COMING EVENTS IN 2012

SHOWDOWN in Las Vegas (Jan 12-15): 

Alain de Cadenet and Malcolm Barber sold a Velocette Thruxton at the Bonhams Las Vegas auction in 2011

Three major auction companies are duking it out for top spot on the global auction calendar - Bonhams, MidAmerica, and Auctions America (RM).  While MidAmerica has hosted a 3-day auction for many years (the world's largest vintage motorcycle auction already with 500 machines annually), in 2011 Bonhams joined the fun, and slipped 150 bikes into a Thursday daytime slot, giving attendees a chance to head to MidAmerica's Thursday evening dinner auction.  Awfully polite, really, and they brought some amazing machines to the party.  By contrast, RM (owner of Auctions America) descends on Sin City in 2012 like the Mother Ship, squatting directly over MidAmerica's time slot, in a gloves-off bid for a KO. RM has moved aggressively this year to establish themselves in the motorcycle auction world, including bikes in many of their glossy 'car' sales abroad. By contrast, Bonhams has built their motorcycle division in the US slowly, hoping to expand on their auction hegemony in England [note; Bonhams is the principal sponsor of the Vintagent].

You never know what will turn up in Las Vegas; this genuine 1950 Vincent Black Lightning is one example, which I later rode at the Grossglockner Hillclimb!

This confluence of the 'Big 3' of global motorcycle auctions makes Las Vegas 2012 an incomparable vintage motorcycle showplace...there is simply nothing like this event anywhere else.  If you like vintage bikes, you'd have a hard time finding this many on display in any museum or show... and they're all for sale.  Questions remain whether enough buyers will support such a mega-sale of old motorcycles, or whether an excess of machinery will leave all 3 houses limping home Jan 16th.  Certainly, Mecum Auctions learned a bitter lesson at Pebble Beach in 2011, when their massive sale of bought-in motorcycles lost them something like $700k, by my calculations... I doubt we'll see them play with motorcycles anytime soon. Will the same fate befall RM? Bonhams? MidAmerica?  One thing is certain; the Las Vegas auctions will be anything but dull.  Be there!


BMW Goes Moto-Public at Villa d'Este (May 25-27):

The Villa d'Este is a gem beside the already picturesque Lake Como in Italy, and their Concorso di Eleganza is considered the most exclusive automotive event on the planet.  No, you can't go, unless your car is on display (or you're a lucky journalist; see my story of 2011 here), but event sponsor BMW made a bold move with a parallel motorcycle Concorso at the open-to-the-public Villa Erba, and hit a home run with their fantastic display of machines.  They didn't advertise this event, in a bid for a quiet entry into the pantheon of great motorcycle shows, but the setting, organization, display, and motorcycles were peerless, and an excellent excuse to visit the most beautiful spot in Italy.

For 2012, BMW is spreading the word, the Concorso di Motociclette is back, and you're invited.  Visit their website for more details.


Year 4 at the Quail Motorcycle Gathering (May 5, 2012), and a special offer:

The Quail, already well established during Pebble Beach Week as the most exclusive and enjoyable automotive show of all, is slowly building momentum with their Quail Motorcycle Gathering, bringing a more diverse audience from further afield, better bikes on the grass, and a bigger Quail Ride on the Friday preceding the show.  Its a great excuse to come to California and enjoy the spectacular riding roads, weather, food, and a selection of great bikes.

They're offering discounted tickets (and free entry for under-15s) through Jan. 15th, on their website.

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HAPPY KRAMPUS!

Have a great holiday, whether with Krampus or St.Nick, or a little of both!

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FRATELLI BENELLI RACING

Fratelli Benelli: Antonio ('Tonino'), Francesco, Giovanni, Guiseppe, Filippo, Domenico

While glamorous rivals captured collective racing memory, the Benelli firm has a sterling history of race successes dating back to the 1920s, and a family of rider/manufacturer/racers who catapulted the little factory to the top echelons of racing.  Now known more for its bicycles (due to on again/off again production of motorcycles in recent years), there was a time when Benelli was synonymous with racing and World Championships, and that special Italian devotion to supercharged multi-cylinder racing exotica immediately prior to WW2.

The first Benelli of 1920, a 98cc two-stroke engine mounted at the rear of a bicycle

The factory's story begins with Teresa Benelli, recently widowed in 1911, who sold a bit of family property and invested the proceeds in machine tools, establishing a business at which her 6 sons could make a living. The Benelli Garage of Pesaro employed 5 of the 6 boys, who repaired guns, cars, and motorcycles; while the youngest, Antonio ('Tonino') was too young to work, his impact would perhaps be greatest of all, as a championship rider for the family business. At this early date, factory spares for cars and motorcycles could be difficult to obtain quickly, and the Garage was fully equipped to fabricate any parts necessary for repairs.

Tonino Benelli, four time Italian 175cc Champion, on one of the early 175cc OHC racers, in a beautiful period portrait

By 1918, the brothers' facility at making parts begged the question - why not make our own motorcycle? - and in 1919 they indeed built a 75cc two-stroke single-cylinder engine for attachment to a bicycle.  By 1920 they built the first motorcycle, with a larger 98cc engine attached by outrigger tubes to the rear of a bicycle.  The awkward engine position equated to poor handling, and the first machine wasn't a success, so by 1921 the engine was moved to the 'normal' position within the frame, and the engine capacity increased gradually to 150cc, with a two-speed gearbox and all-chain drive.

Tonino in 1924 on the 175cc two-stroke racer, at Pesaro's Foglia track

Young Tonino 'The Terror' pressured his brothers for more power, with the intention of racing. They obliged, and in his very first race, Tonino placed second Gino Moretti riding a 500cc Moto Guzzi, proving both his skill, and the potential of the little machine.  The little Benelli failed to win a race in 1922 or '23, but Tonino honed his skills as a rider, while his brothers learned valuable lessons from breakage and failure.  Wins began in 1924, and continued, while the Italian public took note of the little machine; the increased sales meant the brothers could buy new machine tools to create a new motorcycle - a four stroke of advanced specification.

Tonino Benelli on the new 175cc OHC racer, in 1927

Giuseppi Benelli designed a new machine of 175cc for 1927, with a stack of delicate gears driving an overhead camshaft; it was an impressive lightweight roadster, and a natural candidate for the race track. The overhead camshaft engine proved reliable and fast, and Tonino gathered a string of wins, including Benelli's first 'international' win at the Monza GP, culminating in the Italian 175cc Championship in both '27 and '28.  Now with a proper racing team, Benelli continued to rack up wins in 1929, and Tonino won the Italian Championship again in 1930. 

The factory team of double-OHC racers, in 1934

In the search for more power, another camshaft was added 'up top', and the new double-overhead-camshaft 175cc racer debuted in 1931, a very advanced machine and the technical equal of any racer of the day.  The engine still had an iron cylinder head and barrel, and initially a hand-shift with 3-speed gearbox, but by '32 a four-speed 'box with footshift brought the little Benelli bang up to date.  The Benelli race team ventured across Europe in a bid for increased export sales, winning GPs in France, Belgium, Holland, and Switzerland, effectively dominating the 175cc class through 1934 with their cracking little double-knocker lightweight.

The last (1934) version of the 'iron' engine, with an oil radiator built into the oil tank

The FIM abolished the 175cc racing class in 1934, and suddenly Benelli had racers without a category. Rather than immediately enlarge their racer to the 250cc class, they spent the next few years consolidating their roadsters, and capitalizing on their new visibility across Europe.  By 1936 their model range were all single-cylinder, overhead-camshaft machines of 175cc, 250cc, and 500cc.  These roadsters were all fast, reliable, and popular, and Benelli became the fifth-largest motorcycle manufacturer in Italy.  By 1938, their '250 Sport S' roadster was good for 93mph, a figure not bettered by a production '250' until the 1960s.

The '500 Sport' roadster of 1936

But racing beckoned; Benelli could not rest on its laurels forever, and while the production range was consolidated, the race shop designed a completely new 250cc racing engine in 1938, again DOHC, but all-alloy, and with rear suspsension (a swingarm with plunger springboxes, and friction damping).  The new engine could be revved to 9000rpm, and proved nearly bomb-proof, even at 110mph.  The competition had changed dramatically though, as GP racing gained international sporting significance, and much larger companies were prepared to invest heavily in new technology and very advanced racing machines.  In the 250cc field, Benelli's most significant competition came from Moto Guzzi, with their supercharged flat single, and DKW, with their supercharged two-stroke.  Even with their blowers, these machines had trouble shaking off the solid and good-handling Benelli, which could be every bit as fast as its rivals, and definitely more reliable.

The new 250cc racer with swingarm rear suspension and huge brakes

 A 1-2-3 at the 1938 Italian GP was an eye-opener for all concerned, especially riders in the 350cc class, whose race averages were slower than the winning 250!  Englishman Ted Mellors took note, as his own 350cc Velocette MkVIII KTT had been outclassed by the winning Benelli of Francisci Bruno.  Mellors approached Benelli about a ride for the 1939 Isle of Man Lightweight TT; this was an excellent opportunity for the factory; an experienced and successful Island rider riding -free!- for the most difficult and prestigious road race in the world. 

Ted Mellors at the 1939 Isle of Man Lightweight TT (note bronze-head Velo mk4KTT in the background, in road trim)

In that tense year of 1939, great forces stood poised on the brink of armed conflict, and every international sporting contest became a proxy war between nations.  The Isle of Man TT had been the private playground of English motorcycle companies since the wakeup of a 1-2-3 Indian victory of 1911, with only occasional losses to the 'foreign menace'.  The lineup of racers at the 1939 TT showed a glaring technological gap between Continental and English machines, as well-developed supercharged, multi-cylinder bikes from Europe had become reliable enough to seriously challenge the solid, good-handling English single-cylinders.  In the 250cc race, the blown Moto Guzzis and DKWs were fastest, but the Benelli was no slouch, and its reliability proved the decisive asset which assured a win for Ted Mellors.

Mellors in '39; wet conditions at the Isle of Man dampened speeds

Benelli had seen the future in 1938, and begun experimenting with a supercharger on their 250cc single, which gave 45hp and 125mph.  This was good, but better would be a four-cylinder engine of their own; a 250cc with a supercharger and twin overhead cams.  Giovanni Benelli designed the new 'four' in 1938, it was built in '39, proving incredibly fast; pumping out 52.5hp at 10,000rpm, it rocketed to 146mph; 16mph faster than their nearest rival, the Moto Guzzi.  The machine was ready by 1940, but international racing was strictly between bullets by then, and the brothers Benelli, fearing the worst, hid their four-cylinder engine in a dry well in the countryside, and scattered their racing singles in barns and cellar across northern Italy.

The incredibly fast 250cc four-cylinder supercharged Benelli racer of 1940...146mph!

The factory was completely destroyed in the war, and their machine tools stolen by retreating German forces.  When the smoke cleared, it was the sons of fratelli Benelli who had the energy to begin again, tracked down some of their tooling in Germany and Austria.  Their first post-war machines were modified ex-military Harleys, Matchlesses, and BSAs, to which they fit swingarm rear suspension.  Within two years, Benelli were again making their own motorcycles, mostly utilitarian lightweights.  And racing!  Enough of their prewar racing singles survived to form a Works team, and rider Dario Ambrosini chalked up win after win in 1948 and '49.  The FIM created the first World Championship series in 1949, and Benelli decided to invest in a bid to win for 1950, sending Ambrosini abroad to battle rival Moto Guzzi, who shared their ambition.

Dario Ambrosini on the 1950 version of the Benelli 250cc single cylinder racer

Dario Ambrosini had never raced at the Isle of Man TT, but proved a fast learner, shaving 66 seconds from his lap time between rounds 2 and 3, during the race!  His win at the 1950 Lightweight, plus Monza and the Swiss GP, gave Benelli their first World Championship.  Hopes for a repeat in '51 were dashed when Ambrosini was killed during practice at the Albi GP in France.  Stunned by their victor's death, and with no other rider in their team, Benelli withdrew from racing for a few years.

Dario Ambrosini's 1951 250cc machine, now with telescopic front forks and a swingarm rear suspension

They returned to racing in 1959, building just four machines, a fresh design of unit construction short-stroke 250cc DOHC singles.  Benelli's rivals, Ducati and MV Agusta, used high-revving twin-cylinder racers in the 250cc class, and while Geoff Duke won the Swiss GP in '59, his was the only victory for these last single-cylinder racers.  [One of these four machines, serial # GPX1003, is coming up for auction at the Bonhams Las Vegas sale].  The new racer was fast and reliable, but as with 1939, it was clear more cylinders held the key to GP victory, and having once tasted a World Championship, Benelli was in it for the big prize.

Beauty is as beauty does; the sculptural timing gear case is indeed a thing to behold.

In 1960, Benelli's Ingeniere Savelli took inspiration from the 1940 four-cylinder racer, and created a new 250cc 'four'.  More about these in the next post....

The 1959 250cc last-series Benelli racer at the Team Obsolete HQ; this machine is now in England - a friend bought it!

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THE MOTORCYCLING DU PONTS

Éleuthére Paul du Pont in 1911, with his Indian strapped to his plane...

Éleuthère Irénée du Pont de Nemours was born a Parisian in 1771, of a family soon to be granted a noble title by Louis XVI (in 1784).  The du Ponts, especially father Pierre Samuel, had close ties to the government of France but were advocates of reform to the country's finances, which were heading rapidly towards bankruptcy after the French, to spite the English, heavily funded the American colonists' rebellion.  The French Revolution of 1789 saw many reform-minded aristocrats such as the du Ponts (many of whom were members of Masonic clubs advocating democratic change) elevated to important positions.  Pierre Samuel was even President of the National Constituent Assembly, and added 'de Nemours' to the family name to distinguish himself from other du Ponts in the new government.

Éleuthére Irénée du Pont de Nemours

Tension between radical Jacobins and moderate aristocrats, both seekers of change, became increasingly focused on class distinction, and many nobles lost the titular d' or du or de appending their surname, bowing to the fashion for 'egalité', and an increasingly hostile atmosphere towards inherited titles.  For Pierre Samuel, his physical defense of King Louis and Marie Antoinette from a bloodthirsty mob in 1792 culminated in imprisonment by 1794, which meant the guillotine for any aristocrat, and thousands of others put to a defense-less trial, or no trial at all.  But, as 'revolutions eat their heroes', the beheading of Maximilian Robespierre later that year meant du Pont and his family survived, but the continuing political and economic turmoil of the Directoire period (1795-99), plus the sacking of their home by a mob, saw the du Ponts sailing for America in 1799.

Groundbreaking French chemist Antoine Lavoisier and his wife Marie-Ann, as painted in 1788 by Jacques-Louis David...who posed no objection in the French Convention as his friend Antoine was condemned and executed in 1794.

Éleuthére had worked with the renowned French chemist Antoine-Laurent Lavoisier (before he was condemned with "The Republic needs neither scientists nor chemists", and beheaded in 1794) at the Paris Arsenal, gaining expertise in gunpowder and nitrate extraction/manufacture, which would play a huge role in the family's development of nitrocellulose lacquers, and 'smokeless' gunpowder, in the US.  The family intended to create a French cultural community in Maine, but a hunting trip with a US military gunpowder procurer (and former French officer, Louis de Tousard) demonstrated the inferior quality of American black powder. Éleuthére's expertise in the manufacture of gunpowder led the family to invest heavily ($84,000 in 1802) in the creation of E.I.du Pont de Nemours and Co., or simply DuPont, in the Brandywine Valley of Delaware. 

The Delaware DuPont plant ca.1850

Subsequent generations of du Ponts arranged inter-marriage to cousins, keeping their rapidly expanding wealth, and family control of their business, close at hand. The Du Pont corporation grew into the world's third largest chemical company, inventing things like nylon and kevlar and neoprene. As their wealth exploded, du Pont family members invested in many other areas, including, for a time, automobile (Pierre du Pont was president of General Motors in 1920) and motorcycle manufacture.

A 1929 DuPont Motors Model 'G' Merrimack at Pebble Beach

The family dabbled in making DuPont automobiles of their own starting in 1919, when E.Paul du Pont, a lifelong tinkerer and 'gearhead', grew from making marine engines for the US WW1 effort, to full automobiles.  As only around 600 DuPonts were made in the 12 years of the company's existence, it was clearly never going to be an enormous success, especially after the stock market crash of 1929.  E.Paul's brother Frances had invested $300,000 (in 1923) in the Hendee Mf'g Co., makers of Indian motocycles, and Indian's near-bankruptcy in 1930 meant the family was likely to lose a substantial investment.  E.Paul merged DuPont Motors with Hendee in 1930, deciding in '31 to drop autos completely, and concentrate on making Indians.

E.Paul was instrumental in creating the Indian '841' for the US military in WW2; with vibrationless 90degree v-twin motor, hydraulic suspension, large brakes, and a shaft drive, less than 1000 were ultimately built.  This is his personal machine, on which du Pont rode many thousands of miles, pronouncing it his 'favorite motorcycle'.

As the new president of Indian, E.Paul made significant changes; as a lifelong motorcyclist (having built his first clip-on moped as a teen, then owned an early Indian 'Camelback'), he felt the days of motorcycles as utilitarian vehicles were over, and embraced the idea of a motorcycle as 'leisure object'.

Éleuthére Paul du Pont in the late 1930s with his 1908 Indian 'Camelback'

To support this view, the company focused on three areas: the new production-based 'Class C' racing in the US, the DuPont Company's huge automotive paint color palette, and the styling of Briggs Weaver. DuPont pioneered fast-drying nitrocellulose lacquer auto paint in the early 1920s, and suddenly brilliant colors were no longer a hindrance to manufacture, as previously only black paint would dry quickly enough for economical manufacture (Henry Ford's famous 'any color as long as it's black' was a practical dictum - only black paint dried quickly).  Thus, Indian motocycles were shortly available in 24 different, brilliant colors, while their sheet metal grew more elaborate and Art Deco-inspired, and their racing team grew increasingly successful (E.Paul's son Steven was an engineer and helped developed the 'Big Base' racing Scout).

E.Paul du Pont, an inveterate tinkerer, with one of his lathes at the Indian factory

By 1938, Indian had gone from losing hundreds of thousand of dollars per year, to amassing huge profits with their beautiful and iconic motorcycles - the Chief and Scout.  Briggs Weaver's styling of these models remains emblematic of Indian's identity; the deeply skirted Deco fenders and Indian-head motifs are still our first image of Indians today, and the brand identity of every subsequent revival of the Indian marque in modern times.  As WW2 approached, riders smelling an upcoming war bought out the company's production, before civilian production stopped, and the factory concentrated on building motorcycles for the US military.  The immediate pre-war period was the peak of Indian's profitability, but E.Paul Du Pont's health was declining, and the profitable Indian factory was very attractive to investors.  In 1945 Indian was sold to an investment group headed by Ralph B. Rogers.

The du Pont collection in the hangar/museum in Pennsylvania

The family maintained an interest in motorcycles even after selling Indian, and E.Paul's son Jacques du Pont became an avid motorcycle racer in the 1950's, doing well in the AMA and competing for several years at the Isle of Man TT.  The 3 generations of du Pont motorcycle enthusiasts amassed an interesting collection of machines which it occasionally displayed at a small museum.  As the elder generation of du Ponts has died, family interest in the motorcycles waned, and they've decided to sell the collection of nearly 50 interesting machines, which encompass their years of riding and owning Indians (notably E.Paul's personal Camelback single and twin-cylinders) as well as their post-Indian years of riding and competing on other marques.  50 of their machines were sold at auction; the Bonhams Las Vegas sale on Jan. 12, 2012.

Unrestored 1903 Indian Camelback from E.Paul's personal collection

The collection included an unrestored 1903 Indian 'Camelback', plus 1908  Camelback single and twins, a 1915 Board Track Racer, an original paint 1909 Pope single, and what may be the last Indian Chief supplied to a dealer.  The sale represented a rare opportunity to own motorcycles with a connection to the fascinating du Pont family, who played a very important role in American motorcycling.

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2012 YAMAHA FZ8 motorcycle pictures collection

2012 YAMAHA FZ8

Yamaha Motorcycle pictures collection

2012 YAMAHA FZ8
Click Thumbnail to download (size 1600 x 1200 pixels)

2012 Yamaha FZ8 Review

The FZ8 has a streetfighter attitude with sporkbike manners.

Combining sports performance and agressive styling with all day riding comfort, the 2012 Yamaha FZ8 is a special breed of motorcycle. The word practical pops to mind, but don't confuse practical with dull. Most riders can only afford one machine and the 2012 FZ8 is worth a serious look. It delivers solid performance from its 779cc inline-four engine and excellent handling thanks to the 2012 FZ1 inspired twin spar aluminum frame. And when it comes to comfort, it's in the bag.

The motorcycle world is becoming more highly specialized by the day.

Special niche models are popping up everywhere. Unfortunately, most of us can only afford one bike. The FZ8 is a brilliant "all-rounder" that brings fun, excitement and adrenalin to each and every ride. It is ready to slice its way through the "twisties", cruise the backroads in comfort and style or make that daily commute a bunch more enjoyable. Attitude, power, handling and style, the FZ8 is the ultimate everyday sport bike.

The 2012 Yamaha FZ8 is a do-it-all sport bike with amazing all around performance for both the urban commando and the weekend canyon carver. And at 800cc it splits the difference between a 600 and 1000cc litre bike so you get lightweight handling along with great torque... all in a stylish upright package.

2012 Yamaha FZ8 Highlights and Key Features:

• Fuel Consumption ± 16.5kpl/47mpg(Imp)

• 779cc , 4-valve, inline 4

• real world comfort & ergonomics

Key Features:

• The 779cc engine combines top end components, including ceramic-composite-coated cylinders and forged aluminum pistons, with a carefully optimized crankshaft to deliver the perfect power curve and torquey performance character for this category.

• The FZ8 fills the gap for sport riders who feel a 600cc is too small and a 1000cc is too big.

• Muscular, naked bike styling gives an aggressive, mass-forward stance. This bike screams attitude.

• Comfortable, upright riding position with a compact design that contributes to the bike’s first-rate handling. This bike simply excels, both in the morning commute and on that spirited weekend ride on a twisty back country road.

• Cast aluminum frame and Controlled-Fill aluminum swingarm is lightweight and provides the ideal rigidity balance for outstanding cornering performance.

2012 Yamaha FZ8 Features and Benefits

ENGINE

779cc, DOHC, 16 valve (4-valves/cyl), liquid-cooled, 40 degree inclined, in-line four-cylinder engine. The engine has been tuned to provide plenty of low to mid range torque with strong yet linear throttle response. Redline is set at 11,500 rpm and features a "soft" rev limiter to protect the engine.

Pistons, cylinder, cylinder head, cams, valves and crankshaft are unique to the FZ8. Most other engine components are shared with the FZ1.

Compact "Pent roof" combustion chamber design features 4-valves per cylinder and a 12:1 compression ratio for excellent torque feeling. Four valves per cylinder enhances the low to midrange torque.

Pistons, cylinder, cylinder head, cams, valves and crankshaft are unique to the FZ8. Most other engine components are shared with the FZ1.

Intake valves are 26mm in diameter while the exhaust valves are 22mm. The valve angle is set at 26 degrees to keep the combustion chamber compact

Crankshaft inertial mass has been optimized to achieve strong torque over a broad rpm range as well as fast throttle response.

"Fracture split" connecting rods are carburized for extra strength and use a nut less design. The lower end "cap" of the rod is made from the same piece of material as the upper portion; this design is known as "fracture splitting". This design aids establishing true big end roundness and greater precision in con rod dimensions for excellent durability despite the high horsepower loads.

Ceramic composite cylinder "bores" are a "liner less" design with the ceramic coating sprayed directly on the aluminum block. This coating enhances the thin film of oil between the cylinder and piston which reduces friction and increases power. Other important benefits include; excellent heat dissipation for consistent power delivery and reduced weight since there are no heavy liners.

Short skirt, lightweight forged pistons. Lightweight design aids in fast engine response and reduced engine weight. During the forging process, the aluminum is heated to the point where it can be shaped under pressure in a die but not to the point that it melts. By not melting the aluminum, the material stays stronger and hence can be lighter with excellent durability.

Lightweight, hollow intake and exhaust camshafts provide incredible horsepower and fast engine response. Cam profiles and the cam timing are designed to enhance low to midrange power and torque.

Inline 4 cylinder crankshaft is based on the FZ1 design.

Automatic hydraulic cam chain tensioner reduces both maintenance and mechanical engine noise.

Mikuni "sub throttle valve" fuel injection system is based on the FZ1 design, featuring 35mm throttle bodies fitted with T.P.S. (Throttle Position Sensor). This style of fuel injection uses sub throttle valves in addition to the main valves to further control the intake airflow. The sub valves optimize the intake volumetric efficiency at all rpms and are powered by a stepping motor that is controlled by the ECU. The key benefit is excellent "ride ability" and throttle response.

The injectors are sequential high dynamic range type featuring 4 holes and a dual directional spray pattern for excellent power and a linear throttle response across the entire rev range.

The fuel injection's lightweight Electronic Control Unit (ECU) utilizes a powerful 32-bit processor for fast control of the injection process. The compact design also reduces weight.

7.8 litre airbox features different intake funnel lengths for the inner (150mm) and outer (125mm) cylinders. The benefit is a wide torque curve. A high flow, paper type air filter is utilized.

R1 inspired "stacked" 3-axis gearbox / clutch design stacks input/output shafts to centralize mass and keeps overall engine size shorter front to back. As a result, the stacked design gives the engineers the freedom to place the engine in the frame for optimum front to rear weight balance and thereby maximizing handling performance.

Smooth shifting wide ratio 6-speed transmission features optimized gear ratios for maximum performance in the "real world". 5th and 6th ratios are "tall" for reduced engine rpms at highway speeds for excellent rider comfort.

Compact, heavy duty, multi-plate clutch ensures consistent, positive engagement. The clutch has been designed to provide a light lever pull for excellent rider comfort … especially during stop and go city use.

4 into 2 into 1 exhaust system features 35mm diameter, stainless steel header pipes and a short design silencer / muffler. The header pipe length has been optimized for maximum power and torque. This system is fitted with a 3-way honeycomb catalyzer with an oxygen sensor to reduce harmful CO and HC exhaust emissions. The oxygen sensor monitors the amount of oxygen in the spent gases and adjusts the fuel -air mixture via the ECU and FI system for maximum performance with minimum emissions.

High-efficiency "curved" design radiator features compact dual ring-type fans for maximum cooling efficiency. This rad and fan design allows more airflow than conventional flat design rads to maintain optimum engine temperatures for consistent power output.

Large liquid-cooled oil cooler maintains stable lubricant temperatures for extended engine life.

Convenient cartridge style spin-on oil filter.

Convenient oil level sight glass means easy oil level inspection.

Maintenance-free transistor-controlled digital ignition ensures great performance at all rpms.

Air Induction System (AIS … not ram air) reduces harmful HC and CO emissions for a cleaner environment.

CHASSIS / SUSPENSION

Gravity cast, lightweight aluminum twin spar frame provides an optimized rigidity balance for incredible sports performance combined with great stability. The engine is a stressed member of the chassis, allowing a lighter main frame design without sacrificing stability and light, agile handling qualities. The frame is the same spec and shape as the FZ1.

The riding position is one of the most important features of the FZ8. Based on the FZ1 layout, it offers a balance between a sporty riding position and excellent rider comfort thanks to its upright design.

Key chassis geometry figures include: 1460mm (57.5") wheelbase 51% front and 49 % rear weight balance, 25 degrees of rake and 109 mm of trail. The 47 degree lean angle highlights the FZ8 sporty side.

Detachable steel rear sub frame allows easy access to rear suspension components and reduces costs in the event of a "loop-out".

C.F. (Controlled Filling) die cast aluminum truss-type rear swingarm offers great rear wheel control and traction for razor-sharp cornering and superb stability at speed. The 3-axis stacked engine design allows enough room for the engineers to use this long design (690mm) swingarm, which minimizes the effect of the chain tension on the bike's handling.

43mm Kayaba inverted cartridge style fork offers 130mm (5.1") of wheel travel. Fork offset is 25 degrees. The benefits of the inverted design include, reduced "unsprung" weight and reduced fork flex since the larger diameter tubes are gripped in the triple clamps. Unsprung weight is weight or mass of the suspension and the components such as the wheels and other components that move with the suspension. A reduction in unsprung weight allows improved control of the suspension function.

Lightweight aluminum upper and lower triple clamps.

Link-type Monocross rear suspension features a preload adjustable shock that allows the rider to tailor spring preload to match load and/or road conditions. Adjustments include 9 - way spring preload. Rear wheel travel is 130mm or 5.1"

Dual 310mm front discs are squeezed by ultra rigid R6 inspired monoblock, 4-piston calipers which provide outstanding stopping power and feel. The master cylinder utilizes a 16mm piston for outstanding stopping power with less lever effort.

267mm rear disc is squeezed by a lightweight single piston slide-type Nissin caliper with sintered metal brake pads.

Lightweight cast-aluminum 5-spoke wheels reduce unsprung weight for great handling characteristics. The front wheel is an MT3.50-17 and is fitted with a 120/70-ZR17 radial tire. The rear wheel is a MT5.50-17 fitted with a 180/55-ZR17 radial tire.

Aggressive single headlight provides plenty of illumination with its 60/55 watt halogen bulb. There is even a super small, colour matched "bikini" windshield mounted above the headlight to add even more style.

Conventional handlebar design features an upright positioning for maximum everyday riding comfort.

17-liter fuel tank offers a slim design with great knee grip. The reserve portion of the tank is 3.4 litres.

Separate rider and passenger seats offers exceptional solo or two-up comfort. Seat width is narrower than the FZ1, making it easier to touch the ground. Seat height is 815mm (32.1")

One-piece race inspired instrument features analog tachometer, digital speedometer, odometer, dual tripmeters, fuel gauge, fuel reserve tripmeter (counts kilometres since the fuel went on reserve), clock, coolant temperature and a self diagnosis mode.

ADDITIONAL DETAILS / FEATURES

• Adjustable, 5-position front brake lever

• Small storage compartment under the passenger seat

• Excessive lean angle engine cut-out switch … if unit is on its side the engine will shut down

• Extended idle cut-off … if engine idles for more than 20 minutes it will automatically shut down

• Lockable steering

• Durable "O"-ring-sealed drive chain

• Lightweight, sealed low-maintenance battery

• The FZ8 offers a significant level of power and performance. It is not intended for novice or inexperienced riders.

Specifications

MSRP* $8,690 (Matte Gray/Matte Black) Available from October 2011

ENGINE

Type 779cc liquid-cooled inline 4-cylinder; DOHC, 16 valves

Bore x Stroke 68.0 x 53.6mm

Compression Ratio 12.0:1

Fuel Delivery Fuel Injection

Ignition Digital TCI: Transistor Controlled Ignition with 32-bit ECU

Transmission 6-speed w/multiplate clutch

Final Drive O-ring chain

CHASSIS

Suspension / Front 5.1-in travel

Suspension / Rear 5.1-in travel

Brakes / Front Dual 310mm hydraulic discs

Brakes / Rear 267mm disc

Tires / Front 120/70-ZR17

Tires / Rear 180/55-ZR17

DIMENSIONS

Length 84.3 in

Width 30.3 in

Height 41.9 in

Seat Height 32.1 in

Wheelbase 57.5 in

Ground Clearance 5.5 in

Rake (Caster Angle) 25.0°

Trail 4.3 in

Fuel Capacity 4.5 gal

Fuel Economy** 39.8 mpg

Wet Weight*** 467 lb

OTHER

Warranty 1 Year (Limited Factory Warranty)

Citron & Bloom, LLC citronlegal.com Bicycle / Scooter Accidents Florida bicycle accident and scooter accident lawyers handling cases in Broward, Miami-Dade, Palm Beach, Collier and Lee Counties. With the costs of gas skyrocketing, many Floridians have turned to bicycles and scooters as a means of transportation. Floridians are also using bicycles and scooters because they are environmentally friendly. Due to the increase in the popularity of these modes of transportation, bicyclists and drivers of scooters have been exposed to a significant risk of being involved in an accident when they take to the roadways. Although there is nothing more relaxing than a ride in the Florida sun, thousands of riders are injured each year as a result of collisions with motor vehicles. Many bicyclists and drivers of scooters are injured and killed as the result of the negligent operation of a car or truck. Similar to motorcycle riders, bicyclists and drivers of scooters are at a greater risk for injury following a collision because the vehicle they are riding weighs significantly less than the offending car or truck, In addition, bicyclists and drivers of scooters do not have the benefit of a steel shield to protect them during a collision. The Fort Lauderdale bicycle accident lawyers and scooter accident lawyers at Citron & Bloom understand that the resulting injuries from such an incident include broken limbs, spinal cord injuries and wrongful death. We appreciate what your family is going through and will take the patience necessary to investigate and evaluate all aspects of your claim including hiring the foremost expert witnesses to recreate the accident scene. Our firm will make every effort to aggressively fight for your rights so that you and your family are able to receive the most possible compensation. Whether the bicycle, scooter or pedestrian accident took place in Aventura, Cooper City, Sunrise, West Palm Beach or in any of Florida’s coastal cities, our team of professionals can help. If you or someone you know was involved in a bicycle accident or scooter accident, please contact the Fort Lauderdale accident lawyers at Citron & Bloom toll free at 866-GoLawyer for a NO-COST CONSULTATION TODAY. Contact Us Toll Free: 866-GoLawyer Weston Office 2893 Executive Park Drive, Suite 203 Weston, Florida 33331 Phone: 954-712-1686 Coral Springs Office 2900 University Drive Coral Springs, Florida 33065 Phone: 954-340-6060

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2012 YAMAHA Stratoliner Deluxe Motorcycle review, pictures, specs

2012 YAMAHA Stratoliner Deluxe

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2012 YAMAHA Stratoliner Deluxe
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2012 Yamaha Stratoliner Deluxe Review

Comfort, convenience and head turning style.

With more amenities than ever including navigation, the Stratoliner Deluxe is the new standard in baggers.

Comfort, convenience and style are the best adjectives to describe the 2012 Yamaha Stratoliner Deluxe causual full dress tourer. From its authentic air cooled V-Twin engine with EFI to the sleek "neo-classic" styling lines of the fairing, the "Bagger Deluxe" is ready for some serious road time.

Take our award winning Stratoliner and mix in the most popular touring amenities available today and you have the stylish Stratoliner Deluxe.

Featuring a hard fairing with an aggressive mini windshield and colour matched hard saddlebags, the "Bagger Deluxe" is ready to impress. Plug in your iPod®, turn up the tunes with the handlebar mounted audio controller and let the miles fade into the distance.

Baggers can be choosers. Think all baggers are created equal? Think again. The 2012 Yamaha Stratoliner Deluxe is one of the most powerful and stylish. And this year it's packed with more features than ever including an all-new Garmin Zoom 665 GPS with flip down design loaded with features. It's easy to see why the 2012 Stratoliner Deluxe is in a class all its own.

2012 Yamaha Stratoliner Deluxe Highlights and Key Features:

• Fuel Consumption ± 16.5kpl/45mpg(Imp)
• Audio ready fairing
• Hard saddlebags

Key Features:
• New motorcycle-friendly Garmin® Zumo® 665 GPS with a flip down design is loaded with features, including: navigation, Bluetooth,® Sirius®/XM® satellite radio† capability, real-time weather and traffic, road condition warnings, and much more!
• The Stratoliner Deluxe comes standard with a fairing that includes integrated speakers and connectors for iPod® /iPhone® players, plus a convenient, handlebar-mounted audio control system.
• A pair of large, color-matched, locking hard sidebags make the Stratoliner Deluxe excellent for long hauls and short trips.
• Powerful and beautiful 113-cubic-inch (1854cc) air-cooled, pushrod V-twin produces great thrust at any speed.
• Twin-bore downdraft electronic fuel injection provides optimum engine efficiency and throttle response in the widest possible range of conditions.
• Neo-streamline design gives the Stratoliner Deluxe a completely distinctive look and the fairing offers excellent weather protection.
• Long and low aluminum frame provides great looks and light handling unlike any other full-size cruiser.
• A sculpted seat makes the Stratoliner Deluxe an excellent place to sit on long rides.
• The Star® Accessories Catalog is packed full of high-quality parts that invite Star owners to fully express their individuality.

New for 2012:
• New motorcycle-friendly Garmin® Zumo® 665 GPS with a flip down design is loaded with features, including: navigation, Bluetooth®, and optional with subscription Sirius®/XM® satellite radio ready, real-time weather and traffic, road condition warnings, and much more.
• New closeable lid helps keep iPod, iPhone, and other small items in place.
• The 2012 Stratoliner Deluxe features a redesigned tank emblem for a modern look.
• New chrome speaker trim accentuates the styling of the Stratoliner Deluxe.

2012 Yamaha Stratoliner Deluxe Features and Benefits

ENGINE

1854cc, air-cooled, long-stroke, OHV, 4 valves per cylinder, 48°, V-twin powerplant produces massive torque and class leading acceleration.

Traditional pushrod valve actuation keeps engine height down for a lower centre of gravity and ensures more uniform heat dissipation due to absence of a cam chain case. A lower centre of gravity helps to ensure light, easy handling.

Four-valve cylinder heads provide optimal breathing efficiency for great power delivery at all rpms. The two spark plugs per cylinder means faster, more complete combustion for maximum power output.

Cylinder head utilizes a pent roof combustion chamber design and features an oil passage near the exhaust valve seats to improve cooling and durability. The heads also feature engine mounting points on each side of the head for increased chassis rigidity for exceptional handling.

Large size valves increase engine horsepower and torque. The intake valves are 36mm in diameter while the exhaust valves are 31mm.

Specially designed valve train includes short design intake and exhaust rocker arms that reduce inertia during higher rpm use.

Twin, crankcase-mounted, high-lift cams ensure strong torque and class leading acceleration while also lowering the centre of gravity.

Mechanical centrifugal decompression mechanism located in each of the exhaust camshafts ensures fast, easy starts. This system reduces weight and complexity since no solenoid etc. is required.

Hydraulic valve lifters driven by the twin camshafts deliver exceptional performance and significantly reduce maintenance and tune-up requirements.

Large-diameter pistons are both durable and lightweight. Yamaha's exclusive "controlled forged construction" keeps the pistons light for faster response and reduced vibration and reciprocating mass. The pistons feature an Alumite coating to reduce friction.

The dry sump oil lubrication system has been optimized to ensure maximum lubrication and cooling. Special oil nozzles direct oil at the underside of the pistons to cool and lubricate them.

Special "dual chamber" crankcase design. The front section is for the crank assembly while the rear is for the transmission. Two, 3-rotor high capacity oil pumps optimizes oil flow in each of the two main sections of the engine.

Ceramic composite-plated cylinders provide uniform heat dissipation, reduce weight, reduce friction and increase cylinder service life.

Cooling fin thickness and depth is optimized for maximum heat dissipation, thereby eliminating the need for liquid cooling, while maintaining that traditional, stylish air-cooled engine appearance.

Optimized "damper-less" crankshaft allows the rider to feel the directness of the engine's power. For each rotation of the rear wheel, in 5th gear, the crank spins 3.14 times providing an outstanding rear wheel driving force feeling to the rider.

Compact design dual engine counterbalancers reduce vibration for exceptional rider and passenger comfort.

"Tri-axis" crankcase layout means the crankshaft, main axle and drive axle are specially arranged to minimize the size of the engine cases and centralize mass.

Mikuni 43mm, twin-bore, downdraft throttle body fuel injection (FI) with throttle position sensor (TPS) ensures great throttle response and maximum power throughout the rev range. This system is a "closed loop" system since it utilizes an oxygen sensor in the exhaust to monitor spent exhaust gases and adjust the FI system if necessary. The benefits of fuel injection include chokeless operation, increased fuel economy, instant throttle response and reduced emissions.

The 12-hole, 2-directional Mikuni fuel injectors produce a wide spray pattern for complete cylinder filling. This special spray pattern combined with the dual spark plug heads ensure complete combustion for maximum power. An Idle Speed Control (ISC) has been adopted to ensure stable idling performance.

High capacity electronic fuel pump is located in the sub fuel tank under the seat.

State-of-the-art Electronic Control Unit (ECU) ensures precisely metered fuel delivery and optimal ignition spark control using 3D transistorized coil ignition (T.C.I.) mapping for each cylinder.

3.5 litre dual inlet air filter box is located under the tank. There are intake ducts at the front and rear of the air box for maximum breathing efficiency. This design not only maximizes air flow but also reduces weight. A viscous paper type air filter is used.

Air Induction System (AIS) injects fresh oxygen at the exhaust port to insure complete combustion thereby reducing harmful exhaust emissions (HC & CO) while a special air cut valve reduces backfiring when decelerating or coasting off throttle.

High-performance, 2-into-1-exhaust system features large diameter header pipes for maximum flow. The single muffler contains a 3-way honey comb matrix catalyzer to reduce harmful exhaust emissions. The stylish muffler helps to boost torque and horsepower while producing a throaty, V-twin growl.

The exhaust system also features a lightweight titanium EXUP exhaust power valve most commonly found on high performance sport bikes. The EXUP system not only provides crisp throttle response and eliminates "flat spots" but also improves acceleration and reduces fuel consumption and harmful emissions.

Dry sump lubrication system means a more compact engine design since the oil tank is not part of the engine, which lowers the centre of gravity for great handling and a light feel. A handy, spin-on oil filter means fast, easy oil changes.

Frame mounted oil cooler is a first on a Yamaha cruiser. The cooler maintains consistent oil temperatures for optimum cooling and lubrication of this massive V-twin powerplant.

Smooth-shifting, 5-speed transmission features optimized gear ratios for strong acceleration and relaxed cruising at highway speeds.

2-piece heel-and-toe shifter adds versatility and enhances the overall cruising experience. The 2-piece design allows the rider to individually adjust front and rear portions to suit foot size or remove the rear section if not desired.

Heavy duty 10 plate clutch is designed to compliment engine power characteristics. This clutch is operated by a hydraulic master cylinder instead of a cable. The hydraulic clutch design is low maintenance, self adjusting and very stylish.

Low-maintenance belt drive system not only significantly reduces maintenance but is also clean and quiet. A belt drive system uses less power than a shaft drive and reduces unsprung weight for great rear suspension performance.

CHASSIS / SUSPENSION

Aluminium, die cast, double-cradle frame reduces weight, while balancing strength and rigidity. The critical head pipe area features box type construction for additional strength. The frame not provides excellent handling characteristics but also compliments the beautiful flowing lines of the rest of the chassis and bodywork. The engine is stressed member for added rigidity.

Lightweight C.F. die cast aluminium swingarm offers superb rigidity and ensures excellent stability and handling. The C.F. die casting process allows for beautiful shapes that are both strong and light. This swingarm is a fashion statement in aluminium and compliments the rest of the Stratoliner's eye catching styling.

Rigid 46mm front fork offers 130mm (5.1") of wheel travel for exceptionally stable handling and great ride comfort. The fork features "slash cut" large diameter blacked-out fork shrouds to enhance the "neo-streamliner" styling.

Beefy, cast aluminium, top and bottom triple clamps help increase fork rigidity and reduce weight.

Link rear suspension features a spring preload adjustable single rear shock delivering outstanding ride comfort and precise handling. The shock is horizontally positioned under the engine for a lower center of gravity and is hidden to provide that classic "hardtail" look. Rear wheel travel is 110mm (4.3").

Powerful dual 298mm floating front discs are squeezed by ultra rigid, 4-piston, monoblock calipers providing sport-bike spec stopping power. These brakes also provide great lever feel and feedback.

Huge 320mm rear disc is squeezed by a single piston caliper mounted below the swingarm for a lower center of gravity and that customized "hidden look".

Lightweight polished 12 spoke cast aluminium mag wheels reduce weight and enhance handling and styling. The front wheel is MT 4.00x18 while the rear wheel is a MT 5.50x17. Both are fitted with tubeless radial tires that provide excellent traction and reduced rolling resistance.

Two-piece seat design features a wide, flat profile for excellent rider comfort. The passenger seat features a small lip at the rear of the seat providing a secure feeling for the passenger.

Teardrop shaped rider floorboards with floating rubber inserts reduce vibration.

51w /55w high efficiency Irradiation headlight. This is a 2 bulb design, one for low beam and one for high beam. The unique headlight body compliments the "neo-streamline" styling.

Steel fenders front and rear can be easily customized or painted to suit personal preferences.

Flangeless teardrop style fuel tank. There are no welds visible, providing that custom look. The total fuel capacity is 17 litres thanks to a 3 litre sub tank located low in the frame below the seat. A high pressure electric fuel pump with quick connect fittings provide fuel to the FI system.

New 3-D fuel tank emblems.

Large 1.25" diameter handlebars. All electrical wires are hidden inside the handlebars for that clean custom look. Selected meter functions can be controlled by buttons on the back of RHS handlebar switch.

Fuel tank mounted instrument panel. The speedo has the classic "clock" styling motif. Just below the large analogue speedo is an analogue tach and fuel gauge. Other functions include digital odometer, dual tripmeters, fuel reserve trip counter and clock. Background illumination can be adjusted to suit personal preferences.

Classic design hard fairing with mini windshield provides a unique styling cue while offering wind and weather protection. This handlebar mounted fairing includes integrated speakers and is pre-wired for easy connection of an iPod® player.

Convenient handlebar mounted audio controller.

Beautifully styled, colour matched hard saddlebags provide ample storage for causal weekend tours.

ADDITIONAL DETAILS / FEATURES

• Industry-leading, Star family fit and finish creates a machine as stunning as it is powerful.
• New chrome speaker trim
• Extra wide, brake and clutch levers provide that quality feel and look.
• Highly visible, clear look LED taillight
• Self-canceling turn signals (15 seconds or 150 meters) with stylish clear lenses.
• Low-fuel warning light
• Low maintenance sealed battery
• Fork lock integrated into main ignition switch for extra convenience
• Numerous blacked out components including: forks, handlebar switches, selected engine covers


Specifications/Technical Details
MSRP* $17,990 (Liquid Silver) Available from February 2012

ENGINE
Type 113-cubic-inch (1854cc) air-cooled 48° V-twin; pushrod OHV, 4 valves/cylinder
Bore x Stroke 100mm x 118mm
Compression Ratio 9.48:1
Fuel Delivery Twin-Bore electronic fuel injection; throttle position sensor
Ignition TCI: Transistor Controlled Ignition
Transmission 5-speed; multiplate wet clutch
Final Drive Belt

CHASSIS
Frame Aluminum
Suspension / Front 46mm telescopic fork; 5.1-in travel
Suspension / Rear Single shock; 4.3-in travel
Brakes / Front Dual hydraulic disc, 298mm
Brakes / Rear Hydraulic disc, 320mm
Tires / Front 130/70-18
Tires / Rear 190/60-17
Wheels 12-spoke cast

DIMENSIONS
Length 101.6 in
Width N/A
Height 59.6 in
Seat Height 27.8 in
Wheelbase 67.5 in
Ground Clearance 6.1 in
Fuel Capacity 4.5 gal
Fuel Economy** N/A
Wet Weight*** 794 lb

OTHER
Warranty 1 Year (Limited Factory Warranty)

Citron & Bloom, LLC citronlegal.com Bicycle / Scooter Accidents Florida bicycle accident and scooter accident lawyers handling cases in Broward, Miami-Dade, Palm Beach, Collier and Lee Counties. With the costs of gas skyrocketing, many Floridians have turned to bicycles and scooters as a means of transportation. Floridians are also using bicycles and scooters because they are environmentally friendly. Due to the increase in the popularity of these modes of transportation, bicyclists and drivers of scooters have been exposed to a significant risk of being involved in an accident when they take to the roadways. Although there is nothing more relaxing than a ride in the Florida sun, thousands of riders are injured each year as a result of collisions with motor vehicles. Many bicyclists and drivers of scooters are injured and killed as the result of the negligent operation of a car or truck. Similar to motorcycle riders, bicyclists and drivers of scooters are at a greater risk for injury following a collision because the vehicle they are riding weighs significantly less than the offending car or truck, In addition, bicyclists and drivers of scooters do not have the benefit of a steel shield to protect them during a collision. The Fort Lauderdale bicycle accident lawyers and scooter accident lawyers at Citron & Bloom understand that the resulting injuries from such an incident include broken limbs, spinal cord injuries and wrongful death. We appreciate what your family is going through and will take the patience necessary to investigate and evaluate all aspects of your claim including hiring the foremost expert witnesses to recreate the accident scene. Our firm will make every effort to aggressively fight for your rights so that you and your family are able to receive the most possible compensation. Whether the bicycle, scooter or pedestrian accident took place in Aventura, Cooper City, Sunrise, West Palm Beach or in any of Florida’s coastal cities, our team of professionals can help. If you or someone you know was involved in a bicycle accident or scooter accident, please contact the Fort Lauderdale accident lawyers at Citron & Bloom toll free at 866-GoLawyer for a NO-COST CONSULTATION TODAY. Contact Us Toll Free: 866-GoLawyer Weston Office 2893 Executive Park Drive, Suite 203 Weston, Florida 33331 Phone: 954-712-1686 Coral Springs Office 2900 University Drive Coral Springs, Florida 33065 Phone: 954-340-6060

Motorcycle Pictures, Review, Specifications, Accident lawyers and Insurance information.

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