2011 jeep cherokee review and cars wallpapers

Upcoming 2011 jeep cherokee review and cars wallpapers with specification
Looking for improved on-road performance. Oh, back when the current WK model was new for 2005, then-DaimlerChrysler made a splash with a new double-wishbone suspension that was better able to soak up tarmac imperfections, but some hardcore brand loyalists felt betrayed because the improved ride came at the expense of axle articulation.
Reference site : http://wheelx.blogspot.com/search/label/Jeep

New 2012 Ford Focus ST Car Review And Wallpapers

New 2012 Ford Focus ST Car Review And Wallpapers

the complete global Ford Focus line-up of three production-ready dynamic bodystyles will be displayed together, providing customers with a full insight into this significant new model before it goes on sale in Europe and North America early in 2011.

Ford is also delivering on its promise to introduce a global performance version of the new Focus with a world premiere for the exciting flagship of the range, the muscular 250 PS Focus ST.
Aston Martin Cars News: http://wheelx.blogspot.com/search/label/Aston%20Martin%20Cars

Top Ducati Monster 796 Review

Top Ducati Monster 796 Review

Sure enough, only five months after the 696’s launch, Ducati announced the Monster 1100.

The 2011 Monster 796 expands Ducati’s Monster line to three base models, and fits perfectly between the smaller and larger displaced 696 and 1100 Monsters.

Nearly two years have passed since the 1100 hit the streets. Would the Monster lineup consist of only two models?
Middle child born out of order

Top Ducati Monster 796 Review

The 796 designation belies the Monster 796’s 803cc displacement.

It started to seem two new Monsters is all we’d get, as Ducati pumped out other non-Monster models posthaste on the heels of the Monster 1100 introduction. Three new motorcycles (the 1198 superbike, the Streetfighter and the Hypermotard 796) were unveiled over a yearlong period, from late 2008 to late 2009, yet not one of them would grow the new Monster line.
However, as in life, and for reasons we don’t always understand, things arrive seemingly out of order.
It wasn’t until April of this year Ducati let the monster out of the bag that a third naked sportster would join the Monster family. Rather than move up the performance ladder, surpassing the Monster 1100, the latest M bike, the Monster 796, slots right in the middle.
Ducati did the mash. They did the Monster mash.
The 796 fits the “monster” moniker well; it’s an amalgam of naked Ducatis.
The same air-cooled, two-valver, 803cc L-Twin lump that motivates the Hypermotard 796 powers the Monster 796, while its single-sided swingarm and wheels are the same as those on the Monster 1100. The 796’s wheels are spruced up with partial red pinstripe, and spin the same 180/55 rear and 120/70 front Pirelli Diablo Rosso tires fitted to the 1100.

The meaty steel-tube trellis main frame is shared across the Monster line, but the 796 employs a new subframe to allow for accessory bolt-on passenger grab handles.

Top Ducati Monster 796 Review

Chunky but artful looking steel-tube trellis main frame is shared across the Monster line. The 796 gets the Monster 1100’s wheels, swingarm and tires.

Suspension on the 796 consists of an inverted, non-adjustable 43mm Showa fork and a Sachs shock adjustable for spring preload and rebound damping – similar to that on the Monster 696. The Monster 1100’s 43mm inverted Showa fork is fully adjustable while its Sachs shock offers the same range of adjustments found on the 696 and 796.
Scrubbing speed on the 796 is the work of dual four-piston radial-mount Brembo calipers grabbing 320mm discs; a two-pot Brembo squeezes a 245mm disc out back. This is essentially the same system utilized on the 696 and 1100, save for the use of a radial-pump master cylinder on the biggest Monster.
Standard niceties for the middle child Monster include an attractive “micro bikini” windscreen, four-way adjustable clutch and brake levers and a pillion seat cover.
Press materials for the 796 eagerly highlight its 31.5-inch seat height is 0.4 inch lower than the 1100’s saddle, and that the 796’s tapered handlebar sits 0.8-inch higher than the bigger Monster’s bar. These changes, says Ducati, are made in response to Monster customers’ requests. In fairness to the 696 we figured we’d let you know its seat is 30.3 inches off the ground.

Top Ducati Monster 796 Review “Micro-bikini” fairing comes standard. One-piece tubular handlebar is a little less than an inch higher than the Monster 1100’s bar. The headlight is identical to headlights on the 696 and 1100.

Ducati claims the new Monster 796 weighs 369 lbs dry, while the 696 scales in with 355 lbs dry and the 1100 bellies up to the bar with 373 lbs dry. Optional ABS (available for all Monsters as of 2010) adds about four pounds and $1,000 to each model; ABS also reduces the standard Monsters’ 3.8-gallon fuel capacity by 0.2-gallons.
Splitting the difference in Monster performance
The 796 strikes the perfect balance in the Monster lineup.
During our dyno testing the 796’s 803cc Twin produced 76.1 peak rwhp at 8400 rpm – only a few hundred rpm short of redline – with peak torque just shy of 53 ft-lbs at 6400 rpm.
Those figures likely won’t thrill literbike fans, but the 796’s additional 107cc bring a nice improvement in thrust over the 696’s somewhat wheezy mill (80 hp and 50.6 ft-lbs claimed at the crank). Of course, the middle Monster’s engine isn’t as exhilarating as the 1100’s more potent lump that churned out 85 ponies and 68.5 ft-lbs for us early last year.

Top Ducati Monster 796 Review

Editor Jeff Cobb easily plants a knee while strafing canyons aboard the new Monster 796. He found that although the footpegs touch down now and then, “they are high enough that you’re a hero if you do it regularly.”

However, the 796’s predictable power production makes for a more manageable ride – an appealing quality for newer or returning riders – compared to the sometimes-a-handful amounts of low-end torque the 1100’s bigger, 1078cc Twin is capable of making.
Common to most Ducs is snatchy low-rpm fueling; the Monster 796 is no less a victim of this known issue. Get the 796’s digital bar graph tach registering above 4K rpm, or so, and it’s smooth sailing throttle response from there on out.
Middle child Monster retains the light but neutral handling, and excellent mid-corner stability, the other two Monsters provide. Brake performance from the 796’s Brembos consists of lots of stopping force – impressive force, actually! Braided stainless steel lines offer good feedback allowing the rider to easily and accurately modulate stopping power at the lever.
The clutch system also uses a stainless steel line, which is at least partly responsible for a remarkably low-effort pull at the lever. Unfortunately, this easy lever action hightpoint is all but negated by an ultra-sticky six-speed gearbox. Shifting was decent once up to speed, but low rpm shifts were notchy, and finding neutral was nothing less than a mechanical annoyance.
Since our Monster 796 was a virtual FOB (fresh off the boat) test unit with hardly any miles on the all-digital clock, out of pity we gave the trans a passing grade rather than flunking it altogether.
Crazy tall gearing is also a nominal but notable drawback for the transmission. An enterprising and creative 796 owner could fiddle with different countershaft or rear sprocket changes to help the bike accelerate more briskly up top, and overcome the tall gearing that’s likely a result of ever-stricter emissions regulations.

Top Ducati Monster 796 Review Radial-mount Brembo calipers mercilessly squeeze 320mm rotors, offering more than enough stopping power. Our 796 test unit was ABS-equipped. We could feel ABS activation in the brake lever, but pressure feedback was far less intrusive than on other modern ABS systems we’ve sampled. Pirelli’s Diablo Rosso tire is a perfect match to the 796’s overall performance package.

During our time with the 796 we saw an observed 40 mpg. The 796 should easily eclipse our measured fuel economy if you factor out fuel-eating repetitive photo passes and our immature activity of wheelie-ing from stoplights whenever possible.
Middle Monster the best Monster?
Regular Motorcycle.com guest tester, and owner and rider of many Ducatis, Kaming Ko, proclaimed the Monster 796 as the best of three Monsters. This is an interesting opinion considering Kaming is a salty vet rider fond of large displacement sportbikes.
Kaming lauded the 796 for its welcoming, confidence-inspiring neutral handling that’s complemented by just enough get up and go power from the engine to make riding the 796 all day long fun.

Top Ducati Monster 796 Review Distinctly Ducati, distinctly a Monster. Pound for pound, the 796 might be the best of combination of all things that make a Monster.

Indeed, the M-796’s combination of handling, excellent brake performance and an engine that’s plenty powerful yet easily managed, make this Monster the perfect combo of its Monster mates.
In nearly every way, including pricing, the 796 goes right up the middle. An MSRP of $9,995 is $1,000 more than the Monster 696 and $2,000 less than the Monster 1100.

Top 2013 Harley Davidson CVO Models Review

Top 2013 Harley-Davidson CVO Models Review

Harley-Davidson’s Custom Vehicle Operations, or more commonly, CVO, is the company’s in-house customizing arm. It’s like a company within a company, and Harley employees covet the opportunity to work for this branch of the Motor Company that takes standard Harley models and turns them into something special.

CVO bikes start as OE-model Harleys. A dedicated staff then works from the expansive array of goodies from Harley’s P&A (Parts and Accessories) division, as well a few touches exclusive to the CVO line, to craft these run-of-the-mill Harleys into tasteful works of rolling art.

The full lineup of 2012 CVO models from Harley.

Paint scheme pinstripes done by hand means no CVO bike is 100% identical to another, even if the same model. Furthermore, CVO paint schemes are available only within CVO – no getting a CVO paint job from the P&A catalog.
Underlining the exclusivity of CVO motorcycles are limited worldwide production numbers for each model.

Top 2013 Harley-Davidson CVO Models Review

Cruisin’ the countryside on a CVO is a dream for many Harley-Davidson fans.

While the approximate total CVO production for 2012 of 10,400 units seems like a lot, and is likely more units than Victory cranks out across its entire lineup, in light of the more than 222,000 bikes H-D sold worldwide last year, CVO total production is a drop in the Harley bucket. Harley loves to tout the loyalty of the CVO owner.
Jeff Smith, a CVO team manager, said during Harley’s annual dealer meeting it’s common for dealers to sell a CVO bike over the phone to eager CVO regulars only minutes after the new models are revealed. These dyed-in-the-wool CVO lovers damn the dollar sign torpedoes when it comes to these turnkey customs from Harley.
Depending on the model, a CVO cruiser can easily crest $32,000. But CVO customers willingly accept what otherwise would make many riders spew a mouthful of American pilsner in disbelief the second a CVO’s price tag was revealed. However, the seasoned Harley CVO owner is perhaps wiser than their spendy ways indicate, for hidden in a CVO’s price is surprising value when it comes to a custom-style bike.

Top 2013 Harley-Davidson CVO Models Review

All 2012 CVO models get the Screamin’ Eagle Twin Cam 110 powertrain.

For example, a standard model 2012 Street Glide retails for $19,499, and now comes with the Twin Cam 103 engine. The 2012 CVO Street Glide, powered by a Screamin’ Eagle Twin Cam 110, retails for $32,699 – a $13,200 premium over the standard SG. Thirteen big ones is a chunk by just about any measure, but consider for a minute that a Screamin’ Eagle 110 engine upgrade from Harley retails for approximately $5200, and a color upgrade for the standard ’Glide from Harley’s HD1 Customization is another $5300. So straightaway we have to spend $10,500 just to begin turning a vanilla SG into something of a CVO. But remember that the CVO paint is exclusive to CVO, and done primarily by hand, so obtaining equivalent custom paint would easily push past $5300.
Factor in the CVO Street Glide’s premium sound system with six very loud speakers, up-spec chrome wheels with style-matching brake rotors, custom-style seat with unique stitching, an entire package of stylish chrome accented components, ABS as standard, security system with alarm, and the CVO’s additional $13Gs starts looking a like deal if you’re hot for a top-shelf Harley.
Maybe those CVO devotees are on to something …
2012 CVO: Only A Few Changes, But Still Sweet Stuff
The 2012 CVO lineup remains at four models, a Street Glide, Road Glide Custom, Ultra Classic Electra Glide and Softail Convertible (which we’ll review more fully at a later date).
The Road Glide Custom is the only “new” model, so-to-speak, as last year a Road Glide was also in the CVO stable but as an Ultra fitted with a Deluxe Tour-Pak, a 16-inch windshield and amenities for the long-haul touring set. Don’t miss reading our full review on the 2011 CVO RG Ultra.
This year the RG Custom, while still a CVO, better represents a cruiser than a dedicated tourer. The trunk box is gone, the windscreen is short and dark tinted, there’s now a performance-oriented high-flow air cleaner, and a trio of subtler color schemes – with the black and white a particularly tough looking combo – lend a custom look without looking overly flashy.

Top 2013 Harley-Davidson CVO Models Review The CVO Road Glide Custom is the only all-new model for 2012. It replaces the long-distance touring-oriented CVO Road Glide Ultra from 2011.

Standard issue for all CVOs is the Screamin’ Eagle Twin Cam 110 engine, while lowered suspension translates into low seat heights. Otherwise, each CVO model is tailored in such a way as to stand out even next to its high-stylin’ brethren.
2012 Harley-Davidson CVO Ultra Classic Electra Glide $37,249
If Harley has a flagship model, the CVO Ultra Classic Electra Glide is it.
With one of the most comfortable rider and passenger perches in the business, generous storage capacity, an impressive audio system to keep you company mile after mile, heated seats and grips, lustrous chrome and bold paint, this is the CVO

Top 2013 Harley-Davidson CVO Models Review The 2012 CVO Ultra Classic Electra Glide in Electric Orange & Black Diamond with Big City Lights Graphics.

The most notable addition to the CVO ’Lectra for 2012 is a Road Tech Zumo 660 GPS by Garmin. This is a motorcycle-friendly GPS with a touchscreen display that’ll accept commands from gloved hands – a key feature for motorcyclists.
Also helpful, the GPS’ audio commands (“Turn left in 500 feet.”) are piped through the Electra Glide’s thunderous BOOM! sound system speakers that for this year include four 5.25-inch speakers and the BOOM! Bass Booster Ports located in the Tour-Pak trunk bottom liner for enhanced bass sound. The Booster Ports utilize the trunk like a subwoofer’s box, thereby avoiding the monetary and spatial costs of an actual subwoofer.
The Zumo 660 has a 4GB storage capacity for MP3 files, and the player menu is navigable via the ’Glide’s switchgear-mounted audio controllers that also operate the premium Harmon/Kardon audio system that’s SiriusXM ready. But if the Zumo’s 4 gigs of music storage aren’t enough, the Glide comes standard with an 8GB iPod nano that’s also operable via the radio controllers.

Top 2013 Harley-Davidson CVO Models Review The Electra Glide is one of two CVOs that have the Garmin Road Tech Zumo 660 GPS as standard equipment for 2012. It offers 4GB storage for you collection of MP3 files, with the MP3 player menu accessible via the switchgear-mounted audio controls.

New pretty bits this year include Chisel wheels (17-inch front, 16-inch rear) in Mirror Chrome with matching Chisel front rotors. The voluminous Tour-Pak trunk box has a chrome wraparound LED taillight, while Diamond-Cut Charcoal inserts tart up the air cleaner cover, CB pod insert and the Tour-Pak’s lid insert. Harley’s Rumble Collection gives the gleaming chrome treatment to foot controls, heated grips and windshield trim.
The three new color combos on offer this year are Wicked Sapphire & Stardust Silver with Big City lights Graphics, Crystal Citron & Diamond Dust with Big City Lights Graphics, and the Electric Orange & Black Diamond with Big City Lights Graphics (you’d better like the color orange to get this one!).
As big a mouthful as those color schemes are, Harley staff assured us that CVO owners have an incredible ability to recite perfectly their bike’s color name.
This fully loaded American-made luxo-tourer is notably maneuverable considering its claimed running order weight in excess of 900 pounds. However, confidence and finesse are required at walking pace speeds, like when picking your way around a parking lot looking for a space or performing a tight-radius U-turn. Riders who are tiny, faint-of-heart or inexperienced need not apply.

Top 2013 Harley-Davidson CVO Models Review

The Electra is surprisingly adept at carving an arc despite its considerable heft.

Seasoned riders ready for the CVO big time will appreciate the Ultra’s low-ish 29.8-inch seat height, but due to the width of the supremely comfy saddle, riders with an inseam of 30 inches or less may not get both boots placed flat at a stop. The Screamin’ Eagle Twin Cam 110 Vee doles out plenty of go-power for the biggest of the CVOs, and torque seems forever on tap. In our 2009 Luxury Touring Shootout, this engine platform spun the dyno drum to the tune of 75 hp at 5100 rpm and 88 ft-lbs at 3800 rpm. Those figures won’t have sportbikers gushing with excitement, but the Ultra feels surprisingly peppy at low revs, and sufficient roll-on power is at the ready for overtaking Slugo The Cager on the interstate.
While the throttle-by-wire throttle and EFI system operates optimally, with so much brute force available at the crack of the throttle from the big cube engine, throttle response tends to feel abrupt at times at low rpm, particularly right off idle. The Ultra Classic’s weight somewhat masks this sensation, whereas it’s more noticeable on the lighter weight Street Glide or Road Glide. A Harley staffer hit the nail on the head when suggesting that of the three big-displacement Twin Cam engines (96, 103 and 110), the 103 perhaps offers the best blend of increased power from the 96 with smoother power application when compared to the grunty 110-incher.
On the other hand, no one at the launch of the 2012 CVOs was clamoring for a smaller engine in this best-of-the-best, the Ultra Classic Electra Glide. Get your order in now, as this CVO is limited to 3400 units and should, along with the other CVOs, hit dealers/availability as of this writing.

Top 2013 Harley-Davidson CVO Models Review The 2012 CVO Electra Glide is available in three color schemes, including this Crystal Citron & Diamond Dust with Big City Lights Graphics version.

2012 Harley-Davidson CVO Street Glide $32,699
Kevin and I love the Street Glide best of all Harleys for its ideal blend of handling performance, comfort level, wind protection, styling and buttery smooth power from its rubber-mounted 96-cubic-inch Twin. And we know we’re right in our collective assessment since this is the model the Motor Company sells more than any other.
The desirableness of this bike is reflected in the dreamy CVO version of the SG, as Harley will make 3500 CVO Street Glides in 2012 – 100 more than the Ultra Classic Electra Glide – and for only $200 more than last year’s model.
Now that’s sayin’ somethin’.

Top 2013 Harley-Davidson CVO Models Review The 2012 CVO Street Glide in Dark Slate and Black Diamond with Phantom Flame Graphics.

The 2012 SG doesn’t double up on chrome goodies or retina–searing paint, but it does receive an extra serving of music pumping power in the form of two new 5x7-inch saddlebag lid-integrated speakers that boost the CVO SG’s speaker count to a total of eight, two more than last year. Tucked in the left side saddlebag is a new 200-watt amp that in fact does double up things this year, taking total system wattage from 200 to 400 watts. This bike is a crazy-loud boom box on two wheels powered by a Screamin’ Eagle!
Sound clarity is excellent with no noticeable distortion at high volume from the two 5.25-inch speakers and bridged dual 2.0-inch tweeters in the dash, as well as the set of 6.5-inch speakers in the fairing lowers. Even at 80-plus-mph while wearing a full-face helmet and earplugs, sound quality from this bike is unmatched by any bike I’ve ridden that offers audio. The CVO SG also comes standard with an 8GB iPod nano that’s controllable from the switchgear audio controls.
The SG still rolls on Agitator wheels (19-inch front, 18-inch rear) and front rotors, but this year in Mirror Chrome flavor. The mirrors also get the chrome treatment this year, and the subtle but slick bar and shield console emblem is now red backlit when the bike powers up – its nonessential but very trick looking.

Top 2013 Harley-Davidson CVO Models Review

We’re big fans of the Street Glide platform, whether in standard or CVO trim. This year’s CVO SG is outfitted with eight speakers and a 400-watt sound system.

Tuckered out by walking from beer tent to beer tent at the rallies? Then your tushy will appreciate a new two-piece low-profile saddle with custom style imprints and “big beast” leather inserts. The pillion pad is detachable, as is the matching backrest for the rider.
This ’Glide rarely provides serious points of complaints for us to consider, however, to reduce buffeting at freeway pace I would’ve liked a shorter screen than the 7.0-inch blade that’s standard on this bike.
Like so many women that suffer painful high heel shoes or agonizing wax treatments for fashion’s sake, so, too, does the SG sacrifice for its curb appeal. An element of styling common to all CVO models is the “slammed” look. This low riding profile is integral to a CVOs appearance but it comes at the cost of limited rear suspension travel – like a meager 2.0 inches of travel. Ill-effects from the cut down suspension are fairly transparent over well-maintained road surfaces, as ride quality is, at worst, average. However, your first encounter with a cluster of pothole patchwork or a cavernous expansion joint will serve as a jolting reminder of the suspension’s narrow range of motion when your hiney gets bucked off the saddle a couple inches or the impact from the bump is transmitted directly to your lower back.
Some saddlebag storage space is sacrificed in the name of powerful new speakers; otherwise, the Custom Vehicle Operations Street Glide is a deliciously decadent version of a Motorcycle.com staff favorite Harley-Davidson. Read our 2011 CVO Street Glide Review to see just how fond we are of this motorcycle.
Available colors include Ruby Red and Typhoon Maroon with Phantom Flame Graphics, Hot Citrus and Antique Gunstock with Phantom Flame Graphics and Dark Slate and Black Diamond with Phantom Flame Graphics.

Top 2013 Harley-Davidson CVO Models Review The 2012 CVO Street Glide in the Hot Citrus color scheme.

2012 Harley-Davidson Road Glide Custom $30,699
In one trim level or another, the Road Glide is often found in the CVO lineup.
For 2011 it was the Road Glide Ultra, a distance-loving tourer with plenty of room for momma and all her stuff. This year the Road Glide Custom trades the long-haul touring image for a look that says this bike is a boulevard bombing badass bagger. The RG Custom is unusually understated for a CVO model; to the point that if it didn’t have that 110-cubic-inch SE at its heart you might not suspect it was part of this high-end line of Harleys.

Top 2013 Harley-Davidson CVO Models Review Many in attendance at the press launch of the 2012 CVO models deemed the Road Glide Custom as the best looking bike of the four models. The white model seen here was a jaw-dropper when unveiled during the presentation.

When the CVO staff pulled the cover off the RG Custom with White Gold Pearl and Starfire Black with Real Smoke graphics, my eyes widened and I was fully alert – the metabolizing-sapping effect from the large slice of pie I’d eaten earlier had worn off in an instant. When I first saw this motorcycle I knew it was not only the best looking CVO of 2012, but perhaps one of the most attractive mass-produced cruisers I’d seen in a long time.
Chrome-plated parts on the RG Custom are in unusually small numbers compared to most CVOs. Instead, a healthy amount of black accents tie in the darker, sedate hues of the three available color schemes. The engine covers are gloss black, while the cylinders also get a full treatment of black finish.

Top 2013 Harley-Davidson CVO Models Review

In a rare styling move for CVO machines, the 2012 Road Glide Custom eschews chrome on most parts, and instead goes heavy on the black.

Mirrors, clutch and brake levers, as well as master cylinders and even muffler tips, are blacked out. Agitator wheels (19-inch front, 18-inch rear) in Contrast Chrome are only partially shiny, and the Screamin’ Eagle Heavy Breather air intake air cleaner cover has a Cutback Black finish. The 1.0-inch diameter internally wired one-piece handlebar is powder coated black – a smart color choice for the bar, as it allows your eyes to gaze effortlessly without interruption across the bike’s profile. Within minutes of seeing this dark-themed CVO Road Glide I thought, “Is it possible? A Dark Custom CVO?”
My suspicion of this possibility was piqued when I noted the absence of Bar and Shield badges, and instead saw a simple chrome skull on the fuel tank sides and dead center on the top of the RG’s frame-mounted fairing.
While the 2012 CVO Road Glide Custom isn’t the result of collaboration between CVO and the Dark Custom staff, the DC influence is obvious (like the skull, for one thing). And while no immediate plans are in place to create such a cross platform styled CVO, Smith said that both styling teams have talked and continue to swap notes.
The RG gets a full complement of the Harman/Kardon audio system with a total of six in-dash speakers and 100-watts-per-channel of music-pumping power. Like the rest of the 2012 CVO line, the Custom is equipped with an 8GB nano.

Top 2013 Harley-Davidson CVO Models Review

Did someone say dark? Even the RG Custom’s engine is dark, and the skull emblem is a clear indication that Harley’s other sub-line, the Dark Custom series, influenced this CVO model.

Once you’re settled into the two-piece saddle (the pillion is removable) with color-matched cover and stitching depending on the bike’s paint scheme, you’ll notice two things: the big frame-mounted fairing looks like a lot of fairing real estate out front, and wind protection is quite good thanks to the aerodynamic Windsplitter windshield that creates a less turbulent pocket of air compared to the Street Glide. Some riders prefer the frame-mounted fairing since wind buffeting is transferred to the frame rather than handlebar, as well as a slightly lighter effort steering sensation because you’re not wielding the fairing’s weight on the handlebar.
All true, I suppose, but for my tastes the RG’s fairing style creates the perspective from the saddle that there’s a lot of weight out front and the illusion the front-end is significantly longer than it actually is. It’s visually heavy, I guess. I prefer the Street Glide’s bar-attached fairing for its smaller profile and because I feel I can better manage the bike’s handling at low speeds, even if more weight is carried on the handlebar.
Personal preference is what it boils down to, because the Road Glide handles well, just differently than the SG. It also has an additional inch of rear suspension travel.
Regardless of my choice of style of Glides, there’s no question in my mind – the 2012 Road Glide Custom is the looker of the bunch. In addition to the White color, Candy Cobalt and Twilight Blue with Real Smoke graphics and Maple Metallic and Vivid Black with Real Smoke graphics are available paint schemes. Harley expects to make 2000 of this 2012 CVO model.

Top 2013 Harley-Davidson CVO Models Review It’s difficult to appreciate the richness of the Maple Metallic paint in this photo. Pete thought the whole bike was made from Root Beer Barrel candy. It took all his resolve not to lick the fairing.

2012 Harley-Davidson CVO Softail Convertible $29,699
This model year is the third year for the Softail Convertible in the CVO lineup. When it first surfaced in 2010 we discovered how crafty and practical Harley could get. In a matter of a few minutes this bike can transform from stripped-down stylin’ cruiser to destination-driven touring bike by way of its quick-release windshield, saddlebags and passenger pillion with backrest – a two-wheeled Jekyll ’n’ Hyde.
After listening to customer feedback Harley decided to increase the windshield’s height by approximately 1.0-inch and width by 2.0 inches, while also adding venting and adjustable lower wind deflectors. According to Harley’s computation fluid dynamics testing, the company realized this new, taller and wider screen eliminated a significant amount of wind pressure on the rider’s head as well as reducing turbulence in the cockpit.

Top 2013 Harley-Davidson CVO Models Review The 2012 Convertible Softail in Abyss Blue with Catacomb Graphics. The Convertible is the only model other than the Electra Glide to get the Zumo 660 GPS.

Other than the Electra Glide, the Convertible is the only other CVO to receive the Road Tech Zumo 660. And like on the Electra, a rider can operate the Convertible’s included iPod nano menus through the Zumo. Turn-by-turn driving commands will play through the dual 3.5-inch 2-way speakers nestled at the base of the windshield.
In CVO trim, this is the only Softail with cruise control and throttle-by-wire. ABS is standard to all CVOs, and great care was taken to create separate ABS modulators for the front and rear wheels on the Convertible to preserve its clean custom-bike styling, with the front unit tucked neatly out of sight behind the upper fork cover.
Three color options are available this year: Crimson Red Sunglow with Scarlet Crystal Graphics, Abyss Blue with Catacomb Graphics, and the Satin Pewter with Catacomb Graphics bike’s leather saddle and saddlebags come in an upscale distressed brown leather. Give that brown leather a few years’ worth of wear and it should develop a nice character-endowing patina.

Top 2013 Harley-Davidson CVO Models Review The Convertible’s ability to switch from a lightweight tourer to boulevard profiler in a matter of minutes represents forward thinking from CVO. This Softail’s ultra-low seat height is part of what makes it the most popular CVO among women. However, limited lean angle is an unfortunate byproduct of lowered suspension.

The Convertible is the best selling CVO with women, no doubt a result of the Convertible’s low 26.1-inch seat height, the second lowest of all Harley motorcycles. The ladies will have further reason to celebrate with this year’s Convertible since all its updates and the addition of the Zumo 660 raised its MSRP by a mere $100 from 2011. But get on this one quick, girls (or guys) – only 1500 are slated for production.

Top 2013 Kawasaki ZX 10R Review

This iteration of the Zed-X received such an overhaul this go ’round, during the 2011 model’s recent press introduction at the hilly Road Atlanta race circuit in Braselton, Ga., Kawasaki’s Karl Edmondson cautioned the moto media to “forget everything about previous ZX-10R models.”

2011 ZX-10R: The most kick-ass Ninja to date.

Rebirth of the ZX-10R

Top 2013 Kawasaki ZX-10R Review

The 10R is powered by an entirely new engine producing as much as 170 hp at the wheel.

From top to bottom, almost nothing went untouched in the new 10R’s engine. About the only thing retained from the previous 10R is its bore and stroke. Check out Ed-in-Chief Duke’s exhaustive technical preview for full details. Camshafts are now made from chromoly steel rather than cast iron. A soft-nitriding treatment that Kawi revised for the new camshafts reduces deflection (an “untruing” if you will, of the straightness of the camshaft) during the metal hardening process by upwards of 30-40%, according to Kawi. Cam lift and valve overlap are increased as part of the update – a move generally used to increase peak power.
All this rather dry talk of cams gives us some early insight to how intent Kawasaki is about rebirthing the 10R’s total package.
Valve tappets are designed to work with the new high-lift cams, and the intake valves’ diameters are increased to 31mm from 30mm for improved cylinder-filling efficiency. The exhaust valves (in the head) are the same size, but stronger valve springs are employed all ’round.
Cylinder intakes have increased volume and are hand-ported, while, according to Kawasakis Rob Taylor, the exhaust ports are redesigned to reduce engine braking and allow the rider better control over the bike via more precise throttle control. Piston skirt size was minimized for the sake of reducing engine noise. Use of “dummy” heads bolted in place during cylinder boring means a more accurate machining process.

Top 2013 Kawasaki ZX-10R Review

A new larger volume exhaust pre-chamber aids in centralizing mass and allows use of a smaller muffler.

The improved cylinder bore accuracy is said to equate to less cylinder distortion during high temperature operation, and it also allows the use of lower-tension piston rings (also smaller this year) for reduced mechanical loss. Cylinder axis offset (2mm) helps reduce mechanical loss and piston load, allowing use of lighter-weight pistons. Compression ratio increases to 13.0:1 from 12.9:1, and indicated redline is raised to 14,500 rpm where the previous model’s rev limit was at the 13,000 mark. So what’s all this strengthening, lightening and improved efficiency in the top half of the ZX’s new inline-Four really mean to you? A faster, stronger engine on the racetrack – the place Kawasaki hopes the Ninja will wage a successful war.
But, hey, if you’ll only ever terrorize twisty roads with the new 10R, all this high-performance tweaking should pay dividends for you, too, on your quest to conquer the canyons.

KIBS, it has nothing to do with MIBs (Men in Black) Top 2013 Kawasaki ZX-10R Review Kawasaki’s version of ABS for its high performance sportbike adds only 6 lbs to the bike’s weight and is said to help reduce rear wheel lift and hop under heavy braking. The updated calipers on the non-ABS bike we tested at Road Atlanta performed well, with good feel and power. Kawasaki claims its new anti-lock system (KIBS – Kawasaki Intelligent anti-lock Brake System) as the lightest and smallest on the market, scaling in at 6 lbs, with 2.3 lbs of that weight attributed to the larger battery an ABS-equipped ZX-10R requires. According to Kawasaki, a 2011 ZX-10R with ABS has a curb weight of 443 lbs while a non-ABS model weighs a hair less than 437 lbs. If we take Team Green at its word, that’s a savings of 21 lbs compared to the 458 lbs we measured on the fully fueled, ready-to-ride, 2010 ZX-10R we rode in our 2010 Literbike Shootout. This puts the new ZX in a tie with the 2010 CBR1000RR (437 lbs) – the lightest bike in that shootout. In ABS trim the Ninja is now about 10 lbs lighter than an S1000RR with ABS (453 lbs as measured). KIBS does the most basic of ABS functions by monitoring brake fluid pressure in the front calipers, but it goes one step further. With the fuel injection ECU feeding the ABS data about clutch actuation, gear position, engine speed, and throttle position, the anti-lock system is able to accommodate for “excessive” rear wheel lift during downshifts while under heavy front braking. If the rear wheel starts to hop, the system will bleed off pressure in the front brake to help stabilize the bike. And of course it monitors the front wheel like most basic anti-lock systems in order to prevent lockup. Without going into specifics, Kawi says we can expect to eventually see this new ABS, or something similar, on others models. Unfortunately, we weren’t able to test the KIBS system at the 10R’s launch, as ABS-equipped bikes will be built later in the production run. Stay tuned for a full test of ZX-10R ABS in the near future.

Team Green’s engineers didn’t neglect the bottom-end of the ZX’s new mill.
Like the camshafts, the crankshaft and connecting rods use stronger materials for increased durability, while a new secondary engine balancer aids in reducing vibes. The cassette design of a new six-speed trans makes trackside gear swaps easier; Kawasaki is making seven different sets available. And in the name of ever-popular mass centralization, the crankshaft is oriented higher relative to the transmission’s output shaft.

Top 2013 Kawasaki ZX-10R Review The 10R’s sleeker, more compact design had many riders drawing parallels to the shape and size of 600cc supersports.

A moderately taller primary drive is said to reduce rear suspension squat and lift during accel/decel; gears 4, 5 and 6 have closer ratios, while the rear sprocket tooth count is reduced from 41 to 39 (17 tooth up front remains) in order to make the final gear reduction better match the changes to the rest of the tranny. All this trans work is optimized for track use. Notice a theme with the new engine? (Hint: Kawi wants to race!)
Part of the ZX-10R’s sleeker, restyled bodywork includes accommodating a new ram-air intake now placed more directly between the headlights. A larger 2.4-gallon airbox sucks air through a filter with 48% more surface area. Redesigned intake ducts work with the new airbox for increased engine performance, specifically in the mid- and high-rpm range.

Top 2013 Kawasaki ZX-10R Review

An all-new frame and swingarm are torsionally stiffer than the previous model’s chassis.

The fuel tank is reshaped to move fuel lower and rearward to aid mass centralization. A shorter front-to-back shape for the tank also lends to the bike’s overall more compact dimensions, yet the seat to bar reach doesn’t feel unnecessarily cramped. It’s becoming cliché, but accurate nevertheless, to say this literbike feels more like a 600cc in size and shape. A new, smaller EFI control unit, mounted inside the new airbox, tells a new (and of course lighter) fuel pump to flush petrol through new 12-hole Mitsubishi primary injectors into new 47mm (4mm larger) Keihin throttle bodies, now with larger oval sub-throttle valves. The need to manually adjust idle speed is eliminated by an ISC (idle speed control) valve set automatically to 1100 rpm. Kawasaki says this helps the bike run better from stops while the engine is still cold.
New ignition coils with secondary current bumped up by 12% provide more efficient fuel mixture burning.
The inline-Four spews carbon emissions through a new, hydroformed titanium exhaust header that’s 2.6 lbs lighter for this year. The exhaust valve in the pre-chamber (collector) is reworked to aid in reducing noise emissions and optimize engine performance. A benefit of the larger volume collector is a smaller and lighter stainless steel muffler.
Stiffer and lighter
Carrying the Ninja’s all-new engine is an all-new chassis.
The cast-aluminum twin-spar frame is constructed of fewer pieces, which means less welding which means increased strength ­ by slightly more than a 7% increase in torsional rigidity, although stiffness in the swingarm pivot area was reduced to allow for more stable cornering. Steering geometry is somewhat edgier, with rake at 0.5 degree shallower than the previous model’s 25.5 degrees, while the trail figure of 4.21 inches is shorter than last year’s 4.33 inches.
The new three-piece swingarm is also more rigid, by 18.5%, and is marginally lighter, too.

Top 2013 Kawasaki ZX-10R Review The new horizontal position of the shock helps keep the bike more compact overall.

The 2011 model’s 56.1-inch wheelbase is a wee bit longer than last year’s due to the new swingarm’s increased length. Racers take note: you can tighten up wheelbase roughly 18mm by removing one link from the chain. Doing this requires removal of the exhaust pre-chamber to allow for enough room between the rear tire and swingarm.
Last year’s ZX had a seat height of 32.7 inches; the new model’s seat is lower by a scant 10mm, so Kawi’s listed height of 32.0 inches doesn’t quite jive with the math, but it’s so close, who’s countin’?
Clip-ons have a more downward angle this year, while the footpegs’ standard position is 5mm lower and 2mm further forward. For street-riding comfort, the adjustable pegs may be lowered an additional 15mm.

Top 2013 Kawasaki ZX-10R Review

The ZX-10R now uses Showa’s innovative BPF. Following in little ZX-6R brother’s footsteps, so to speak

If you haven’t already heard, the ZX-10R’s 43mm fork is now of the Showa BPF (Big Piston Fork) variety, and the shock now lays in a horizontal position, rather than nearly vertical like on the previous model. One of the benefits of the shock’s new location is – you guessed it! – better mass centralization, as its new position allows room for the previously mentioned new and larger exhaust pre-chamber. The shock is also now farther from the exhaust, which keeps the shock cooler, meaning more consistent performance. Spinning at each end of the Ninja are new wheels lighter than last year’s hoops, trimming a significant 1.4 lbs of unsprung spinning mass – 11.2 oz from the front wheel, 11.3 oz from the rear. The U.S.-spec 2011 ZX-10R will wear Bridgestone’s BT-016 tire in the usual 120/70 and 190/55 sizes.
The four pistons in each of the two front brake calipers are now 30mm, where on last year’s bike it was two pistons at 32mm and two pistons at 30mm. Kawasaki says the equal sizing provides more stable brake performance. The rear caliper is also revised; a single 30mm piston (formerly 38mm) squeezes the rear rotor, and the piston in the master cylinder has increased size to 14mm (previously 12.7mm).
Brains! Braiins! Braiiiins! The smartest ZX-10R yet?
Climb aboard a 2011 ZX-10R and you sitting astride what is likely the most intelligent Kawasaki street bike ever made.
This new super sled, as expected, is equipped with traction control, rider-selectable power modes and (optional) ABS. Of these three systems, it’s the TC that impresses most for its simplicity and effectiveness. Furthermore, this is the first production TC on a Japanese sportbike.
Unlike KTRC (Kawasaki TRaction Control) first seen on the 2010 Concours 14 – a TC system that’s essentially a safety feature – the 10R’s S-KTRC (Sport-KTRC) is far less intrusive, with the ultimate goal of allowing you to ride faster.
A rider can choose from three levels of TC (1,2 or 3), with setting 1 as the least intrusive; you can switch TC off entirely as well. All three modes are switchable while in motion as long as the throttle is closed. Disabling TC requires the bike be at a stop.

Top 2013 Kawasaki ZX-10R Review Redesigned ram-air intake joins new headlight and mirror-integrated signal designs to create a sharper, more focused look for the big Ninja.

The proprietary system is somewhat revolutionary in that it eschews use of gyros, bank angle sensors and the like – such as those found on BMW’s S1000R – and simply uses sensors found commonly on many of today’s modern two wheelers.
The 10R’s brain calculates data from the throttle position sensor (TPS), which it sees as what the rider wants the bike to do in terms of accelerating, the rate of engine acceleration, gear position and info from front and rear wheel-speed sensors.
By comparing the rate of change between the data from sensors every 5 milliseconds, the TC can, as Kawasaki says, “predict” your intended path of travel so to speak. It will create an engine map(s), plotting out in advance how the map should go based on sensor data compared to the rider’s wishes – or more accurately, TPS data. If a dramatic change in data occurs, and the TC analyzes this change will result in a major deviation from the map it had planned, it will remap accordingly.

Top 2013 Kawasaki ZX-10R Review

Accessing traction control and power modes is a simple matter of toggling one switch.

Like a ghost-in-the-machine type thing, the “TC system kind of takes over and produces torque when you naturally wouldn’t be producing torque because it’s controlling the traction system,” says Taylor, “not because you’re spinning the wheel, but because it’s trying to make you go faster … if you’re slowing down in time the system’s going to see it and will produce the torque or reduce torque to get the ultimate traction.” If this involuntary torque production sounds like a hazardous two-wheeled version of 2001: A Space Odyssey, rest assured the TC system won’t dump an extra truckload to the rear wheel at the worst possible time. Taylor used a hypothetical scenario in which the TC might boost torque by a foot-pound or two in order to achieve its goal of keeping you steaming ahead, “going forward in time,” as he often phrased it.
Because S-KTRC doesn’t use a fixed set of parameters for reeling in the engine to minimize loss of traction (as Kawasaki says its competitors do), the Kawi system is able to adjust engine mapping (torque production) on the fly.
Rather than simply and abruptly chopping power as a way to address the problem; S-KTRC adapts, it’s proactive. Therefore, the TC allows a rider to power slide or power wheelie in a predictable manner so long as the bike is moving forward “in time.” If wheel spin, or another action, results in the bike slowing, TC will step in to correct the issue.
S-KTRC even allows for deliberate wheelies. The system will disregard input from the front wheel sensor if there’s a rapid rate of change in front wheel speed, like when you flip the clutch lever and hammer the throttle to purposely hoist the front-end skyward, but again, so long as you’re not slowing down as a result of your hooliganism.
The idea that a TC system can adapt to conditions rather than merely react seems a bit sci-fi, and the above is an oversimplification of how it works. But it’s a safe bet that if this system hadn’t performed well enough for Kawasaki in MotoGP over the past five years we wouldn’t see it, or a version of thereof, today on the new 10R.

Top 2013 Kawasaki ZX-10R Review

The rider-selectable Power Mode consists of three settings.
F is for full power; M (Variable Middle mode) allows 75% of full power with a milder power curve but will allow access to full power depending on the throttle’s rate of change. If, for example, you whack the throttle open, the ECU will give you full power and then revert to M mode again when you’ve eased back on the power. L mode is for low power and only allows 60% of power at all times.
Like the TC, power modes are switchable on the fly as long as the throttle is closed for the brief second or so necessary, and it doesn’t require clutch lever engagement like the S1000RR requires.
Power mode and TC selector switches are integrated into a single, large toggle switch on the left switchgear housing: S-KTRC is on the bottom half, power mode on the top. Lastly, making a change to TC doesn’t alter power mode settings and vice versa. Selections are independent of one another, unlike on BMW’s S1000RR that comingles or creates combinations with its DTC (Dynamic Traction Control) and power modes.

The Zed’s flashy new dash! A new instrument cluster for the ZX rivals the complexity of Ducati’s MotoGP-derived instruments, and it’s much prettier, too! A prominent LED (not lesser-contrast LCD) bar-graph tachometer doubles as a programmable shift light that can pulse or flash at a couple different rates of your choosing and will change from yellow to red at the shift point. Also, the tachometer LEDs are colored rather than just backlit with color, and you can adjust LED intensity or allow the ambient light sensor on the dash to adjust them automatically. Top 2013 Kawasaki ZX-10R Review The ZX’s new dash is a leaps-and-bounds improvement over the prior 10R’s dash. The remainder of the instrument panel is all LCD and is switchable between standard mode and race mode. Standard mode features mph/kph as the central figure, with gear position to the right and the current selections of power mode and S-KTRC to the right of that. Basic data, like trip meters and engine temp, are also displayed. In Race mode, gear position takes center stage where road speed is normally displayed; the mph display takes the clock’s position in the lower right, and the odometer becomes a lap timer. With TC enabled, and regardless of which view you have the instrument set, a graduated bar graph at the bottom center of the screen indicates TC activation. No bars displayed, naturally, means traction control isn’t currently in play. But when it does activate, the segmented bar graph will increase and decrease as an indicator of how much S-KTRC is working to prevent you and your new bike from wadding up.

Riding the greatest of the Ninjas on the Road
As I railed ’round Road Atlanta, I experienced firsthand the TC’s liberal nature as it allowed me to access as much of the new engine’s ferocious power as I could handle.

Top 2013 Kawasaki ZX-10R Review S-KTRC allows even average riders to exploit the potential of the new ZX-10R for quicker lap times. TC and switchable power modes will benefit street riders as well.

Cold track temps were combated by using Bridgestone’s grippy BT-003 Type 4 DOT race tire. Though this tire sticks like glue, it wears quite fast (techs called it a sprint race tire), and by the end of the last morning session the ZX’s back end was drifting and sliding while I entered and exited certain corners as aggressively as I dared.
As the tire wore in a predictable manner, TC level 2 allowed enough movement from the rear end that I was able to confidently ride through the powerslides and spins while in Full power mode.
I attribute my need to endure a learning curve for a track I’d never ridden before as the reason I rarely saw TC activation while in Level 1, the least intrusive setting.
Road Atlanta has a number of blind corner entries complicated by elevation changes (read: hills!), so I fully admit to wussing out at times. My sense of self-preservation was the likely culprit that wouldn’t allow me to pin the throttle to the stops on an engine wailing out over 170 hp at the wheel. Guilty as charged.

Top 2013 Kawasaki ZX-10R Review

The new 10 is bloomin’ powerful. I often found myself climbing the tank to keep from getting jettisoned off the back!

However, armed with some sense of security that Kawasaki’s electronic babysitter had my back with TC at level 2, my subconscious and greater knowledge of the track allowed me to more assertively search the limits of traction. Hence the manageable slip-slidin’ noted above. For the warmer afternoon sessions Bridgestone’s BT-003 Type II Pro was fitted. This tire uses an additional belt, and is thereby longer wearing due to its stiffer carcass. This new, medium-compound rear tire offered improved feedback, and I didn’t see as much activation from the TC as I did when using the softer compound tire from the morning sessions.
Perhaps the best quality of S-KTRC is its transparent-at-times nature. Not once during my ride did it cut in abruptly and cause the bike to stumble and sputter, even when in level 3. The system’s activation is notably seamless and not nearly as assertive as Ducati’s DTC.
Just as thrilling as Kawi’s new TC was to use, I was equally stoked by the new chassis’ performance.
Steering effort is as light as on the previous model, but the new bike has a much more linear, fluid motion from upright to knee-on-the-deck time. There weren’t any surprises in handling, like the falling into a corner feeling I experienced occasionally on last year’s model.

Top 2013 Kawasaki ZX-10R Review

I didn’t need any adjustments to the excellent performing BPF front suspension or repositioned shock. The bike steered with reliable accuracy throughout corners and was reassuringly stable, even when, shall I say, a “thrilling” 165 mph displayed. (Other riders reported seeing an indicated 185 to 187 mph. Good for them and their single, got-nothing-to-lose lifestyle!)
The new engine is a screamer. While mid-range power is solid and smooth, the new mill seems to come on the cam around 11,000 rpm with a forceful rush of power all the way to redline. So potent is the new mill that on occasion high-rpm upshifts nearly resulted in the clip-ons being yanked out of my hands at 120-plus mph.
Raising the literbike bar… again!
To this point in TC development for mass-market use, Kawasaki’s S-KTRC on a wholly revamped bike turning out rear wheel power close to that of the BMW, makes an MSRP only $1000 more than last year’s price of $12,799 seem like Team Green is giving the 2011 ZX-10R away for a song.

Top 2013 Kawasaki ZX-10R Review