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.

Black Friday Sales!

#‎BlackFriday‬ 25% Off on Parts and Accessories. 50% Off on other selected items and ‪#‎ToysForTots‬ drop off at all of our stores. Come in this weekend for our Black Friday Weekend Sale!! Save on parts and accessories Friday and Saturday! Come in for fun, snacks, and savings!



One of the motorcycle’s best qualities is its ability to trigger your mind to build a pleasing image around the machine. For this pair of Scramblers, one from Ducati and one from Triumph, the image is idyllically rustic, backlit with hazy-warm golden light complete with lens flares. Much like the cozy cross-generational visions you’re looking at on these pages now. These are images evocative of times and feelings that may or may not have actually existed, though if you ask a riding enthusiast who lived and loved through the scrambler heyday of the ’60s and ’70s, there’s no doubt it was real.
And there is no doubt it is real right now, on the highways and dirt roads of America. Good times, accessible motorcycles, and decent pricing are what fueled the boom times first time around, and both of these Scramblers offer a lot of bike for the money.

Step one to good times was sending our pair of pro-racer photo models for a real scramble in the California desert near Pioneer Town, not far from Joshua Tree National Park in California. Ryan Dudek’s skills are well documented in these pages, and he was joined by AMA Pro SuperSport East champ Hayden Gillim. That’s Hayden on the Ducati (above photo), dragging a footpeg while dirt-tracking on a dry lake bed. It was totally impractical and all about fun, but if you happen to be a pro-level rider and want to slide one of these bikes on dirt, both of our guys picked the agile, light, and quick Ducati.
But back to reality.
Triumph came to this retro-scrambler land first, way back in 2005 (if you don’t count pre-unit and unit-construction scramblers it made during the company’s first life). If you missed it, the Scrambler is based on the love-object Bonneville, which I first rode on its introduction in England in 2001, when the weather forecast was so bad that the lady on the telly said, “Don’t leave your homes!” Could have used the Scramblers’ Bridgestone Trail Wings on that ride back then.

 Come into Pete's Cycle, we carry all the Scrambler models. 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. 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.

Safer and Faster Riding with Bosch's Motorcycle Stability Control for Ducati

Photo by Bosch as posted on Revzilla.com.
Riding a motorcycle just got a lot safer, thanks to the new Ducati stability control system developed by Bosch.
Stability control is a relatively simple system, where a computer works with sensors to recognize loss of traction, then automatically intervenes to stop the skid using the brakes and the engine; according to the Insurance Institute for Highway Safety, it's estimated that stability control can eliminate one-third of fatal car crashes.
Stability control has been commonplace in automobiles for a while now, and recently it’s been making its way onto motorcycles via anti-lock braking and traction control systems. Whereas a car only moves in two dimensions (back and forth or left and right), a motorcycle has more options, like roll, yaw, and pitch.
The stability control systems found in motorcycles monitor and compare the individual wheel speeds, and notices if one wheel loses traction or the brakes lock up. When this happens, the system acts accordingly: it will cut the throttle or brake pressure to remedy the situation. What's more is that the Bosch system works even when the motorcycle is leaning into a turn.

"A five-axis accelerometer monitors lean angles and attitude," according to an article on Wired about Bosch's new system. "Data on acceleration, deceleration, yaw, roll, pitch, lift, and relative wheel speeds is collated and processed hundreds of times a second. If a problem is detected, the system does its work via Bosch’s ninth-generation motorcycle antilock braking system."

The system is able to alleviate pressure and maintain grip if a rider applies more brake than the available traction can handle, and can also redirect the braking force to the optimal wheel. The bike's performance is optimized in real time and updates by the hundredth-second, working seamlessly to provide the maximum braking force the bike can handle at a given angle of lean in a given condition.
The latest models to feature Bosch's Motorcycle Stability Control (MSC) and ABS with linked braking systems are the 2015 Multistrada and 1299 Panigale. Bosch's stability control on these Ducatis will not only keep riders safer in emergency situations but allow them to ride safely at faster speeds, too.
Check it out in action:

Niccolo Canepa returns to Althea Racing

Photo from ItalianWheels.net.

On Wednesday, June 10, a press release announced that Italian rider Niccolo Canepa has returned to Althea Racing. Canepa was chosen to take over the seat vacated by Nico Terol, the Spanish rider who exited the team after seven rounds of disappointing performance. Canepa will be joining Althea for the remainder of the 2015 World Superbike Championship, and will be riding the Ducati Panigale R.

Canepa’s revived relationship with Althea marks his third team of the season: he began with the now-defunct Erik Buell Racing manufacturer aboard their EBR1190RX, then switched to the Grillini Kawasaki outfit on their Kawasaki Ninja ZX-10R for the two most recent rounds.

The team has expressed excitement over Canepa’s return, referencing the significant success he had riding with Althea in 2014. Team owner Genesio Bevilacqua stated that Canepa’s “motivation, athletic freshness, and great experience can surely make the difference.” He went on to say that, although there is less than half of the championship left to run, Team Althea wants to do their very best “and make the most of the great potential that the Ducati Panigale R has already show in the field.”

“I’m very pleased to return to the great family that is Althea,” Canepa said in the press release. “After last year’s fantastic season in which we finished second in the EVO world championship, being able to get back on Team Althea’s Ducati and return to my team gives me great motivation. The bike has improved a lot from that of last year and so I’m sure that after some laps to get back into things I’ll be able to be competitive right away. I thank Genesio for giving me this opportunity and I’m sure that he and the fans will not be disappointed. I’ll see you at Misano.”

Kawasaki Has Already Announced its Entire 2016 Line of Dirt Bikes

Kawasaki just announced its entire 2016 model line of dirt bikes, and the big news is a new KX450F. The engine might not look radically different, but almost all of it is new, with a different angle on the top end, a new head, piston, cam and throttle body. The frame has changed as well, and Kawasaki is claiming a  7.5 pound weight reduction. The 250 didn’t get as much attention, although Kawasaki is rolling out a new handheld FI Calibration Kit that will make customization of the fuel injection easier at the track. Here is some of Kawasaki’s information on the new bikes.

16_KX450H_LIM_LB_OR.med005 

 

2016 KAWASAKI KX450F

SPECIAL FEATURES OF THE 2016 KAWASAKI KX450F
•     NEW Among the lightest curb weights in class after a 7.5 lb overall weight reduction
•     NEW Lighter, more powerful engine with new engine cases
•     REVISED Bridged-Box bottom piston based on AMA factory race bikes
•     REVISED Intake port improves performance in mid-to-high RPM range
•     REVISED Intake valve shape increases air volume
•     NEW Intake camshaft is lighter and has revised timing for low-mid RPM response
•     NEW High-flow airbox with rear intake channels improve flow and reduce noise
•     NEW Header with integrated resonator chamber for crisp throttle response
•     NEW Mass-centralizing exhaust muffler to reduce sound and weight
•     Plug & play DFI® couplers allow easy engine map changes
•     NEW Slimmer, lighter perimeter frame and swingarm improve rider feel
•     Launch control based on factory race bike system
•     Industry-leading Showa SFF-Air TAC fork and Uni-Trak rear suspension
•     NEW Aggressive factory styling and flatter seat for easier rider movement
•     4-way adjustable handlebar and 2-way adjustable footpegs fit a wide range of riders

16_KX450H_Part_Piston_Y15_R.med008 

ENGINE

Kawasaki’s already powerful flagship motocross bike is even stronger for 2016, with the KX450F motorcycle boasting a more powerful and lighter engine. The revisions are extensive and start with new engine cases to save weight while optimizing the design to increase strength and rigidity. The location of the oil scavenger pump was also changed, swapping from the left case to the right case.
The cylinder head updates include revisions to the intake ports, which are less curved than before, improving mid-high RPM performance and over-rev. The intake port cores are also given a special coating during the head casting process to make the ports smoother. The extremely smooth surfaces and revised port shape increase the intake efficiency and performance at
all RPM.

The 36mm titanium intake valves have a revised head area. The new design, with slimmer throat angle and reduced recess (similar to valves on Kawasaki supersport engines) contributes to increased high-RPM performance. Revised intake cam timing (advanced 2-degrees) contributes to better low-RPM performance, while the camshaft is 0.5oz lighter than before. A new intake camshaft sprocket is 0.7oz lighter.

16_KX450H_Part_Throttle_Body_R.med010
The single cylinder is offset (8.5mm forward) to reduce mechanical loss through friction from the piston movement, enabling more efficient power generation. This necessitated a revised crankshaft shape, corresponding to the revised crankshaft housing. The crankshaft balancer shape was also changed – reducing its size and lightening it by 1.9oz. Further updates were made to the crankshaft balancer drive gear and driven gear, resulting in a combined reduction of 1.4oz.

A new crown design for the Bridged-Box bottom piston is based on the AMA factory race bikes and matches the new intake valve shape as well as contributing to the 12.8:1 compression ratio.

Another addition for 2016 is the redesigned air box, which does away with any steel parts, resulting in a weight savings of 8.8oz. It also utilizes new underseat intakes at the back of the seat. These and the revise shape of the air box help to ensure clean airflow, improving engine response and reducing intake sound to meet local market requirements.

Changes were made to the throttle to reduce vibration. This resulted in a new compact fuel injector being used. The outer part of the fuel pump was also revised, changing the flange position in order to lower the fuel tank position, contributing to the motorcycle’s overall lower center of gravity.

16_KX450H_Part_Steering_Head_R.med009
Further upgrades include a new exhaust system. It starts with a new header design that features a resonator to improve low RPM power and help reduce the sound level.

The result of these changes to the powerplant mean increased power. And when combined with a lighter overall curb weight, the 2016 Kawasaki KX450F motorcycle has an improved power-to-weight ratio that provides improved acceleration response.

Another weight saving measure saw 9.2oz trimmed from the transmission gears and shafts, which retain their overall strength while contributing to the motorcycle’s dynamic performance. Finally, the shape of the kickstarter has altered, resulting in a saving of 2.6oz.

ELECTRONICS

With all these engine changes, the revolutionary and popular DFI® couplers are again available for the Digital Fuel Injection system. Three are supplied with each motorcycle and allow the riders to quickly change the fuel injection mapping to suit any riding condition. The four-pin DFI couplers are designed for standard, hard or soft terrain settings. The rider simply connects the appropriate coupler cap to suit the track conditions and the DFI couplers immediately activate an ignition mode to match.
The KX450F motorcycle’s Launch Control System is another popular feature that helps obtain holeshot supremacy for the amateur and pro rider alike. The push-button activation retards ignition timing in first and second gears, helping to maximize traction off the line. Once the rider shifts into third, normal ignition mapping is resumed and full power returns.

As a further benefit of owning a KX450F motorcycle, the engine ECU remains fully programmable thanks to the new handheld Kawasaki Accessory KX FI Calibration Kit. This portable device allows custom maps to be created giving riders precise adjustment of fuel and ignition settings. This new handheld module eliminates the need for a trackside laptop computer. It can store up to seven preset maps and is PC-compatible.

CHASSIS

Kawasaki’s engineers worked tirelessly to improve handling and chassis feedback with a new aluminum perimeter frame. The perimeter spars are 6mm slimmer than the previous frame, allowing easier rider movement. It is also lighter by 1 lb, while the subframe (seat rails) has thicker walls for increased strength. Overall rigidity has been improved with a new swingarm (while losing 7.8oz in the process), helping rear-wheel traction and rider feel.

The alloy swingarm has a cast front section and twin tapered hydro-formed spars in a raw aluminum finish.Forged chain adjusters are also fitted with a self-locking rear axle nut. The axle nut holds the 80 lb-ft torque setting without the need of a cotter pin for ease of maintenance at the track.

The original goal was to create the lightest motorcycle in its class, increasing the bike’s agility and helping to reduce rider fatigue, making the KX450F more potent than ever before. Following extensive engine andchassis revisions, the 2016 Kawasaki KX450F motorcycle has seen a significant 7.5 lb reduction in curb weight (including fluids), giving it a total weight of 239.6 lb.
Weight savings from the engine group (including intake and exhaust systems) amounted to approximately4.4 lb, with savings from chassis components totalling approximately 3.1 lb. Some of the major contributing component weight savings include:
  • crankcases (left/right) – 13oz
  • transmission – 9.2oz
  • air filter – 8.8oz
  • frame – 14.1oz
  • suspension (front/rear) – 10.9oz
  • swingarm – 7.8oz

16_KX450H_LIM_RF_OR.med006 

BODYWORK & SEAT

The 2016 KX450F motorcycle receives all-new bodywork with aggressive styling to suit its heightened performance. The minimalist bodywork is light and features angular styling for the new number plates, shrouds, fenders, skid plate and water pump guard. The new bodywork unifies the radiator shroud and side covers for a smoother, seamless rider interface that is 1.2” slimmer at the widest point, and allows unimpaired movement around the motorcycle. The radiator was reshaped in order to achieve this, creating a vee-shapeand allowing the shrouds to be slimmer.

The top of the fuel tank is lower than before, allowing easier progression from the seat to the tank. The flatter design gives the rider greater freedom of movement when changing riding position, while also allowingthe rider to sit further forward.

Aggressive styling for the new front fender adds to the motorcycle’s overall racy appearance and alsosaves 1.8oz in weight overall the previous model year.

The appearance is further highlighted by green engine plugs, oil cap and generator cover plugs, as well as green alumite suspension adjusters and black alumite wheels. Another neat detail is the embossing
on the clutch cover, which was designed to gradually appear as contact from the rider’s boots wears away the paint.A new generator cover has also been incorporated to fit the new crankcase.

To protect the 2016 Kawasaki KX450F motorcycle from general wear and tear encountered during a typical day at the track, a large synthetic skid plate offers great protection with minimum weight. The revised designhas oval holes that facilitates easy mud removal and reduces the weight further.

SUSPENSION & BRAKES

With Kawasaki engineers creating a lighter motorcycle, its agility was increased, allowing the suspension and brakes to work more efficiently and effectively. This is especially true of its state-of-the-art Showa SFF-Air TAC (Separate Function front Fork, Triple Air Chamber) fork technology, which separates the damping and shock absorption duties into the individual fork legs. The left fork tube contains the damping assembly and the right fork tube contains the air spring. Instead of the steel coil springs found in conventional forks, the SFF-Air TAC’s right fork tube has three chambers filled with pressurized air that act as a “spring”. Eliminating the steel coil springs reduces friction by approximately 20% and creates an extremely smooth action throughout the fork’s stroke. This has the added benefit of greatly reducing weight and allowing a larger damper piston to be used, providing smoother action. New low-friction fork seals and revised valve settings for reduced damping deliver easier fork movement, matching the pitching characteristics to the lighter chassis.

This works-replica fork is derived from Kawasaki’s factory race bike. It is lightweight and rigid, contributing to superior riding stability and front-end feel. The low friction design contributes to an extremely smooth fork action, while precise settings are possible merely by changing air pressure.
The fork has traditional 22-position compression and 20-position rebound damping adjustment.Furthermore, the rider can adjust the internal air pressure with the Kawasaki Genuine Accessories 0-300psi Digital Air Pump that is supplied with the KX450F motorcycle. Changing the air pressure covers a range of settings offered by optional springs in a standard fork, including quick changes of ride height, without needing to disassemble the fork tubes. The pump’s digital display offers precise air pressure setting, and its casing stores the engine’s DFI couplers for the fuel injection system, allowing better organization on practice or race days.

New linkage ratios for the Kawasaki Uni-Trak® suspension system were designed to suit the new aluminum frame and swingarm. Mounting the link below the swingarm allows a longer rear suspension stroke, while maintaining a low seat height. Dual compression adjustability from the Showa shock allows high-speed and low-speed damping rates to be set separately. The shock reservoir has a friction-reducing internal Kashima Coat for improved suspension action. This race-oriented suspension offers class-leading action and adjustability on par with the Showa SFF-Air TAC fork. The fully adjustable unit allows for precise settings to help keep the rear wheel planted and the rider out front.

Riders looking for an extra edge over the competition can use the optional Kawasaki rear suspension tie rod. It is 1mm longer than stock and can be used to reduce seat height by 4mm to give the rider greater control and adjustment.

Being able to enter every corner at the desired speed is critical to fast lap times. The 2016 KawasakiKX450F motorcycle uses an oversized 270mm, petal-shaped front brake rotor (largest in class) from the renowned manufacturer, Braking. It helps provide powerful stopping forces, good lever feel and consistency in all conditions. It is paired with a 240mm petal-shaped Braking rotor on the rear.

ADJUSTABILITY

Kawasaki’s commitment to the rider continues with an adjustable handlebar and footpegs to fit various sizes and riding styles. The footpegs feature dual-position mounting points, with a lower position, which reduces the height from the standard position by an additional 5mm. The lower position effectively lowers the center of gravity when standing, and reduces knee angle when seated.
The handlebars offer 4-way adjustable mounts. With 35mm of range, the multi-position handlebars feature two mounting holes, and the 180-degree offset clamps provide four individual settings to suit different sizeriders.

Equipped with a flat seat, adjustable footpegs and handlebar as well as fully adjustable suspension, the 2016 Kawasaki KX450F motorcycle can be tailored to suit a large range of riders. This perfectly complements the wide range of damping settings as well as the DFI couplers and optional handheld Kawasaki AccessoryKX FI Calibration Kit, allowing the rider to find the ideal engine characteristics to suit a particular track or conditions. So while the base settings on the KX450F motorcycle are based on extensive testing, including racing, the motorcycle provides a huge range of technology and adjustment to help ensure every rider can fully exploit the incredible ability of this extremely capable motocross bike.

Honda's 2015 ATV Lineup Has You Covered This Summer!

Honda’s 2015 multi-purpose ATV line has experienced dramatic increase in the number of models available within the FourTrax Foreman Rubicon series and FourTrax Rancher series, as both families now offer models with Independent Rear Suspension capable of handling a tough day on the job or a fun romp through the back country.
 
Honda unveiled the new Rubicon during a press outing at its private museum located just a few blocks from its American headquarters in Torrance, Calif., on July 9. A Rancher model was not available for our inspection, but Honda has promised to give us the chance to review the Rubicon, Rancher and Foreman models as they become available in the fall of 2014.

2015 Honda FourTrax Foreman Rubicon IRSFor 2015 the Honda FourTrax Foreman Rubicon is available with independent rear suspension.


The Honda FourTrax Foreman Rubicon is available in two trim packages and two transmission options for 2015. The most notable styling difference between the standard model and the Deluxe model are that the Deluxe Rubicon replaces the standard Rubicon’s steel wheels with fancier-looking cast-aluminum wheels and also features red-painted suspension components along with special decals.
2015 Honda FourTrax Foreman Rubicon DCT DeluxeThe Deluxe Rubicon comes with cast-aluminum wheels and red painted suspension components.

While it’s customary to talk about a new unit’s powertrain first, the real news with the Rubicon is its new Independent Rear Suspension (IRS) system. Incorporating the IRS required an entirely new double-cradle steel frame that is very different from the chassis on the swingarm version. Honda says that the new chassis is stiffer and offers more torsional rigidity than the swingarm chassis, the goal being crisper, more precise handling and a smoother ride with increased ground clearance.

The new IRS system incorporates dual arms and one shock per side, boasting 8.5 inches of travel. Honda engineers also revamped the front suspension with a new independent double-wishbone arrangement that delivers 7.3 inches of travel, giving the Rubicon increased ground clearance as well. All four shocks are preload adjustable to better tailor the Rubicon’s ride to meet varying loads and riding conditions.

Rubicons are available with optional Electronic Power Steering (EPS), and Honda engineers have devised a new three-point mounting setup for the EPS system that is claimed to make the steering mechanism more rigid for more precise steering.

2015 Honda FourTrax Foreman Rubicon EPS Camo2015 Honda FourTrax Foreman Rubicon EPS Camo

Both models are powered by Honda’s longitudinally mounted, liquid-cooled, 475cc single-cylinder four-stroke, which is tuned to produce excellent low rpm torque and a broad powerband. Aiding in both power delivery and throttle response is Honda’s proprietary PGM-FI fuel-injection, which feeds fuel through a 36mm throttle body.

The main powertrain difference lies in the transmission options. While the five-speed manual transmission Rubicon can lay claim as the industry’s first manual transmission IRS multi-purpose ATV in the class, the marketing clout of that claim is debatable, especially compared to the Automatic Dual Clutch Transmission (DCT) Rubicon.

First introduced on Honda’s VFR1200F two-wheeled sportbike three years ago, the DCT is a unique transmission that provides the compact size and strength of a manual transmission with the convenience of an automatic transmission, while giving the rider the option of push-button manual control via Honda’s Electric Shift Program (ESP). For 2015, the Rubicon’s Automatic DCT also features a new dual shift-mapping program that automatically selects between two transmission shifting modes, Cruise or Sport. Changing the mode alters the Rubicon’s shift timing: Sport mode holds the transmission in the same gear longer before shifting to deliver more performance while play riding, while Cruise mode allows the transmission to shift up sooner for more casual performance and enhanced fuel efficiency. Honda is claiming a 12% fuel efficiency increase for 2015.

2015 Honda FourTrax Foreman Rubicon DCT2015 Honda FourTrax Foreman Rubicon DCT

Both the DCT and manual-transmission Rubicons come with Honda’s TraxLok 2WD/4WD system, which offers 2WD and 4WD modes along with a 4WD mode that locks the front differential to optimize traction. The TraxLok also features a Speed Override mode that can be engaged when the front differential is locked, allowing increased wheel speed in severe terrain conditions such as deep mud. Helping to get the Rubicon’s power to the ground are new tires designed in conjunction with Maxxis. The new tires feature a more aggressive tread pattern for improved traction, yet their carcass design is claimed to offer a better ride quality at the same time.

Making the transmission operation even easier, the 2015 Rubicon gets a new dual-purpose lever that allows the rider to engage reverse gear as well as setting the parking brake. The rider pulls the lever to engage reverse or pushes the lever to set the parking brake.

The 2015 Rubicon’s all-steel front and rear carriers boast more load capacity than before – 99 pounds up front, 187 pounds in the rear – with flat plates that facilitate loading and offer multiple tie-down points. A heavy-duty trailer hitch gives the Rubicons an impressive 1322-pound towing capacity.

2015 Honda FourTrax Foreman Rubicon DCT Olive2015 Honda FourTrax Foreman Rubicon DCT Olive

Other new features, include an increased AC generator output to 574 Watts, which will allow the user to power up more electrical accessories than before – although some of that additional power is usurped by a new 50W top assist light that operates independently of front headlights. Stopping power has also been increased via larger 190mm dual hydraulic front disc brakes and a 170mm hydraulic rear disc brake.

If you are going to spend all day in the saddle, it’s nice to know that the Rubicon has been designed with rider comfort in mind. In addition to a more “open” ergonomic triangle (defined as the relationship between the footwells, handlebar and seat), the 2015 model’s seat is now made of  thicker, softer foam, and the seat cover features a more-textured finish for better traction. The instrumentation has also been upgraded to a new electronic digital meter display that includes a handy Maintenance Minder system to signal when it is time to service the machine.

2015 Honda FourTrax Foreman Rubicon SeatAn upgraded seat features thicker, softer foam and more textured cover for additional traction.


Of course, the 2015 Rubicon also gets new styling that is designed for hard work as well as good looks. A sturdy full-coverage front bumper featuring integrated mounts for an accessory winch is a key part of the package. MSRP for the entire Rubicon line has not yet been determined.

The 2015 Sea-Doo Spark is Here!


Yup, the most affordable, most innovative personal watercraft to come along in years returns for 2015, and perhaps the most amazing part about the 2015 version of the Sea-Doo Spark is that it has resisted the seemingly inevitable price creep to maintain its $4,999 starting price.

So just what do you get for the money? Let’s take a refresher course on all things Sparky.

Innovative Hull
 
By now, most people have at least seen the Spark. It’s cutting edge in design, but there’s more to it than just style. That colorful, matte-look finish, available in all those mouth-watering colors? It’s trendy, but it’s primarily the result of BRP not using fiberglass for the Spark’s hull and deck, but instead developing a proprietary material dubbed PolyTec. Actually polypropylene strengthened with long-strand glass fibers, it’s much lighter in weight than fiberglass, yet still plenty durable. That gaping open space up front? It’s part of the boat’s “Exoskel” system. By using an internal, wishbone-style frame up front, BRP engineers created a cool, one-of-a-kind look, reduced materials (which ultimately shaved off both pounds and dollars), and yet maintained plenty of rigidity.

2015 Sea-Doo Spark Action GroupSea-Doo's groundbreaking Spark returns for 2015 in an assortment of eye-catching colors.

And then there’s the boat’s unique hull-deck joint. Rather than adhesive, the Spark’s two halves are sandwiched around a rubber gasket seal, and then bolted together. A consumer’s everyday access is kept ultra minimal. The fuel fill is under the saddle, and both the battery and oil dipstick are accessed through small ports, spaces through which an owner can also spray some anti-corrosion product on the engine if desired. But from a consumer standpoint, that’s pretty much it. Dealer service technicians, however, can unbolt the entire top deck in about 10 minutes and remove it completely from the hull. The result is the kind of wide-open access to the engine, fuel system and driveline that is last seen during factory assembly.

Small Engine, Big Power-to-Weight Ratio
 
2015 Sea-Doo Spark Action Nose UpThanks to its light weight, the Spark's relatively small engine has no trouble providing a fun ride.

The idea behind much of the hull technology, of course, is to reduce not just cost but weight. A dramatically lighter craft (the base Spark weighs in at a mere 405 pounds) can use a dramatically smaller, lighter, lower horsepower engine. In the case of the Spark that powerplant is the 900cc Rotax ACE, a design actually co-developed with Ski-Doo engineers for a snowmobile project. It’s a mere 60 hp in the base model, but that’s still good enough to push the boat to a top speed of about 40 mph. Option up to the 90 hp version – an upgrade I’d strongly suggest for all but the most conservative riders – and you’ll push that top speed closer to 48 mph, as well as significantly improve the low-end punch. The 90 hp version also brings with it the familiar Sea-Doo Touring and Sport modes, meaning you can choose a tamer ride with greater fuel economy, or a more spirited ride with a little more get-up-and-go.
Rotax ACE 900 EngineCo-developed with the Ski-Doo snowmobile team, the Rotax 900 ACE engine is available in 60 horsepower and 90 horsepower variants.

A common question is whether or not the Spark is adequate for towing duties. The short answer is yes. In its three-up configuration (the option includes a longer saddle and nicely integrated hull extension), the Spark can handle basic tubing and boarding. Just don’t expect the ultimate ride. Sea-Doo makes WAKE models (as well as just about every other three-passenger boat in the line) that do that sort of stuff much better. Still, it’s possible to handle the basics, and that only adds to the Spark’s versatility.

2015 Sea-Doo Spark Action WakeboardingWhile it can't provide the same quality ride as other Sea-Doo craft, the Spark has enough juice for basic towing duties.

Old-School Handling
 
Though the Spark can handle more, it’s ideally suited for smaller bodies of water and an old-school, playful riding style. It’s actually meant to evoke an old-school SP. Hammer the throttle in a straight line, then chop it as you quickly flick the bars and you’ll launch into the classic powerslide. Or, unweight the back end, throw your weight forward and crank the bars, and you can spin the boat on its nose. In short, it’s fun to just goof around on like we used to do way back when, the sort of riding that’s all but impossible with most of today’s models.

Still, the Spark can carve with the right rider input. Yes, it’s still much looser than all of today’s more hard-cornering styles, but if you plant your outside foot toward the stern to keep things locked in and crank it into a turn, it will snap off a pretty good corner, especially with the added power of the 90 hp upgrade. In some ways, it can feel a little like the Yamaha WaveBlaster of old, certainly not a bad comparison given that boat’s avid fan base.

2015 Sea-Doo Spark Action CorneringThough it may not be able to carve as tight a corner as some models, the Spark is capable of spirited handling.

And yes, plenty of hardcore riders have already taken Sparks far beyond those “calmer, inland lakes and waterways.” Those up for the challenge will find the Spark can actually be a fun ride in rougher conditions, especially when those conditions include some jumpable waves.

Customization Potential
 
Not content with the basic Spark? As previously mentioned, you can stretch it to a three-passenger model via the hull extension, or boost power to a more potent 90hp engine. But you can also customize the boat’s looks. A wide variety of stick-on graphic kits are available to make the Spark stand out even more. Owners can also add practical upgrades like a seven-gallon front storage, flip-down boarding step designed to rest a knee on to facilitate deep-water reboarding, and even Sea-Doo’s Intelligent Brake and Reverse system. Yes, iBR adds to the cost of a boat designed to keep costs in check, but it’s sure handy for maneuvering around tight areas – like the dock and launch ramp – and it offers stopping power should you need to slow abruptly out on the water.

News and Notes
 
2015 Sea-Doo Spark Action Group

A year of use has certainly brought a few issues to light. One concern is that it’s difficult to spray down the interior of the engine compartment thanks to the mostly closed design. BRP would encourage owners to use the few access ports to reach into the interior, especially for those who ride in salt water. There were also some early problems with the handlebar and steering column durability in rough conditions, but it was traced to a manufacturer Sea-Doo sourced parts from and handled with a recall.

It’s also interesting to note that, according to sources at another manufacturer, the “average” sales price for a Spark was well into the $7,000 range, meaning consumers frequently optioned up from the $4,999 base model.

2015 Sea-Doo Spark Action LeftWith a base price of just $4,999, the 2015 Sea-Doo Spark is available with a host of price-bumping options.

But in the end, the Spark pretty much did just what Sea-Doo hoped – light a little bit of a fire underneath a stagnant industry. The 2014 model run sold out early, and even the competition had to note the model’s positive influence. Will that momentum continue into 2015? Probably so, at least to some extent. There’s a certain pent-up demand from those unable to get a Spark in 2014, as well as likely a greater acceptance of the model in general. My main disappointment with the Spark for 2015 is that Sea-Doo didn’t refresh or add some color choices, a la the colorful, refreshed Apple iMacs of years back.

May Begins AMA Motorcycle Awareness Month


AMA Logo 2014
With the beginning of Motorcycle Awareness Month on May 1, the American Motorcyclist Association is issuing a special appeal to motorists to be aware of their driving environment, check mirrors and blind spots before changing lanes and, especially, to watch for motorcyclists.

"The warmer weather in May brings out the riders who have been unable to ride all winter, so it presents an excellent opportunity for us to educate the non-riding public about the safety issues that affect motorcyclists every time we roll out of our driveways or onto a trail," said Rob Dingman, AMA president and CEO. "The AMA is monitoring more than 1,124 state and federal bills that would affect motorcycling safety or motorcyclists' rights, including many that deal with rider safety."

Among the top awareness issues in 2015 are distracted driving and the need for motorcyclist and driver training.

Sean Hutson, AMA government affairs manager for on-highway issues, said state legislatures are considering more than 150 bills that deal with distracted driving. Those bills range from prohibitions on minors using personal electronic devices to bans on the use of electronic devices by any driver.

Rather than solely seeking bans on specific forms of behavior, though, the AMA advocates legislation that includes enhanced penalty options to be determined by the courts in cases where distracted driving results in a crash.

In addition, the AMA supports training programs for motorcyclists -- including advanced skills courses - and more thorough education for motorists. A new law in Michigan, for example, requires motorcycle- and bicycle-awareness and safety instruction in all of the state's courses for new drivers.

Drivers can avoid crashes with motorcyclists by taking extra care and looking twice to spot motorcycles in traffic -- especially at intersections -- respecting the motorcyclists' space on the road and by not following too closely.

Motorcycle Awareness Month, launched by the AMA in the early 1980s and adopted by many state motorcycle-rights organizations, government entities and AMA-sanctioned clubs, is observed each May. Video and audio messages can be downloaded at www.americanmotorcyclist.com/Rights/Resources/PublicServiceAnnouncements.aspx.

AMA position statements on distracted and inattentive vehicle operation and rider education, as well as other subjects, can be found here: www.americanmotorcyclist.com/rights/positionstatements.

2015 Ducati Multistrada


The standard Multistrada 1200 features the new Testastretta DVT engine with variable valve timing, Bosch Inertial Measurement Unit, Bosch-Brembo ABS 9.1ME Cornering braking system, cruise control, four Riding Modes, Ride-by-Wire Power Modes (PM), Ducati Wheelie Control (DWC), Ducati Traction Control (DTC), a height-adjustable seat, and an LCD dashboard. As you can see, the standard version is quite far beyond standard.

The Multistrada 1200 S features those items, but with larger brake rotors, Ducati Multimedia System (DMS), Sachs Electronic suspension with semi-active Ducati Skyhook Suspension (DSS), full LED headlights with Ducati Cornering Lights (DCL), and a full-color TFT dashboard. So, when you’re braking with the ABS into a turn at night in the glow of TFT, the DSS adjusts as the LED is complemented by the DCL, and when you twist the PM the DTC comes on before you bang against the DWC, in your chosen PM, as the DVT is modulated by the IMU, for a hearty LOL.
Get my point?

The biggest news is the Multistrada’s new Testastretta DVT engine’s Desmodromic Variable Timing. This isn’t the first use of variable cam timing in production motorcycles, but in its concept and range of ability the DVT system goes leaps beyond other designs. What this means for the rider is, more horsepower throughout the rev range, and 10 more horsepower at peak, for a claimed 160 hp.

The DVT provides 45 degrees of variable timing for each cam, for a total of 90 degrees of synchronized variance (from +53 to -37 degrees of crankshaft rotation). Like properly functioning EFI, you don’t notice its function; power is just smoother, higher, and more efficient. The system adds a mere 5 kilos to the bike’s weight, but that’s handily offset by the gains it provides.

The significance of variable cam timing is profiting from optimum intake and exhaust valve overlap, which was historically a fixed value. Overlap is when those valves are simultaneously open at the end of the upward exhaust stroke and beginning of the downward intake stroke. With DVT, cam timing is hydraulically varied by a single needle valve for each camshaft that controls flow to housings on the belt-end of the camshafts. Hydraulic pressure causes the pulleys and cams to vary their relationship based on what cam timing the IMU requests.

Cam timing has always been a compromise between smooth running at low rpm and good power at high rpm, with fuel efficiency also a factor. Now, for the Multistrada, there is no compromise. Each cam positions itself in the best-possible relationship to the crankshaft for all rpm. The elegance is possible because Ducati’s Desmodromic valve operation needs much lower oil pressure to drive the variable cam timing as it doesn’t have to fight the resistance of valve springs.
While increasing power throughout the range, DVT improves mileage by a claimed 8 percent. Dual sparkplugs per cylinder provide additional combustion efficiency, working from separate ICUs and assisted by an anti-knock sensor. Three different maps adjust power delivery. The 1198cc engine has a claimed peak of 160 hp at 9,500 rpm, and 100.3 pound-feet of torque at 7,500 rpm. Drive is through a wet slipper-type clutch.

The second biggest news for the 2015 Multistrada 1200 is the programable rider-aid choices available at the push of a button. Each of the four versions of Multistrada have four personalities for your riding pleasure: Sport, Touring, Urban, and Enduro. Wait, is that four versions for each of the four versions of Multistrada? Yes. So, in other words, you can have a Touring Package bike that you choose to ride in Urban mode, and so forth.

Sport Riding Mode provides maximum power and torque, and sporty suspension on the S model. Traction and wheelie control are at low levels, and the ABS is at setting 2, maintaining Cornering ABS effectiveness.
Touring Riding Mode also features maximum power but with less-direct throttle response. It has higher DTC and DWC sensitivity levels for enhanced stability, and ABS is at level 3. On the S version, suspension is at maximum comfort and DSS mapping is configured for carrying additional weight.

Urban Riding Mode power output is restricted to 100 hp, and on the S version the suspension is set up for maximum agility, in concert with agile DSS mapping. DTC and DWS are at high levels, and ABS is at level 3.

Enduro Riding Mode also restricts power to 100 hp, and the S uses off-road suspension settings and DSS mapping. DTC and DWC are set low and ABS is at level 1 for low-grip surfaces. Rear-wheel ABS detection is disabled, as is the Cornering ABS.

The IMU (Internal Measurement Unit) is the soul of the Multistrada’s four-bike concept in which the rider can choose from various levels of “electronic strategies,” such as DWC, DTC, and Cornering ABS. The IMU measures yaw, pitch and rate of change of each to permit maximum braking while cornering, and it manages the DWC to inhibit the bike’s ability to wheelie. On the 1200 S, the IMU controls the LED Ducati Cornering Lights. The DTC and DWC each feature eight levels of sensitivity that can be reprogrammed from their factory settings. The IMU additionally interacts with the semi-active Ducati Skyhook Suspension (DSS) system of the S version.

The Brembo brakes of the Multistrada 1200 and 1200 S are matched to a Bosch 9.1ME ABS ECU. Cornering ABS utilizes the Bosch IMU to optimize braking front and rear, even at serious lean angles. The Electronic Combined Braking System is most active in Urban and Enduro modes, and least so in Sport. The rear-wheel lift detection is fully employed in Urban and Touring but is disabled in Sport and Enduro, and in Enduro the ABS is applied to the front wheel only. The system has three levels. Sport utilizes level 2, for equilibrium between front and rear, there’s no rear-wheel lift detection, and Cornering ABS is on. Touring and Urban use level 3 rear-lift detection, while Enduro is set at Level 1. The standard Multistrada 1200 has Brembo radially mounted 4-piston calipers and dual 320mm rotors in front, plus a 265mm single rotor. The S version has 330mm front rotors and Brembo M50 calipers mated to a 16mm master cylinder.

Both dashboards feature speed, rpm, gear, mileage, trip 1 and 2, engine temperature, fuel level, time, riding mode, miles remaining, consumption rate, average consumption, average speed, ambient temperature, traveling time, freezing surface warning. And while the bike is not in motion, the menu allows the rider to customize things such as DTC and DWC. Riding modes can be chosen while parked or on the move, as is true of the suspension preload on the 1200 S model. All Multistradas have an electronic key that engages with the motorcycle if it’s within two meters. A conventional mechanical key on the electronic key opens the fuel tank and releases the passenger seat. For security, there’s an electric fork lock.

The frame is a refined trellis design with a rear subframe made of aluminum castings. Rake is 24 degrees, trail is 4.3 inches. The single-sided swingarm is a one-piece die-casting, with welded-in sections. The Pirelli Scorpion Trail II tires are aggressively treaded for street and off-road riding. They’re sort of off-road sporty touring tires with long life.
The suspension is manually fully adjustable for the 1200, and all Multistradas have 6.7 inches of travel at each end. A narrower seat (compared to the last Multistrada) provides an easier reach to the ground, and although there’s 20mm of height-adjustability, the body is wider below the handlebar. Also, the passenger seat is lower than on previous models, and the grab rails have improved ergonomics. A reshaped windscreen allows one-handed adjustability, and dry weight is a claimed 460 lb. (467 for the S).

The wheelbase is 60.2 inches with centered weight, and ergonomics allow out-of-seat riding for off-road. The handlebar is tapered and rubber-mounted, and there’s actual storage under the passenger seat, not just accidental gaps between functional items. There are two optional 12-volt power outlets; one under the dash, one under the passenger seat, and heated grips.

OKAY, SO WHAT’S IT LIKE TO RIDE?

The new Multistrada is tall, as are all bikes of this niche, but the narrow seat does provide a reasonable reach to the ground. Getting beyond the multiple choices of rider aids and customizable programming, the Multistrada performs with agility. How could it not? The bikes we tested were flawless and smooth. Riding them can increase your IQ by a good 12 points.

The difference between the Sport setting’s full power and the Urban’s 100 hp is as noticeable as you’d expect: In Sport mode, in the higher revs, the bike storms forward with a wonderful growl, and speed increases nice and fast. The Sport Package includes Termignoni exhaust, which adds to the musical joy, but all models have the intake howl.
In any mode the bike is equally smooth, which is testament to some seriously complicated programming. If you so desire, you can shut off the DWC or DTC, but you can’t turn them back on while moving, so plan ahead.

On the 1200 S, the suspension is soft when riding in straight line, for maximum comfort, with Touring the best road-going choice. But as soon as you get aggressive in corners, it goes all semi-active on you and the bike is well planted. With the softness and long travel, speed bumps are something to ignore. Well, as far as comfort goes.

All riding modes show a factory-set damping setting of “medium” when you enter their menus. Since the suspension is semi-active, “medium” is just the baseline for where damping starts. But, when questioned, an engineer pointed out that each mode’s “medium” is a different “medium.” If you think about it, you wouldn’t want an Enduro “medium” to be the same as a Sport “medium,” and so forth.

Riding the 1200 Sport version makes it clear that it doesn’t have DSS. That’s not a bad thing; it just reminds one of how manually adjusted suspension that’s set at a sporty setting is at a sporty setting all of the time. You do notice speed bumps.
The standard monotone dashboard has lots of small print on because of so many functions. You must be under 40 or bring your reading glasses; the dash is not available in a large-print version. The full-color TFT display of the 1200 S is grand.
Cruise control works well and is easy to set or reset. A really neat feature: It can be disabled by twisting the throttle forward, beyond closed. It’s intuitively perfect, mimicking what you’d do with an open throttle when you desire to slow down.

Speaking about the throttle, it has a small bit of play. Unlike other ride-by-wire systems, there are no cables, and the throttle housing has the rheostat right within it, so, like the volume control on your stereo, there should be no play. Unless someone purposely put it there…? An inquiry revealed that, yes, it’s there for the purpose of letting the rider comfortably feel and know when the throttle’s closed, and also to ensure that there’s a smooth transition to opening it. These Ducati dudes aren’t stupid, that’s for sure.

In all, the handling is neutral, the braking is smooth, powerful and consistent, and the feedback is nails on. Also, the Multistrada has a power curve that only DVT can provide.

Prices for the 2015 Ducati Multistrada (in red unless otherwise noted):1200, $17,695; 1200 Touring Package, $19,094; 1200 S, $19,695; (white) $19,895; 1200 S Touring Package, $21,094; (white) $21,294. The Packages purchased as options: Sport Pack (Termignoni exhaust, carbon-fiber front fender, billet aluminum brake and clutch reservoir caps), $1,399; Touring Pack (heated grips, hard bags, centerstand), $1,399; Urban Pack (top case, tank bag, USB hub), $899; Enduro Pack (driving lights, Touratech crash bars, radiator guard, skid plate, enlarged side-stand base, off-road footpegs), $1,399.

The Kawasaki Ninja H2





Designed to be the ultimate motorcycle, the street-going Ninja H2 is based closely on the closed-course Ninja H2R. Powered by a 200 PS supercharged engine, it offers intense acceleration, superb high-speed riding potential, supersport-level handling performance, and a sensory experience surpassing anything that riders can find today.

The “Ninja” name is synonymous with Kawasaki performance, and has been shared by many legendary models over the years. Representing Kawasaki’s leading edge, Ninja models have always been the performance leaders of their time, and have shown their prowess time and time again on the racetrack.

The 1971 H2 (750SS Mach IV) took the world by storm when it arrived. Powered by a 2-stroke 748 cm3 Triple, it was the fastest motorcycle of its time. But it was its intense acceleration that made it a worldwide sensation.

Designed to offer riding excitement at a level never before experienced, the Ninja H2 combines the joy derived from sport riding, from being able to skilfully control a high-performance machine—one of the greatest attractions of a Ninja motorcycle—and the same kind of intense acceleration for which the original H2 was famous. It is from this combination that the Ninja H2 name was derived.

Pete’s Cycle is a proud Kawasaki dealer and carrier of the new Kawasaki Ninja H2. Visit one of Pete’s three locations in Severna Park, Bel Air, and Baltimore.

Ducati Sales

The motorcycle market is as healthy as it’s ever been, at least that’s the case for a number of bike brands have reported increased sales. Ducati is one of them after the Italian bike brand announced its achievement in setting a new company sales record in 2014. For the year, Ducati sold 45,100 bikes, two percent more than the number of bikes it sold in 2013. The 2014 gains also represents the fifth consecutive month Ducati has posted an annual increase. That’s as good a sign as any that more and more consumers are buying Ducatis all around the world. Pete's Cycle is now proud to be a Ducati dealer in Maryland, carrying the fierce Ducati Monster in its lineup.

Ducati experienced steady growth in a number of key markets, most importantly the US, considered as the brand’s largest markets. For the year, American customers bought a total of 8,804 units. Other areas around the world also brought its fair shares of Ducati bikes. In Asia, the company reported setting a new record for most units sold in the continent at 5,787 units, an improvement of 11 percent compared to its 2013 numbers. Thailand, in particular, sold 3,057 units in the year, a dramatic increase of 22 percent year-on-year.

As far as models are concerned, Ducati’s updated Monster line was arguably the biggest reason behind the surge in the company’s sales numbers. In 2014 alone, the Ducati Monster - and all of its derivatives - accounted for 16,409 of the units that were sold all over the world. That accounts for a little more than one-third of the firm’s entire sales figures. Of the 45,100 bikes Ducati sold, 9,788 came from its sports bike lineup with the most popular model being the Panigale 899 (5,806 units sold).

All signs seem to point to improved business numbers for Ducati. But while it did grow in a number of key markets, the company still saw its Europe arm suffer through a three-percent decrease in units sold, settling in at 19,743 units by the end of the year. The company’s own home market in Italy saw a slump in sales amounting to 4,284 units sold, 14 percent worse than its numbers a year ago.

Triumph Speed Triple

Triumph’s best-selling Speed Triple range is set for a hefty makeover.

The new bike features a raft of changes the British firm will be hoping will be enough to keep the Speed Triple and higher-specification Speed Triple R able to fend off the competition in the naked bike class. The Speed Triple range can be directly traced back to 2005 when a slightly different bike was launched.

Since then the bike has seen mild tweaks and changes while all around it the naked bike class has been evolving. MCN’s road testers still rate the Speed Triple as one of the best road bikes in the class; its lack of power when compared to 160bhp bikes like the class-leading BMW S1000R. The three-cylinder engine has fantastic road manners and an engine note that still finds fans and for many the lack of electronic riders aids (apart from switchable ABS) appeals to many.

What we can see is a bike that has been given a set of styling and engineering tweaks to freshen up the design of a bike that can be traced in almost every regard back to the bike that was launched in 2005 and has barely been changed since. It appears this bike is the standard Speed Triple model but has been given a specification upgrade in terms of the brakes with the fitment of the Brembo brakes from the current R model to replace the lower specification Brembo radial calipers. The Showa forks from the standard bike are still in place.

We don’t really know the exact details of the specification changes we can see here because this bike is still 18 months away from being officially revealed MCN understands. This gives Triumph plenty of time to work on the smaller details and motorcycle firms often use a mish-mash of parts while bikes are testing as they are simply the ones that are at hand and fit.

One of the biggest changes to the bike remains one of the most mysterious in the form of the centrally-mounted air intake above the twin front lights. We can definitely see Triumph has added a ram-air system to the 1050cc three-cylinder engine and this would only have been done to boost power and overall efficiency. The ram-air scoop can be seen to run from above the front lights and then into a new headstock casting section which then attaches to the existing frame design. This is a cost-effective way of boosting power to the engine and only making the minimum of changes to the bike to allow the routing of the ram-air scoops.

Triumph never comments officially on spy shots taken of bikes before official launches so we can only estimate what improvements to power and torque can be expected but we reckon on power going up to around 140bhp from the current 133bhp with a corresponding lift to around 85ft lbs from 82ft lb currently.

The importance of any changes to the Speed Triple cannot be overstated for the British firm because the bike remains a big seller. In light of this it’s not hard to see why Triumph is apparently not making huge changes to the bike but the conservative nature of the tweaks to the bike may disappoint some who have been hoping for a much more radical overhaul.

Triumph insiders have told MCN this bike is an interim machine to tide the firm over while it works on a completely new bike which is many years away from showrooms as it has only just been started. Triumph has recently moved to refocus the work it is doing on the core of motorcycles which have come to be so integral to the modern history of the firm owned by John Bloor. Triumph has officially stopped work on a new single-cylinder 250cc range of bikes and has also recently closed a separate off-shoot called Trident Powersports which, after years of work, had now ceased to exist and all work in setting up a leisure sports division has been canned.

MCN understands a lot of work is underway at Triumph to give the current range of motorcycles a complete modernizing overhaul and the Speed Triple, along with the smaller Street Triple is going to be integral to that but we understand this bike will be revealed in finished form towards the end of 2016 for a 2017 model year release.

Before this bike comes along there will be an anniversary model launched called the Speed Triple 94 which will celebrate the 20 years since the bike was first launched. For now, Pete's Cycle is proud to carry this bike!

Kawasaki Ninja H2R

One of the biggest announcements to come at the end of 2014 in the motorcycle industry was the release of the Kawasaki Ninja H2R streetbike, which is poised to be the fastest motorcycle ever built for the public. The announcement came at the EICMA expo in Milan, which was the biggest news story of the entire event.

The H2R is not for the faint of heart and has so much power that it can be driven only on the racetrack. To accommodate those who want the power on the streets, Kawasaki made a street legal version – the Ninja H2. However, with the growing attention of the H2, a lot of industry experts wonder if the motorcycle plans to live up to the hype. According to Cycle World, the H2 has an absolutely insane 300-hp engine and a price tag that is more than $50,000.

H2 Brings Extra Hype – Even For The Limited Bike

Kawasaki H2 right side

Even though the majority of riders will never get on top of one of these beast machines, it still has a ton of hype that brings back some memories of classic muscle cars or vintage bikes. Kawasaki claims the motorcycle weighs only 525 pounds wet – including fluids, gas and everything else needed to take the bike for a spin.

On the other hand, some experts in the industry said the Ninja H2 is much closer to the 200 hp range, and overall output was said to be much higher than originally expected, the source reported. All the excitement for the Ninja H2 comes from its supercharger and the ridiculous amount of horses it carries, but other super streetbikes are available with a much lower price tag.

Changing The Industry And Buyers’ Mindsets

Kawasaki H2 front fairing

According to the Times of Oman, Kawasaki said the Ninja H2 is the “most exciting and fastest motorcycle ever” and that it will change the way consumers and other bike manufacturers think about or create rides in the future. However, the bike is still exciting plenty of riders willing to splurge on the superbike.

“This is the most ultimate bike I’ve ever come across,” said Talal Husain Al Balushi, sportsbike owner and expert, according to the source. “It is entirely in a class of its own. It is pure thrill to even have a glance at the beauty. I cannot wait to see the bike in reality; to feel it up close. The bike’s sinister performance and devilish looks make it dangerously addictive.”

Some of the other features that make this superbike stand out among any competitors is that it is “meticulously hand-assembled” and has a flashy paint job that will excite any motorcyclist, Jalopnik reported. Still, some riders are skeptical about the reduced H2 version that will be street legal. However, Cycle World stated the newly revised H2 has only different camshafts, head gaskets, clutches and a legal exhaust system for public roads.

Orders Ended In December

H2-middle4-730x460

Even if some riders are still on the fence and debating on biting the bullet to obtain the H2R or street legal H2, orders for the bike actually ended Dec. 19, but a list of specific guidelines for possible buyers was included and forced riders to acknowledge the rules before the company would accept the deposits for the motorcycle.

The H2R does not come with a warranty and requires service inspections for every 15 hours of engine operation above 8,000 rpm, which only makes the bike that much more expensive for the public. However, diehard riders who put their money forward will surely believe the hype when they finally get on top of the Ninja H2 or H2R.

Pete's Cycle is a proud Kawasaki dealer and excited hear news about the newest Kawasaki models!

We're Happy To See More Female Riders!

While most people envision the roar of a motorcycle and expect to see a male rider on the saddle, more female riders are disproving the gender stereotype. According to the Long Beach Press-Telegram, several riders gather in front of Dues Ex Machina in Venice, California, with their modified and custom-built vintage Hondas, BMWs, Ducatis and choppers.

Some of the clubs that hang out in this big motorcycle gathering include the Seven Skulls, Vagos Motorcycle Club and the Venice Vintage Motorcycle Club. These clubs all make a presence with their tough bikes and rough and tumble biker image. However, new clubs such as the East Side Moto Babes, the Venice Vixens and the Velvets M.C. are all made up of female riders.

They all bond together in their groups and have the same thing in common: They love to ride motorcycles.

“I love the thrill of riding – the places you can go, the things you can see, the thrill of going fast,” said Jessie Gentry, co-president of the Velvets, according to the Long Beach Press-Telegram. “And I’ve met really awesome people, especially some really awesome women (through riding).”

Growing Number Of Female Riders Noticed

Woman with cruisers

All of the female riders are starting to get recognized in the scene as more female motorcyclists join. These women ride the same custom vintage motorcycles that the mostly all-male biker groups have too, the source stated. Several women are riding vintage Hondas, BMWs, Triumphs and custom café racer motorcycles.

“There’s a huge movement of women getting interested in riding, and it’s awesome,” said Gentry, according to the source. “For us, it’s really exciting, and that’s part of why we want to have our club. We want to be an awesome face for that and be able to be an example what you can do.”

Harley-Davidson Addressing More Female Riders

2015 Harley-Davidson Iron 883

According to The Los Angeles Times, Harley-Davidson has been trying its best to get more female motorcyclists. Women own roughly 10 percent of the Harley-Davidson dealerships across the nation. Claudia Garber, director of women’s outreach marketing at Harley-Davidson, explained the new Ultra Low street cruisers are attracting more female riders because the motorcyclists can sit lower to the ground. They also have narrower grips, which are ideal for those with smaller hands.

The company even has a section on its website dedicated to women riders, hoping to reduce the barriers for prospective new female motorcyclists.

“Our job is to get more women into the sport of motorcycling,” said Garber. “And it’s working. We are selling more motorcycles to women than all our competitors combined.”

A More Welcoming Environment

2015 Kawasaki Vulcan S Group

The bands of female riders are gathering together because riding a motorcycle is no easy task. Ana Llorente, a motorcyclist and No. 2 of East Side Moto Babes, said riding was great, but when she did so around men, she felt intimidated, the Times reported.

Now, Llorente said she is around a more comfortable environment and worries a lot less if she’s going to drop her bike.

“It’s a group without any benchmark for brand or displacement,” said James Pluta, a veteran rider in the scene, according to the source. “It’s about the joy of riding – not cornering skill or how far can you wheelie on the 101.”

According to The Wall Street Journal, motorcycle manufacturers are trying to attract more Generation X riders with 70s-style motorcycles. Many riders are getting their first taste of riding while in their mid-30s and early 40s, but female riders are continuing to grow with the culture surrounding motorcycles.

With motorcycle manufacturers trying to come back after the economic downturn a few years back, more companies are opening their doors to whomever wants to ride. Visit Pete's Cycle today and get your ride today!

Triumph Motorcycles Sees Increase in Sales

In the last decade, British icon motorcycle manufacturer Triumph Motorcycles increased its sales with new bikes and by attracting a different style of riders. According to Financial Express, Triumph recorded its highest number of global sales in the last 30 years with more than 54,432 units sold in 2014.

Additionally, the motorcycle manufacturer had a 4.5 percent increase in sales from the previous year, which was assisted by the growing markets overseas and the company’s steady investment in new motorcycles for a different generation of riders, the source added. Paul Stroud, director of sales and marketing for Triumph’s India market, explained the company’s success has largely been from helpful contributions from new budding places around the world.

“Growing markets like India and Brazil have been extremely critical and gratifying at the same time, and they have contributed substantially to our overall figures,” said Stroud, according to Financial Express. “The industry is undoubtedly experiencing its most successful season and demonstrates that riding is regaining popularity as a leisure pursuit, as well as a stylish option for the urban commuter across the world.”

Taking Chances With Newly Styled Motorcycles

Triumph Bonneville T214

Some of the success also comes from the fact Triumph is willing to take chances on bikes such as the Limited Edition Bonneville T214, Cycle World reported. Triumph has not been afraid to go to its past to craft a new ride. Triumph is notorious for its vintage styled motorcycles, and the Bonneville T214 is no different.

In 1956, Johnny Allen, a racer born in Texas, broke the record for land speed with the Triumph-powered Cee-Gar streamline, which reached a speed of 214.4 mph on the Salt Flats. According to the source, Triumph used this 1956 motorcycle’s aesthetic to craft the new Bonneville and pays a tremendous amount of respect to the land-speed record achieved more than half a century ago.
The bike ran in a 1,000 limited edition production line, and each motorcycle was individually numbered. The motorcycle also has the same color scheme that Allen’s Texas Cee-Gar used, according to the source. The price tag for the Triumph Bonneville T214 starts at $9,999.

Looking Ahead To More Success

2015 Triumph Rocket X

Triumph has seen success in the past, and now, the motorcycle company is enduing a whole new era of popularity once again. Vimal Sumbly, managing director of Triumph’s India location, explained that global sales have truly made it a great year for the company, NDTV Auto reported.

“We are delighted with the way things have panned out for us in the last year,” said Sumbly, according to the source. “It has been extremely rewarding in terms of both sales and the love we have got from Triumph enthusiasts. Globally also this has been a great year for Triumph Motorcycles. We have not only established ourselves as a front runner in the luxury motorcycles industry but have also been successful in adding value to [our] global sales figures.”

Pete's Cycle is a proud dealer of Triumph Motorcycles. From the Tiger to the Daytona, Pete's has a great selection of all different models.

The Suzuki GXS-R1000

Built with speed and adrenaline in mind, the Suzuki GXS-R1000 is a masterpiece of technology on two wheels.

It is propelled by a state of the art 999 cc, 4-stroke, 4-cylinder, liquid-cooled, DOHC engine which is mated on a six speed constant mesh transmission. The engine delivers great throttle response, power, and acceleration at mid-range rpm speeds being perfectly suited for high speed riding.

Power without control is useless, so the Suzuki GSX-R1000 features a solid chassis design which is combined with a modern suspension to deliver a responsive handling at both high and low speeds.
On the other hand the motorcycle’s speed is kept under control by Brembo calipers which are paired with heat-resistant stainless steel brake discs.










All content on Total Motorcycle is copyright protected and actively monitored by DMCA Protection Services.
2015 Suzuki GSX-R1000
2015 Suzuki GSX-R1000
2015 Suzuki GSX-R1000
2015 Suzuki GSX-R1000
2015 Suzuki GSX-R1000
2015 Suzuki GSX-R1000
2015 Suzuki GSX-R1000
2015 Suzuki GSX-R1000

The more you look at the GSX-R1000, the more you realize that beauty has many forms. Bred from technologies conceived, refined, and track tested in the development of MotoGP machines like the GSX-RR, the GSX-R1000 proves that beauty is much more than skin deep...

For more than a decade, the GSX-R1000 was the most successful name in 1,000cc production-based road racing around the globe, earning it the title of The Top Performer. The 2015 Suzuki GSX-R1000 is ready to prove itself to be a legendary motorcycle with amazing throttle response, power, and acceleration at mid-range engine speeds – all with great fuel economy. Engineering your dream bike to go fast is not the only priority at Suzuki. Bred from the same DNA as our MotoGP machines, the GSX-R1000 draws heavily on Suzuki’s racing expertise.

Commemorating Suzuki’s 2015 return to MotoGP racing, the new GSX-R1000 is dressed in Suzuki Racing Blue to express Suzuki’s spirit and passion for racing. The GSX-R line delivers outstanding braking capabilities with its Brembo calipers and heat-resistant stainless steel brake discs. The bike maneuvers like a dream with a solid chassis design and responsive suspension. The ability to stop as you please, to turn as you command, is just as important to Suzuki as it is to you.

Simply put, the GSX-R1000 offers outstanding engine performance from idle to redline, smooth suspension performance, responsive handling, and superior braking to reclaim its Top Performer status and Own The Racetrack.

Come see the GSX at the Timonium Motorcycle Show this weekend at the Maryland State Fairgrounds! Pete's Cycle is excited to bring this awesome bike to the show! Come to the show or stop by our Baltimore location to check out this bike!