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Yamaha FZ8 powerful but manageable enough to make his grandfather, R1, blush with pride.

As a final recipient Yamaha repli-racer heritage, in line-779cc Four is that some of the most striking technologies Yamaha Sport, to be used in everyday life, sports standards.

DNA FZ8 has its roots in the Premier Sports Yamaha, the YZF-R1. FZ1 motor current is derived from the pre-R1 crossplane. The new offspring will inherit R1-FZ1 inspired the perimeter frame is alloy, the chassis geometry, some engine components as well as many design elements of the compact and efficient motor.

Since we have already covered most of the technical details FZ8 a preview in our article we will focus on the reasons to believe this bike Yamaha is a good idea now, and how it is to ride.

Why is there

Yamaha says, after market research, has decided to bring the past to the Euro-FZ8 is only in the United States and Canada span the gap between 600cc 2011 1000cc sport bikes and street-oriented - but now that the half brushable Finally , a series of 8 siblings Fazer Canadian and Euro only.

Since 2005, "sports bike", including hyper-sports, sports bikes and sports tourers, are composed of about 20% of all U.S. motorcycle sales, Yamaha, says, second only to cruise ships, which constitute over 40% .

In exploring the demographics in these times of recession, Yamaha preview of gold in a trend of buyers who want a do-it-all sports. Some of these buyers will replace existing motorcycles, or trading up from smaller bikes, but also suggest a decrease of 9% in those who seek to add an extra bike in the stable.

53 Among the preferences of buyers looking for Yamaha, high on the list was the price positioning rider feasible, movement of large enough, color and design, size, easy to touch your feet on the ground, light and agile handling, fuel economy, and more.

In summary, the mission was to create a bike that is versatile and economical than ever, leaving passengers with sporting inclinations have their cake and eat it too.

After sampling an FZ8 for nearly 130 miles, over highways from canyons of the city, we would say that this new machine could probably do the trick.

How it works

Depending on whether you feel like a kind glass half full or half empty person, you can say FZ8 feels like 600 - but the power of the strongest 750 - or you could say its like a detuned, FZ1 lighter.

But while the 12.0:1 compression of the FZ8, share engine fuel injection housing FZ1 architecture, basic stroke and 53.6mm, it is incorrect to call it a smaller version of 11.5:1 compression sleeve FZ1 mill.

For starters, the FZ8 four valves per cylinder is brand new, as its short lift and duration camshafts and intake funnel new - 125mm in length for cylinders 1 and 4, and 150 mm in length for cylinders 2 and 3 - to contribute to broaden its range of power.

Along with the throttle body 35 mm - 10 mm narrower than the FZ1 - These features improve torque while providing a respectable high-end technologies.

Yamaha demand for energy, but the FZ8 is the maximum and minimum 11,500 mill would peak around 105 hp and 61 lb.-ft. of torque when measured at the crankshaft.

By the way, the crankshaft is the FZ1, but weighs 30% less, that Yamaha says it will further speed quickly, while a positive effect on treatment.

 

How? Although the weight of the FZ8 is 467 pounds-stop is only 20 pounds lighter than his older brother, Yamaha, said reducing the inertia of the crankshaft can be discerned in the way the bike transitions from side to side . Along with a narrower tire on the rear of 10 mm, said he FZ8 Yamaha 50 pounds lighter. We had an FZ1 for comparison, but less than the FZ8 has an agility that contrasts with its mass.

An overlap is also designed to be as accessible as possible. Coupled with a 32.1-inch seat height identical Yamaha said narrowed behind at 4.5 gallons fuel tank and front of the riders seat is just to help small jigs to the ground.

FZ8 driving position is a bit aggressive FZ1, but still pretty neutral and functional. The control rod is 5 mm forward, when the platforms are more than 15 mm and rear 10 mm lower.

And while the Yamaha has taken the trouble to deal with less weight, surprisingly, a 6 feet, 5 inches motojourno that was reported along the path, we had no discomfort either.

Even the display of unwanted stuff is its ability to function. Start-up is imminent, when it is deposited uniformly minimum of about 1100 rpm labeled analog tachometer, who lives next to the digital display speed, fuel, temperature and distance information. (At night, the backlight will be red.)

Turning on the gas produces an immediate response, the engine and its smooth power characteristics that are resistant to fall even as a beginner on the wrist. Torque supplied by a clutch - with less fiber and the metal plate that the FZ1 - along with a light clutch lever, the commitment to a snap for users.

FZ8 is a 17-inch Bridgestone Battlax BT021 sport touring tires - 120/70 front and 180/55 at the rear - was developed specifically for this, and to promote a predictable properties.

They range from 57.5 inch wheelbase sporting a 51/49, weight bias front / rear. The package is supported by a non-adjustable 43 mm KYB forks and preload-adjustable shocks, each with 130mm of travel.

It pulls down the road, or folders through the canyon of the wavy S-curves mile after mile, the installation works.

Travel riders was about 150 pounds more than 250 Even if no one griped too much sleep, it should be noted that the FZ1 is fully adjustable suspension. We think this would have been nice too FZ8 - but $ 2,000 less, this is one of the planned trade-offs. Riders wishing to refine the FZ8 can still do it old-fashioned way, by changing the fork springs and oil.

And really, the delivery is not really a problem. While the sources are not particularly firm, management just became a little less than inspiring confidence in my 185 pounds, more acute when more speed, charging hard through the rough pavement or patch repairs.

This ability to take what comes mainly because of the chassis FZ1. The aluminum frame built on large-perimeter and curved aluminum swing arm to keep everything in line of the horizon tilts the PEG high-angles, inspiring the riders to keep dipping deeper and faster.

The chassis is welcome given FZ8 engine is on average a little runner and is a powerful tool that you do not have to fast forward as an Indy car in a hurry, as you do with a 600 cc supersport

Although I admit a little anxiety about riding a strict OE sport-touring tires in a cool climate - and if I were, I would spend, sticky sport tires only the margin more power - no slipping during Stone Bridge Riding the busy, even running on a track was just average quality bows sprayed by snow showers.

And what a corner or 6-speed gears are well matched to engine power. FZ1 FZ8 transmission differs only lower than the final report and a lower gear before - which is, however, reported 74 mph hit the bouncing the rev limiter.

Sprint, the road 100 mph, and then there is a big problem, even if we try to see how high we can climb. Similarly, reverse thrust with 310 mm discs to capture a piece four-piston front and 267 mm rear disc is easy and predictable, regardless of the speed of the wheel.

4-in-2-on-1 with a catalytic converter, stainless steel exhaust with silencer Shorty obscured in style, radiating a powerful but suitably muted note. This is particularly true for the upper range, where - milder than the cameras or not - a snarl family is narrow in-line four-way pipe to the switch as a result of warp drive.

Miss the FZ1 is more than half fairing, the FZ8 is a limited protection against the elements, but the wind speed blocking reduces the need for more coverage, at least this time. Yamaha offers $ 129.95 in darkened polycarbonate screen (not tested), which can help, if desired.

Conclusion

If a race superior to the repli-racer has made no other motion was to create a technology rich storehouse ready for the task of re-bikes like Yamahas ultimate revelation of the Universal Japanese Motorcycle.

And for now, the $ 8.490 FZ8 is essentially in a class by itself. It offers 80% more torque at low and mid-range bike that does liter - instead of something like 55-60% typical for a poor 600 supersport. It is as agile as a 600, but the work area of ​​several thousand rpm lower will be easier to go to all these parties close tolerance inside.

Of course, with adjustable suspension and limited a bit heavier than the uber-competitive 600 Super Sport, its not really a direct opponent, but simply a competitive alternative for riders looking for an artist very talented.

In terms of displacement, the FZ8 best lines with parallel twin 798cc BMW F800R, we recently tested. Although not compare back to back, the FZ8 feels more powerful than the BMW $ 9,950. In terms of power, Triumph Street Triple 675cc is probably a close game, as is its $ 8899 MSRP

Under a steady hand, you should get 40 mpg or better - Yamaha says it has seen 201 miles on a full tank - and should be slightly less to ensure that the $ 10.490 FZ1. It costs only $ 1,000 more than FZ6R while a generation ahead in performance and technology - especially its frame and swingarm.

Other optional accessories FZ8 includes a frame mounted on center stand ($ 189.95) protection pads ($ 129.95), engine guards, steel ($ 199.95), a passenger in the seat cover cover ( $ 229.95) Bolt Grab bars on the passenger ($ 119.95), a lower cover ($ 219.95) covers the radiator, ($ 99.95), tank bag ($ 89.95) and much more.

Unfortunately, the most useful options - ABS - as offered in Europe are not available in the U.S.

Offered: Raven (black) this year alone, says that Yamaha is now shipping FZ8, and met an enthusiastic reception of U.S. retailers who have pre-ordered an undisclosed amount, which, however, is a Yamaha reps happy. They say that the assumption is that this is a bike that should be sold.

After collection of heavyweight versatile, we can certainly see why it may be.

Interested in learning more about FZ8

Because Ducati kept a global push release (within Barcelona) with regard to exactly what numerous might think about a not-so-significant design, this wasn’t high of the extend in order to believe at that time the actual 696 additionally offered like a indication associated with items to arrive for that Monster collection.

The actual 796 suits the actual “monster” name nicely; it’s a good amalgam associated with nude Ducatis.

Exactly the same air-cooled, two-valver, 803cc L-Twin group which inspires the actual Hypermotard 796 forces the actual Monster 796, whilst its single-sided swingarm as well as tires tend to be just like individuals about the Monster 1100. The actual 796’s tires tend to be spruced upward along with incomplete red-colored pinstripe, as well as rewrite exactly the same 180/55 back as well as 120/70 entrance Pirelli Diablo Rosso wheels suited to the actual 1100.

The actual meaty steel-tube trellis primary body is actually discussed over the Monster collection, however the 796 utilizes a brand new subframe to permit with regard to item bolt-on traveler get deals with.

The actual 796 attacks an ideal stability within the Monster selection.

Suspension about the 796 includes a good upside down, non-adjustable 43mm Showa hand along with a Sachs surprise flexible with regard to springtime preload as well as come back damping – much like which about the Monster 696. The actual Monster 1100’s 43mm upside down Showa hand is actually completely flexible whilst its Sachs surprise provides the exact same selection of changes on the 696 as well as 796.

Scrubbing up pace about the 796 may be the function associated with twin four-piston radial-mount Brembo calipers getting 320mm dvds; the two-pot Brembo pushes the 245mm disk away back again. This really is basically the exact same program applied to the actual 696 as well as 1100, conserve with regard to using the radial-pump grasp canister about the greatest Monster.


Regular niceties for that center kid Monster consist of a stylish “micro bikini” windshield, four-way flexible clutch system as well as braking system levers along with a pillion chair include.

Push supplies for that 796 excitedly emphasize its thirty-one. 5-inch chair elevation is actually 0. four in . less than the actual 1100’s seat, which the actual 796’s tapered handlebar rests 0. 8-inch greater than the larger Monster’s club. These types of modifications, states Ducati, are created within reaction to Monster customers’ demands. Within justness towards the 696 all of us thought we’d inform you its chair is actually thirty. 3 in . from the floor.

Nevertheless, the actual 796’s foreseeable energy manufacturing creates a far more workable trip – an attractive high quality with regard to more recent or even coming back cyclists – when compared to sometimes-a-handful levels of low-end torque the actual 1100’s larger, 1078cc Double is actually effective at producing.


Typical to many Ducs is actually snatchy low-rpm fueling; the actual Monster796 isnt any much less the target of the recognized concern. Obtain the 796’s electronic club chart tach signing up over 4K rpm, approximately, as well as it’s hanging around throttle reaction through presently there upon away.

Center kid Monster keeps the actual gentle however natural dealing with, as well as superb mid-corner balance, another 2 Creatures supply. Braking system overall performance in the 796’s Brembos includes plenty of preventing pressure – amazing pressure, really! Braided stainless outlines provide great suggestions permitting the actual driver in order to very easily as well as precisely modulate preventing energy in the lever.


The actual clutch system program additionally runs on the stainless collection, that is a minimum of partially accountable for an incredibly low-effort draw in the lever. Regrettably, this particular simple lever motion hightpoint is actually basically negated through a good ultra-sticky six-speed gearbox. Moving had been good as soon as up to date, however reduced rpm changes had been notchy, as well as discovering natural had been absolutely nothing under the mechanised irritation

Within virtually every method, such as prices, the actual 796 will go correct in the center. A good MSRP associated with $9, 995 is actually $1, 000 a lot more than the actual Monster 696 as well as $2, 000 under the actual Monster 1100.


The actual Monster 796 will come in red-colored, dark or even whitened. Ducati’s Logomania provides 10 extra strategies by way of the actual detachable imitation energy container sections, chair cowling, micro-bikini fairing as well as entrance mudguard.

Yamaha YZF-R6 and Honda CBR600RR (and CBR1000RR) was virtually the same for at least four years. Suzuki and Kawasaki have recently updated their sportbikes, Ducati and even 1198 (and 1098 before it) is practically the same.

The win is also guilty of not updating its supersport machine, the Daytona 675, for a while. Introduced in 2006, five years later and the bike is basically the same. Yes, he received some minor improvements in 2009, but not enough to call it a major reorganization. Honestly, we do not complain too much. The era of constant change that keeps us on the heels trying to keep abreast of all changes. And really, the Daytona 675 is a very good bike.

But there is always room for improvement. Enter the 2011 Triumph Daytona 675R. When a page from the book Ducati when it was decided to update the base of 675 by adding the letter "R" at the end of the children of Hinckley, adding a touch of the exclusive right by turning to some top-shelf Öhlins suspension components.

Instead, 41 mm Kayaba wheel drive standard, 43 mm fork NIX30 makes its way in the R model - the same unit used by many teams in the AMA. Outside sits a new Öhlins top-of-the-line TTX36 shocks, the same device used in many of the AMA and the teams of international competition. Until now, this was the level of suspension technology, which was only starting to trickle literbikes Italian exotic.

To take a step further, Triumph has also struck up Brembo to ensure the new bike stops as well as it seems. Four pots of society monobloc calipers that are becoming the gold standard in the decision of the technology, mounted radially and biting on 308mm wafers. A Brembo radial-mount Nissin master cylinder replaces the standard unit and has a diameter of 18 mm (1 mm less than Nissin) for improved feeling stronger calipers.

Other than the 675R does not vary too much from the standard model. The same 675cc, liquid-cooled, DOHC 12-valve three-cylinder engine is still there, though with less EFI tweaks to improve the fuel filler. It is paired with the same six-speed gearbox, close ratio, only now the R is equipped with a factory Quickshifter (This is an option on the base model).

Other changes are purely cosmetic. Carbon fiber adorns the front wing, rear frame is powder coated red wheels to get the red pinstripes, and the car becomes a dynamic new painting, and graphic kit. We always thought the 675 series was one of the most eye pleasing middleweights, and model R that takes the eye to another level.

Street Ways

If you were paying attention to lately, youll remember that next Triumph Speed ​​Triple introduced new Daytona 675R in the hills of Idyllwild, California, as part of a two-day journey to see us spend another day at the Chuckwalla Valley Raceway. We used equal amounts of time on both bikes in the street and on track.

Theres really no point in beating around the bush here: 675R is nothing short of exhausting the street unless the street canyon, the door opens. This track bike has been polished, and ergonomics will punish you for doing anything else. He was sitting on a high when the handlebars are low. Seat height is the longest side of the steering wheel to 32.7 inches, and on top there is not much padding can be found. Go straight for a long time and I curse the day you were born wrists.

Thats not to say that riding on the road was useless to try, anyway. As in past years, we enjoyed the class-leading torque motor 675. Triumph claims 124 hp and 53 Nm of torque is a crank, and use that power is so perfect as ever. Fuel delivery is strong, especially when you apply the gas is the tail, and now e-shifter, which manages more than 2400 revolutions per minute, slamming through the gears is made by a simple flick of a finger of his left foot. Up to speed on the road. There is no need to touch the clutch or throttle blip. Notchy broadcasts are one of the few complaints we had with the Triumph in the past. Not anymore.

A post-oriented suspension system is more suitable for the uniformity of the track, and founded the Triumph, walks along the streets of Southern California kept terribly caused by the second challenge for the health of joints. Damping rates were stiff side, causing a pimple on a daily basis is the way to be heard at the bar. We wanted, we had time to tools to soften and fully adjustable suspension improves shock absorption. That said, the 675R is eager to bend over and just do a simple thought.

Our ride on the street has never given an opportunity to really test the brakes. Our first reaction is that they are strong, but not a big step above the stock Nissin units. A proper evaluation must wait for the racetrack.

Going right to

Chuckwalla Valley Raceway proved to be the perfect place to test the 675R. The current suits tight and technical capabilities of the bike, as it is never completely upright for long.

As soon as an aggressive ergos were tortured were on the right track in his element on the road. Rider is to sit in an attack position, ready to go full knee bend down for the moment.

Exhaust Pipe Sweet Symphony 675R future, when the gas is twisted is really intoxicating, and the couple has the advantage over the competition 600cc is useful for when you come out of slow corners, which is a number on this road. Electronic gear that was impressive for the way the track was even more so. It is never a gear, or inadvertently included.

A slipper clutch is not included on the 675R as a test pilot Triumph did not feel it is necessary, but it is optional. Personally, I do not feel the need either. Although there were no other 600s on hand to make a direct comparison, relatively speaking, makes the trumpet seems out of breath near the red zone. Its something we noticed before, and it is particularly noteworthy because of its Japanese counterparts to come off that.

But the real test of the 675R is the way to their Ohlins suspenders and Brembo stoppers make your work environment. Did not disappoint most of the time. We had the opportunity to try a new standard of 675-to-back with the 675R, and both are 98% identical. In general, the rate of depreciation of the basic model is softer than the Ohlins bits of the upgrade. What is surprising to say because the standard bike is quite a competent interpreter.

Öhlins forks NIX30 advantage over conventional is that one leg is dedicated to the compression damping while the other handles the rebound, 30 mm, each with only one cartridge per foot. On the back, TTX (Twin Tube Technology) to completely isolate the compression shock and rebound damping circuits, precise adjustment. Shim-piston designs - which appear in almost any other OEM interruptions - a joint bleeding may rebound in the circuit, which means that the changes could affect the other.

Plots the difference was small, but noticeable. Suddenly, the slightest imperfection in the track, did not notice that a motion of the model series had heard R. R is transformed with enthusiasm agility, and thanks for your tips Öhlins wheel driver sharp precision. It clear that these are already one step ahead of an impressive fleet units of the standard 675

The only complaint I had, which was shared by a number of newspapers on the intro, it was a problem from the front end chatter under hard braking. Ohlins has sent two of their master technicians to help us adjust the setup and initial preload called back two turns. All this has helped the tribe has never completely disappeared. Of course, your experience may vary depending on a variety of conditions.

But this brings us to the cause of chatter in the first place: the brakes. Now, Brembo monobloc is equivalent to stopping on a dime. We were impressed by the Nissin calipers standard bike, but there is no doubt Brembo give more bite and power. Lever feel and modulation are excellent as you would expect.

The big question is, are worth it. And Id say ... I do not know. Perhaps a national caliber racer could feel the difference and use it to shave fractions of a second, but my pace is simply a non-issue. Despite this, the Triumph had been foolish not to get into a top-shelf suspension brakes complete the equally exclusive.

One track mind

To be honest, if you are thinking of buying a 675 and a plan to keep the streets or the racetrack once in a while, we could make the case just get the standard model and save $ 1,500 - still a great package . But if youre addicted to track looking for the absolute best three-cylinder middleweight, look no further than the 675R (at least until the MV Agusta F3 comes out, anyway).

If you want to clean 675R still, the Triumph accessories are factory exhaust Arrow race kit, adjustable pedals billet, anodized billet-machined parts (red or black), and the gel seat. All those who are a two-year unlimited mileage warranty.

As the new Speed ​​Triple, Daytona 675R will be in showrooms by summer. The price is $ 11.999.

I start my first session with the traction control set at six, then reduce by one for each round until one. The Aprilia Tuono 2011 V4R is a bit of a shock to the system as it pulls like a bull and stops everywhere, like a freight train suddenly started pulling in the opposite direction. When I finished my second 20 minute session, I found a hand grenade and threatening to cramp in my left leg every time you brake hard. My mechanic has made some adjustments on the rear suspension the bike has changed a lot and made my horse is much easier.

 

V4 engine, taken directly from the RSV4 Superbike R, Tuono costumes complete with the absolute abundance of power. Aprilia has just de-tuned a little , to only 13 horsepower less than RSV4 Tuono R is hard physical work, when it hits the laps more than they really had to push me forward to keep the bike after the hanging the handlebar. Thunder chews all the short straight at Ricardo Tormo circuit than anything else, and soon it feels like the whole circuit is one of the corners in a row on the long start / end of the straight.

 

APR with the traction control can accelerate the onset of the lean Great security, and even at level one, it feels safe, even if some nice slip away from most of the curves. The only place in the Valencia circuit, where there is a moment of relaxation is directly downward, but also a formidable force and the wind pushes you back until its time to brake while moving down.

Later, I decided to move the short run more quickly to save strain on the arms, and almost seemed to go slower. The three lower gears are lower than the RSV4 Tuono R, and it may seem! Due to the large high-speed change Ive made my way up to sixth place at times down the straight. Slipper clutch is as good as when moving quickly down the other end of the fast left turn directly. Then there are all at full throttle and glide and a little wheelie again.

 

Aprilia V4 R APRC, riding the circuit is equipped with Pirelli Diablo Corsa rear tire 200/55-ZR17 and aftermarket clutch and brake levers, which makes it even better than the standard Im driving on the road later. § 200 rear tire provides only take so much, but still makes minced meat of thunder brutal too because half a chance.

The angles are quite standard in the superbike, and not much on this bike out of the wide handlebars and the lack of a fairing that looks like a streetfighter. The bike again and I can only imagine being able to compete is morally Ducati Streetfighter, which has 17 hp less. The MV Agusta Brutale is very mild compared to this.

Even to go as fast as I could or dared, the Tuono has just been made and is very safe in the circuit. I can not imagine ever bad mistakes on this bike because it spares a bridge with pity and just spits out "you can not travel faster than me this?" The Tuono is for those of us who like to drive fast on the road and track, and no one can find this bike boring. Testosterone is on two wheels.

 

I have never ridden a nude that feels like a stable or suitable for race track as soon as April Tuono V4R regime 10K rpm climb above there is a high-tech exhaust sound, style, roaring mighty V4 MotoGP exciting . The rev limiter was set at 12,300 revolutions per minute, which can over-rev 800rpm if necessary. You will be surprised at the power of the medium Tuono is about 7000 rpm. The decline in the three gear ratios below simply reinforces the arm-wrenching acceleration. The Tuono is high and wide track provides a relaxing stay on the road, but on the ground, V4 engine ensures that you get your arm movement.

 

V4 Tuono R APR RSV4 Factory is so in April he received, so that rolling down without control problems. On the road, is not the easiest bike on rollers due to ride-by-wire, and a sudden power. I had a lot of fun on the highway pulling another gear with the raw power anywhere between 60 and 75 mph, and only went as far as I wanted or would allow tours. Thunder is certainly a big wheelie the bike. Traction control is off, or be disappointed, as the system moves quickly on land. Traction control works by pressing the + or - on the left handlebar, while on the move.

So I stayed in track mode for all my laps around the circuit, the path of the road, I was in standard TAE Tuono V4R with 190/55 tires at the rear, levers and the traction control standard placed in a higher level and mode of behavior of the sport, which reduces the pair of lower gears. I played around with the traction control and find three levels to be really good for our horse in the mountains. It adds a security level of traction control. Later I changed the setting to have fun and also a horse. Riding hard on the corners with traction control is updated may not be enough to save a situation of gravel and oil, so I needed more traction control to turn a relatively secure.

 

The only thing APR does not accept or even have ABS brakes. Reliable sources tell us that Aprilia will start something good for the segment of ABS racing soon. I had a few moments on the brakes because they never reach speeds fast enough to make the brakes and tires, as well as work on the road or track. The Tuono V4R is a bit of the few on the road, so I recommend people to use the traction control with good results.

The seat is hard and not very comfortable, so it was not too many miles before I felt a little wooden seat in the muscles. The Tuono is the kind of commitment, but is miles more comfortable than the R. The Tuono RSV4 Superbike V4R is roadbike for the runner who otherwise would drive a supercar, but with a more upright riding. I tell you the power and manipulation is there.

Conclusion

 

The Aprilia Tuono 2011 V4R APR is probably the most extreme type of streetbike ever made streetfighter. Aprilia has raised the stakes to a large extent. The V4 engine with 167 horsepower is one of the best in the business, and handling is exemplary. Oh, yeah, V4R Tuonos so good.

2011 Aprilia Sportcity 125 is a bike with the new technology and modern design trends increasing emphasis in practice, safety, agility and economy, with a touch of fashion and style. Aprilia Sport City offers a unique style on a hard, practical and can save your money. Community response is very good sales figure is characterized by a great achievement. Modern bike with a sporty design with practicality backed Degan 4 times. For sale at affordable prices, Sportcity 125 has reached U.S. $ MSRP 2099. This price will vary depending on the state and the proposed specification.

 

Specifications

Engine: single cylinder 4 stroke. Forced air cooling. 2 valve head with overhead camshaft head.

Fuel: unleaded gasoline

Bore x stroke: 39 x 41.8 (57 x 48.6) mm

Ignition: inductive discharge electronic ignition with variable advance

Starting: Electric

Lubrication: wet sump. Forced circulation with mechanical pump

Transmission: Automatic

Clutch: Automatic centrifugal dry clutch

Primary drive: V-belt

Final drive: Gearbox

Hull: A cradle frame in high strength steel tube

Front suspension: Hydraulic telescopic fork with 32 mm bars. 85 mm travel

Rear suspension: Engine operates the chainstay. With hydraulic monoshock with adjustable preload. Suspension travel: 84 mm

Brakes: Front: 220 mm disc with dual stainless steel piston floating caliper. Rear: 140 mm drum

Wheels: Light alloy. Front: 3.00 x 14 ". Rear: 3 x 14".

Tyres: Tubeless. Front: 120/70 x 14 ". Rear: 120/70 x 14".

Dimensions: Overall length: 1,950 mm Overall width: 740 mm Wheelbase: 1358 mm Seat height: 775 mm

Fuel tank capacity: 7.5 liter capacity (including 1.5 liters reserve)

 

 2011 Aprilia Sportcity 125

 

 

 2011 Aprilia Sportcity 125