Pete's Cycle Company, Inc

Huge savings on motorcycles and motorcycle accessories at Pete’s Cycle in Maryland! Get high quality gtx, ATV, helmets, hand gloves etc.

number one dealer of Baltimore

We are Baltimore's number one dealer for all types of motorcycles, watercraft, ATVs, and generators.We have 3 stores stocked full of accessories and repair technicians all trained and ready to help you.

Silver Dealer Award

In addition to the most knowledgeable sales reps, we have been the recipient of the Maryland Kawasaki Top Silver Dealer Award for the past 8 years.

The New Ducati Scrambler Sixty2

Sixty2 is a Ducati Scrambler inspired by the youth culture of skateboarding, surfing and pop music. That's why Sixty2, the most “popular” Ducati Scrambler of all time, is the new "pop icon“. The design, a highly expressive version of the Ducati Scrambler, finds a new form in its steel tank with integrated fuel tank cover. The graphics and the dedicated logo make it immediately recognizable, as well the three exclusive colors: Atomic Tangerine, Ocean Grey and Shining Black.

The new Ducati Scrambler Sixty2 doesn't just extend the range on offer from the new Ducati brand. It opens the way for a new two-wheel segment that meets the requirements of those seeking an accessible bike that is easy to handle and has low running costs but not wanting to miss out on the unique Scrambler spirit: fun and sharing of positive emotion. Sixty2 is a Scrambler inspired by youth street culture, skateboards, street food, pop music and, above all, the pop art that, back in 1962 (the year the very first Ducati Scrambler was launched), was taking the United States by storm. That's why the Sixty2, the most "popular" Scrambler ever, is already a "pop icon".

With the Sixty2, the highly expressive Ducati Scrambler design takes on a fresh look thanks to a slim steel tank with dedicated graphics and logos. This makes the Sixty2 immediately recognisable, as do its three exclusive colours: Atomic Tangerine, Ocean Grey and Shining Black.

Anti-conformist, affordable and essential, the Sixty2 once again provides that perfect Ducati Scrambler mix of tradition and modernity, a mix now closer than ever to the essence of motorcycling: two wheels, wide handlebars, a simple engine and tons of fun. Wide handlebars and a long seat ensure a comfortable, relaxed riding position. The low barycentre and a new 160/60 x 17" rear tyre with a slightly chunky surface pattern ensure great handling and pure fun whatever the situation, not to mention confident braking thanks to the as-standard ABS.

Moreover, a vast range of bike and apparel accessories means that the Ducati Scrambler Sixty2 offers a near-unlimited range of possibilities in terms of both personalisation and exclusive 'lifestyling'.
  • Atomic Tangerine
  • Ocean Grey
  • Shining Black
  • Steel teardrop fuel tank with dedicated design
  • Dedicated adhesive logo
  • Traditional stanchion fork
  • Newly designed front mudguard
  • Classically designed steel swingarm
  • Exhaust with all-new pipe layout and black silencer cover o Rear wheel with 160/60 x 17’’ tyre
  • Round rear view mirrors
  • High plate holder
  • ABS 


The instrumentation on the Ducati Scrambler Sixty2 consists of a single, round assembly positioned above and to the right of the headlight. While completely digital, the scale on the rpm indicator resembles the speedometer on the bikes of the 70s (i.e. positioned in the lower part of the instrument assembly). As engine revs increase the digits light up clockwise (right to left). Ducati Scrambler instrumentation also features two trip odometers and one total-mileage odometer, a trip fuel indicator, an air temperature display, maintenance reminders, a clock, and fuel reserve and ABS warning lights. Riders can also count on an engine oil pressure warning light, full beam indicator, neutral indicator, turn signal indicators, immobilizer and over-rev warning light.


Ducati Scrambler styling is also evident on the controls. The wide handlebars house a classic, wire-connected, twist-grip throttle together with an axial-pump front brake lever. Minimalist Ducati Scrambler design continues with the cable-actuating clutch lever. The switchgear is characterised by the now-standard yet exclusive “trigger catch” that slides down to cover the starter button when the kill switch is activated. It’s the same one used on all Ducati bikes, its high-tech design underscoring the unique style of the Ducati Scrambler.

The black painted die cast aluminium footrest plates support the gear change lever and the off-road type rear brake lever.


An air-cooled 399 cm3 L-twin, two-valve engine powers the Ducati Scrambler Sixty2. Derived from the engine on the Scrambler Icon it has a 72 mm bore and a 49 mm stroke. The Desmodue engine on the Ducati Scrambler has light, machine-finished aluminium covers, including those on the clutch and alternator.

As on the larger-engined version, the L-twin on the Scrambler Sixty2 features a single 50 mm throttle body with two sub-butterfly injectors: this solution ensures fluid power delivery and accurate control of the fuel being aspirated into the cylinders.

The twin-cylinder Scrambler Sixty2 is Euro 4 type-approved and has cast pistons with machined valve pockets while the crankshafts are of the single-piece type. The 2-in-1 exhaust with aluminium-covered silencer has been specially designed for the Ducati Scrambler Sixty 2 with the pipes offering a 'low-slung' look.

The gearbox is a 6-speed unit while the cable-actuated clutch emphasises the minimalist nature of the Ducati Scrambler.
The twin-cylinder Desmodue engine on the Ducati Scrambler Sixty2 has been designed to favour smooth running and fluid acceleration throughout the rev range, delivering 41 hp at 8,750 rpm and a torque of 34.3 Nm at 7,750 rpm. Designed to be simple and accessible, just like the Scrambler itself, it also features competitive 12,000 km maintenance intervals (every 7,500 miles).

User-friendly and even more affordable - without compromising on Ducati style or quality - the Ducati Scrambler Sixty2 is a contemporary bike featuring genuine, top- class materials such as the steel on the new swingarm, the same material used to make the new teardrop tank and the frame. This quality metal has been combined with latest- generation components such as the front and rear LED lights and LCD instruments.

The 2016 Triumph Thruxton

Triumph has released a new lineup of five new models in its Bonneville family, featuring three versions of an all-new engine that features ride-by-wire fuel injection and liquid cooling. At the sporting end of the lineup are the Thruxton and Thruxton R, which are powered by a 1200cc high-power version of the new engine that produces 83 foot-pounds of torque at 4,950 rpm. Electronics additions include ABS, traction control and three riding modes.

Triumph has announced a new lineup of five new models in its Bonneville family, featuring three versions of an all-new engine that features ride-by-wire fuel injection and liquid cooling. At the sporting end of the lineup are the Thruxton and Thruxton R, which are powered by a 1200cc high-power version of the new engine that produces 83 foot-pounds of torque at 4,950 rpm. Electronics additions include ABS, traction control and three riding modes.

The 1200cc "Thruxton-spec" engine has a six-speed gearbox and features a lighter crank, higher-compression pistons and a unique airbox. The R model benefits from upscale chassis components, including a Brembo front brake package, Showa Big Piston Fork, Ohlins shocks and Pirelli Diablo Rosso Corsa tires.

Triumph has announced a new lineup of five new models in its Bonneville family, featuring three versions of an all-new engine that features ride-by-wire fuel injection and liquid cooling. At the sporting end of the lineup are the Thruxton and Thruxton R, which are powered by a 1200cc high-power version of the new engine that produces 83 foot-pounds of torque at 4,950 rpm. Electronics additions include ABS, traction control and three riding modes.

The 1200cc "Thruxton-spec" engine has a six-speed gearbox and features a lighter crank, higher-compression pistons and a unique airbox. The R model benefits from upscale chassis components, including a Brembo front brake package, Showa Big Piston Fork, Ohlins shocks and Pirelli Diablo Rosso Corsa tires.

A trio of "inspiration" kits for the Thruxton models are offered, and include a variety of the more than 160 accessories available; a performance race kit will be offered for the R model. The standard Thruxton is offered in Jet Black, Pure White and competition Green colors, while the Thruxton R is available in Diablo Red or Silver Ice.

The text of Triumph's press material follows:
  • Introducing the all-new 1200cc Thruxton and Thruxton R, both with beautifully imposing and authentic Triumph modern classic sports styling and all the poise, performance, braking and handling to live up to their legendary name.
  • Powered by the game-changing 1200cc ‘high power’ Thruxton spec. engine, with immediate and exciting power delivery, the instant throttle response of Triumph’s next generation ride-by-wire system and a truly thrilling exhaust note.
  • With a dedicated chassis and fully uprated suspension for stunning handling and agility, and on the Thruxton R, a higher specification of equipment taking the ride to the next level.
  • Both a striking and imposing evolution of the iconic Thruxton racer with the same ‘flat-on-the-tank’ ethos and streamlined sports silhouette. Crafted with styling cues from classic Thurxton’s of the late ’60s and featuring an incredible level of detailing, including a uniquely beautiful new Monza-style filler cap.
  • Named after the legendary 500 mile Thruxton endurance race series and the Triumphs that dominated it, and which broke the first 100mph lap at the Isle of man TT, the Bonneville ‘Thruxton’ racers inspired a generation of teenage café racers and custom special builders.
  • The Thruxton and Thruxton R are two of the five exciting motorcycles in the new Bonneville family - all with 100% authentic Bonneville character, truly modern capability and performance.

The 2016 Honda Africa Twin

The adventure-bike market has been growing steadily, even as other segments recede. Year after year, the BMW R1200GS has been the best-selling big bike worldwide. But one company has been notably absent from the fray: Honda. The 2016 CRF1000L Africa Twin is Big Red’s return to that market segment, and it makes a strong statement.
The project started with a two-word design brief: “Go anywhere.” Those words drove decisions throughout the development process. For example, high ground clearance plus reasonable seat height plus mass centralization added up to a parallel twin, since a V-twin would be too long. Continuing that theme, managing the overall size of the bike meant space was at a premium, so the engine uses compact unicam heads like a CRF motocrosser and integrates oil and water pumps with the balance shafts (there are two) inside the engine side covers. Moreover, using a parallel twin gave the bike a narrow waist that makes it easy for the rider to get his feet flat on the ground.
Honda introduced the Africa Twin at a private game reserve in South Africa, where the world’s motorcycling press got the chance to ride for two days—the first primarily on pavement and the second mostly on dirt. Once underway, the bike was immediately easy to ride. The motor is willing and smooth, although with a claimed 94 horsepower and 503-lb. wet weight, acceleration is not fierce. Two-up riders or those who live at high elevation will use everything the Honda has on tap, but otherwise, if this motor won’t get the job done, it’s probably illegal!
Our route followed a mix of meandering sweepers to a tight and technical paved pass, which we happened to ride over during the first rainstorm in months. These mixed conditions—with oil rising up from the pavement—never invited aggressive lean angles. I look forward to someday riding an Africa Twin on clear, dry roads.
As we have come to expect from ADV offerings, the Africa Twin offers ABS and traction control, both of which offer different modes for different conditions. ABS is switchable at the rear wheel only, and while I was at first skeptical, I found the front ABS to be generally unobtrusive on road and off, even over rough ground and loose stones where many ABS systems falter. Traction control has four settings: Off and 1-3. Level 1 is quite sporty, allowing slides and only intervening when things have gotten pretty far along; level 2 will keep the wheels in line but allows some spin; and level 3 is an overprotective nanny. It’s worth noting that both the ABS and TC have physical switches, so there’s no fishing around in electronic menus to select the desired settings.
One feature that stood out is effective air management. The Africa Twin spent a lot of time in a wind tunnel, and for those of us who are accustomed to the buffeting and noisy air of many ADV bikes, that is a blessing. The windscreen provides a nice pocket of still air, to the point that rain drops were collecting on my visor and staying there—I had to stand up and get into moving air for them to disperse.
At the end of the first day we got a chance to ride some dirt roads, and I was immediately impressed by the Honda’s handling. I was struck by how the chassis manages to be stable, thus easy to keep on line, and nimble, ready to turn when desired. Off-road I never experienced headshake or even much tendency to follow ruts, which would seem to indicate slow geometry, but it was also very easy to steer onto a new line. Ordinarily these two qualities are opposed to one another, but the Africa Twin seems to find the best of both worlds.

The Africa Twin spent a lot of time in a wind tunnel, and for those of us who are accustomed to the buffeting and noisy air of many ADV bikes, that is a blessing.”

Highlighting the importance of this new model, Honda flew in the overall project manager and several key members of the design team to answer questions about the bike. That evening I cornered Tetsuya Kudoh, one of the clearly passionate engineers, to ask about the handling. He explained that there are three critical factors: frame rigidity, geometry, and engine mounting. At slow speeds the biggest force acting on the chassis is the gyroscopic inertia of the engine, so the Africa Twin uses six engine mounts. The geometry (rake, trail, offset, etc.) could therefore be biased toward responsiveness without creating instability, while the steel frame left some flexibility that softens its response to bumps. According to Kudoh-san, a great deal of testing went into this design, and my impression was definitely positive.

The next morning we were turned loose on an off-road loop, and while there wasn’t a huge variety of conditions, the bike acquitted itself well. The suspension is adjustable for spring preload, compression and rebound damping both front and rear, and the stock settings were balanced and compliant, without excessive dive or tendency to bottom like other mid-sized ADV bikes. In sand and crossing ruts, it did a great job of absorbing impacts without wallowing. The bike’s narrowness between the rider’s knees makes standing very natural, and another nice feature is ample steering lock (said to be 43 degrees) that allows the bike to navigate tight sections of trail easier. All that said, the bike does not, however, have a racy feel off-road; its weight makes itself apparent, it resists wheelies, and it responds best to smooth inputs.

With the Africa Twin, Honda hasn’t just returned to the adventure-bike class, it has redefined it. Welcome back, Big Red, you’ve been missed!

The 2016 Honda Africa Twin is one of Pete's Cycle's hottest new models! Come stop by one of our three locations in Baltimore, Bel Air, and Severna Park, Maryland to have a look!

The 2016 Triumph Street Twin

If you were at the Timonium Motorcycle Show, you saw Pete’s Cycle’s unveiling of the new 2016 Triumph Street Twin, a favorite at the show.

Hitting the sweet spot is one of the few clichés with which I can really empathize. It’s that special moment when you know that God is in heaven and that things have gone right – not just well, or good, but absolutely right.

The expression comes from tennis and describes the moment when the racquet hits the ball in just the perfect place and the player places the shot exactly where he wants it to be. You might not agree with lobbing to the baseline or net but, as the point is won, you do have to stand back in admiration and agree that it was done flawlessly.

Triumph has hit the same sort of sweet spot in terms of making a motorcycle which is definitively perfect for its intended market place. As a Superbike rider, you might think the Street Twin is grossly underpowered – but you would be wrong to think of it as dull.

If you are custom cruiser fan you could say that the Bonnie is a bit of a plain Jane. Clearly it isn’t a real classic bike – as witnessed by the fact that none of the test bikes broke down and there were no pools of oil under the bikes when we stopped for lunch either!

However, the 2016 Triumph Street Twin is a very clever motorcycle which pulls off a rather smart trick. First, it is an authentic classic – but with all the benefits of 21st century engineering.

It’s also Retro-chic in the manner of those blokes you see on the ads who have forgotten how to shave and seem to be looking permanently into the distance, trying to find the man bag they left on the designer park bench when they were having a skinny latte with their Supermodel girlfriend. It will also be the bike which launches a zillion custom bikes in the next twelve months because it is crying out to be modified.

So, what is the Street Twin and why is it so important to Triumph?

First, it is vastly Triumph’s biggest ever engineering project and has cost an immense amount of money. The bikes have also consumed a colossal amount of engineering time and effort and this is very demanding for a company of Triumph’s size. The Bonneville range has been four years in gestation and has taken the full-time efforts of 50 engineers in the design team alone. Add to this the production engineers and the staff designing the 150 accessories which go with the bike and it becomes readily apparent that this was a motorcycle which Triumph had to get right: being merely very good wasn’t going to be an option.

The Street Twin is the first bike in what will be the all new Bonneville family. It is the smallest capacity machine in the five bike lineup, but it is wrong to think of the Street Twin as an entry level machine – a baby Bonneville for those who can’t afford the real thing. It definitely isn’t!

One of the problems with the project is that the old T100 has been such an immense success for Triumph, selling more than 141,000 units. I have never much liked it, wanting something edgier from my motorcycling, but T100 owners worship the bike – as do Triumph dealers.

So, the first target was two-fold and challenging. The new bike has to keep existing Bonneville owners in the fold, while simultaneously giving them enough reasons to want to upgrade to the latest offering.

The other problem is almost counterintuitive. The Bonneville name goes all the way back to 1958 – arguably, in fact, to Mike Hailwood and Dan Shorey’s win in the Thruxton 500 long distance race of June that year. On the way, it was a Bonnie which did the first 100 mph lap of the TT by a road legal production bike and became Steve McQueen’s favorite sportbike. You simply can’t mention Bonneville without an avalanche of history tumbling down around you.

All this meant that there was a lot of pressure on the design team to make a motorcycle which was honest – not just a plastic imitation of the great-grandchild of the original Bonnie, like some fake, faded T-shirt with artificial sweat stains, but a real, authentic, genuine item.

Clearly, the bike had to be a Parallel Twin. You could hardly have a four-cylinder Bonnie, otherwise classic wrinklies like me would have marched over to Hinckley and burnt the factory down. Equally clearly, the engine needed to be compliant with all current and predicted emissions’ regulations. Triumph’s solution to all these demands really is a lovely thing.

First, the new motor looks drop-dead gorgeous. It’s not a 1958 Bonnie, but any proud grandparent would look at the widely splayed exhaust ports, with their finned clamps, and the motor’s handsome angular lines and beam with pride. “Oh yes,” they would coo, “that’s my lovely little lad, and doesn’t he look just like his grandad?” – which, of course, is completely and wholly true, because he does.

However, beneath the family good looks lies a very modern engine. The key thing is that the new motor is partially water-cooled. This is essential so the engine can be built to very tight tolerances to meet the regulators’ demands. However, it is also genuinely air-cooled as well, so the radiator can be small and unobtrusive.

With 900cc in the toy box, there was no need to tune the engine to the ragged edge. Rather, Triumph could go for a single, overhead cam design but with a unique form of eccentric cam to open the eight valves. The end result is only 55 horsepower at 5900 rpm, but don’t let this lead you astray. It’s a very torquey motor making 59 lb-ft of torque at a mere 3230 rpm, so in real-world riding there is plenty of practical, useable power.

Using a SOHC design also makes the engine short – if you wanted to play fantasy engine building you could almost pretend that it is a classic push-rod motor – and this allows the fuel tank to be low in the chassis, making the bike feel lighter than its already svelte 437 pound dry (198 kg). Mass centralization is just as important for a Retro Bike as it is for a MotoGP machine, and the bike really does feel very manageable.

What is clever are that the bits you don’t need to see are tucked away and out of sight. Take the dreaded catalyzer as one example. Unless you are a journalist poking around on a launch, you will never find the cat, it is hidden so well beneath the engine.

However, you will see the lovely, brushed stainless twin exhausts. They look, and sound, absolutely gorgeous, emitting a throaty rumble which would grace any 1960s sporting Twin. Yet, the exhausts are completely legal because of the way that exhaust noise levels are now measured, with the bike being tested under acceleration. Done this way, the torquey low revving Triumph can get away with making the sort of tenor music it should produce, rather than being choked down to some sibilant rustling.

Triumph proudly revealed its Vance & Hines scrambler exhaust option to the world press, and we were supposed to stand back in awe and admiration. Well, I didn’t for sure. Instead of the authentic and delightful classic snarl which the Street Twin makes as standard there is a deafening, not to say discordant, racket which is 101% certain to alienate the general public.

Putting exhausts like this on a road bike is a pointless exercise undertaken only by those who look at themselves in the morning and wonder: “Is that all I’ve got to offer the world? I can’t ride to an even half-decent level, so I’ll just annoy everyone by making the most possible noise for the least valid reason.” Why Triumph is officially supporting the alienation of the non-motorcycling population is a complete mystery to me.

This being 2015, the bike must have fuel injection and Triumph has absolutely nailed this with perfect fueling from tickover all the way to when the rev limiter kicks in at 7000 rpm.

The 84.6 x 80mm bore and stroke suits the engine perfectly. The cam profile, which Triumph spent an inordinate amount of time developing, is right on the money for its intended purpose.

The nasty, tooth-filling loosening vibes of the good old days – and they really were bad – have been designed out by using a 270-degree firing configuration and twin counter balancers. This is conventional, modern engineering.

But here’s where the plot gets really interesting. Triumph has done much better than just ordinary, sound engineering. The motor does vibrate – but from the firing impulses. You can actually feel the bangs, albeit discreetly and in the background. They are a joy for anyone who really does believe in the two-wheeled horse and wants to feel its heart beating. I loved feeling the motor talking to me.

In real-world situations the power is ideal for its intended purpose, with plenty of surge right from the moment the throttle is opened. The clutch is sweet and light too, with no grabbiness, and the gearbox is positive with five ideally spaced ratios. In fact, the whole package is so user friendly that you could teach a new rider the first stages in the art of motorcycling.

Like the powerplant, the chassis is much cleverer than it looks. It’s a steel, twin shock design, but with bracing tubes in front and behind the engine. This gives a taut, tight, modern feel which is very comfortable for another market sector which Triumph is trying to attract – the sport rider tired of battling with 175 hp and the constant danger of having his license suspended.

The front forks are excellent but if I owned a Street Twin the first change I would make is to put some quality after-market rear shocks on the bike because the standard Kayabas are only okay: nothing more.

The front brake looks incredibly modest with a single, 310mm disc gripped by a Nissin 2-piston floating caliper, with ABS. Regardless of how it looks on paper, this is a seriously good anchor and you will never need more power – no matter if the Street Twin is fully loaded and carrying luggage. The rear brake sort of works, and is clearly there for legal reasons, but it isn’t much more than of decorative value.

The ergonomics of the bike are excellent – absolutely first class. The seat height is low, and completely unintimidating, but the thin saddle is very comfortable – surprisingly so. Julia LaPalme, one of my fellow journalists, was kind enough to give me some key female data – because this is another market sector Triumph is anxious to reach. Julia is 5’5” tall and has a 30-inch inseam. She could place both feet on the ground without a problem. I am five inches taller and there was still plenty of room for me, plus spare room to stretch back. Anyone up to six feet and a bit will be fine. Overall, it is a seriously thoughtful piece of design and shows the care Triumph has taken over this project.

Within a few yards of setting off, you can’t help but like the Street Twin. It’s eager to please right from the off and the bike is immediately involving. Other than lacking a tail to wag, it reminds me of my much lamented Collie bitch waiting by the back door when we were about to go for a walk.

There is a single, imitation analogue speedometer – it’s really electronic – and discreetly hidden in there is information about average fuel consumption, current fuel consumption and miles to empty. However, this is not a bike to be ridden by playing about with electronic options. A Street Twin is more to be felt, rather than commanded with a PlayStation controller.

The reality is the bike must, absolutely must, be ridden in the lovely area between 3000 and 6000 rpm. Below 2500 rpm the motor is asking for a few more revs to be comfortable, and if it is buzzed hard it starts to get all grumbly and irritable. The Street Twin will manage nearly 50 mph in first gear, so it is hardly an arthritic slug, but the motor doesn’t like these revs.

At the other end of the scale, one of the Triumph test riders told me that the Street Twin would run up to 110 mph – but both he and the bike didn’t like to be there. We ambled along at 80 mph on the Spanish four-lane highways and the world was a wonderful place to be. Effortless, involving and graceful – a true gentleman’s carriage.

The Street Twin is ludicrously light on fuel. Ridden very hard, as we did in the morning test session, the bike returned 55 mpg. In the afternoon, riding the bike as it will be used, 70 mpg was showing on the computer all the time.
For some reason I don’t fully understand, Triumph took us into the hills for some seriously spirited riding. I can report with complete honesty that if you want to ride the Street Twin like Malcolm Uphill’s 1969 Production TT-winning Bonneville, then the bike is up to the job – as the wear on my toe sliders will verify.

I rode in second gear, using the engine as a rear wheel brake, and I had a great time. But I had even more fun riding back to the hotel at a far gentler pace. With the big Twin burbling along at 3500 rpm (or so my bum mounted rev counter reported back to me) in third and fourth gear, the Street Twin was a lovely place to be and a wonderful reminder of why I am a motorcyclist and will be until my dying day.

In conclusion, Triumph have done a quite remarkable job with the Street Twin and have set the benchmark for this sector. It is now up to every other manufacturer to play to catch up. And for those naughty, recidivist, classic racers like me there is more to come from the Bonneville range with the launch of the Street Twin’s big brothers in the spring. These are good times to be a motorcyclist.

2016 Triumph Street Twin Specs
Engine: 900cc liquid-cooled Parallel Twin, eight-valve, SOHC with 270° crank angle
Bore x Stroke: 84.6 x 80mm
Compression Ratio: 10.55:1
Maximum Power: 55 horsepower @ 5900 rpm
Maximum Torque: 59 lb-ft @ 3230
Fueling: Multipoint sequential electronic fuel injection
Exhaust: Brushed two-into-two exhaust system with twin brushed silencers
Final Drive: O ring chain
Clutch: Wet, multi-plate assist clutch
Transmission: Five speed
Frame: Tubular steel cradle
Swingarm: Twin-sided, tubular steel
Front Suspension: Kayaba 41mm forks, 4.7 inches travel
Rear Suspension: Kayaba twin shocks with adjustable preload, 4.7 inches travel
Front Wheel: Cast aluminum alloy, multi-spoke 18 x 2.75 inches
Rear Wheel: Cast aluminum alloy, multi-spoke 17 x 4.25 inches
Front Tire: 100/90-18
Rear Tire: 150/70 R17
Front Brake: Single 310mm disc, Nissin two-piston floating caliper, ABS
Rear Brake: Single 255mm disc, Nissin two-piston floating caliper, ABS
Seat Height: 29.5 inch
Wheelbase: 56.7 inch
Rake/Trail: 25.1° / 4 inch
Dry Weight: 437 pounds (claimed)
Fuel Capacity: 3.2 gallons
Emissions: Euro4 Standard
Standard Equipment: ABS, Traction Control, Ride-by-Wire, Immobiliser, USB Socket, LED rear light

Yamaha’s 2016 Raptor 90 Youth ATV

Yamaha’s new 2016 Raptor 90 is an exciting youth ATV for riders starting at 10-years-old and is available now for the holiday season. The entry-level Raptor’s styling and sporty ride is reminiscent of the Raptor 700, but at a size and performance level appropriate for younger riders and budding ATV enthusiasts. The Raptor 90 is a great gift for first-time riders joining the family out on the trails.

The new Raptor 90’s low-maintenance engine delivers excellent low-to-mid range performance, built to provide younger riders with an easy, confidence-inspiring ride. With Yamaha’s industry-leading reliability and durability, parents can also feel comfortable knowing their child is safe.

The Raptor 90 mounts an 89.9cc air-cooled 4-stroke SOHC engine with a continuously variable transmission (CVT) on a newly designed lightweight chassis. The CVT provides seamless acceleration with no need for shifting, and reverse gives young riders more versatility on the trail. With increased power over Yamaha’s previous Raptor 90, the new model provides sporty performance while maintaining a comfortable ride and simple operation.

Additional features that help provide increased performance and comfort include new front and rear suspension, new 18-inch tires with lightweight matte black wheels, a plush new seat and wider floorboards. The 2016 Raptor 90 comes in Yamaha Blue/White with a $2,799 MSRP.

Pete’s Cycle – One stop shop for all types of motorcycles, watercraft, ATVs, and generators from leading brands. Our trained repair technicians can cater all your needs flawlessly. Our knowledgeable sales reps will help you to opt the right type of vehicle you are looking for at prices to suit your budget. Visit us today!

The Polaris ACE

The Polaris ACE has created a whole new market, providing it’s own unique off-road experience. Polaris’s ACE combines the nimble handling of an ATV with the security and non-intimidating, automotive like driving approach of a UTV. The first ACE featured a 32HP, 335cc power plant. Its design was based on a Sportsman ATV chassis with sit in and step out accessibility, which is very easy to get in and out of. The other major ACE difference is automotive-like controls and a ROPS cage. The UTV-like controls feature a steering wheel, brake/gas pedal, and an automatic PVT transmission.

The entry level Polaris ACE opened the doors to a new breed of ATV’er. While not overly impressive in the power department, it quickly found it’s calling with the older generation as well as many in the first time crowd. After creating an entire new market, and less than a year into it’s public existence, ACE answered to the calls for more power. The Polaris ACE 570 offered an identical chassis with Polaris’s proven 570 power plant from the RZR, Ranger, and Sportsman 570. The 44HP power plant brought an impressive 35% power increase with virtually no increase in overall weight.

The Polaris ACE 570’s power increase was well received by the masses, and its next focus was luxuries. The SP package and ACE 570 SP brought a whole load of premium performance features. The biggest SP benefit was it’s Variable Assist EPS, but it also featured a new high-performance close ratio on-demand AWD system, dual rate rear springs, front and rear stabilizer bars, and a sport tuned exhaust system. The more aesthetically noticeable upgrades included were Factory Installed quarter-doors, a high-performance steering wheel, Automotive style paint with custom graphics and a custom cut and sew seat cover.

Just like the ever-growing UTV market, consumers claimed to want more and more HP. Instead of increasing the HP a little at a time, it appears that Polaris has just gone for it with the 875cc ProStar powered 2016 Polaris ACE 900 SP. The 2016 Polaris ACE 900 SP is the double throw me down, EPS equipped deluxe model ACE with an in incredibly over the top 60HP.


Right off the bat you realize that the ACE 900 SP is the basically the same ACE we are all familiar with, only with a whole lot more motor. Overall weight is increased by about 85lbs., mostly because the larger twin cylinder ProStar 900 is heavier than the previous single cylinder models. As the 900 fires to life, the deep growl of a big twin lets you know that you’ve graduated from the entry level to something a little more serious.

The 2016 Polaris ACE 900 SP motor is eye opening. Shifting the transmission into gear and stepping on the gas will almost lift the front wheels on it’s own. If you have any sort of bump, and proper throttle control you can actually ride a pretty decent wheelie. The 900’s acceleration is pretty exhilarating as well. Bombing down a dirt road, you can see 60+ in a hurry. One thing to keep in mind, at these types of speeds is that you’re still driving a 48-inch wide, short wheelbase 4x4. Locking up the brakes at 60-65 mph can find the ACE’s rear end coming around you in a hurry.
In most situations, we found the extra HP and Torque was appreciated but maybe not really needed. Longer, steeper hill climbs were the one spot where we felt the power was really necessary. Brimstone trails feature a lot of elevation changes with extremely steep hill climbs, the 900’s over the top power took the hesitation right out of you. We didn’t find a single climb in Brimstone that our ACE 900 SP couldn’t conquer.

Brimstone is also full of super technical, shorter, rocky climbs. While the new ACE is a 900, it still has minimal ground clearance and relatively small (25”) tires. Climbing some of these rutted and obstacle filled climbs required a little finesse and a lot of commitment. On more than one occasion, the excessive HP and slightly jumpy throttle brought the front-end way off the ground. Letting off the throttle, or getting on the brakes brings the wheels back to the dirt, and the ACE still had plenty of power to conquer the trail. These super steep, obstacle filled trail situations might be a spot where a less experienced driver would be better off with the more mild mannered ACE 570.
Cruising around the faster, more open trails on the big bore ACE are a blast. The 900 ACE has tons of midrange torque and it’s always available. You could get that thrown back in the seat, light front end feeling at any speed, by just matting the pedal to the floor. When approaching a water bar, g-out, or other trail obstacle, we found you could set the front with a little brake and then a throttle tap would lighten the frond end for impact.

One thing about an ACE type vehicle compared to an ATV is that once buckled in, you are pretty much along for the ride. With an ATV you can use your legs and arms as additional suspension, where as in an ACE you are strapped in a seat and going to feel everything that isn’t soaked up by the suspension. Power left on tap, can be an asset to making the most of the suspension, but other times the 900’s 60HP might also be a little excessive for a MacPherson strut front end with 8.2” of wheel travel.


The Polaris ACE is proving to be a really cool new off-road platform, and with models ranging from 32HP to 60HP there is an ACE to suit just about every customer. The one market we expect the ACE to expand into is extreme performance. The 60HP motor in a sub 1000 lb. machine is more than powerful enough for any type of off-road racing situation. The one hold up we see is the limited suspension travel of the MacPherson Strut front end. At 32 or even 44 HP the 8.2” of travel is more than sufficient, but you will be looking for more if your pushing a 60HP machine to it’s limits.
We expect the Polaris ACE platform to evolve into a dual front a-arm offering. If and when Polaris brings us an ACE with a dual an arm front end, the possibilities will be endless. It’s a great machine in a wide variety of elements, and more front travel might just make it the most versatile platform in our industry.

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Winter ATV/UTV Maintenance Tips

Just because the temperature dips below short sleeve shirt weather doesn’t mean you have to stop riding your ATV/UTV. Using normal preventative maintenance and a few extra cold-weather maintenance checks, riding in cold weather, even in the snow, can be very enjoyable.
You might be doing this already, but just in case you aren’t, remember with the onset of colder temperatures, you need to replace the fluids in your ATV/UTV with coolants and lubricants designed for cold weather. Your vehicle will start easier and run smoother if you remember to do this. In fact, this might be the most important aspect of cold-weather maintenance you need to remember. But there are others that are also important.
My ATV mechanic always reminds me to lubricate the control cables with temperature-appropriate lubricants to make sure they function properly in the cold. This includes brake cables, the choke cable, and any others your particular model vehicle might have.
While you are lubricating the cables, it’s a good idea to go ahead and grease the lube points on your ATV’s frame. Check with your ATV mechanic to get the right grease for the temperatures you are likely to encounter.
My mechanic always reminds me to be sure and test the brakes frequently to make sure they are working. Nothing’s worse than not being able to stop. The same goes with the other cables on your ATV. Test them frequently while riding to make sure they haven’t frozen up on you.
Dolle's UTV in water imagejpeg_0 5-14
I never leave the shop where I get my ATV serviced without the mechanics there going over my vehicle’s frame and checking for any areas that might show stress or cracks or abnormal wear. Better to know it before you head out in cold weather than to find out the hard way 10 miles from the trailer.
Something I never thought of until my mechanic did it for me is greasing the electrical connections on my ATV. He checked the connections and greased them to make sure everything worked properly and winter’s worst wouldn’t cause a problem while I was out riding. It’s not too farfetched to say that small action alone probably got me home in time for supper on more than one occasion.
These tips are common sense, but it is easy to forget them when you’d rather be riding than working on your ATV. But by following these simple tips, you’ll get more enjoyment from your ATV/UTV and enjoy more of the outdoors — even in the dead of winter.