2012 New Harley-Davidson VRSCF V-Rod Muscle Review
The fast, powerful and aggressive V-Rod Muscle™ motorcycle is built for riders who want a little extra beef with their horsepower. Big meaty air scoops, muscle-bound mufflers, 240 mm rear tire, fastback-style tail section and massive airbox compliment the power of the 1250 cc liquid-cooled Revolution engine. Ride the V-Rod Muscle™ and experience the true definition of “power cruiser.” This brawny beast is for performance enthusiasts who crave power and control, with a dash of intimidation, in a package that is all Harley-Davidson.

2012 Harley-Davidson VRSCF V-Rod Muscle Review

The menacing look of a raging bull with the brute power of 122 thoroughbreds

The fast, powerful and aggressive V-Rod Muscle™ motorcycle is built for riders who want a little extra beef with their horsepower. Big meaty air scoops, muscle-bound mufflers, 240 mm rear tire, fastback-style tail section and massive airbox compliment the power of the 1250 cc liquid-cooled Revolution engine. Ride the V-Rod Muscle™ and experience the true definition of “power cruiser.” This brawny beast is for performance enthusiasts who crave power and control, with a dash of intimidation, in a package that is all Harley-Davidson.

DUAL EXHAUST WITH SATIN CHROME FINISH
The V-Rod Muscle® motorcycle proves that a performance exhaust can still be a beautiful set of pipes. Satin chrome, dual side exhaust with fat turnout mufflers combines the style of a muscle car with top-of-the-line Harley-Davidson performance at every twist of the throttle. Jetting out past the rear axle, these dominating pipes add to the fierce, beefy look of the bike.

FAT REAR TIRE
Behold an ultra-fat, 240mm rear tire for a powerful, no-nonsense look and added grip. Harnessing explosive, off-the-line power, the rear tire on the V-Rod Muscle® motorcycle enhances the pure dragster look with the sticky, high-performance tread you need for staying glued to the pavement.

AIR BOX COVER
Matching the color and angular design of the V-Rod Muscle® model bodywork, the air box cover incorporates side scoops covered with woven wire mesh for a meaty, powerful race bike look. You can’t help but think about the Detroit muscle cars from back in the day.

PREMIUM PAINT
Up to two times thicker than the competition, custom quality paint comes standard on all Harley-Davidson® motorcycles. Clearcoat layering up to five mils deep. Bigger metal flakes. Unique effects in the denim and pearl colors. Skimping simply is not in our vocabulary.

V-Rod Muscle®

This power cruiser is a brawny beast for performance enthusiasts who crave power and control, with a dash of intimidation. Styling features include a wide airbox cover, side cover scoops, and dual exhausts in satin chrome with fat, turn-out mufflers. An abbreviated tail section and chopped rear fender expose the 240mm rear tire. A deep seat holds the rider firmly in place against the thrust of the Revolution V-Twin engine.

INSTRUMENT CLUSTER AND CAST, ONE-PIECE BAR
The triple gauge cluster reflects Harley-Davidson’s take on custom performance —bold and sleek, illuminated in yellow, orange and red for a distinct look. Including easy-to-read mph, rpm and fuel gauges, the instrument cluster is built onto an internally wired, meaty 1.5′ angular cast handlebar.

INVERTED FORKS
Race-inspired, 43mm inverted forks help reduce unsprung weight and increase strength and rigidity of the assembly. They add to the wide look that flows all the way through to the tail of the V-Rod Muscle® motorcycle. Strong and sporty—the front end is a testament to the dominating look of a modern muscle car.

RADIATOR DESIGN
Every inch of a Harley-Davidson® motorcycle is created to sync up with the bike’s overall look and performance. The V-Rod Muscle® model is no exception. As the very first water-cooled Harley-Davidson, we turned to styling to make sure the radiator on the V-Rod models became part of the design instead of an interruption to the flow of the eye.

REVOLUTION® ENGINE HERITAGE
From the Strip to the Street. Harley-Davidson has a passion for performance that is rooted in decades of racing and winning championships. So when The Motor Company set out to produce a high-powered, liquid-cooled engine, it began with the VR1000 superbike engine. Its performance is inspired by American-style, big, powerful torque coupled with high-end horsepower. The Revolution® engine is the heart of a machine that attracts a new breed of riders who are fascinated by the heritage and mystique of Harley-Davidson and the power of a high-end street performance motorcycle.

REVOLUTION® ENGINE INNOVATION
Through a partnership with legendary automaker, Porsche, and their world-renowned team of engineers, Harley-Davidson created a revolutionary engine. The final result was something uniquely Harley-Davidson, the industry’s most perfect blend of torque and horsepower in the high revving V-Twin Revolution® engine. Fuel injection. Dual overhead cams. Liquid cooled. 122 horses. Massive, brute power behind pure Harley-Davidson innovation.

PURE HARLEY-DAVIDSON STYLING
Feast your eyes on the Revolution® engine and there’s no mistaking its roots. This is authentic Harley-Davidson® style through and through with an attention to detail you won’t find from any other motorcycle company. The unique, platinum finished Revolution® engine features polished cylinder heads and rocker covers for a one-of-a-kind look, while the machined cooling fin tips give it a stripped down metal finish. It’s a jewel machined out of metal. Pure. Dripping with power.
From the classic edge of the cooling fins to the clean lines of cases and covers—the Revolution® engine makes an ironclad statement to holding on to what’s right and staying true to what satisfies the rider.

CUSTOM POWER AND PERFORMANCE
Tuned to produce 122 horsepower, the 1250cc Revolution® engine on the V-Rod Muscle® model is one of Harley-Davidson’s highest horsepower engine to this day. With dual overhead cams and four valves per cylinder, it provides 86 ft. lbs. of torque at 6500 rpm, while feeling refined and velvety smooth all the way up to the redline.

HIGH MARKS FOR DURABILITY
The Harley-Davidson Revolution® engine is an extremely durable motorcycle engine. It survived the most brutal and aggressive durability test in the industry: the Dusseldorf Test. Simulating a grueling trip along Germany’s notorious Autobahn, the engine endured a wide range of performance tests. From idle states to city speeds, to wide-open throttle and mountain climbing torque, the Revolution engine surpassed the goal of 500 hours of non-stop performance.

HYDROFORMED FRAME
Harley-Davidson’s Chief Styling Officer, Willie G. Davidson, asked for a frame so beautiful it could sit in a museum. And that’s exactly what the Harley-Davidson team of engineers created. Using an innovative process called hydroforming, they were able to form unconventional angles and apply fewer welds by bending and shaping metal pipes with high-pressure water. The result: a sturdy chassis with improved rigidity. To date, The Motor Company is the only major motorcycle manufacturer to use hydroforming to construct frames.

H-D® SMART SECURITY SYSTEM (OPTIONAL)
The factory installed next-generation security system features a hands-free fob that automatically arms and disarms the vehicle electronic security functions as you approach and walk away from the bike. Stick the fob on your ignition key ring and let it do all the work. It’s this attention to details and security that make Harley-Davidson® motorcycles unique.
Offered as a part of the ‘Security Package’ (which includes Anti-Lock Brakes).

ARTFULLY HIDDEN TECHNOLOGY
Harley-Davidson leverages the latest in technology without compromising style and function. That means we hide electronics. The whole wiring harness is skillfully routed behind the jewels of the bike—the tank, engine and all the other eye-popping features you want to see. It’s just another way The Motor Company goes the extra mile to give its bikes that premium, top-of-the-line fit and finish.

INTUITIVE CONTROLS
Hand controls on a Harley-Davidson® motorcycle are incredibly intuitive. The turn signals are self-canceling and, based on the speed and angle of the motorcycle, they know how long to stay on. Engaging the controls quickly becomes second nature so you can focus less on turning off your signal and more on basking in the freedom of the ride.

BREMBO® BRAKES WITH OPTIONAL ABS
Increased confidence. Control. High-performance Brembo® dual-disk brakes offer consistent stopping power at every leg of your journey. Plus, the optional Anti-Lock Braking System (ABS) helps reduce the chance of wheel lock-up if you need to brake suddenly. And since we hid the speed sensor, the bike maintains its clean, slick look. Performance without sacrificing style. That’s what The Motor Company is all about.
The Anti-Lock Brakes are offered as a part of the ‘Security Package’ (which includes the H-D® Smart Security System).

‘SLIPPER’ CLUTCH
Taken from the racetrack to the world of custom. The V-Rod Muscle® motorcycle features a ‘slipper,’ (or ‘slip and assist’) clutch that provides smoother, high-power handling in turns or whenever you downshift. By reducing clutch friction, the slipper clutch helps keep your rear wheel at a controlled clip.

MICHELIN® SCORCHER™ TIRES
The Michelin® Scorcher™ tires provide the superior performance, sensational grip, impressive durability and excellent handling expected on a race-bred bike. The exclusive deep-cut tread design improves grip and water evacuation capability. Grip performance and durability is also enhanced by the tire’s rubber compounds, which use the latest generation of Michelin synthetic polymers. Under the rear rubber, aramid belts are used to stabilize your ride, which helps inspire confidence in handling.

TUNED TO BE RIDDEN
Harley-Davidson® motorcycles are different from any other bike out on the road. There’s a balance to them. The steering, the maneuverability—it’s all in concert. And each Harley-Davidson® model is tuned differently to create a unique riding experience for each individual no matter which bike they swing their leg over. Let’s face it, we didn’t get to where we are by being like everyone else.

FORWARD-MOUNTED CONTROLS
With the custom forward-mounted controls on the V-Rod Muscle® model, you can kick back a little and stretch your legs for the ultimate power cruise through town or across the state line. It’s time to take in the open road the way you were meant to—on a two-wheeled machine that’s built to outmuscle the rest.

SEAT ENGINEERING AND DESIGN
The seat is home for Harley-Davidson® motorcycle riders. They want a seat that has unique style without sacrificing comfort. Because of that, Harley-Davidson invests a lot of time in researching, designing and testing seats so that every bike has just the right saddle.

In just 10 years, the Harley-Davidson V-Rod family grew to include a number of new models. V-Rod took to the track as the basis for the 2007 Custom Vehicle Operations V-Rod Destroyer, an eight-second factory drag racer. It was also the inspiration for the Harley-Davidson Screamin’ Eagle/Vance & Hines V-Rod, a four-time world champion in Pro Stock Motorcycle professional drag racing. For 2012, Harley-Davidson V-Rod models continue to serve up explosive performance and urban-cool styling for riders seeking a singular power-cruiser experience.

All 2012 V-Rod models are powered by the latest version of the Revolution engine, a 1250cc liquid-cooled V-Twin with dual overhead camshafts, four-valve cylinder heads and Electronic Sequential Port Fuel Injection (ESPFI). The powertrain is equipped with an Assist and Slip clutch, five-speed transmission and high-performance carbon-fiber drive belt. Tires are Michelin Scorcher radials, including a 240mm rear. Brembo® triple-disc performance brakes are available with optional factory-installed anti-lock braking system (ABS). ABS is part of the optional Security Package that also includes the Smart Security System with proximity-based, hands-free security fob.

2012 New Harley-Davidson VRSCF V-Rod Muscle Pictures

2012 Harley-Davidson VRSCF V-Rod Muscle Model Highlights

NEW V-Rod® 10th Anniversary emblem
- Rubber-mounted, liquid-cooled, 1250 cc Revolution® engine with Electronic Sequential Port Fuel Injection (ESPFI); 122 hp @ 8,250 rpm; 86 ft. lbs. @ 6,500 rpm. Satin chrome dual exhaust with turn-out mufflers.

- Security Package option including factory-installed Harley-Davidson® Smart Security System with hands-free fob and Anti-Lock Braking System (ABS)
- Michelin® Scorcher® tires
- Platinum powder-coated powertrain with polished covers
- Satin chrome dual exhaust with turn-out mufflers
- Silver, Five-Spoke Cast Aluminum wheels
- Sport front fender with black brace supports and blacked-out rear section
- Polished aluminum handlebar with integrated riser
- Polished forged aluminum triple clamps
- Chopped rear fender
- Angular airbox with side covers
- Color-matched radiator shrouds
- Satin black headlamp bucket
- LED front turn signals integrated in mirror stems
- LED combined stop/tail/turn light integrated within rear fender
- Side-mounted license plate
- 43 mm inverted forks
- Stylized rear shocks with black springs
- Black frame
- Deep, drag-style two-up seat

2012 New Harley-Davidson VRSCF V-Rod Muscle

2012 Harley-Davidson VRSCF V-Rod Muscle Features and Benefits

- High-performance Brembo® triple-disc brakes with available ABS
- Race-bred slip and assist clutch helps ease drive train effort during downshifting
- 240 mm wide rear tire
- Forward-mounted footpegs and controls
- Teardrop reflector-optic headlight
- Electric power accessory connector under seat

Specifications
US MSRP Price: Vivid Black $14,999, Solids $15,309 to $15,509 USD

Dimensions
Length 92.8 in. (2357 mm)
Overall Width 40.2 in. (1021 mm)
Overall Height 45.7 in. (1161 mm)
Seat Height:
- Laden2 25.6 in. (650 mm)
- Unladen 26.7 in. (678 mm)
Ground Clearance 4.8 in. (122 mm)
Rake (steering head) 34°
Fork Angle 34°
Trail 5.6 in. (142 mm)
Wheelbase 67.0 in. (1702 mm)

Tires (Michelin® Scorcher® “11” front and rear):
- Front – Scorcher® “11” 120/70ZR-19 60W
- Rear – Scorcher® “11” 240/40R-18 79V
Fuel Capacity 5.0 gal. (18.9 L) (warning light at approximately 0.5 gal.)
Oil Capacity (w/filter) 5.0 qts. (4.7 L)
Coolant Capacity 2.5 qts. (2.4 L)

Weight:
- As Shipped 640 lbs. (290.0 kg)
- In Running Order 673 lbs. (305.0 kg)
- Gross Vehicle Weight Rating 1075 lbs. (488.0 kg)
- Gross Axle Weight Rating
- Front 377 lbs. (171.0 kg)
- Rear 698 lbs. (317.0 kg)

Engine
Engine Liquid-cooled, Revolution®, 60° V-Twin
Valves Overhead cam, 4 valves per cylinder, solid tappet with shim-under-bucket lash adjustment
Bore x Stroke 4.134 in. x 2.835 in. (105 mm x 72 mm)
Displacement 76.28 cu. in. (1250 cc)
Compression Ratio 11.5:1
Fuel System3 Electronic Sequential Port Fuel Injection (ESPFI)
Air Cleaner Down draft intake
Lubrication System Wet-sump, integrated with powertrain crankcase

Drivetrain
Primary Drive Gear, 117/64 ratio
Final Drive Belt, 72/28 ratio
Clutch 9-plate, wet, A&S (Assist & Slip)
Transmission 5-speed
Gear Ratios (overall): U.S.
- 1st 11.752
- 2nd 7.898
- 3rd 6.322
- 4th 5.459
- 5th 4.899

Chassis
Frame Steel perimeter upper frame with hydroformed main rails and bolt-on lower frame rails; MIG welded
Swingarm Polished, one-piece cast aluminum
Front Forks 43 mm Inverted
Rear Shocks Preload adjustable
Wheels4: Black 5-Spoke Cast Aluminum
- Front 19 in. x 3 in. (483 mm x 76 mm)
- Rear 18 in. x 8 in. (457 mm x 203 mm)

Brakes:
- Caliper Type 4-piston front and rear
- Rotor Type (diameter x lebar): Patented, one-piece floating rotor (front), uniform expansion rotor (rear)
- Front (dual) 11.81 in. x .2 in. (300 mm x 5.1 mm)
- Rear 11.81 in. x .28 in. (300 mm x 7.1 mm)
- Anti-lock Braking System: Available

Suspension Travel:
- Front Wheel 4 in. (102 mm)
- Rear Wheel 2.9 in. (74 mm)

Performance
Engine Torque5 (per J1349):
- North America 86 ft. lbs. @ 6500 RPM (117 Nm @ 6500 RPM)
Lean Angle (per J1168):
- Right 32°
- Left 32°

Fuel Economy6 (EPA urban/highway test) 37 mpg (6.3 L/100 km)

COLOR OPTIONS
Solids
- Vivid Black
- Black Denim
Two-Tones
- Chrome Yellow featuring Black graphics

U.S. MSRP
Vivid Black $14,999
Solids $15,309
Solids $15,509

Electric
Battery (per Battery Council International Rating)
Sealed, maintenance-free, 12V, 19-amp/hour, 270 cca
Charging Three-phase, 38-amp system (439W @ 13V, 2000 rpm, 489W max power @ 13V)
Starting 0.08 kW electric with direct drive starter motor engagement
Lights (as per country regulation):
- Headlamp (quartz halogen) 55-watt low beam, 65-watt high beam
- Lights, Turn Signal Integrated LED
- Rear Tail/Stop/Turn Signal Lights Integrated Dual Color LED
- Indicator Lamps: High beam, neutral, low oil pressure, turn signals, engine diagnostics, security system7 (optional), coolant temperature, low fuel warnings

Warranty
Warranty8 24 months (unlimited mileage)
Service Interval9 First 1000 miles (1600 km), every 5000 miles (8000 km) thereafter

2012 New Harley-Davidson VRSCF V-Rod Muscle Review

2010 Husaberg FE570 Enduro motorcycles have always been unique. Originally famous for their almost agricultural simplicity, the Swedish engineers made lightweight, unusual and highly sought after racing four-strokes long before Yamaha’s marketing department ‘invented’ the four-stroke revolution.

2010 Husaberg FE570 Enduro in action

2010 Husaberg FE570 Enduro in action

2010 Husaberg FE570 Enduro in action

2010 Husaberg FE570 Enduro in action sliding

Enjoy your traveling in all of field, 2010 Husaberg FE570 Enduro design in tril model, it very march to rider in facing the chalange, 565.5 cc give faster your travel, it has 4 stroke so the rider can replace the speed in kinds of field.2010 Husaberg FE570 Enduro uses Fuel system Keihin EFI, the tank capacity 8,5 litteras.
The latest Brembo front brake with optimised front brake pads for maximum braking performance at minimal effort. Effective single-piston brake caliper in the rear. Ultra-light wave discs for the ultimate braking performance and better self-cleaning of the brakes.

2010 Husaberg FE570 Enduro back angel

When KTM bought Husaberg quality control began to improve, as did global race results. More and more KTM-spec parts appeared on the ‘Bergs, until last year when Husaberg reinvented the wheel and taught the world a lesson on mass centralization. By twisting, turning and massaging a bunch of KTM-sourced engine parts and wrapping them it a new-age frame Husaberg managed to create a big thumper that behaved like a little thumper. Here in Canada the Husaberg guys from the Corner Grass Racing Team, led by Shane Cuthbertson, racked up a very impressive collection of solid race results and fifth-overall in the 2009 Royal Distributing Canadian Enduro Championship.

2010 Husaberg FE570 Enduro

2010 Husaberg FE570 Enduro rear view

Some things about the FE570 will be very familiar to KTM owners, but other stuff, like the airbox location under the fuel tank and having the fuel tank mostly under the seat, are pure Husaberg.

Here’s a quick rundown. A very slick EFI system feeds the contorted engine’s laid-down cylinder head. The engine displaces 565.5cc and has a 12.2:1 compression ratio. A smooth juice clutch feeds a slick six-speed transmission. The bike has electric start and a claimed dry weight of 252.4 pounds. Forks and the non-linkage rear shock are by WP. The more you look the more you’ll recognize high quality KTM stuff, but it’s like you’re on some kind of a weird trip. You shake your head, rub your eyes and look again. Yup, you’ve seen that part someplace else, but it was over here…weird.

2010 Husaberg FE570 Enduro side view

2010 Husaberg FE570 Enduro view

2010 Husaberg FE570 Enduro view

Weirdness aside, the new generation Husaberg’s race effectiveness has been proven around the world. We ran our test bike on the MX track, on a wide-open cross-country track and in tight, hilly forest. We compared it to run of the mill Japanese 450Fs, the BMW G450X (which shares similar design goals but with clumsier execution) and our memories and notes from the 2010 YZ450F test, which again has a similar formula for meeting their mass centralization goals. We even compared it to the last of the ‘old school’ Husabergs, a mint 2008 FE550. Here’s what we found out.

2010 Husaberg FE570 Enduro

The 2010 Husaberg FE570 Enduro is well designed from an enduro rider’s point of view. Everything is tucked up and out of harms way and the airbox and electrics are intelligently placed and ridiculously easy to service. The suspension is simple and has been proven on scores of KTMs. The seat is a little wider and a little softer than we’ve gotten used to.

When you first fire the bike up you’ll notice the exhaust is very quiet and there is less intake moan than an older Husaberg or even the BMW G450X or YZ450F. The motor makes big, big torque right off idle. It’s smooth and it hauls, but in a very gentle manner. To get an idea of just how much grunt the 570 has, our lighter testers were able to pull 4th gear starts on the MX track with little effort and then just wouldn’t shift. Ever. Heavier guys started in third, no sweat. The gear ratios feel spot on, with a low first and a sixth gear that is so tall we never really had to use it. If there is a weak part of the FE570s powerband it would be top end, where power flattens quickly. I know, I know, noise blah blah blah. It may not be politically correct, but we’d love to try this bike with a less restrictive muffler, at least when nobody is around. We bet it would absolutely rip!

The bike is heavy. No we didn’t weigh it, but it is noticeably heavier to pick up than a KTM530EXC, heavier than our race-stripped BMW or the 2008 ‘old school’ Husaberg we had on hand and about the same as a CRF450X or WR450F. And here’s something else weird. It feels lighter to ride than any of those bikes, or at least it felt lighter after some fiddling.

One thing we noticed last fall with the 2010 YZ450F, then again with the BMW and now with the ‘Berg is how fussy the new generation of mass centralized thumpers are about proper set-up. You know how on a ‘universal Japanese 250F’ you can make fairly drastic changes to fork tinggi or sag before it really becomes all that noticeable? Not so with the ‘airbox up front, gas under the seat and weirdo engine layout’ brigade. Going from sled to scalpel is only a few mm away in fork tinggi or suspension sag on any of the new-wave thumpers.

Out of the box the 2010 Husaberg FE570 Enduro was wallowy soft at both ends, making it hard to hold a line when charging through corners. It also under-steered, which surprised us since we’ve read all the hype about how great these bikes were supposed to turn. We spent hours fiddling and making small adjustments, eventually agreeing on sliding the forks up in the triple clamps 10mm and moving the bar mounts to the forward position. The forks were very soft, even for our 150-pound woods weasel. We cranked the compression damping in 10 clicks and the rebound in 6. The shock clickers also got a workout, going six clicks stiffer on compression and four on rebound. In the woods it was still soft, and on the motocross track it was really soft, but now the bike turned. Turned isn’t the right word. It carved, with a light steering feel that was more like an RM250 than a mega-thumper. Like we said, zero to hero is just a few clicks away. Weird. The conventional frame 2008 Husaberg, by comparison, was more stable but didn’t turn anywhere near as well as the 2010 model and required a much more aggressive riding style to make it work.

We called the super-fast Husaberg guys at Corner Grass to talk about this, who immediately recommended stiffer fork springs to help cure the stinkbug feel of the bike. Hard core woods riders will say, “Ya, but it’s not a motocross bike.” Well duh. We ride every test bike everywhere we can, just like every other dirt biker does. Besides, with the emphasis on special tests at Enduros and wide-open GNCC-style racing these days sometimes you need to be able to hammer stuff, hard! With the compression cranked we had the suspension working smoothly enough to make our Vet tester happy in the tight woods and kept our young guys from whining too much on the XC or MX course. But with stiffer springs the suspension would be better, simple as that.

2010 Husaberg FE570 Enduro action

2010 Husaberg FE570 Enduro Actions

2010 Husaberg FE570 Enduro Front

On to other stuff. KTM 530s have a rep for steaming like a teakettle in tight woods. The Husaberg does too, which should be no surprise since the engines are mechanically very similar. The Husaberg’s EFI system is flawless, contributing hugely to the engine’s great powerband and gentle manners except for one thing; it doesn’t like to start in gear. We’ve noticed this trait with other manufacturers fuelie four-strokes this season as well. It pretty much makes getting a solid dead-engine start at a hare scramble a hit or miss affair, unless you start in neutral. Once it’s running the 570 ‘Berg almost never stalls, and will chug down to almost nothing before it gives a little shudder to remind it’s idiot rider to downshift. By comparison, the older, carbureted 550 Husaberg had a raspy feel, was easy to stall and would sometimes flame out. We’ll take the new 570s trade of a hit or miss dead-engine start for smooth, powerful, seamless torque anyday!

Other tester notes? The seat and tank are wider than most, but strangely enough you get used to it in a big hurry and then wonder why other bikes are so damn skinny. Unlike every other European bike we’ve tested lately the kickstand on the Husaberg actually works! The exhaust pipe header will melt your pants and your boot. This bike has incredible ground clearance, and between that and the light steering and the impossible to stall engine it practically begs you to try trials-type stuff. The brakes are average, which probably has more to do with simple physics than anything else. We have no idea how much gas is in the tank at any given time, but at least the bike does have a low fuel light.

So what do we really think? One of our testers, the Vet off-road guy, loved it but says it’s too soft. Our second Vet tester also loved it, thinking the FE570 could easily be transformed into a great hardcore dual sport bike. Our fast motocross guy wants an FE570 to use for ice racing this winter. The spode likes it better than the KTM530 for trail riding, but even he wants the suspension a little stiffer.

2010 Husaberg FE570 Enduro In action free style

The new-school 2010 Husaberg FE570 Enduro is a huge technological leap over previous ‘Bergs, ushering in a new wave of big four-strokes. Husaberg’s execution of the mass centralization theory makes the similarly designed YZ450F look a little old fashioned and the BMW G450X look almost homemade. The2010 Husaberg FE570 Enduro is a cool bike. Really cool, actually.

2010 Husaberg FE570 Enduro engine

Specifications
Engine 2010 Husaberg FE570 Enduro

* Engine type Single cylinder, 4-stroke
* Displacement 565.5 cc
* Bore/Stroke 100 / 72 mm
* Compression ratio 12,2 : 1
* Starter/Battery Electric starter/12 V 7 Ah
* Transmission 6 gears
* Fuel system Keihin EFI
* Control 4 V / OHC with rocker levers
* Lubrication Pressure lubrication with 2 oil pumps
* Engine Oil Motorex, SAE 10W-50
* Primary ratio 33 : 76
* Secondary drive 13 : 38 (13 : 52)
* Cooling Liquid cooling
* Clutch Wet multi-disc clutch, hydraulically operated
* Engine Management System Keihin

Chassis 2010 Husaberg FE570 Enduro

* Frame Double cradle perimeter design 25CrMo4
* Subframe Cross-linked Polyethylene (PE)
* Handlebar Magura, Aluminium Ø 28 / 22 mm
* Front suspension WP-USD Ø 48 mm
* Rear suspension WP-PDS shock absorber
* Suspension travel front/rear 300 / 335 mm
* Front/rear brakes Disc brake Ø 260 mm/Disc brake Ø 220 mm
* Front/rear rims 1.60 x 21″ DID/2.15 x 18″ DID
* Front/rear tires 90/90-21″; 140/80-18″
* Chain 5/8 x 1/4″
* Silencer Aluminium
* Steering Head Angle 63.5°
* Wheel base 1,475 ± 10 mm
* Ground clearance 390 mm
* Seat tinggi 985 mm
* Tank capacitiy approx. 8.5 litres
* Weight (Ready to Race) approx. 114,5 kg

              
2010 Husaberg FE570 Enduro Front View

2011 Husaberg TE300 Action It is not a problem for 2011 Husaberg TE300 to run in the jungle and rocky tracks. This motor is the master in all bad roads. With this motor you can be the real explore. This motor is designed with strong body and powerful engine. The engine is Engine type Single cylinder, 2-stroke and Displacement 293.2 cc that make this motor can jump high easily. With Fuel system Keihin PWK 36S AG the fuel supply to the engine works properly. The engine is completed with Lubrication Mixture oil lubrication 1:60, Engine Oil Motorex, SAE 15W-50 and Cooling Liquid cooling that make the engine endures from high temperature. There will be no damaged since this motor is completed with strong frames. The frames are Frame Central double-cradle-type 25CrMo4, Subframe Aluminium and Handlebar Neken, Aluminium Ø 28/22 mm. this motor will run smoothly on bad roads. It is because this motor is completed with responsive suspensions. They are Front suspension WP-USD Ø 48 mm Closed Cartridqe, Rear suspension WP-PDS DCC shock absorber and Suspension travel front/rear 300/335 mm.

2011 Husaberg TE300 Front side View

2011 Husaberg TE300 Front

Engine 2011 Husaberg TE300
A square 72/72mm bore and stroke is used to get the 293.2cc capacity. The net result of this is a very torquey engine which never feels as though it’s ‘screaming’.
Husaberg have resisted kitting out the bike with fuel injection but it hardly seems to matter anyway, with the 36mm Keihin carby feeling crisp and clean all the time. Old style pre-mix is used to lubricate the engine.
A six speed gearbox has you percolating through the bush, and if you are game enough to tap out in top then things will be flying past you very fast indeed.

2011 Husaberg TE300 Silinder engine

 2011 Husaberg TE300 Engine

Both 2011 Husaberg TE300 talk about the light weight and torque of these two bikes, and also say they are user friendly. Like any of the bigger bore two-strokes there is plenty of mumbo being cranked out and it does take an experienced rider to be able to harness most of what’s on offer.
There’s still that lovely ‘kick in the pants’ power-band to brighten up your day, but at the same time you can still lope around the bush without the bike trying to spit you off at any opportunity. There’s dual ignition maps to help in this regard, which is an accessory 2011 Husaberg TE300 Powerparts product, in other words it doesn’t come standard. Accessed via a switch on the handlebar you can simply opt for the ‘softer’ power option if the terrain gets real gnarly or slippery.

Like any ballsy two-stroke there’s a big expansion chamber sticking out in the breeze. A Cycle Torque photo shoot usually consists of the rider going around and around while the photographer gets the shots. At one stage I was trying to throw a nice wheelie when the bike got away from me. As I finally let go of the ’bars I watched the bike fall to its side on what I thought was soft ground. You can imagine my horror when I saw the nice big dent on the side of the pipe. I can only think a rock hidden in the dirt did the damage but I think a chamber guard would be a handy addition to the bike.

The hydraulically operated wet clutch just loves to be slipped too, and I did plenty of this trying to ride this beast through the bush, without complaint.
Electric starters on two-strokes aren’t exactly new, and as you would expect of two bikes which share the same engine both are fitted with the boot saving device. I found them to work fine but they certainly worked better when the engine was warm, leaving the cold starts to my size 10 foot. Kicking was usually a first or second kick affair anyway.

2011 Husaberg TE300 Wallpaper

Chassis 2011 Husaberg TE300
A double cradle chromoly steel frame houses the potent motor and there doesn’t seem to be anything unnecessary on the bikes. A 63.5 steering head angle is used on both bikes, and the seat tinggi and ground clearance is 985 mm and 385 mm respectively.
Suspension on both bikes is the same too. 48mm WP Closed Cartridge forks have adjustment everywhere, and the WP PDS shock at the rear is likewise, including high/low speed. Funnily enough I found the two bikes felt a little different on the trail. I thought the suspension adjustment might have been set differently because the big Kato was kicking off the bumps rather than soaking them up.

2011 Husaberg TE300 Headle

Sure enough I checked and the settings were different, if only slightly. After putting the 2011 Husaberg TE300 they felt the same which is to be expected seeing the forks and shock are the same. I could still feel a very slight difference in the overall feel of the two bikes but I put this down to the different tank and shrouds, and therefore a very minor difference in the riding position. Fork travel is 300 mm, shock travel 335 mm.
Brakes across the board are Brembo, with a 260mm rotor on the front and a 220mm at the rear.

For some reason the bikes are fitted with different rims. The Husaberg gets DID products, while the 2011 Husaberg TE300 uses Excell. Tyre sizes are the same though, 90/90-21 front, and 140/80-18 rear.
Both KTM and Husaberg list the weight of their respective bikes at 103.1 kg. 2011 Husaberg TE300 11 litre tank.
Maybe this is the slight difference I felt?

2011 Husaberg TE300 In Action Free style

2011 Husaberg TE300 performance

2011 Husaberg TE300  Inaction

2011 Husaberg TE300  Race Free style

Wrap up 2011 Husaberg TE300
If you are looking for a new rush then either of these bikes will fit the bill. Not that long ago everyone was hailing the demise of the humble two-stroke but they seem to be making a resurgence. These bikes are real riders machines and excel with a strong hand at the controls.
With the blue meanie Husaberg you’ll need to pay $12,595 + ORC.
Both bikes have a six month parts and labour warranty.
Don’t really know why the price is different but in any case both are good value.
I’d go for the Husaberg only because of its slick looks and blue wheels. I know it sounds fickle but you have to look good in the bush.

2011 Husaberg TE300  Front Tire View

2011 Husaberg TE300 Performace

2011 Husaberg TE300 Righ Angel

2011 Husaberg TE300 Side View

2011 Husaberg TE300 Style

2011 Husaberg TE300  map select

2011 Husaberg TE300 Wallpaper

2011 Husaberg TE300 Action Style

2011 Husaberg TE300 Action

2011 Husaberg TE300 actions

2011 Husaberg TE300 action style

2011 Husaberg TE300 exhaust

2011 Hyosung GT650R EFI Its one of my favourite set of twisty roads and the notorious left corner infamous for scaring many a bikers is approaching rather quickly than my reflexes are used to. It is an uphill section and apart from the motorcycle I am on, all other settings are more or less same. The 2011 Hyosung GT650R EFI that I am riding is climbing fast and is taking corners with a ferocious attitude and there is nothing subtle about its power delivery. It is what you would call, umm… raw or maybe even a little bit rowdy. But for someone who likes pure no-nonsense thrill and excitement, the 2011 Hyosung GT650R EFI brings a lot to the table.

2011 Hyosung GT650R EFI free style

2011 Hyosung GT650R EFI  This motor is designed especially for the real rider who like to ride in high speed. This motor is also very suitable for young rider who like increasing riding skill. The engine of this motor is truly new and modern. The engine is Type 90° V-twin DOHC, 4 valves per cylinder, Cooling Liquid Cooled, Displacement (cc) 647 and Bore x Stroke 81.5 x 62. This engine can make this motor has high speed that is suitable for young rider. The engine can make this motor has nice acceleration. The engine is very heat resistant. This motor is very suitable to ride since this motor has nice suspensions that make this motor run smoothly in bad roads. The suspensions are Front Suspension 41mm USD adjustable, rebound and compression and Rear Suspension Monoshock /adjustable preload. The suspensions can minimize the vibration from the wheels. This motor is very safe to ride since this motor can stop easily from high speed. This motor has responsive brakes. they are Front Brake Semi-Floating 300mm twin discs with four piston calipers and Rear Brake 230mm single disc. See dealer for more information.

2011 Hyosung GT650R EFI Front View

2011 Hyosung GT650R EFI  As the tightening corner looms up ahead, I brake hard and expect something dramatic to occur, but the Hyosung 2011 Hyosung GT650R EFI shows no signs of upsetting behaviour or jittery nature. The 41mm upside-down front forks with adjustable damping and compression (but no preload setting) promptly take charge of the sudden weight transfer and the twin disc rotors fitted upfront on the 2011 Hyosung GT650R EFI drop speed with phenomenal efficiency. I soon realize that now I am under-speeding for the corner. Damn!

2011 Hyosung GT650R EFI  Side View

2011 Hyosung GT650R EFI  It is the first time that I am riding a 650cc v-twin engine on this stretch of curvy tarmac and the experience is novel and extremely gratifying. The power delivery is smooth and casual till upto the 5,500rpm mark coupled with a rather sweet and smooth exhaust note playing in the background as the bike effortlessly crosses the 100km/h mark without batting an eyelid. But once the rev-counter needle whizzes past the 6000rpm mark, the V-Twin growl turns loud, raspy and angry like a rumble from a battle-tank.

2011 Hyosung GT650R EFI Speedometer

2011 Hyosung GT650R EFI  There is a lot of potential and performance lurking inside the Hyosung’s fuel-injected 649cc V-Twin engine, which apparently is identical to the motor that powers the super-popular Suzuki SV650. Hyosung started with making motorcycles for the South Korean market under license from Suzuki and the V-twin engine configuration of the 2011 Hyosung GT650R EFI seems quite similar to that of the cult-followed Suzuki SV650. None of the two bike-makers have confirmed if the two models share common parts but on paper it’s quite telling. Regardless of whether it’s the same engine or not, one thing Hyosung needs to really look into is the fuelling system of the GT650R. The throttle response is awfully jerky with an on/off feel even with slightest variation on the throttle grip. And as the speed increases, the jerkiness due to the fuelling stops being just a twinge and grows to be a major quandary playing havoc with your lines, judgement and hence, safety.

2011 Hyosung GT650R EFI Style

Overlooking the fuelling glitch, the liquid cooled DOHC 8-valve 90-degree v-twin motor of the 2011 Hyosung GT650R EFI seems like an extremely potent package throwing oodles of horsepower and torque for a middleweight motorcycle. It produces best-in-class horsepower figure of 72PS at 9,000rpm and 61Nm of torque peaking at 7,250rpm, which is distributed evenly through the rev-range for good rideability and solid in-gear acceleration. Good in-gear acceleration means strong exits out of the corners and swift overtaking maneuvers through traffic on road without having to go through the six-speed gearbox of the 2011 Hyosung GT650R EFI each time you want to pass a vehicle. The twisty roads are long gone and I am over this open arrow-straight highway doing about 50km/h in sixth gear. I open the throttle with a little more urgency than usual and the GT650R lurches forward with great enthusiasm – just like you would expect a middleweight sports model to perform and nothing short of its Japanese or European V-twin rivals.

New 2011 Hyosung GT650R EFI Review

2011 Hyosung GT650R EFI Review

2011 Hyosung GT650R EFI Specifications

Dimensions & Dry Mass

• Overall Length (mm)2,095
• Overall Width (mm)720
• Overall Height (mm)1,095
• Dry Mass (kg)208
• Wheel Base (mm)1,435
• Seat Height (mm)790
• Ground Clearance (mm)165
• Frame TypeDual Lateral Oval Bar

Engine

• Type90° V-twin DOHC, 4 valves per cylinder
• Cooling System Liquid Cooled
• Displacement (cc)647
• Bore x Stroke81.5 x 62
• Compression Ratio11.6:1
• Max Power59kW @ 9250rpm
• Max Torque67Nm @ 7250rpm
• LAMS Max Power 40kw @ 8500rpm
• Fuel SystemElectronic Fuel Injection
• Lubrication Wet Sump
• Starting SystemElectric
• Emissions Euro 3 Compliant

Capacity

• Fuel Tank (litres)17

Transmission:

• GearsConstant Mesh 6 Speed
• ClutchWet Multi-Plate

Chassis:

• Front Suspension41mm USD adjustable rebound and compression
• Rear SuspensionMonoshock / adjustable preload
• Front Tyre120 / 60ZR – 17 55W
• Rear Tyre160 / 60ZR – 17 69W
• Front BrakeSemi-Floating 300mm twin discs with four piston calipers
• Rear Brake230mm single disc

Warranty

• WarrantyTwo-year, unlimited kilometres

New 2011 Hyosung GT650R EFI Review

2011 Yamaha TMAX

2011 Yamaha TMAX

2011 Yamaha Stryker Uneven firing interval, bore & stroke dimensions and special ignition & injection mapping all contribute to excellent torque output and that classic V-twin pulse feeling. Liquid-cooling not only allows for higher state of tune because it maintains more stable operating temperatures, but also reduces mechanical noise for a quieter engine. 2011 Yamaha Stryker It has Fuel Capacity 4.0 gal so the Fuel Economy 40.9 mpg. 2011 Yamaha Stryker offers in different price suitable based on color, you can choose as your desire and your budget, the price are $11,240 (Impact Blue), $11,240 (Reddish Copper), $10,990 (Raven).  Looking at of the Yamaha Stryker carefully, it has good perform and stylish design, it is the time for you to cruise the land with this motor, why? because it design in good technology such as 1304cc (80 cubic inch), liquid-cooled, short stroke, SOHC, 4-valve per cylinder, fuel injected, 60° V-twin powerplant pumps out impressive power and torque for excellent cruising performance.

2011 Yamaha Stryker

2011 Yamaha Stryker

2011 Yamaha Stryker

2011 Yamaha V-Star 650 Silverado

2011 Yamaha V-Star 650 Silverado  It will be beautiful day when you hang out with riding this 2011 Yamaha V-Star 650 Silverado that has good prestige among the rider. This motor is best brand from Yamaha. This motor has cool body and gentle power. The engine systems of this motor are designed by the real experts in the world. The engine is Engine Air-cooled,SOHC, 4-valves, 70°, V-twin and Displacement 649cc that can create high power to run fast. This motor is also amazing to ride in the night.

2011 Yamaha V-Star 650 Silverado

2011 Yamaha V-Star 650 Classic

2011 Yamaha V-Star 650 Classic

2012 Yamaha Super Ténéré (Tenere)

Your walking time will be more memorable when you ride this 2012 Yamaha Super Ténéré (Tenere) . This motor is very suitable for sightseeing especially for evening walking with your partner. This motor has macho appearance and cool body. The engine of this motor is Type 1199cc, liquid-cooled, 4-stroke 2-cylinder DOHC that can create high power without any vibration and noisy sound. The engine is very friendly to the environment. With Fuel Delivery Fuel Injection with YCC-T, this motor is very economical in fuel consumption. This motor can run smooth in rocky road, since this motor has good suspensions 2012 Yamaha Super Ténéré (Tenere)

2012 Yamaha Super Ténéré (Tenere)

2012 Yamaha Super Ténéré (Tenere)

2012 Yamaha Super Ténéré (Tenere)

2012 Yamaha Super Ténéré (Tenere)

This motor is 2011 Yamaha Road Star S that makes you a rider star in the road. This motor will make you more prestigious and luxurious. This motor has super engine. The engine specifications are Type 80-cubic-inch (1304cc) liquid-cooled V-twin; SOHC, 4 valves/cylinder, Bore x Stroke 100.0 mm x 83.0 mm, Compression Ratio 9.5:1, Fuel Delivery Fuel injection, Ignition TCI: Transistor Controlled Ignition and Transmission 5-speed; multiplate wet clutch. The engine produce high speed and good acceleration and the fuel consumption is efficient enough. 2011 Yamaha Road Star S The engine can endure from high temperature so this motor can be ridden for long journey. This motor has strong body since it has tough frame. The frame is Frame Double Cradle. To minimize the tremble and the rider exhaustion, this motor is completed with reactive suspensions. They are as follows; Suspension / Front Telescopic fork; 5.3-in travel and Suspension / Rear Single shock; 4.3-in travel. The price of this motor is very cheap. Ti is only $10,890 (Raven) Available from February 2011/CA model March 2011 and you will get Warranty 1 Year (Limited Factory Warranty).

2011 Yamaha Road Star S

2011 Yamaha Road Star S

2011 Yamaha Road Star S

2011 Yamaha Road Star S

]]> http://luweh.com/2011-yamaha-road-star-s/feed/ 0