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Custom. Cruiser. Chopper. It seems as if every time you switch on the television, there is some tough-looking guy in a big garage with other tough-looking guys, screwing together wild-looking, stretched-out creations with chrome S&S motors. There is usually lots of facial hair, tattoos, yelling and cigars involved. The prices are astronomical, with a basic custom chopper starting at $20,000. Honda isnt new to custom building: The Rune is Hondas $27,699 custom-built masterpiece. However, the average consumer is going to be uninterested in rolling a $28,000 mass-produced work of art into his personal garage, instead choosing to purchase something they can ride everyday. How well does Honda do providing a custom, extreme-chopper riding experience to the average guy?
In 2000, Honda introduced the VTX 1800, the "most extreme production V-twin cruiser ever." Its extreme because of its 734 pound *claimed* dry weight, 67" wheelbase, and massive, coffee-can-like 101 millimeter pistons.
How do you top that? By reorganizing the VTX 1800 lineup to allow for more personalization. For 2005, Honda buyers can go to the Honda website and order their VTX 1800 online. Honda offers C, F, N, S and R models of the VTX 1800. The models are all identical mechanically, but offer different exhausts, mirrors, fenders, handlebars, tank badges and wheels. In addition, the customer can pick different "spec" levels.
The "F" is new on the scene for 2005. It offers cast wheels, low bars and chopped fenders. The F is available in three specfication levels. Our test bike is a spec three, with plenty of blacked out, polished and otherwise swankified bits. Its all topped off with a platinum-painted tank with the tough-guy approved tribal flame motif. All of this comes at an MSRP of $15,399.
In terms of build quality and appearance, this pricing is steep but worth it. The VTX 1800 F presents a low, mean, hulking and muscular shape. Hondas styling department can design a bike with nice proportions when they want to, and this machine is evidence of it. Every part works as a whole with the rest of the bike: the tires are sized properly, the 45-millimeter fork legs are beefy but not too hulking, and the large engine is capped with a delicately curved teardrop tank, matching the curving profile of the liquid-cooled, 1,795 cubic centimeter mill.
The "F" model delivers slick, power cruiser styling with lower bars and cut-down fenders, as well as low-profile radial tires. Steel is utilized for the fenders, but not for the side covers and speedometer trim. The rear fender is shorter than the other models and is topped off with a fashionable-and-bright LED taillight. Almost every part is chromed, polished or fashioned from "billet look" cast aluminum. The paint is a tad orange peeled, but glazed with deep clear coat for a custom look. However, decals are used for the tribal graphics instead of paint. This may seem like a nit pick, but its apparent even from 10 feet away, and this is an expensive, "custom" bike after all.
Since weve absorbed the visuals, its time to swing a leg over our new possession. Flicking the key to the "on" position under your left thigh, the instruments respond with a little light show on the digital, tank-mounted speedometer and tach. The bike is fairly easy to hoist upright, thanks to a low center of gravity and wide bars. With the wide clutch lever pulled in, the starter cranks the huge engine to life.
"This bike was designed to be the biggest, baddest mo-fo of cruiserdom, a showpiece for Honda and trophy bike for the masses. A mission thoroughly accomplished."
The biggest twin made by Honda makes typical big twin cranking noises, coughs a bit, and fires up into an immediate and slightly syncopated idle. To my ears it sounded good, but to other, more discerning staff ears it sounded like a typical Metric cruiser, only bigger. It does sound good to the rider, but the sound is oddly muffled behind the bike. Those big round end cans choke off a little too much sound for most, and will probably be quickly consigned to eBay.
Strapping the really big twin to the dyno was exciting. Ive never seen the dyno shake like that! The VTX 1800 delivers 100 foot-pounds of torque to the unfortunate rear tire, with a satisfying 86 HP as well. Note in the dyno chart how the engine delivers almost 75 foot-pounds at 1,250 RPM! I get a nosebleed just thinking about it.
Its now time to ride, so we click the gearshift smoothly into first and slowly engage the buttery hydraulic clutch. Immediately, this engines primary charm- lots of torque- jumps out at the rider like a playful, yet large, puppy. The bike chugs forward without much throttle. In fact, this beast can start in any of the first three gears with minimal lugging!
The VTX proves to be a comfortable companion for low-speed, boulevard cruising. The seat is very nicely shaped and supportive. The reach to the bars is similarly humane, not placing the riders elbows painfully high. The pegs, of course, are way out in front of the rider to insure plenty of cooling breezes riding up ones pant legs.
Passenger accommodations are a little more generous than what you would get from a custom shop, but its just a few steps above "after thought" in the comfort department. Although the pegs are fairly low, the passenger pad is hard and slopes away to the back. This puts the passengers pelvis at a funny angle and causes numb-bum after 10 or 20 minutes. Like the rest of the bike, passenger accommodations are best for short, around-town hops.
Although its pushing 800 pounds with a full tank of fuel, the VTX doesnt feel heavy or ponderous in traffic around town. The wide bars and 18-inch radial front tire make it easy to steer around bumps and chuckholes- which is a Good Thing, since the soft, short travel suspension tends to bounce the rider around a lot.
The only time you really feel the weight is when you nail the brakes. The linked brake system- with dual 296 millimeter front discs and three-piston calipers linked to a rear single 316 millimeter disc and twin-piston caliper- is almost devoid of feel. There is no skidding of the rear tire or stoppie-silliness with the front. The only thing squeezing both brakes hard simultaneously will accomplish is washing the front end with embarrassing results, unless you shift your weight far forward, which can lock up the rear tire for short distances. However, the brakes do get the job done, and should be very good for novice riders.
Novice riders? This is a huge bike. Its tough to balance, and trundling it around your garage is slightly terrifying as you feel the heft of the thing the second its not balanced perfectly upright. New riders should look at a smaller cruiser, as the VTX doesnt like to turn too quickly, and when a bike like this decides it wants to fall over or crash, its as inevitable as Publisher Alexander finishing an 18" sub sandwich.
"This thing is built for highway on-ramps" said MOs Photographer and tech geek Fonzie, and the rest of the staff agrees. Opening up the throttle at the bottom of the on-ramp rockets the bike and rider forward on the aforementioned wave of torque, and before you know it, you are shooting down the freeway, weaving past the trucks and vans in the slow lanes, and plotting a course through the suicide bombers in their SUVs and luxury sedans who are also weaving through traffic at high speeds.
"For a rider who wants custom style with hot-rod performance, but who cant afford-or want to deal with- buying a one-off chopper from a custom builder, the VTX 1800, in any guise, should be a great choice."
But once you achieve high speeds it takes a great effort to stay on the thing. This is a state endemic to all cruisers as your chest catches the wind like a sail, straining your upper arms, and you push down with your feet to keep them from floating off the pegs. Its actually an excellent isometric workout. After one 150 mile freeway and twisty-road ride, I felt like I had been working out all morning. Six months of that and Ill look like the Governor. But the motor makes loping along at 80 MPH effortless work, ticking over at just about 4,000 RPM while still allowing a quick 90 MPH pass with just a quick flick of the right wrist. A windshield would surely lessen the grunting resulting from the struggle to stay aboard in the gale-force winds at those speeds. In fact, adding a windscreen and bags makes a VTX 1800 into a competent tourer judging by the photos and postings from the stout and hearty fellow at the VTX owners forums.
Its not the most economical of touring bikes, though. Even though it can lope along at freeway speeds with just under 4,000 RPM on the slightly busy tachometer, the VTX 1800 F delivered an average of 31.8 MPG in the course of our testing. I dont know if adding a small windscreen would help. But nobody buys an "extreme cruiser" for fuel economy, right?
After 50 miles of interstate it was time for the Ortega Highway, 30 miles of smooth, flowing curves. The VTX 1800 F did well on twisty roads...for a cruiser. It felt stable yet easy to steer, and the nice radial tires (a Dunlop D251 130/70R-18 in the front, Dunlop D251 180/70R-16 out back) seemed to grip nicely. The suspension was soft and had too little travel in the rear (surprise!), but the main limiting factor was, of course, ground clearance.
But lets get back to the real world of cruising. This bike was designed to be the biggest, baddest mo-fo of cruiserdom, a showpiece for Honda and trophy bike for the masses. As such, the mission is thoroughly accomplished. The VTX 1800 F provides low, long looks, trendy dragbike/performance custom style, and a wonderfully torquey, user-friendly engine, clutch and transmission. The build quality is fantastic, as we expect from Honda, and it is as easy to ride as an 800-pound gorilla like this could possibly be.
Of course, the 1800 doesnt handle like a sportbike, nor will prospective consumers expect it to. It does work with typical Honda refinement, at least as well as a cruiser this massive could. For a rider who wants custom style with hot-rod performance, but who cant afford-or want to deal with- buying a one-off chopper from a custom builder, the VTX 1800, in any guise, should be a great choice.
Sidebar: A Second Opinion By Sean Alexander


Gabe wanted to sample the VTXs passenger accommodations and I felt like demonstrating its ability to leave smoky black lines for him. So, heres a brief riding impression from an overweight, under-matured racer type.
The VTX is a kick in the pants to ride. There is more torque than you need all the way from its 1,000 RPM idle through its 6,000 RPM rev-limiter. Unfortunately, that rev limiter stops the party before most bikes are entering their "midrange". Enough with the whining, even when shifted below five grand, the VTX is happy to light its tire and leave lurid black stripes through any intersection you care to abuse. Responsible riders might be better served by looking elsewhere, but hooligans can happily terrorize their fellow motorists at will. If you study the dyno chart, youll see that the VTX makes in excess of 75LbFt of torque before 1,250 RPM! Thats enough torque to light the tire while strapped to the dyno (an MO first).
Ok, back to the whining: the VTXs modified-Gyno riding position is less than ideal, but still sufficient to allow peg-dragging at parking lot speeds. I know it looks "cool", but I think its a shame that a motor with this much potential is saddled with so much weight and so little ground clearance.
On the other hand, the VTX offers nice attention to detail and typical Honda quality everywhere, except for the cheesy finish on its top triple clamp. It is also smooth and easy to ride with a palpable feeling of quality and durability.

Specs Provided by HondaBase MSRP $12,899 | MSRP as TESTED $15,399.00 [Style F, Titanium Tribal Paint, Build Spec 3] ENGINE   Engine Type 1795cc liquid-cooled 52-degree V-twin   Bore and Stroke 101.0mm x 112.0mm   Compression Ratio 9.0:1   Valve Train SOHC; three valves per cylinder   Carburetion Programmed Fuel Injection (PGM-FI) with automatic choke   Ignition Digital with three-dimensional mapping, two spark plugs per cylinder   DRIVE TRAIN   Transmission Five-speed   Final Drive Shaft   CHASSIS / SUSPENSION / BRAKES   Front Suspension 45.0mm inverted fork; 5.1-inch travel   Rear Suspension Dual shocks with five-position spring-preload adjustability; 3.9-inch travel   Front Brakes Dual 296.0mm discs with LBS three-piston calipers   Rear Brake Single 316.0mm disc with LBS twin-piston caliper   Front Tire 130/70R-18 radial   Rear Tire 180/70R-16 radial   DIMENSIONS   Rake 32.48 degrees   Trail 152.0mm (5.7 inches)   Wheelbase 67.6 inches   Seat Height 27.9 inches   *Claimed* Dry Weight 734 pounds   Fuel Capacity 4.8 gallons   OTHER   Available Colors Black, Black Flame, Candy Red Flame, Titanium, Titanium, Candy Black Cherry, Candy Red, Silver Tribal, Titanium Tribal, Bright Blue Metallic, Candy Orange, Metallic Silver, Black/Candy Black Cherry, Black/Metallic Green   Model ID VTX1800C   FACTORY WARRANTY INFORMATION   1 year Transferable, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

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Los Angeles, August 20, 1999 -- You cant rest on your laurels, and theres no motorcycle company that understands that better than Harley-Davidson.
Yes, yes, we can already hear you screaming sundry invectives and vituperations at your computer screen, protesting that lead with red-faced fury. But we stand by it, partly because we believe it and partly because we find it amusing to receive flame mails.
There is some truth in there, however. Critics will cite Harley as the one company that not only rests its products on laurels, but manufactures t
hem from laurels as well. But theres a difference between depending solely on brand identity to sell your goods, a strategy which will always fail as soon as "bigger, better, faster" comes along (for those in the know, look at the spanking SyQuest took when confronted with the Zip drive), and the development/maintenance of market share through the application of design and marketing principles drawn from tradition and past successes.Yawn. Point please. The point is, how do you connect a colorful past to an uncertain future when faced with difficult-to-gauge millennial expectations?
With the FXDX, thats how. Built on the Dyna Glide platform, which means dual external shocks doing spring duty for a dual-point rubber mounted Twin Cam 88, the Motor Company has flown in the face of detractors by making a stylish cruiser that handles with authority while putting some powerful ponies to the pavement. The Twin Cam 88, a 1450 cc Evo-zilla, is a revelation in a sporty cruiser platform. Sure, the engine has proven itself capable of hauling around an Electra Glides bulk, but its in exploiting the Twin Cams willingness to rev that makes the FXDX such a fun ride. Those of you used to short-shifting will be missing out if you dont start riding the redline, especially through the squiggly stuff, an area where this cruiser excels.
In beefing up the components of the Twin Cam, Harley made an engine that pulls strongly all the way up to 5400 rpm. Doesnt sound like a lot, but when youre used to shifting in the low 3000s on an Evo, thats a lot of room to go exploring. Wheelbase is extended a smidge on the Sport to 63.88 inches from the Super Glides standard 62.5 inches, lending a little extra stability, but with 28 degrees of rake the Dynas hardly a candidate for Chopper of the Year. It is, however, Harleys top choice for the long and winding roads, and with a nice compliant suspension that is a workable compromise between plush and sporty. It took a little effort to toss this mount into a turn, but once there it behaved well, holding the line obediently, and with plenty of curve-soaking ground clearance. Mid-corner rough stuff could inspire a little Chassis Bump Boogie -- not exactly "confidence-inspiring", whatever that means.
Unfortunately, the 1999 FXDX brakes are still Harley brakes. Improvements are in the works for 2000, but the new brakes, which are said to be excellent, wont be able to be retro-fitted just yet, and for now youve got to watch yourself on the 99 FXDX when going deep into a hole. Late brakers will likely be rendered simply "late" if they try it too much. For standard cruising/street duty the 11.5-inch triple discs are better than two, however, and they do their duty, but dont get into any stoppie competitions, because youll be humiliated. The rear brake is functional, does its job well, but its a government worker. It doesnt do more than necessary.
Rider accommodations are sporty, meaning theyre not overly comfy. The dirt-style bars seem just a little far forward and a little too wide on the stock bike -- not unreasonably so, but enough to make you feel it on hundred-mile highway stretches. The leg positioning is nice, though, and highway pegs come standard so you can stretch out those muscles when youre not swerving through the passes. Mirrors perform splendidly, with less vibration than youd expect given a 45-degree V-twin.
Harley was feeling magnanimous and gave us two Super Glide Sports, one bone stock and one tricked out with Harley aftermarket gear. Both were black and both were beautiful by everyones account, evaluators and non-riders alike. This is an area where Harley-Davidson already has a distinct edge and the FXDX does right in exploiting the style factor.
Oddly, not everyone agreed that the heavily accessorized FXDX was the nicest, with some distinct differences in opinion about Harleys new cafe quarter fairing especially. Nothing really beats a Harleys readiness for customization, though. The whole package, from the curved-to-fit-your-hand grips to the billet footpegs to the custom seat showed that this was an excellent platform to combine a love of leaning with a love of gleaming and customization in general. And everyone agreed that the blacked-out motor and the bikes sleek, sporty lines were, well, sexy.
In fact, there is a direct line of progression from one of the staff riding the bike to a college class to his being sandwiched on a dance floor a week later between two hot, curvy co-eds. Once again, the FXDX demonstrates its ability in the curves. Not many motorcycles can make claims like that, but the FXDX can, and for many motogeeks thats reason enough to violate posted speed limits in getting to the nearest Harley dealer for the purpose of laying down a deposit.
The accessorized bike had free-flowing, Screaming Eagle Dyna slip-ons as well, and aftermarket cans are something from which most Harleys vastly benefit, and this bike was no exception. Throttle response was impressively improved once the two 725 cc cylinders were given a little more room to breathe, about 16% more than stock, although these slip-ons gave the bike the hiccups on cold start-ups. If you buy these or any performance muffler, you might want to re-adjust the cold idle. Still, this is an essential upgrade for new owners.
Everyone that rode this bike pretty much fell in love, with the way it looked on the boulevard, the way it handled, the way the big twin finally could push down on the asphalt with some fat authorit-eye. Its an endearing ride. And that in light of the feeling that Harleys can be a little deceptive sometimes.
Yes, deceptive. You can run down to your dealer and plunk a hunk of dough down on a Heritage Springer Softail and then get yourself a leather jacket with frills. And then you can run down to the nearest burger stand that dates back to 1952 and hang out with a Camel burning out of your mouth and when some hot number strolls by you can lean back on your bikes seat and say something like, "Hey baaayybay." But you still wont have a 48 Panhead, that jacket wont really be very road-worn, you might get cancer from the cigarette, and if youre sixty pounds overweight well, that hot number might come up as a big zero. But thousands still flock to dealerships across the country anyway, looking to cash in on the fashion of it all, even if fashion is all that it is. It doesnt take too many years to figure out that honesty isnt at the core of fashion.
But the FXDX is what it pretends to be: A fun, sporty cruiser that performs pretty much as promised and is seductive without being overstated. This bike isnt just about fashion, and its not about resting on Harleys laurels. Its about sex and big twin engines for the 21st century. Looking for a sporty cruiser? Buy this.Specifications

Manufacturer: Harley-Davidson            
Model: 1999 FXDX                             
Price: $12,995.00 (USD)                  
Engine: Air-cooled, Twin Cam 45° V-twin, carbureted                  
Compression ratio: 8.9:1       
Bore and Stroke (in.):  3.75 x 4.00      
Displacement: 88 ci (1450 cc)           
Tires/Front: 100/90-19            
Tires/Rear:  130/90HB16            
Rake: 28°
Trail: 4.1 in (104 mm)
Wheelbase: 63.88 in (1622 mm)              
Seat Height: 27.0 in (689 mm)           
Fuel Capacity: 4.9 gal (0.5 gal rsrv)       
Claimed Dry Weight: 614 lbs (279 kg)

What the FXDX does best.

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Forget that overpriced, yuppie status symbol - the Hummer. If youve got tough terrain to cover and work to do, a utility ATV is what you really need.
With their combination of torquey, single-cylinder four-stroke engines, heavy-duty, aggressive off-road tires, all-wheel drive and steel carrying racks front and rear, utility quads are the work-horse for farmers, hunters, lumber and oil industry workers alike.
No road? No trail? No problem! 4x4 ATVs dare you to find terrain that they cant conquer.
Plastic heat shields guard the unwary rider from burning their foot.
Hondas entry into the 4x4 utility class is their King Quad - the Foreman. Largest (and most expensive) in their line, it has a 400cc engine mounted transversely in the frame. Until this years introduction of Hondas Recon, this configuration was unique to the Foreman.
Its "sideways" motor decreases the number of links between crank and wheel, resulting in significant weight savings. According to Honda, their Foreman tips the scales a full 50 pounds lighter than the competitions big bore 4x4 quads. This isnt to say a Foreman is light, as 553 pounds dry isnt a flyweight in anybodys book.
Hondas low key colors may help the mighty hunter in his quest for big game New features for 97 include the low-key beige model that we received. Also new was the speedometer marked through 15 mph in increments of one. This helps in "spraying and spreading," and other pace-oriented farm work. Continued from past years is the surprisingly effective, but heavy triple drum brakes, and a solid five speed transmission.

"The all-wheel drive gave excellent traction w hen exploring upstream, and we found ourselves climbing over increasingly larger boulders that would have stopped a sport quad long ago."

Hydroplaning the Foreman.

Working the Ranch

Foreman 400 claws its way up uneven surfaces.

Ample ground clearance and rugged suspension allow the Foreman to climb smoothly over obstacles.

Down a gully, over moderate sized rocks, wherever, whatever, all were handled with ease.

Hondas Foreman 400

Riding the Range A quick look at a map lead us to Texas Canyon and its huge expanses of rutted creekbeds, steep climbs and suspension-crushing boulders. With our test Yamaha Warrior along for the ride, we set out to put the Foreman through some California quad hell.
We loaded the Honda with camera equipment strapped to the front rack and an ice cooler on the rear, finding plenty of room left over for a tent, sleeping bags, and assorted other camping equipment. Theres even extra space on the vertical front bumper/rack.
Ample racks fore and aft We started with a little trail riding to become more accustomed to the Foremans layout. On the open trail Hondas Foreman is competent, but boring. After a bit of huffing and puffing it gets up to an indicated 45 mph. This just aint no sport quad.
The suspension does work well at these speeds, as long as you can see well ahead to slow for rough stuff.
Clearly, weight is the enemy here, as Hondas big quad simply overwhelms its plush suspension under hard compression. We quickly learned to take rough trails slowly.
A stream crossing gave us the chance to test the seaworthiness of Hondas Foreman. Its full fenders give good water protection, as long as you stay under 40 mph. The Foreman never uttered a complaint or sputter, even after spending a considerable time in the water.
The all-wheel drive gave excellent traction when exploring upstream, and we found ourselves climbing over increasingly larger boulders that would have stopped a sport quad long ago.
"On a tour of the ranchs rugged terrain, Hondas Foreman could do no wrong."
Hondas big quad contains plenty of stump-pulling torque Our next stop was the MO ranch, where we immediately put the Foreman to work. It quickly became apparent that Honda designed the Foreman with serious utility capabilities in mind.
In an effort to test the 400s granny-gear pulling power, we wrapped a tie-down around a 25-foot, 750-pound telephone pole and hooked another to the Foremans handy towing hitch.
With a rated maximum towing capacity of 850 pounds, the Foreman handled the big log no problem.
On a tour of the ranchs rugged terrain, Hondas Foreman could do no wrong. Down a gully, over moderate sized rocks, wherever, whatever, all were handled with ease - as long as speeds were kept slow. With the engines low-end grunt and easy-to-use reverse gear, you really had to try to get the Foreman stuck - and believe us, we tried.
It even comes equipped with a recoil starter in case you kill the battery. In exploring situations nothing beats the Foremans go-anywhere 4WD at breaking new ground.
Great Job Hondas Foreman 400 resembles, and rides like a small tank fitted with racks. If youve got work to do, the Foreman can get it done. It easily overcame every task we threw at it.
If serious utility capabilities and faultless full-time 4WD are things you look for in an ATV, chances are it can get the job done for you too.
Specifications
Manufacturer: Honda
Model: 1997 TRX400FW FourTrax Foreman 400
Price: $6,099
Engine: ohv, 2-valve, single
Bore x stroke: 86mm x 68mm
Displacement: 395cc
Carburetion: 32mm piston-valve
Transmission: 5-speed with reverse Wheelbase: 48.8 in.
Seat height: 30.9 in.
Fuel capacity: 3.2 gal. Claimed dry weight: 553 lbs.

HONDA Metropolitan 49 (2007 - 2008) Description & History: Stylish and suitable for both male and female riders, the 2007 Honda Metropolitan is a scooter whose design harks back to the 60s, with fluid, flowing lines, a classic apron, and round, integrated fenders. Light and easy to handle, the 2007 Metropolitan also comes with an intuitive automatic transmission making things even easier and more fun.

This scooter also comes with a decent underseat storage for school books, a laptop, full-face helmet or small shopping bag. If traditional Japanse reliability and European-approved cool retro styling are your main concerns, then go the Metropolitan way and youll be set.

HONDA Metropolitan 49 2007 - 2008 Full Specifications:
Brand: HONDA, Model: Scooters, Type: Metropolitan 2007, Name Year: Metropolitan 49 2007 - 2008, Engine Type:  Liquid-cooled single-cylinder four-stroke, Displacement: 49 cm3, Bore Xstroke: 1.5x1.7 in OR 38.1x43.2 mm, Compression: 11.9:1, Horsepower: 0(0)/0 KW(hp)/RPM, Torque: / lb-ft/RPM OR 0/ Nm/RPM, Fuel System: 18mm CV with automatic choke, Gearbox: Automatic, Clutch: Automatic CVT, Primary Drive: -, Final Drive: V-Matic belt, Frame: Steel, Front Suspension: Twin-downtube fork;1.9 inches travel, Rear Suspension: Single shock;2.6 inches travel, Front Brake: Drum, Rear Brake: Drum with CBS, Length: NaN in OR 0 mm, Width: NaN in OR 0 mm, Seat Height: 28.3 in OR 719 mm, Wellbase: 46.9 in OR 1191 mm, Ground Clearance: NaN in OR 0 mm, Weight: 176 lbs OR 80 kg, Fuel Capacity: 1.3 gallons OR 1.3 L, Tyres Front: 90/90-10, Tyres Rear: 90/90-10.

GILERA Nexus 125 124 (2007) Description & History: The Nexus 125 scooter, the 2007 model, is able to reach a top speed of 103 km/h, mostly thanks to its single cylinder engine which could develop 14.5 horsepower.

GILERA Nexus 125 124 2007 Full Specifications:
Brand: GILERA, Model: Nexus, Type: Nexus 125 2007, Name Year: Nexus 125 124 2007, Engine Type:  Single cylinder, Displacement: 124 cm3, Bore Xstroke: 2.2x1.8 in OR 55.9x45.7 mm, Compression: 12:1, Horsepower: 11(15)/9750 KW(hp)/RPM, Torque: 8.6/8000 lb-ft/RPM OR 12/8000 Nm/RPM, Fuel System: Injection, Gearbox: Automatic, Clutch: Dry centrifugal type with damping plugs, Primary Drive: -, Final Drive: Belt, Frame: Double cradle trellis made of high-strength steel tubes, Front Suspension: Telescopic hydraulic fork with ö 35 mm shafts;94 mm travel, Rear Suspension: Double hydraulic shock absorber with four-position spring preload;76 mm travel, Front Brake: Single 260mm disc, Rear Brake: Single 240mm disc, Length: 82.7 in OR 2101 mm, Width: 30.7 in OR 780 mm, Seat Height: 31.9 in OR 810 mm, Wellbase: 60.2 in OR 1529 mm, Ground Clearance: -, Weight: 410 lbs OR 186 kg, Fuel Capacity: 3.9 gallons OR 3.9 L, Tyres Front: 120/70-14, Tyres Rear: 140/60-14.

MOTO MORINI Dart 350 344 (1988 - 1990) Description & History:

MOTO MORINI Dart 350 344 1988 - 1990 Full Specifications:
Brand: MOTO MORINI, Model: Dart 350, Type: Dart 350 1988, Name Year: Dart 350 344 1988 - 1990, Engine Type:  Air cooled, four stroke, V-twin, 2 valves per cylinder, Displacement: 344 cm3, Bore Xstroke: 2.44x2.24 in OR 62.0x56.9 mm, Compression: 11.0:1, Horsepower: 26(35)/8000 KW(hp)/RPM, Torque: 19/7000 lb-ft/RPM OR 26/7000 Nm/RPM, Fuel System: 2xDellOrto VHBZ 25BS Carburetors, Gearbox: 6 Speed, Clutch: -, Primary Drive: -, Final Drive: Chain, Frame: -, Front Suspension: 35mm Marzocchi forks, Rear Suspension: Marzocchi shocks, Front Brake: Single 230mm disc, Rear Brake: Single 136mm disc, Length: -, Width: -, Seat Height: -, Wellbase: -, Ground Clearance: -, Weight: -, Fuel Capacity: -, Tyres Front: 110/ 80 V16, Tyres Rear: 130/70 V17.

YAMAHA Raptor 700R SE 686 (2012 - 2013) Description & History: If a zero-compromise, racing-specced quad is what youre looking for, the 2012 Yamaha Raptor 700R SE will most likely fit the bill. Powered by the strongest and meanest Raptor engine ever, the 2012 700R SE is loaded with top-drawer Yamaha parts delivering peak performance for the discerning rider. Even more, it boasts exclusive killer graphics to stress even more its aggressive nature and racing character.

A steel-aluminium frame provides a light yet sturdy construction, while the fully-adjustable suspensions make the 2012 Yamaha Raptor 700R SE easy to set up for pretty much any rider and any terrain, smooth or rough. With revised ergonomics, this sport ATV offers increased comfort and enhanced steering for fast-paced forest trails and fast turns on the dirt track.

If you thought you were already riding hard, the 2012 Yamaha Raptor 700R SE will teach you theres so much more to this.

YAMAHA Raptor 700R SE 686 2012 - 2013 Full Specifications:
Brand: YAMAHA, Model: Raptor, Type: Raptor 700R SE 2012, Name Year: Raptor 700R SE 686 2012 - 2013, Engine Type:  Liquid-cooled w/fan, 4-stroke;SOHC, 4 valves, Displacement: 686 cm3, Bore Xstroke: 4.0x3.3 in OR 101.6x83.8 mm, Compression: 9.2:1, Horsepower: 0(NaN)/- KW(hp)/RPM, Torque: NaN/ lb-ft/RPM OR 0/ Nm/RPM, Fuel System: Yamaha Fuel Injection (YFI), 44mm, Gearbox: 5-speed w/reverse, Clutch: Wet, multiplate, Primary Drive: -, Final Drive: sealed O-ring chain, eccentric adjustment, Frame: Steel, aluminium, Front Suspension: Independent double wishbone w/piggy back High-/Lo-speed compression, rebound and threaded preload adjustment, 9.1-in travel, Rear Suspension: Cast aluminum swing arm w/rebound, High-/Lo-speed compression and threaded preload adjustment, 10.1-in travel, Front Brake: Dual ventilated hydraulic disc, twin piston, Rear Brake: Ventilated hydraulic disc, twin piston, Length: 72.6 in OR 1844 mm, Width: 45.5 in OR 1156 mm, Seat Height: 32.7 in OR 831 mm, Wellbase: 50.4 in OR 1280 mm, Ground Clearance: 4.4 in OR 112 mm, Weight: 421 lbs OR 191 kg, Fuel Capacity: 2.9 gallons OR 2.9 L, Tyres Front: AT21x7-10 radial, Tyres Rear: AT20x10-9 radial.

KAWASAKI VN900 Light Tourer 903 (2008 - 2009) Description & History: The 2008 Kawasaki VN900 Light Tourer is a small cruiser, judging by the class standards, but by no means is this bike a small one. In fact, the 903cc V-twin is a powerful unit, delivering 50 hp and a 78 Nm (58 lb-ft) torque which is more than enough for a most nifty ride, solo or two-up.

This machine comes with all the nice features of the standard series and some new functional additions to make your ride more comfortable. The 2008 Kawasaki VN900 Light Tourer sports a mid-sized windscreen with mirror-chrome brackets and a 3-piece lightbar with spotlights for better visibility at night, a passenger backrest and dual 15 L (0.52 cf) panniers.

Multiple accessories are still available, offering endless customization possibilities for the Light Tourer.

KAWASAKI VN900 Light Tourer 903 2008 - 2009 Full Specifications:
Brand: KAWASAKI, Model: Vulcan 900 Classic LT, Type: VN900 Light Tourer 2008, Name Year: VN900 Light Tourer 903 2008 - 2009, Engine Type:  Liquid-cooled, 4-stroke V-Twin, Displacement: 903 cm3, Bore Xstroke: 3.5x2.9 in OR 88.9x73.7 mm, Compression: 9.5:1, Horsepower: 37(50)/5700 KW(hp)/RPM, Torque: 58/3700 lb-ft/RPM OR 79/3700 Nm/RPM, Fuel System: Fuel injection: 34 mm x 2 with dual throttles, Gearbox: 5-speed, return, Clutch: Wet multi-disc, manual, Primary Drive: -, Final Drive: Belt, Frame: Double-cradle, steel, Front Suspension: 41 mm telescopic fork with 7-way preload, Rear Suspension: Uni-Trak, Front Brake: Single 300 mm disc, twin-piston, Rear Brake: Single 270 mm disc, twin-piston, Length: NaN in OR 0 mm, Width: NaN in OR 0 mm, Seat Height: NaN in OR 0 mm, Wellbase: 65 in OR 1651 mm, Ground Clearance: NaN in OR 0 mm, Weight: 622 lbs OR 282 kg, Fuel Capacity: 5.3 gallons OR 5.3 L, Tyres Front: 130/90-16M/C 67H, Tyres Rear: 180/70-15M/C 76H.

HONDA XR 100 Motard 99 (2005 - Present) Description & History: The 2005 model of the XR 100 Motard motorcycle produced by Honda comes with multiple interesting features, including a force-feed and splash lubrification system and a CDI type magneto ignition.

HONDA XR 100 Motard 99 2005 - Present Full Specifications:
Brand: HONDA, Model: XR, Type: XR 100 Motard 2005, Name Year: XR 100 Motard 99 2005 - Present, Engine Type:  Air cooled, single cylinder, four stroke, Displacement: 99 cm3, Bore Xstroke: 2x1.7 in OR 50.8x43.2 mm, Compression: 9.4:1, Horsepower: 5(6.5)/8000 KW(hp)/RPM, Torque: 4.9/6000 lb-ft/RPM OR 7/6000 Nm/RPM, Fuel System: Injection, Gearbox: 5 Speed, Clutch: Wet multiplate with coil spring, Primary Drive: -, Final Drive: Chain, Frame: Diamond, Front Suspension: Telescopic fork, Rear Suspension: Swing arm, Front Brake: Single disc with 2 piston calipers, Rear Brake: Single disc with 1 piston calipers, Length: 71.7 in OR 1821 mm, Width: 30.1 in OR 765 mm, Seat Height: 29.5 in OR 749 mm, Wellbase: 48.8 in OR 1240 mm, Ground Clearance: 6.9 in OR 175 mm, Weight: 1.9 lbs OR 1 kg, Fuel Capacity: 108.8 gallons OR 108.8 L, Tyres Front: 120/80-12, Tyres Rear: 120/80-12.

KAWASAKI ZX 11 1052 (1994 - 2001) Description & History: The ZX11 is a sport touring motorcycle manufactured by Kawasaki for approximately 7 years, being kept in production between 1994 and 2001.

KAWASAKI ZX 11 1052 1994 - 2001 Full Specifications:
Brand: KAWASAKI, Model: ZX-R, Type: ZX 11 1994, Name Year: ZX 11 1052 1994 - 2001, Engine Type:  Four stroke, 4 cylinder, DOHC, liquid cooled, 16 valves, Displacement: 1052 cm3, Bore Xstroke: -, Compression: 11:1, Horsepower: 108(147)/10500 KW(hp)/RPM, Torque: 81/8500 lb-ft/RPM OR 110/8500 Nm/RPM, Fuel System: Keihin carburetor, Gearbox: 6 Speed, Clutch: Wet, multidisc, Primary Drive: -, Final Drive: Chain, Frame: -, Front Suspension: -, Rear Suspension: -, Front Brake: Dual hydraulic disc, Rear Brake: Single hydraulic disc, Length: -, Width: -, Seat Height: -, Wellbase: -, Ground Clearance: -, Weight: -, Fuel Capacity: -, Tyres Front: 120/70-ZR17, Tyres Rear: 180/55-ZR17.

CAN-AM/ BRP Bombardier Traxter MAX 650 Auto CVT 650 (2004 - 2005) Description & History: The 2004 Bombardier Traxter Max 650 Auto CVT is an off-road fun machine built for two and offering all the nifty features other ATVs in the family brag about. With a step-through architecture and convenient automatic transmission, this quad is as fun as it is easy to use, being capable to offer a smooth, pleasant ride of both paved and unsealed roads.

Thanks to its generous ground clearance, the 2004 Bombardier Traxter Max 650 Auto CVT will also be a very nifty vehicle for covering larger areas of uneven, rough ground, and for this, the auto-locking differential is a great addition. With passenger backrest, hand grips and full floorboards, the 2004 Bombardier Traxter Max 650 Auto CVT will surprise its riders with both its nimble character and comfortable ergonomics.

CAN-AM/ BRP Bombardier Traxter MAX 650 Auto CVT 650 2004 - 2005 Full Specifications:
Brand: CAN-AM/ BRP, Model: Traxter, Type: Bombardier Traxter MAX 650 Auto CVT 2004, Name Year: Bombardier Traxter MAX 650 Auto CVT 650 2004 - 2005, Engine Type:  4-stroke, single, liquid-cooled, 4-valve SOHC, Displacement: 644 cm3, Bore Xstroke: 3.9x3.2 in OR 99.1x81.3 mm, Compression: -, Horsepower: 0(0)/0 KW(hp)/RPM, Torque: 35/3000 lb-ft/RPM OR 47/3000 Nm/RPM, Fuel System: Mikuni BSR 42, Gearbox: CVT, sub-transmission w/ high, low, park, neutral & reverse, Clutch: Automatic CVT, Primary Drive: -, Final Drive: Shaft, Frame: Traxter, Front Suspension: Double A-Arm, Rear Suspension: Rigid Swing Arm, Front Brake: Dual hydraulic discs, Rear Brake: Hydraulic single disc, Length: 91.6 in OR 2327 mm, Width: 47 in OR 1194 mm, Seat Height: 37 in OR 940 mm, Wellbase: 61 in OR 1549 mm, Ground Clearance: 9.6 in OR 244 mm, Weight: 798 lbs OR 362 kg, Fuel Capacity: 5.3 gallons OR 5.3 L, Tyres Front: 25 x 8 x 12, Tyres Rear: 25 x 11 x 12.