. That chance came this week at the Superstition Mountain OHV riding area in southern California.

And, if possible, we may be even more impressed with the newest Yamaha side-by-side than we were after our ride at Glamis. We got to see how the YXZ1000R handled rocky terrain, serious whoops, chop/stutter bumps and high speed desert running.

We spent our 80-mile day in the 2016 YXZ1000R Racing Blue/White w/Suntop version ($19,999 MSRP), although there were Blaze Orange/Black w/Suntop ($19,799 MSRP) in our group.

Just about everyone in the off-road biz knows about the YXZ1000R, with its new 998cc inline triple engine mated to an industry-first 5-speed sequential shift gearbox with On-Command 4WD and impressive Fox Podium RC2 Shocks suspension front and rear.

Riding the desert, with some dunes mixed in, gave us a chance to experience how much of the engine’s power is getting to the ground (a lot) compared to power-robbing sand. The day’s ride also helped us experience the front and rear suspension in lots of situations, such as whoops, rocks and high-speed running over choppy trails and one or two or three drop-offs that should have been spine tinglers but weren’t. One word describes that experience: incredible.

Yamaha FZ-10

Yamaha's 2017 FZ-10 Media Buzz

  • Long story short, this bike is awesome fun to ride. It’s comfortable, agile, stable, and the engine absolutely cracks to life in the midrange.”
  • “Beyond the power, the FZ-10’s engine is just so buttery smooth. It purrs along in the lower third of the revs, snarls in the middle, howls up top, and does all of it on command.”
  • “Yamaha has demonstrated with its FZ series of bikes that it knows how to make a motorcycle thrilling to ride, and the top-of-the-line FZ-10 is no different.”

-Motorcyclist


  • “The revised engine is an absolute ripper, its bump in mid-range torque instantly noticeable in this real-world riding environment.”
  • “The exhaust note that Crossplane crank belts out is wonderfully intoxicating, and for those moments when it was bouncing off the hills and through the trees of the North Carolina landscape, it was like being in my own little slice of heaven.”
  • “It’s comfortable for the everyday roles of a streetbike, has all the performance you want on the street, and to me, has the looks to back it up.”

-Motorcycle.com

  • “To love any engine is to love this engine. Its sound, its power delivery, the power of its power, are all exceptional.”

Top 10 Motorcycle Maintenance Fails

1. Not Maintaining Proper Tire Pressure

Motorcycles, cars, trucks, you name it—there are millions of vehicles out on the road with under-inflated tires, which reduces gas mileage and makes the tires run hot, shortening their lifespan. (You can also over-inflate tires, but it’s less common.) Some people check their tire pressure before every ride—not a bad idea, especially if you’re on a multi-day tour—but do it at least once a week or at every fill-up. Check your tires when cold, use your own tire gauge (keep one in your toolkit or saddlebag) and follow inflation guidelines printed on the VIN plate on your bike or in the owner’s manual (#10). When checking tire pressure, also inspect for foreign objects that may be stuck in your tires and for signs of wear or other damage.


2. Wasting Money on Premium Fuel When Your Bike Doesn’t Need It

Your bike’s owner’s manual (#10) or a sticker on the fuel tank will tell you the minimum octane fuel (PON, or pump octane number) that your motorcycle requires. Many of today’s motorcycles require premium fuel (typically 90 PON or higher), but some modern motorcycles and many older ones require only regular fuel (usually 86 or 87 PON). Running lower-than-recommended octane fuel is very bad; it can cause detonation (knocking) and potentially damage the engine. Running higher-than-recommended octane fuel wastes money at the pump (don’t fall for the gasoline companies’ marketing about high-octane fuel being “better”; it won’t boost performance and the EPA requires all fuel grades to have engine-cleaning detergent additives), and it can reduce gas mileage.


3. Not Regularly Checking and Changing the Oil

All internal combustion engines have reciprocating metal parts that require proper lubrication to reduce friction and heat. Some engines, especially older ones with worn seals, gaskets and piston rings, will consume oil, either by burning it up in the combustion chamber or simply leaking out. Get in the habit of checking your oil level—some motorcycles have sight glasses, others have dipsticks—every time you fill up the gas tank. And refer to your owner’s manual (#10) for the recommended oil change interval (in miles and/or months). Oil filters collect dirt, debris and metal particles, so make sure to install a new oil filter when you change the oil.

4. Forgetting to Clean, Lube and Adjust the Chain

If your motorcycle has chain final drive, neglecting to clean, lubricate and adjust the chain is asking for trouble. (Drive belts don’t need to be lubricated, but they should be regularly inspected for wear and proper adjustment.) If you have an older bike it may have a non-sealed chain (which requires more care and maintenance), but most contemporary motorcycles have O-ring chains, which have small rubber O-rings between the link plates and rollers that help keep lube in and dirt out. Most owner’s manuals recommend lubricating the drive chain every 400-500 miles, but if you ride in wet or dirty conditions, you should lube the chain more often, perhaps every day. If possible, before adding lube, clean the chain with a non-wire brush and mild soap. Lubricate the chain after a ride, when the chain is warm, to help the lube penetrate the small spaces between the O-rings, plates and rollers, and use a dedicated motorcycle chain lube, such as Spectro Oils Z-Clean Chain Lube. With the bike in neutral and up on its centerstand or a rear-wheel paddock stand, spin the rear wheel forward and spray the lube on the top of the lower chain, just before it comes in contact with the rear sprocket. Wipe off any excess and spin the rear wheel a few more times to help the lube work its way in. Once the chain has been cleaned and lubed, check for proper chain tension, make any necessary adjustments and check the chain and sprockets for wear.

5. Not Using Fuel Stabilizer or Draining the Carbs During Short-Term Storage

Those of you with fuel-injected bikes, count yourselves lucky and move on. But if your motorcycle has carburetors and it sits for more than a couple of weeks between rides (hello, winter!), it’s teeny-tiny jets and other parts can become clogged or gummed-up by old fuel that breaks down over time and creates sticky varnish. Regularly using a fuel stabilizer such as StarTron and draining the carburetor’s float bowl after a ride when the bike will be parked for a while (the easiest way is to turn the fuel off and let the bike run in neutral until it conks out) are the best ways to protect your carbureted fuel system against the scourge of today’s ethanol-blended gasoline.

6. Forgetting to Lube and Adjust the Throttle, Clutch and Brake Cables

he control cables that actuate the throttle, clutch and brakes are absolutely critical components that are often overlooked, a simple matter of “out of sight, out of mind.” A sticky cable that doesn’t move back and forth properly can be dangerous, and a broken cable can leave you stranded in the middle of nowhere. According to Motion Pro, which makes a wide variety of motorcycle tools, cables and controls, motorcycle control cables should be lubricated and adjusted at least once per riding season and more frequently for dual-sport and off-road bikes that see much more wear and tear. We recommend reading Motion Pro’s handy how-to guide “Cable Maintenance 101.”

7. Not Using a Battery Maintenance Charger

Even if your bike is parked safely in the garage, over time its battery will self-discharge. Allowing the battery to discharge can lead to sulfation—the build-up of lead sulfate crystals—which can result in a loss of cranking power (your bike won’t start), longer charging times and, ultimately, shorter battery life. The best way to keep your motorcycle’s battery healthy is to use a smart maintenance charger such as a Deltran Battery Tender. It has “microprocessor controlled power electronic circuitry” which enables it to perform and control various charging functions, including battery testing, bulk charging and float/maintenance charging to keep the battery in optimal condition.

8. Not Checking and Changing the Final Drive Oil

Many touring riders love motorcycles with shaft final drive because of their cleanliness and low maintenance. Although heavier than chain final drive, shafties don’t fling chain lube onto the swingarm or rear fender and they don’t need to be adjusted or replaced like chains and sprockets. But the gears inside shaft drives are lubricated with oil that needs to be checked regularly (in case there are leaks or it has become contaminated) and changed according to the recommended service interval in the owner’s manual (#10). Our Yamaha Super Ténéré ES long-term test bike, for example, needs its final drive gear oil changed during the initial break-in service (at 600 miles) and every 16,000 miles thereafter. That’s a long enough interval to easily forget about or ignore, but the consequences can be very costly—replacing a damaged final drive is much more expensive than replacing a chain and sprockets.

9. Not Changing the Brake Fluid

This is another one that’s easy to overlook. Hydraulic brakes work extremely well, especially modern triple-disc systems with ABS, but for brakes to work properly the hydraulic fluid must be changed regularly. Glycol-ether (DOT 3, 4, and 5.1) brake fluids are hygroscopic, which means they absorb moisture, which contaminates the fluid over time. Most motorcycle owner’s manuals (#10) recommend changing brake fluid every two years and replacing the brake hoses every four years. Sticking to these service intervals, as well as checking and replacing your brake pads as needed, are critical for the safe and optimal operation of your motorcycle.

10. Not Reading the Owner’s Manual

There are a lot of references to #10 in this list because your motorcycle owner’s manual is an important source of maintenance information. Very few people read their owner’s manual cover-to-cover, but it’s a good idea to at least flip through it and become familiar with its contents. Most owner’s manuals have sections on safety, general information, specifications, routine maintenance/adjustment, troubleshooting, warranty information and a maintenance/service log. Your owner’s manual contains information about proper tire pressure (#1), fuel type (#2), checking and changing oil (#3), load capacity, suspension settings and much more. If possible, keep your owner’s manual on your bike (under the seat or in a saddlebag), sealed in a durable plastic bag. Buying the service manual for your particular model is also a good idea; keep it in your garage with your tools for handy reference.



Greg Drevenstedt- http://ridermagazine.com/2015/12/03/top-10-motorcy...

Sena Launches Groundbreaking Smartphone App To Connect Riders Worldwide


Sena app to connect riders

SENA LAUNCHES GROUNDBREAKING SMARTPHONE APP TO CONNECT RIDERS WORLDWIDE

The RideConnected App is the first of many free added benefits exclusively for SenaBluetooth users

IRVINE, Calif. (December 6, 2016)Sena Technologies, Inc., the global leader in Bluetooth innovation for the motorsports, action sports and outdoor sports lifestyles, has announced today the release of the RideConnected App. The new RideConnected App for motorcycleriding will connect multiple riders all over the world through their Sena Bluetooth headsets. Riders may now connect with more riders than ever before through any Sena Bluetooth headset with the RideConnected App.

The RideConnected motorcycle communication App, created for both iOS and Android phones, will be available for free in the iTunes and Google Play Stores. Not only will riders no longer be limited by range, the amount intercom connections between riders are virtually limitless as well within LTE range of their mobile carrier. Compatible with allSena Bluetooth headsets, the RideConnected App offers more freedom than ever before. As long as you are connected to WiFi, or a mobile network, you may now communicate over any distance, and with more riders than ever before.

Set up your own personal profile and navigate through the features of the RideConnected App with ease. Simply create different teams, and invite friends to create their own profile on the App through SMS message, GPS, or by providing them with your unique four-digit code. Users may also use the existing voice prompts of their Sena Bluetooth 4.1 headsets to operate the RideConnected App.

The App will be the first of many added benefits designed specifically for Sena users. Sena is always looking for ways to benefit its loyal community of riders, and improve upon communication and connectivity. The RideConnected App for motorcycle and cycling communication is Sena’s solution to sticky communication situations while on the road. Riders will no longer be limited by a certain distance or amount of connections, as long as you have cellular data that you can be in touch with.

About Sena Technologies, Inc.

Sena Technologies, Inc. is the global leader in Bluetooth Communication solutions for the motorsports, action sports and industrial markets. Since developing its flagship product the SMH10, Sena has developed the most cutting-edge technological designs, which have expanded into all areas of the motorcycle industry and beyond. Sena currently offers products worldwide through its global network of distributors, retailers and OEM partners.