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Akrapovic Akrapovič exhaust Gear Reviews Indian FTR 1200 S Indian motorcycles Motorcycle News Other Motorcycle Blogs Web Bike World

Indian FTR 1200 S Gets Akrapovič Exhaust as Standard Equipment

Good Response Spurs an Equipment Change

Indian Motorcycle recently reached out to us to let us know that the Akrapovič exhaust, specifically the low-mount one, that was an accessory will be standard equipment on the most premium version of the FTR 1200.

Now, if you buy a 2019 FTR 1200 S with Race Replica paint, you’ll get a bike that comes with the Akrapovič exhaust. This change is only for the top-level model. Other versions of the FTR 1200 will have the standard exhaust.

As you can imagine, this change comes with a change in price to the FTR 1200S with Race Replica paint. The new price of the motorcycle starts at $16,000. That’s only a $1,000 bump, which is pretty good considering the Akrapovič exhaust when bought by itself costs $1,500. Sounds like a good way to save $500 if you ask me.

Is It Worth It?

The FTR 1200 is a badass bike, a machine that looks aggressive and sporty. It’s a flat-track design makes it stand out from the competition. The FTR 1200 S gets more modern technology and some upgraded components, including adjustable suspension.

In Race Replica paint, the motorcycle looks fantastic even without the Akrapovič low-mount exhaust. However, some folks out there have listed the stock exhaust as the lone styling miss for the bike. Hopefully, this will appease the stock exhaust haters out there.

2019 Indian FTR 1200 S with Akrapovič Exhaust
Image from Indian

To be fair, the Akrapovič low-mount exhaust is better looking. It’s cleaner and smaller and helps spruce up the bike overall. I don’t think the stock exhaust is an eyesore, but if you weren’t crazy about it, this is good news. I would be interested to know how many buyers take Indian up on this unique offering over the course of the year.

2019 Indian FTR 1200 S with Akrapovič Exhaust
Image from Indian
2019 Indian FTR 1200 S with Akrapovič Exhaust
Image from Indian
2019 Indian FTR 1200 S with Akrapovič Exhaust
Image from Indian

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BikeExif Custom Motorcycles Honda CB250 Honda motorcycles Honda scrambler Other Motorcycle Blogs scrambler

Turning the CB250 RS into a vintage-style Honda trail bike

Turning the CB250 RS into a vintage-style Honda trail bike
We love seeing ugly ducklings turned into graceful swans. After all, anyone can make a Ducati SportClassic look good—but a cheap 1980s commuter bike is a completely different ball game.

This ice-cool little scrambler started life as a Honda CB250 RS, a plasticky but well-made runabout that was popular in the UK and Europe. You can still find them on the secondhand market, and they’re a bargain at about US$1,500.

Turning the CB250 RS into a vintage-style Honda trail bike

That makes the air-cooled single perfect for a low-cost, big-value custom job—and Mokka Cycles have taken the bait.

Mokka is the nom de plume of Árpi Bozi, a young programmer from Hungary. For the past five years, he’s sought refuge from the digital world by building beautifully finished customs.

Turning the CB250 RS into a vintage-style Honda trail bike
“It’s a cheap but quite ugly bike,” says Árpi. “So the idea was to turn it into a vintage-looking trail bike.”

A CB250RS only weighs around 148 kg wet (326 pounds), and the suspension and brakes are excellent. So it’s nimble enough for trails and green lanes.

Turning the CB250 RS into a vintage-style Honda trail bike
The cosmetic surgery has been drastic, though. Árpi started by binning all the plastics, and then positioning a 1970s-era Suzuki TS185 gas tank on the frame. It’s been tunneled to make it fit neatly.

Then Árpi replaced the entire rear frame with new tubing, and topped it off with a plush black leather seat with plenty enough room to move around on.

Turning the CB250 RS into a vintage-style Honda trail bike
The engine is a ripe 37 years old, so Árpi has rebuilt it back to factory specs using genuine Honda parts. (It’s essentially the same engine as found in the XL250.) The twin exhaust outlets are now hooked up to a new stainless steel exhaust system with beautifully curved headers that remind us of Auto Fabrica’s work.

The pipes are terminated with a simple reverse cone muffler and at the intake end, there’s a K&N filter to free up the breathing even more.

Turning the CB250 RS into a vintage-style Honda trail bike
The suspension and brakes have been rebuilt too, with new seals, caliper pistons, pads, and braided brake hose. The brake master cylinder is from a Honda CB600 Hornet, and the shocks are brand new British-made Hagons.

Árpi has made the fenders from scratch using aluminum cut and shaped to size, and fitted using custom stainless steel brackets. (“Every project is partly about losing weight,” he says, “so there are lots of aluminum parts.”) There’s also a custom chain guard to keep things even cleaner.

Turning the CB250 RS into a vintage-style Honda trail bike
The cockpit is equally meticulous, with neatly routed cables and simple custom switchgear designed in-house, attached to LSL flat track style bars.

The grips and throttle pull are from Accossato, and the clutch lever is a Domino part. “It’s used on many Moto Guzzis,” says Árpi. “I’ve used it for some time on my builds because it has a built-in choke lever that’s really comfortable to use.”

Turning the CB250 RS into a vintage-style Honda trail bike
The speedo is a simple Daytona Velona unit, and the headlight is a classic Bates reproduction. Árpi’s even added a custom-made stoplight, with a cast and polished aluminum shell housing an LED bulb.

A lithium battery provides the juice and the little Honda has been completely rewired for reliability.

Turning the CB250 RS into a vintage-style Honda trail bike
With a fresh set of Heidenau K60 tires installed, the CB250 RS was ready for delivery to its new owner in Denmark, some 1,300 kilometers north of Mokka’s Budapest workshop.

What a perfect Christmas present.

Mokka Cycles | Facebook | Instagram | Images by Peter Mosoni Photography

Turning the CB250 RS into a vintage-style Honda trail bike

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Gear Reviews Kawasaki Kawasaki KLR 650 Other Motorcycle Blogs Web Bike World

A Fond Farewell to the Legendary Kawasaki KLR 650

The KLR650-A was unveiled in 1987, replacing the smaller KLR600 and becoming the monster of the Japanese dual sports. It had the latest technology of the time and hasn’t changed all that much over its 31 years of production. It is amazing to think that it’s production life spanned such a long time considering there hasn’t been anything else on the market that hasn’t evolved in its technology, looks, and parts.

The KLR650 has gone through a few evolutions, albeit minor ones with the biggest being an update in 2008 to the Plastics, Chassis, Engine, and Rotors. Mostly it was the same bike with updated looks.

Original Kawasaki KLR650-B Tengai Brochure

Original Kawasaki KLR650-B Tengai Brochure

Breakdown

Pros

  • More dirt-bike than adventure tourer; perfect if you are looking to go off the beaten path
  • Less technology and more practical design (easier to work on or work with if you are stuck out in the bush).
  • Cost/purchase price is light on the wallet, and so is the maintenance costs when comparing equivalent models of different manufacturers.
  • Lots of aftermarket accessories, as well as stock OEM parts
  • Steel double tube engine frame that allows a little bit of give for softening the bumps – and the way that the forks are designed to give more stability at higher speeds than dirtbikes and lots of room for some give on jumps.
  • No ABS – offroad, you don’t want ABS to suddenly lock your rear tire on gravel – it’s better as it allows the rider to control which brake does what (as ABS isn’t ideal off-road).
  • Carbureted (again, makes it easier to work on in the bushes).
  • More torque in the bottom end, let’s face it – again something that’s needed when dealing with tricky off-road situations as well as getting away from surprised wildlife.
  • CDI discharge system – as sometimes simpler is better to work with.

Cons

  • Very old technology (which can be a pro or a con depending on what type of motorcycle enthusiast you are – 31 years of new and used parts available and easier for the backyard mechanic to work on due to the lack of technology).
  • Soft suspension goes through oil faster than most, heavy (depending on what you are looking for).
  • Doesn’t have the same power as some of its equivalents.
  • Carbureted (you have to deal with a choke and proper jetting for the altitude you are riding at as power will vary between sea level and higher altitudes).
  • Smaller windscreen with less wind protection on the highway.
  • The electrical system wasn’t enough to handle more than the bike and some heated grips

Generations of KLR

Two Kawasaki KLR650 models

Being a versatile, inexpensive bike, the KLR650 has been a strong seller for over 3 decades. I even worked at a Kawasaki dealership out of Calgary, AB Canada for roughly 7 years as a salesperson and I remember the many new and used KLR650’s that left with their new owners every year.

It wasn’t just one demographic purchasing them either, but all age ranges and walks of human life. There are even dedicated forum sites such as the KLR Forum and fan sites such this KLR650 timeline page.

I had come across a comparison book I had from back in 2003 – on the A series. Just something neat to share from the books and magazines that I hadn’t yet recycled. I guess being a slight bit of a collector amounted to something useful here and there.

Kawasaki Model Comparison Book - KLR650 Features and Advantages
Kawasaki Model Comparison Book - KLR650 Specs
Kawasaki Model Comparison Book 2003
31 Years of Production Changes

Various Kawasaki KLR650 models during production

Some Notable Milestones

1987

The KLR600 was retired and evolved to the larger 651 cc engine and the KLR650-A model was born. Being a first year, there is always going to be some form of kinks and so the crankshaft is different from all the other future models.

1988

Kawasaki engineers made the engine cases stronger and reinforced it with extra bolts between the crank and the countershaft.

1990

An improvement in the countershaft with longer splines for more engagement with the sprocket. The Tengai (KLR650-B model) was introduced as a more off-road/Dakar style which that production ran until 1992.

Interesting side note, Tengai in Japanese means “the end of the sky”. Also, in 1992, there were some changes to front brake master cylinder, improving braking performance.

Mid-1996

A few changes made for improvements to the engine again creating something that would be longer lasting: there was an improved clutch basket with more clutch plates, the 2nd and 3rd gear ratios were changed; also they changed the crank to a heavier part and took out the kickstarter as it wouldn’t fit with the newer style clutch basket.

A few other noted changes were that they changed the countershaft sprocket retainer from a slotted plate to larger nut and they changed the valve cover, while also adding a bracket to hold the cam chain bumper.

Pre-2001

At some point in time, the Kawasaki service manual indicated that there was a higher charging system output; but the only change in the microfiche seemed to be the rotor. The new power rating changed to 17A/14V (238 W) @ 7000 rpm; whereas the earlier version was 14A/14V (196 W) @ 8000 rpm (side note: that’s above redline…).

2001

Assembly of the KLR650 shifted from Japan to Thailand. The likely reason would have been to save assembly and labor costs, as the parts still appeared to have been manufactured in Japan.

2007

There was a new shift lever added prior to the “major” change in 2008

2008

The KLR650 A model changed production into the E model, improving the engine, chassis and modernizing the bodywork to keep up with the competition that have been changing and evolving – all while keeping the costs of the machine itself down (which among other things kept up the model’s popularity with the die-hards and pleasure riders alike).

2009

The KLR650 becomes less of an oil guzzler by having thinner piston rings, reducing engine oil consumption.

Summer 2011

Kawasaki changed the clutch basket with a new version containing only 6 clutch plates as compared to the 7 that had been in the A model since 1997. This change started at engine number KL650AEA72320.

Summer 2014

(Halfway through the manufacturing year) There were spring and fork upgrades increasing the firmness of the shocks to lessen rebound and increase spring firmness. The seat was also narrowed in the front (to help with more inseam challenged riders, as even myself at 5’8” was a little stretched while riding it) and widened in the rear.

2018

The announcement of the end of the KLR650 dynasty.

Why Did This Model Series Run For 3 Decades?

There is a lot of speculation, but basically, it came down to what you got for the cost, there has been nothing comparable. Yes, you can spend a ton more money on adventure bikes or something with more technology, power, and features, but sometimes more doesn’t equate to better.

This seems to be proven over the sheer number of units that have been sold over the years. I would imagine that would be well over 250,000 considering how many just the dealership I worked for sold each season alone… and there are many Kawasaki dealerships throughout Canada, the U.S., and Europe.

It was off-road enough to satisfy the riders that wanted to stray off the beaten path but stable with just enough power to be decent on the highway. The A and E models featured a 6.1-gallon tank which was plenty to take you to a gas station in the middle of nowhere before running out of fuel.

31 Years of Stories on the Road

Rummaging through old magazines, I came across an article I found from Canadian Biker in March of 2004. The story and photos were done by Darryl Oakley which he details his trip starting in Kimberley, B.C. traveling up the Alaska Highway north towards Liard Trail.

It was a solo trip for him, although he admitted it wasn’t as smart or safe as going in a group, but for him, that was an important part of the journey. He talked about meeting a lot of different people on the way and describing the peace and serenity of the near-empty roads; watching the beauty of the northern lights and just how much freedom he felt.

Author taking road trip with KLR650

Dakar Rally in 2007

This is starkly contrasted by the Dakar Rally in 2007 that a team called Team Green Dakar out of the Netherlands.

Team Green Dakar using the KLR at Dakar Rally

Dakar Rally Image via Adventure Riding NZ

This team included three riders that were determined to conquer the famous Dakar Rally and the brave riders names were: Peter Oosterbeek, Nol Bikker, and Michael van den Enden. They made it to the fourth stage of the race, but there were no longer any motorcycles at the checkpoint and so it was a did not finish result.

Apparently, there had been some sort of engine problems encountered in the dunes of Morocco. The extreme heat of the desert day and cold of the desert night pushed the bike’s engine to the limits among traversing over the heavy sands.

the Kawasaki KLR at Dakar Rally

Dakar Rally Image via Adventure Riding NZ

Around the World

Kawasaki KLR650 prepped for an adventure

Image via Motorcycle USA

There are also different stories about around the world travels, and one in particular that stood out for me was the global circumnavigating tours, such as those documented by Dr. Gregory Frazier in 2001, 2002.

Two of Dr. Frazier’s articles from Motorcycle USA can be found here:

The basic gist of them is showing how resilient this bike was in different conditions, using different accessories, parts and outlining maintenance along the journey. He went over what worked for him, what didn’t and a few humorous stories about the bikes tendency to want to lay down for naps at gas stations and getting free car washes crossing mountain streams.

I definitely recommend looking at these articles as they outline a great deal of information that only comes from the experience of riding the bike over 45,000 miles.

Movies & TV Series the KLR650 Appeared In

Over the years the KLR650 appeared to be a pretty popular bike to make appearances in movies. Not only was it likely budget friendly, but it was versatile, light and looked different from a lot of the other similar bikes. Here are some movies and series that the KLR650 appeared in:

Chicago P.D. 2014 – 2018

Timecop 1997-1998

The Dark Side of the Sun 1997

Instinct 2018

Reprisal 2019

The Final 2010

Tatort – Hollenfahrt 2009

Ellas Aman, Ellos Mienten (TV Series) 2018

Beauty and the Beast (TV Series) 2012-2016

Hackers 1995 (a personal favorite of mine)

Kawasaki KLR650 in the movie Hackers

The Fast and the Furious 2001

Kawasaki KLR650 in the movie The Fast and the Furious

Neat Points of Note About the KLR

Though they were only a few years running, the C model had a few distinguishable differences such as a smaller tank, beefier off-road features such as larger forks, steel rims, skid plate, rear brake reservoir cover, different tire sizes, a different seat, even less gauges and 37 pounds more weight (likely from the extra reinforcements for off-roading).

The U.S. Army actually had a diesel engine made for the KLR650 that was designed by Hayes Diversified Technology to run military-spec diesel fuel with the same cases, and gearbox – but different pistons, cylinders and other internals that belong with a diesel run engine as opposed to gas. They also featured a sealed non-spillable battery that had a few more advantages than the normal unsealed ones available to the public.

Kawasaki KLR650 Image Gallery

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Gear Reviews Indian Indian motorcycles Motorcycle News Other Motorcycle Blogs Web Bike World

The Full 2019 Indian Motorcycle Lineup Announced

America’s First Motorcycle Company Sets Its Latest Lineup

Indian Motorcycle solidified its lineup for 2019, and soon those bikes will be rumbling to dealerships across the nation. The company breaks its lineup down like this: FTR 1200, Midsize, Cruiser, Bagger, and Touring. There’s further delineation from there.

The FTR 1200 line consists of the standard FTR 1200 and the FTR 1200 S. The Midsize line is all about the Scout and consists of the Scout Sixty, Scout, and Scout Bobber. The Cruiser line has one entrant in the Chief Dark Horse. The Bagger line has the Chief Vintage, Springfield Dark Horse, Springfield, Chieftain, Chieftain Dark Horse, Chieftain Classic, and Chieftain Limited. The final category, Touring, is comprised only of the Roadmaster.

2019 Indian FTR 1200 S
Image from Indian

The FTR 1200 line has prices that start at $12,900. The Midsize line prices begin at a low $8,999. In the Cruiser line, you’re looking at a starting price of $17,999. Baggers come with a starting price of $19,999. The Touring model starts at $28,999. Obviously, the starting price is for the base model per category and your price rises as you go up the line or add additional equipment.

Is It A Good Lineup?

Judging by the looks of all the bikes, I’d say this is a great lineup for the company. I haven’t ridden any of Indian’s bikes, but I’ve heard good things from riders who I know, trust, and respect.

Indian was revived by Polaris to great fanfare. The company first showed off new bikes in 2014 and has garnered a significant amount of respect from riders and those within the industry. When its bikes first started showing up, I was skeptical they would sell.

2019 Indian Springfield
Image from Indian

The Indian name holds a lot of clout, but I didn’t know if North America needed more big cruisers. Harley plays that game and its not doing so well. Indian, however, seems to be doing just fine. It has a much smaller percentage of the market than Harley and so far has had no problem finding buyers despite the fact that it competes directly with the American motorcycle Juggernaut.

The FTR 1200 is an awesome flat-track inspired bike. The Scout is an attractive and reasonably priced machine, and the Bagger and Touring models are equally attractive and appear to be well-suited for their respective areas of the market.

The company shouldn’t have trouble finding buyers for its 2019 models. Now, all I have to do is wait for winter to end so I can ride at least one of these alluring machines.

 

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5 Motorcycle Industry Predictions for 2019

Let the New Year Begin

As 2019 kicks off, I thought I’d put together a list of predictions for the upcoming months. Most of these are pulled straight out of my noggin without much to back them up. With that said, I pay attention to the motorcycle industry closely, and I think they may have some merit.

Without further ado, here are my predictions for 2019.

1. Someone Will Buy Ducati

Ducati Monster gas tank
Image from Ducati

There have been numerous rumors of other companies possibly acquiring Ducati. The latest that seemed legit was KTM. The CEO expressed serious interest in purchasing the brand. I think 2019 could be the year that someone pulls Ducati from VW Group’s grasp.

2. We’ll See More Small Displacement Bikes

2019 Honda Monkey
Image from Honda

There have been a slew of 125cc motorcycles hit the market in the last few years. I think we’ll see plenty more in 2019. I don’t expect many 250cc bikes. Most of the models that used to have a 250cc engine have upgraded to something bigger. However, I wouldn’t be surprised to see many more 100cc and 125cc commuter bikes jump into the North American market.

3. Harley Will Have to Do Something Dramatic to Stop Its Bleeding

Harley Davidson Livewire 2018
Image from Harley Davidson

Harley Davidson is dying a very public death. I don’t know how much longer it can stand to hold on. Harley’s new Livewire electric motorcycle could do something to bolster sales, but I think it’s going to take a lot more than an electric bike to bring the company back to its former glory.

Harley needs a super-affordable small displacement bike. It also needs to embrace its heritage and refocus its branding. The company sees a lot of its future sales in global product offerings. That’s fine, but don’t forsake the Harley heritage in the process. People buy Harleys in other parts of the world because of the image cultivated here in the States. That image has taken a major hit recently, and the company has to address this.

I’m not sure what Harley will do. I think they should partner with another company and deliver some new sporty bikes with the classic Harley brand image. It’s going to take something drastic to kickstart this brand that’s dying as fast as the Baby Boomers it catered to for so long.

4. We’ll See More Small U.S. Motorcycle Companies

Janus Motorcycles Phoenix 250
Image from Janus Motorcycles

There are already several small motorcycle companies in the U.S. Cleveland Cyclewerks and Janus Motorcycles come to my mind first because they’re headquartered close to my Midwestern home base. I’d expect to see more companies like these two pop up in 2019.

5. Electric Bikes Will Go Mainstream

Image from Cake

Okay, this one might still be a year or two out, but I still think 2019 could be a pivotable year for electric bikes. Harley has one now, and there are tons of startups, like Cake and Etergo, investing heavily into the technology. With all this activity in the space, I wouldn’t be surprised to see someone come out on top in 2019 and really put electric bikes on the map in North America.

There are some quality electric motorcycles out there right now, but I don’t see tons of them riding around. 2019 could be the year that electric bikes go mainstream. During this year, you could see these silent, two-wheeled machines zipping around towns across the nation.

Anyway, those are my predictions for the year. It will be interesting to see how things pan out in the upcoming months.

 

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