Pannier System

      “The Giant Loop Siskiyou Panniers were a big hit on the MOTO AMERICANA: DESERTS project. Andre and I used the panniers, and we were very happy with them. We got caught in a wind and rain storm, and then the next day, a snow storm. All our gear in the Siskiyous stayed bone dry.” — Whitney Koeberle, “Moto Americana: Deserts” video documentary rider, 2012

      A ‘round-the-world contender, Giant Loop’s Siskiyou Panniers™ combine the convenience of hard panniers with all of Giant Loop’s performance advantages. Rugged, rackless, lightweight — and damn sexy. Secures to passenger footrest mounts and rides on rear rack and/or pillion seat (and you can still ride 2-up!). Mounts/dismounts in minutes. Backed by a Limited Lifetime Warranty!


      Named for southern Oregon’s and northern California’s rugged and beautiful Siskiyou Mountains.

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Saddle Bags For Motorcycles

      100% waterproof easy access double ended roll top gear storage. 17 liters packable volume. Unpacked dimensions 32.5" x 13.5". Straps behind Coyote Saddlebag and Great Basin Saddlebag, onto Siskiyou Panniers, or hard luggage tops, tail rack, etc. Fits virtually any motorcycle make and model.

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2013 Yamaha V Max's Accessories & Parts

Yamaha V-Max Parts
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Yamaha has released a slew of new motorcycle parts that are now available at your local Yamaha dealer. Dress up your VMAX 2009-2010 models with upgraded parts that will definitely add a certain amount of wow to your ride.

We do admit that the V-Max is an excellent bike, but as is true with every other motorcycle out there, a good bike can always be better. Yamaha’s understanding of this concept has lead them to provide VMAX wide wheels, new billet pieces, and a new cover, allowing the rider to bring an even higher quality look or a more head-turning body.

For motorcycle enthusiasts, maintaining and upgrading your greatest possessions is a must.

Whatever the costs is, it doesn’t matter as long as you can provide your super bikes with the best and sufficient care.

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2013 Yamaha VMax

The Star VMax is a high-performance street bike made by Yamaha Motor Corporation. Originally dubbed the Yamaha V-Max, the motorcycle’s name was changed in the US after its first major overhaul for the 2009 model year. Although its name has been altered slightly, the VMax’s formula remains the same.

Powering the motorcycle is a gigantic 1679cc V-Four that features all of the latest hot rodding techniques including a 16-valve cylinder head, gear and chain driven camshafts and liquid-cooling. The VMax engine is capable of delivering upwards of 160 horsepower and 100 lb-ft of torque to the oversized rear tire, which makes this motorcycle a drag racers dream.





Although the original V-Max was known for its tremendous straight line acceleration it came up short in the handling and braking department. Engineers addressed these issues by giving the ‘Max a sturdier frame and heavy-duty suspension components that feature complete adjustability front and rear. Brakes sourced from a Yamaha YZF-R1 sportbike with an integrated ABS system provides safe and effective stopping power for the V-MAX.

Although the Vmax commands a hefty price tag, it’s perhaps one of the highest quality production motorcycles made today, not to mention one of the fastest in a straight line.

The 2013 Star Motorcycle VMAX offers a mean look combined with modern technologies, first class ergonomics and a huge dose of coolness.

This imposing mechanical beast is propelled by a 102-cubic-inch (1679 cc), liquid-cooled, 65° V-4, DOHC engine with 4 valves per cylinder. The motorcycle features a five speeds transmission with multiplate slipper clutch which can deal effortless with the massive power generated by the engine.

To deliver high-end performances, the motorcycle’s chassis is light and compact, featuring a cast aluminum main frame, Controlled-Fill die-cast and extruded aluminum rear frame and cast aluminum swingarm.

Needless to say that all these features are translated into a great stability and handling at both low and high speeds. You also get 18 inch front and rear wheels paired with Brembo brakes.

Rather than being just an impressive backdrop for the event-not to mention the coolest place ever for a smoky burnout-the clever folks at Star were employing metaphor. Duh. A less dim-witted motojournalist would have immediately made the connection between the mind-bending acceleration of the catapult-assisted jets and the ability of the all-new, 197-horsepower Vmax to boogie on down the road.

What kept the original Vmax in Yamaha’s lineup largely unchanged from 1985-2007 was raw, unadulterated power. According to Yamaha’s 2007 and 2009 spec sheet comparison, the original 1,198cc V-4 engine churned out 133 horsepower (112 horsepower and 79 lb-ft of torque on the rear-wheel dyno; Rider, November 2004). The special sauce was V-Boost. At 5,700 rpm, butterfly valves opened a second set of carburetors. The resulting jolt of acceleration was so addictive, it became a popular pastime of Vmax owners to roll off and on the throttle to get another hit, and then another.

2009 Yamaha/Star Vmax Review Specifications Chart
Base Price: $17,990
Website: www.yamaha-motor.com
Engine Type: Liquid-cooled, transverse 65-degree V-4, DOHC, 4 valves per cyl.
Bore x Stroke: 90.0 x 66.0mm
Displacement: 1,679cc
Transmission: 5-speed, hydraulic ramp slipper wet clutch
Final Drive: Shaft, 1.509:1
Wheelbase: 66.9 in.
Rake/Trail: 31 degrees/5.82 in.
Seat Height: 30.5 in.
Claimed Wet Weight: 685 lbs.
Fuel Capacity: 3.96 gals., warning light on last 1.1 gals.
Average mpg: NA

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Information About Touring

           
      A touring motorcycle is a type of motorcycle designed for touring. Although any motorcycle can be used for this purpose, manufacturers have developed specific models designed to address the particular needs of these riders. Touring motorcycles commonly have large displacement fairings and windshields that offer a high degree of weather and wind protection, large-capacity fuel tanks for long ranges between fill-ups, engines with a great deal of low-end horsepower, and a more relaxed, upright seating position than sport bikes. These motorcycles can be further divided into multiple sub-categories, which are commonly used terms within the motorcycle industry.

      Full-dress touring motorcycles are generally characterized by extremely large fairings and ample bodywork compared to other types of tourers. Hard luggage, e.g. panniers and a top box, are integrated into the design of the motorcycle which usually has a very large displacement, torquey engine with a very upright, comfortable riding position.

      Additionally, optional amenities for full-dress tourers might include equipment not normally offered on other motorcycles such as complete stereos (AM/FM radios with CD players or MP3 connections), satellite radio, heated seats and hand-grips, GPS navigation systems, custom windshields, integrated air compressors, and air bags. Beyond what manufacturers supply, 'full dressers' are often customized by owners with additional accessories.

      Full-dress tourers are designed specifically for riding on pavement. Common current examples of full-dress tourers include the Yamaha Royal Star Venture, the Honda Goldwing, and the Harley-Davidson Electra Glide.

      The adventure touring motorcycle concept encompasses dual-sport motorcycles designed specifically to provide long range touring capabilities both on roads and off roads with the intent of making virtually any destination reachable. Motorcycles in this category share a unique combination of traits that provide them very high ground clearance (for off-road purposes), large fuel reserves, large displacement, under stressed engines for high reliability and heavy torque output but good high-speed highway behavior and handling. These combinations, along with their weight and large size, separates them from traditional off-road, enduro, and motocross motorcycles.

      It is common for a large selection of purpose-driven options to be available for global tourers, including skid plates (to protect the engine and transmission during off-road use), larger and additional fuel tanks than stock, metal-formed hard luggage for extreme condition use, hardened GPS navigation systems designed to handle off-road abuse, etc. These bikes do not necessarily ship with hard luggage, but usually offer them as optional extras either from the manufacturer or via third-party suppliers. These motorcycles are often used as the basis for competitions in extreme rally events, including the grueling Dakar Rally. Examples include the BMW BMW R1200GS, the KTM 990 Adventure series, and Suzuki V-Strom 1000.

      Sport tourers are a hybrid form between sport bikes and tourers, allowing long-distance riding at higher speeds but with more emphasis on sport-like performance (in both handling and speed) than standard tourers. These bikes offer a middle ground between both segments. The sport touring category includes the Honda VFR (Interceptor), the Yamaha FJR1300, the Kawasaki 1400GTR, and many BMW GT, ST, RS, and RT models. These bikes sometimes ship with hard luggage, but some manufacturers offer them as optional extras, either from the manufacturers themselves or via third-party suppliers.

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Information About Sporbike

A sport bike, aka "sportbike" and "sportsbike", is a motorcycle optimized for speed, acceleration, braking, and cornering on paved roads, typically at the expense of comfort and fuel economy by comparison with more standard motorcycles. Soichiro Honda wrote in the owner's manual of the 1959 Honda CB92 Benly Super Sport that, "Primarily, essentials of the motorcycle consists in the speed and the thrill," while Cycle World's Kevin Cameron says more prosaically that, "A sportbike is a motorcycle whose enjoyment consists mainly from its ability to perform on all types of paved highway – its cornering ability, its handling, its thrilling acceleration and braking power, even (dare I say it?) its speed."
Motorcycles are versatile and may be put to many uses as the rider sees fit. In the past there were few if any specialized types of motorcycles, but the number of types and sub-types has proliferated, particularly in the period since the 1950s. The introduction of the Honda CB750 in 1969 marked a dramatic increase in the power and speed of practical and affordable sport bikes available to the general public.
With the emphasis of a sport bike being on speed, acceleration, braking, and maneuverability, there are certain design elements that most motorcycles of this type will share. Rider ergonomics favor function. This generally means higher foot pegs that move the legs closer to the body and more of a reach to a lower set of hand controls, such as clip on handlebars, which positions the body and weight forward and over the tank. Sport bikes have comparatively high-performance engines resting inside a lightweight frame. High tech and expensive materials are often used on sport bikes to reduce weight.
Braking systems combine higher performance brake pads and disc brakes with multi-piston calipers that clamp onto oversized vented rotors. Suspension systems are advanced in terms of adjustments and materials for increased stability and durability. Front and rear tires are larger and wider than tires found on other types of motorcycles to allow higher cornering speeds and greater lean angles. Fairings may or may not be used on a sport bike; when used, fairings are shaped to reduce aerodynamic drag as much as possible and provide wind protection for the rider.
The combination of rider position, location of the engine and other heavy components, and the motorcycle's geometry help maintain structural integrity and chassis rigidity, and determine how it will behave under acceleration, braking, and cornering. Correct front-to-rear weight distribution is of particular importance to the handling of sport bikes, and the changing position of the rider's body dynamically changes the handling of the motorcycle. Because of the complexity of modeling all the possible movements of different sized riders, to approach perfect tuning of a motorcycle's weight distribution and suspension is often only possible by having a bike customized or at least adjusted to fit a specific rider. Generally, road racing style sport bikes have shorter wheelbases than those intended for more comfortable touring, and the current trend in sport bike design is towards shorter wheelbases, giving quicker turning at the expense of a greater tendency for unintentional wheelies and stoppies under hard acceleration and braking, respectively.

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Triumph Tiger Explore

      We provide an info not only based on the physical of motor but how the motor would comfort it’s rider when the rider use this motors. 

This is about Triumph Tiger Explore Engine:

      Engine performance from the 1215cc Inline Triple is stunning. Each 85mm x 71.4mm cylinder uses an 11.0:1 compression ratio. The power curve is extremely linear and we were unable to detect any surge or miss in the delivery, which is aided by a flywheel. The Explorer boasts a claimed 135 horsepower at 9000 rpm before hitting the rev ceiling 500 rpm later. Torque peaks at 7850 rpm where the Triple churns out a claimed 89.2 lb-ft. Posting big numbers is great, but to ensure usability Triumph says the 12-valve, DOHC Triple makes over 73 lb-ft of torque from as early as 2500 rpm and lasts all the way to the 9500 rpm rev limiter. Until we can put the sleek engine design on our own dyno we won’t discount those claims.       

      However, the important thing is that Triumph’s signature three-cylinder design blends the punch of a Twin while retaining the top-end performance that gives it a high-revving, sporty feel.

A shaft drive delivers the power via a single-sided swingarm which will reduce output in the neighborhood of 15-20%. The Tiger uses a six-speed transmission with hydraulic clutch. It cruises at 75 mph in top gear at around 4200 rpm, which is comfortably devoid of vibrations and capable of overtaking with or without a downshift. We saw an indicated 123 mph on the speedo with more power waiting to be uncorked before running out of road.

Throttle bodies (46mm) for the fuel injection use a motor controlled by the ECU and a ride-by-wire throttle assembly. It offers a light throttle pull and we didn’t have any problems with mid-corner on/off throttle modulation, unlike the Tiger 1050 (which is still in the lineup). The ride-by-wire was designed in conjunction with a cruise control system which comes standard. A simple on/off button prepares the system which is controlled by a set/resume (speed +/-) toggle. It’s a wonderful feature made better by its easy functionality.

      The shaft drive does not squat or rise during acceleration regardless of how hard the throttle is twisted. There’s a ton of feedback from the 46mm inverted Kayaba fork which is preload adjustable. It has 7.5 inches of travel while the rear Kayaba shock offers 7.6 inches. The shock rides on a progressive linkage, is preload adjustable via hand knob and also has control over rebound damping. We didn’t need to change any settings in Spain as we rode solo and without luggage. The suspension feels slightly rigid on pavement irregularities. At times it almost felt too hard, but it’s more of an increased amount of feedback. High-speed G-outs use up the full suspension stroke but it flies across speed bumps and potholes with ease.

      At 5’11” our rider had no problems straddling the machine or riding comfortably and in control. The Tiger has a high/low seat height which adjusts from 33.8 to 33.0 inches. Even in the tall setting we could touch both feet nearly flat on the ground. Lower and taller seats are part of 37 available accessories. Riders who need more room in the saddle can reverse the handlebar clamps, though we kept them comfortably in the stock position. The only change we had to make all day was to raise the shift lever one notch and play with the windscreen. It has five different settings and 13 degrees of tilt adjustment which can be altered by hand. We preferred it in the tallest position. 

      Front brakes are dual 305mm rotors with non-radial four-piston Nissin calipers. They provide plenty of power and the initial bite is aggressive without being overly sensitive. The rear brake is a 282mm disc with dual-piston caliper. A large foot pedal makes it easy to access while sitting or standing. The ABS system is very sensitive, kicking in regularly, but it’s not as clunky and noticeable as the BMW system. Front and rear brakes are not linked.

The Explorer has a muscular, aggressive look that is distinctly part of the Tiger family. Triumph built the engine from the ground up with the intent to minimize external hoses and wires. The effort shows with a very clean and tidy fit and finish. Even the bolts have been given special treatment with drilled hex heads and shaved Torx bolts. The iconic beak that has come to define the ADV category is included, though originally it was going to be an accessory component. The Explorer comes in three colors: Sapphire Blue, Graphite and Phantom Black. Headlights are adjustable and Triumph also includes a centerstand (which does not interfere with the kickstand like the Tiger 800). The engine has a burly alternator which cranks out 950W. That’s plenty of juice to support a wide range of powered accessories including fog lights. Our test model was equipped with the “Launch Package” which has a list of accessories that come factory installed, including: Engine bars, aluminum sump guard, adventure hand guards, heated grips, fog lights, high touring windscreen, rubber tank pad and tire pressure monitoring system (TPMS).

      Triumph swung for the fences with the Tiger 800. That project turned out a winner and the Tiger Explorer has resulted in an equally impressive machine. Not only has Triumph matched the current crop of premium ADV bikes in performance, but it also packs the big Tiger with features that are largely unmatched and range from engine design and electronics to ergonomics and rider accessories. It's a lot of bike for the $15,699 base price, and is right in the mix with the competition's prices (BMW R1200GS - $16,150; Yamaha Super Tenere - $14,500; Ducati Multistrada - $16,995). Triumph also boasts 10,000-mile service intervals (20,000 between major services) and sweetens the purchase deal with a two-year unlimited mile warranty. The Brits make no effort to shy away from the fact that they wants to steal customers from the Bavarians, going so far as to predict undercutting the GS by 3% in worldwide markets. Triumph surely swiped some sales with the Tiger 800, and after our short introduction, we’re sure that BMW and the rest of the manufacturers are going to feel the impact of the Explorer.

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Aprilia RXV 450/550

Following their 2004 S2 super Moto championship victory, all eyes have been on Aprilia RXV 450/550

 Over a three year period Aprilia has developed, tested and raced the SXV. The combined efforts of both RXV and SXV came at the cost of 50 million Euros. Even so, Aprilia will spend another 30 million Euros on the off-road. You simply can’t fail to appreciate technology like the 

• V twin engine

Aprilia was the first manufacturer in the world to believe in the validity of V twin architecture in a market segment in which all other marques still cling rigidly to single cylinder engines. Aprilia’s high-tech V twin design has already proved 100% reliable in competition. Even homologation for road use has not compromised the technology and performance of this exceptional engine, which is produced entirely by Aprilia. Since the earliest stages of the design process, the 45.2 has evolved to keep pace with chassis development and to give the RXV an unbeatable mix of power and handling.      

The 77° V angle is the result of extensive testing, aimed not only at boosting power but also at reducing vibration. As a result Aprilia’s engineers have been able to eliminate engine balancer shafts. Despite this the 45.2 engine still vibrates far less than any single cylinder alternative.  The cylinders themselves are integrated in the crankcase and have replaceable wet liners. This unique layout has allowed the engine ancillaries to be arranged in a way that achieves extremely compact dimensions. The results are amazing: the Aprilia V twin is one of the most compact twins in the world, and smaller in size than many singles of similar displacement. All design choices have been taken in order to obtain maximum ridability and an extended power band for off-road riding. The sophisticated electronic engine management system, developed by Aprilia Racing, incorporates numerous innovations for the off-road sector.
           The injection system features 38 mm throttle bodies (40 mm on the 550) and is managed by a programmable control unit. The ECU of the 2009 model is able to switch between two different mappings at the touch of a switch on the handlebars. This extremely useful innovation offers a full power mapping for use in conditions of good grip, and a second, softer mapping for smoother power delivery under challenging conditions. The system provides an extremely valid aid to control and has been welcomed both by expert riders (the system was actually tested in the final phases of the world championship) and by off-road fans in general. All you need is one quick click to select exactly the right power delivery for the circumstances.

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