SportBiKeZ

BMW's All-New Entry Level Model Makes its Debut with a Twin-Cylinder Engine


BMW today announced the 2009 F 650 GS, a revised version of the venerable but relatively slow-selling F 650 GS. This is an important release in BMW's recent fast-track strategy, and for their goal of attracting more new and younger riders to the BMW fold. BMW has been selling tons of Adventure Touring motorcycles; indeed, the R 1200 GS has been a worldwide hit, and is credited with both starting and continuing the Adventure Touring craze.

Dual purpose motorcycles in general have been one of the bright points in an otherwise somnambulant motorcycle market over the past year or so, and if BMW gets this right -- and if the F 800 GS also meets expectations, BMW may be able to pull into double-digit percentages of market share. We hope to have more details and specifications soon, and we're working on editing many more photos of the 2009 F 650 GS, so stay tuned.

Meanwhile, here's the enthusiastic 2009 F650 GS press release, edited by webBikeWorld staff: Tame the urban jungle or take the road less traveled! After much anticipation, BMW's sophisticated new addition to its entry level model lineup -- the 2009 BMW F 650 GS -- has arrived at U.S. BMW Motorcycle dealers. With its 71 hp, torquey twin-cylinder engine, the all-new 2009 F 650 GS offers more power and sophistication than its single-cylinder predecessor.

Ideal for on- or off-road riding, urban commuting and any rider looking for a fun, efficient and reliable motorcycle, the middleweight twin tackles anything the ambitious motorcyclist could throw at it. Its rigid steel tube trellis frame, double-sided swing arm and chain drive offer reliability. A low seat height and narrow design make navigation through the worst traffic a breeze. Cast aluminum wheels and telescopic forks keep the ride smooth and precise at all times.

The 2009 F 650 GS has a manufacturer's suggested retail price of $8,255 (excluding freight). The Standard Package, offered at a manufacturer's suggested retail price of $9,760, (excluding freight) includes heated hand grips, Anti-Lock Brakes, an on-board computer, and white turn signals. The 2009 F 650 GS is available in three colors -- Flame Red, Iceberg Silver Metallic, and Azure Blue Metallic. The F 650 GS is the newest addition to BMW's dual-sport line up.

It follows in the footsteps of the highly acclaimed R 1200 GS - which traces its roots back to the early 1980s when BMW won the grueling Paris-Dakar rally four times with its trailblazing dual-purpose R 80 GS. Since their debut in 2004, the versatile R 1200 GS and its rugged companion, the R 1200 GS Adventure, have earned praise from motorcycle enthusiasts and the press for their exceptional performance both on and off the road. The R 1200 GS has earned award after award, including Cycle World's Best Open Class Street Bike and the International Journalist's Panel "Best Bike in the World." The R 1200 GS Adventure was named "Best Adventure Bike" three years in a row by editors of Motorcyclist Magazine.

The Shark Evoline is a new helmet
design that picks up where the ROOF Boxer left off. It's probably more
functional than a simple flip-up helmet, because the Evoline is designed to be
worn with the chin bar rotated all the way back, unlike most/all flip-up
helmets, which are not designed to be worn (and are not safe) with the rotating visor in the
raised position.

Lots of moving parts here though, and
the weight...well, we won't get into that now, will we?

Background

Probably one of the most anticipated helmets of 2008, the Shark Evoline has finally arrived. And the good news is that it has passed both ECE and DOT testing schemes, so this is one exotic flip-up helmet that will be sold in North America and Europe. In fact, it's currently going through the distribution process in the U.S. and should be on dealer shelves very soon.

The Evoline was just released in Europe -- after many retailers were taking orders for months, knowing full well that they couldn't deliver. But that's another story...

So what is it? Probably not as radical as some would hope actually. Some motorcyclists may not know that the rotating chin bar concept was pioneered by the still-radical-looking ROOF Boxer, a helmet we reviewed back about 5 years ago.

The Shark Evoline (is it "Evo-line", or "Evo-leen"?) takes it one step further, with a slick but complex system to rotate the chin bar all the way back, where it stays out of the way, nice and snug and nearly flush with the helmet shell.

The design of the Evoline allows it to be worn this way whilst riding, unlike all of the "normal" flip-up helmets I'm familiar with, which are not designed to be worn with the rotating visor in the raised position, although many riders do indeed wear them that way -- a dangerous proposition.

Now why a motorcycle rider would want or need a motorcycle helmet with the functionality of the Evoline is a question we can't answer -- we'll leave that up to you to decide.

Suffice it to say that there must be a defined need, or we doubt very much that Shark would have spent so much time, money and energy into designing the Evoline -- not to mention the cost involved in getting it to a point where it passed both the ECE and DOT testing regimens, finding a distributor, getting it into the distribution process, parts and accessories and all the rest.

So let's take a look and see what this interesting new helmet is all about!

Paint, Graphics and Overall Quality

The Shark Evoline shown here was purchased in Europe, thus it is ECE 22.05 approved only and was sourced using the European color palette, which is rather subdued.

This one is the gloss silver color, which is actually more like a graphite. The metalflake paint is nicely applied on the polycarbonate Lexan shell, with no obvious flaws. There's not much you can say about gloss silver or graphite; it is what it is.

It's unclear at this point whether the Evoline helmets sold in North America will have a different color palette or will be offered with a variety of graphic designs, but for the most part, flip-up helmets seem to have much more...dare we say boring?...colors than their full-face counterparts. Perhaps flip-up owners are a conservative breed?

But overall, the finish is about as good as it gets. The finish does "feel" thick and the clearcoat also seems thick and protective.

This helmet was apparently one of the first off the assembly line, and there are some quality issues here and there that we hope are resolved by time the distribution channels are filled.

The gasket around the bottom of the helmet has a few gaps and some glue is showing; the metal latches on the helmet shell are pitted and look unpolished; there's a bit of polish residue or wet sanding residue here and there; you can see in some of the photos that the screw heads and other metal bits are showing (a design, not a quality issue) and the Phillips head screws that hold the eccentric cam on the sides that rotate the visor are crooked.

This is a complex helmet, with more moving parts than many other "normal" flip-ups, and obviously more than a typical full-face helmet. All the parts add up to a bit of a creaky feeling -- the helmet isn't as solid as we'd like to see...but what flip-up is?

The liner looks more expensive and plush than what is usually found in flip-up helmets, and it's relatively comfortable, although not as comfy as the ultra-plush liner in the Shark RSX, for example.

The vents click open and shut with authority, but the clear visor feels flimsy and has some distortion at the top and bottom, which is surprising for Shark and probably due to the completely different visor design.

Score: Overall, give the Shark Evoline a "Very Good" rating for the paint and the finish, with a "Good" for the rest.

Forget the Falco, this is the bike Aprilia should have built...

While we never thought much of the Aprilia SL1000 Falco, this Falco-based café racer does look interesting. The fairing has been stripped away, revealing that 60-degree v-twin, and the stubby tail unit, custom-made exhaust and single, round headlamp all look butch and purposeful. If it were ours, we’d get it painted black. And then ride it downtown late in the night…

BRUTALE1078 RR: SHEER POWER

The Brutale looks so wicked that it almost cries out for even more performance. Going that bit faster is what every rider craves. Power is addictive. It had to be even more �brutal�. MV Agusta�s response was this: the 1078RR.
Now with a new engine and other technical components dedicated to performance, the top of the range Brutale leads the way in the sport naked sector while proudly flying the �Made in Italy� flag. The 100% MV Agusta engine is only for the select few who can manage the 150 HP and more that the new four-cylinder unit puts out. The decidedly muscular appearance of the new Brutale says it all and gives the rider an adrenalin rush before he even turns the key that kicks the mighty engine into life. Just looking at the Brutale starts you dreaming, listening to one sets your pulse racing, and riding one makes you fall in love.

The 1078RR is not just a motorbike; it is an incarnation of a true rider�s personality. Others want to be such a person. They want the same type of courage that will let them take a machine to its limits, that will let them choose a real machine and not just something �normal�. There is nothing is normal about the 1078RR: Life is faster, more colourful, more vivid. This is what a Brutale is about. The new engine size now asks even more from the suspension and brakes. They need to be stronger and more efficient to redress the balance and give the bike that sure-footedness and superb rideability that typifies MV Agustas. There can be no doubt that the 1078RR will be the utmost naked.


DESIGN

1078RR means simply the best; the Brutale at its peak. This includes looks that stand out. Apart from the new instrument panel, the new colour schemes express grit and determination; they include pearl white/black, anthracite black and silver/red. The latter is obviously based on MV�s long tradition of racing. The �skin� of the Brutale 1078RR lets us see the components that have been changed in all their beauty: The new brakes, the new fork components and especially all the little details that finish off this work of art. They make all the difference not just to the rider but also to an observer. It is the same as looking at a masterpiece in an art gallery.EQUIPMENT: 10% MORE POWER
Transition from the 910R to the 1078RR involved the introduction of some new components that have given the Brutale RR 15 more HP and 2 kilos more of torque. A breakdown of the changes includes:
- decals and colour schemes;
- instrument panel graphics;
- revised suspension calibration;
- 1078 cc engine;
- slipper clutch;
- resized catalysers;
- Brembo monoblock (one-piece) brakes.
The main focus has been on finding the right balance between the new components.

POWER AND TRACTABILITY HAND IN HAND

The new Brutale has inherited the very best of MV Agusta technology. With its new 1078 cc engine based on the racing F4 RR 312, the new Brutale is a sure winner. The aim wasn�t so much about seeking maximum performance as of taming four cylinders to work together to offer a perfectly balanced ride. This is no easy feat when you�re dealing with 154 HP shoe-horned into a compact frame like the one on the Brutale. The bore and stroke have been increased to 79 and 55 mm from the original 76 and 50.1mm. The compression ratio has been kept high despite the significant increase in capacity from 909 to 1078.37cc. Maximum power output has increased by 15 HP thus setting a new record for the sports naked with 154 HP at 10,700 rpm. Torque has also been improved going up from 96 Nm (70.7 Ft/lb) at 8,000 rpm to 117 Nm (86.2 Ft/lb) at 8,100 rpm. The removable gearbox remains exclusive to this segment of the market and the speed and precision with which it changes allows the bike to reach its maximum speed of 166.04 mph in next to no time. Such performance is due to a large extent to the adoption of new 46 mm throttle bodies taken from the F4 1000 R (as opposed to the 48 mm units on the F4 R 312). These units also dictated the choice of a longer final drive ratio (two less teeth on the crown wheel) thus moving from 15/43 to 15/41. The EBS (Engine Brake System) was replaced with the slipper clutch used on the F4 sports version. It is a mechanical slipper clutch system with ramps and roller bearings. In seeking to offer a �softer� response to the throttle, MV engineers fitted a new larger exhaust catalyser that meant more room to manoeuvre with emissions in seeking to meet Euro 3 requirements and this allowed a richer mix. The end result is more flexible, smoother engine even under hard acceleration.

A TUBULAR FRAME AS PER MV TRADITON

Retaining the chrome-molybdenum trellis frame was a simple choice for MV. The trellis frame is more than merely aesthetically pleasing, it capably handles the reconfigured engine power output and last of all, is easy to work on when so required. In the first 750 version of the Brutale, the frame was designed to bear theoretical torsion and flexing parameters greater than those it would in fact have to handle. This was because we knew that eventually we would arrive where we are today. Therefore � no changes needed. The geometry is the same as are the other settings as proof of the fact that we knew right from the start where we would end. The rake is 101.5 mm (3.99 in), the wheelbase measures 1,410 mm (55.51 in) and the maximum overall length is 2,020 mm (79.52 in) for an overall weight of 185 kilos (407.8 lb).. The classic single rear swingarm sets the scene and is a symbol of technology and originality. It is simply a work of motorcycling art, but its compactness and manoeuvrability are both down to MV Agusta�s racing experience.

CHANGES TO THE FORKS

Due to the introduction of new brakes and the increased power output of the 1078 cc engine, the forks have been modified. The ends now have lugs to carry the calipers while internal calibration has been modified to handle the increased loads the suspension will have to deal with. Great care has been taken to ensure that none of the comfort that a bike like the Brutale 1078RR provides its rider is lost. One small change regards the travel that has been increased to 130 mm (5.11 in). The type of forks remains unchanged and the Brutale boasts a pair of upside down 50 mm Marzocchis to keep the front end glued to the road when the rider is using the machine with a certain degree of zest. The rear shock absorber remains unchanged and the suspension has been calibrated to handle the power output. The suspension system keeps the back end in line under the hard acceleration on exiting bends that the 154 CV engine encourages. Rebound, compression and spring pre-load can all be adjusted on the Sachs monoshock unit.

NEW BREMBO BRAKES

The Brutale 1078RR now features the most powerful and exclusive brakes available. The system features race-bred monoblock or one-piece radial calipers like those fitted to the F4. The aim of the new system is to increase stopping power and reduce braking distances but at the same time decrease the amount of pressure needed on the brake lever and thus tire the rider less. The Brutale 1078RR can brake later than the competition and is already set up for the track with its new monoblock radial calipers. With the Brembo system this Brutale is now Italian from head to toe. The highly original forged aluminium five-spoke star-shaped wheels are also Brembo and measure 3.50� x 17� at the front and 6.00� x 17� at the rear with 120/70 ZR 17 and 190/55 ZR 17 tyres.

When one thinks of American sportbike manufacturers, surely Buell is the first name to pop up. Next might be Fischer, and then maybe some will know of Roehr. Like Erik Buell’s, Roehr’s machine is slated to use V-Twin engines from the most American of motorcycle manufacturers: Harley Davidson. Unlike Buell, the lump between the frame-rails will be the water-cooled Revolution engine, not an air-cooled Sportster-based engine. What’s more is that the Roehr motor will be supercharged making 180 horsepower. That’s pretty impressive stuff, and at 425 pounds (dry, claimed), this bike will boogie.


Also present are Brembo brakes, Ohlins suspension and Marchesini wheels - all high-spec pieces. We think that the bike looks pretty good too, with the radiators tucked into the fairings on each side. The front bodywork seems rather Ducati 999-esque, which is odd considering that many people disliked the triple-9. Ah well, it looks okay to our eyes. With all that this bike has going for it, the high price is not surprising. Want one? Hope you’ve got an extra $45 grand lying around.




The 180HP V-Roehr Superbike


The Engine: The V-Roehr will be powered by
a 180HP, specially developed supercharged
version of the HarleyDavidson* 1250cc
Revolution* engine. State of the art
supercharger technology is being applied,
providing reliable high power output with a
broad, linear power delivery.


The Chassis: A unique modular CrMo steel
and aluminum frame has been developed.
This frame uses these two materials at
area's in which their material characteristics
are best suited.
The result is a stiff, light weight structure
that provides unparalleled steering
response and feedback.
The bike: The V-Roehr superbike is The
American performance machine.
The combination of a state of the art 180hp
supercharged engine with an innovative
BiMetal composite beam frame, creates the
ulimate combination of power, performance
and beauty.

Specifications: (production version)

DOHC, 8v 60deg V-twin
Displacement: 1250cc
Bore x Stoke: 105mm x 72mm
Horsepower: 180hp @ 9500 RPM
Torque: 95lb/ft @ 8500 RPM

Chassis: CrMo steel/aluminum beam
frame
Wheelbase: 56 inches
Rake/trail: 23.5deg / 98mm
Tires: 120/70/17 frt. 190/50/17 rear

Wheels: Marchesini 10 spoke
forged aluminum
Front suspension: Ohlins 43mm USD, radial
mount calipers
Rear suspension: Ohlins single shock with
progressive linkage

Brakes front: Brembo 2 x 320mm radial
mount 4 piston calipers
Brakes rear: Brembo 1 x 230mm, 2 piston
caliper
Seat Height: 31.5 inches
Dry Weight: 425lbs.



MSRP: $44,995