Star Motorcycles hit a home run in 2014 with its all-new Star Bolt, a minimalist “urban performance bobber” powered by the torquey, 942cc air-cooled V-twin from the V Star 950. With its solo saddle perched just 27.2 inches off the deck and a curb weight of 540 pounds, the compact Bolt looked tough with heavy-metal, Vmax-like styling elements. At just $7,990 ($8,290 for the lightly accessorized R-Spec; $8,390 for 2015), it sold—and continues to sell—like hotcakes.

The 2015 Star Bolt C-Spec offers café racer style in a cruiser package.

Joining the Bolt and Bolt R-Spec in Star’s 2015 lineup is the new C-Spec, which trades the pullback handlebar for clip-ons and undergoes other changes to give it the look and feel of a café racer. In addition to the lower bars, the C-Spec’s seating position was made sportier by moving the footpegs back 5.9 inches and up 1.25 inches, and making them a half-inch wider. To increase available lean angle from 33 to 37 degrees, the fork is 0.35-inch longer, the twin shocks are 0.24-inch taller (like the R-Spec, the C-Spec has gold-anodized piggyback reservoir shocks) and ride height was increased 1.6 inches, which also raised seat height to 30.1 inches. To complete the café racer look, the C-Spec has fork boots, a removable rear seat cowl and special sport graphics, and the single instrument gauge was moved from below to above the triple clamp.

 

Low clip-ons, a sportier riding position, more cornering clearance and unique styling elements give the C-Spec the look and feel of a café racer.

Sitting on the Bolt C-Spec requires the rider to hunch forward, and the combination of low seat and high pegs puts significant bend in the knees. Such is the price of style, as this bike isn’t—and doesn’t aspire to be—a touring machine. The 3.2-gallon tank will make sure you don’t venture too far without taking a break. No complaints about the seat, which is more plush than expected. There’s just fender under that seat cowl; if you want to carry a passenger, you’d have to dip into the accessory catalog for a pillion seat and passenger footpegs. (There are 17 new accessories exclusive to the C-Spec, plus another 45 or so other Bolt accessories available.)

 

Powering the Star Bolt C-Spec is the 942cc air-cooled V-twin from the V Star 950.

We’re big fans of the sound, feel and grunt of the 942cc, 60-degree V-twin that powers the Bolts. Inour last cruiser comparison, the Star V Star 950 Tourer belted out 57 lb-ft of torque at 3,400 rpm and 49 horsepower at 5,600 rpm. Since, based on a claimed wet weight of 542 pounds, the Bolt C-Spec weighs 113 pounds less than the V Star 950 Tourer, it pulls strongly, with smooth roll-ons and a nice rumble when cruising in top gear. Still, there’s no avoiding the fact that this is a cruiser in café racer clothing, so performance is relative. The 5-speed transmission is clunky down low, the dual-disc brakes are underpowered and the suspension is on the soft side, though it does a decent job of smoothing out rough pavement. There may be more cornering clearance on the C-Spec than the other Bolts, but what’s available is still modest. Vibration makes the mirrors all but useless, and even though the single, all-digital instrument looks cool, the lights for the turn signals, neutral, etc. are too dim to be seen in bright sunlight.

The belt-driven C-Spec rolls on 12-spoke cast aluminum wheels, 19-inch front and 16-inch rear, which are shod with (new to the Bolt line) Michelin Commander II tires (100/90-19 front, 150/80-16 rear), which provided good grip and handling on the pavement of varying quality we encountered on our 120-mile ride around Los Angeles. A pair of 298mm wave-style rotors are squeezed by a 2-piston caliper in front and a 1-piston caliper out back; ABS is not available. The non-adjustable fork has 4.7 inches of travel and the preload-adjustable shocks have 2.8 inches of travel.

 

If your idea of a café racer is a bike that will easily “do the ton” and give your go-fast friends a run for their money, then the Bolt C-Spec will fall short of expectations. But if you think a rumbling cruiser V-twin goes with café racer styling like chocolate goes with peanut butter, then this could be the bike for you. It’s in dealers now with an MSRP of $8,690, in either Envy Green or Liquid Silver.

2015 Star Bolt C-Spec SpecificationsWebsite: starmotorcycles.com
Base Price: $8,690
Engine Type: Air-cooled, transverse V-twin, SOHC, 4 valves per cyl.
Displacement: 942cc
Bore x Stroke: 85.0 x 83.0mm
Transmission: 5-speed, cable-actuated wet clutch
Final Drive: Belt
Wheelbase: 61.8 in.
Rake/Trail: 29 degrees/5.1 in.
Seat Height: 30.1 in.
Claimed Wet Weight: 542 lbs.
Fuel Capacity: 3.2 gals.
MPG: NA

 

  

 

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Named after the Bell X-1, the plane that broke the sound barrier with legendary test pilot Chuck Yeager at the controls, the new Magnum X-1 is the latest loud-and-proud cruiser from Victory. Based on the Magnum big-wheel bagger introduced last year, the X-1 cranks the volume with 10 speakers (up from six) and 200 watts (up from 100) of audio power. It turns up the style with Black Billet wheels (21-inch front, 16-inch rear), a smoke-tinted LED headlight and an eye-catching Electric Red over Gloss Black and Platinum paint job. Like all Victorys, it’s powered by the 1,731cc Freedom 106 V-twin with a 6-speed transmission and belt final drive. The Magnum X-1 ($24,499) was revealed to the public at Daytona Bike Week on Saturday night and will be in dealers in April.

For more information, visit victorymotorcycles.com

The 2016 Victory Magnum X-1 is a big-wheel bagger with high-end billet wheels, a 200-watt audio system, an LED headlight and custom paint.

The Victory Magnum X-1 has Black Billet wheels (21-inch front, 16-inch rear).

The Victory Magnum X-1 has a 200-watt audio system with 10 speakers.

The Victory Magnum X-1’s custom paint is called Electric Red over Gloss Black and Platinum.

The Victory Magnum X-1 has a 200-watt audio system with 10 speakers.

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The Stradale 800 was the surprise new model unveiled by MV Agusta at EICMA last November. We had already seen the Turismo Veloce sport-touring model at the EIMCA show  in 2013, but this new 800 Stradale was completely unexpected.

Also unexpected is the character of the bike. It’s a radical departure from the hot sportbikes that Claudio Castiglioni and son Giovanni wanted for MV Agusta. The new MV Agusta Stradale 800 is a comfortable and mild mannered machine, a tall-saddled runabout that’s smart for urban commuting and great for touring on back roads.

I asked CRC (Castiglioni Research Center) Director Paolo Bianchi about the philosophical approach behind the Stradale project, and where it came from. I was surprised to learn that the concept was inspired by theDucati Hyperstrada, the Hypermotard with tiny bags and a more comfortable seat show at EICMA in 2012. From the Ducati Hyperstrada, Giovanni Castiglioni and the CRC men distilled the rather innovative “Strada” concept and applied it to the Rivale 800, a supermotard-inspired model known for its agility and very quick steering. The bike was fitted with a comfortable seat and mini bags for light carrying ability. Surprisingly, the modified Rivale suffered from rather rough steering reactions and the project was sent back to square one as a specific chassis was developed.

MV’s well established frame (a steel-tube trellis structure with aluminum plates) is retained, but with appropriate geometry changes. These include a lowered suspension setting, increased rake and trail, a 30mm-longer single-sided swingarm (with new link and geometry), plus a wider rear rim (5.5 x 17 in.) to obtain a broader footprint from the standard 180/55-17 tire. Equally fundamental was the adoption of a new 4.2-gallon fuel tank that is shorter and thus biases more weight to the front by moving the rider forward. Also, the flatter and wider handlebar, in combination with a nicely contoured seat offering solid back support, keeps the rider from having to desperately pull on the handlebar to counter the force of acceleration.

The result? A completely new and different MV Agusta that opens a new market for the marque. The new Stradale 800 is a large bike with a 57.5-in. wheelbase, a claimed dry weight of 399 lb., and a seat height of 34.25 inches. With 25.5 degrees of steering rake and 4.3 in. of trail, stability is ensured at high speeds. Front suspension is provided by a 43mm Marzocchi fork, while a Sachs monoshock takes care of the rear, aided by the cast aluminum swingarm. Front and rear suspension is fully adjustable in compression, rebound, and spring preload, and there’s 5.9 inches of wheel travel at both ends. The 17-in. cast aluminum wheels are shod with 120/30-17 front and 180/55-17 rear Pirelli Diablo Rosso radials. Brakes are by Brembo, with customary twin 320mm rotors and four-piston (32mm) calipers in front. In back, a stainless 220mm rotor works with a two-piston (34mm) caliper. ABS is standard.

MV Agusta engineers have developed a specific version of their wonderful 798cc three-cylinder engine for the new Stradale. The goal was to have the smoothest possible torque delivery from as low as 2,000 rpm. Peak power is down to 115 hp at 11,000 rpm and 57.9 pound-feet of torque at 9,000 rpm, but more than 80 percent of the latter is available from as low as 2,000 RPM up. This triple, with a 79mm bore and a 54.3mm stroke, retains the standardized compression ratio of 13.3:1, plus the same 31.8mm inlet valves, 26.7mm exhaust valves, cam grind and timing. However, it breathes through 47mm Mikuni throttle bodies, each with a single injector. It’s all managed by an Eldor Nemo EM30 ECU.

As expected, the 800 Stradale benefits from all the evolution and refinements applied to the MV Agusta’s proprietary electronics pack, which includes four engine maps: Rain, Normal, Sport, and Custom. The ECU also offers the rider three throttle-response maps, two torque-delivery curves, a soft or hard rev limiter, two levels engine braking and eight-step traction control. There is also the latest quickshifter, which is good for both up and downshifting. In addition, the Stradale features a new, hydraulically actuated clutch for maximum smoothness and comfort. Moreover, new gearbox and clutch covers trim almost an inch off engine width.

The MV Agusta 800 Stradale is a partly dressed bike, fitted with a top mini-fairing (and related windscreen), plus an ample lower aluminum engine cowl and those mini bags that are egg-shaped and adequate to carry a large iPad and more. These bags are not an add-on; they are integral to the styling of the bike, incorporating the LED rear lights and directional signals. If the bags are removed, a set of frame-mounted lights is automatically activated. In all, the 800 Stradale looks lean and svelte, but with very good seating comfort for two, plus an ability to carry just enough to make the bike very practical for urban commuting.

TEST DAY
My ride of the MV Agusta 800 Stradale was carried out at the Pirelli’s test track in Italy, which is in a secluded area reachable only via twisty back roads with almost no traffic. Perfect, because a track test alone would not get the best out of this bike.

That this MV Agusta is completely new and different was obvious from the moment I threw my leg across the 800 Stradale. The seat is tall, but narrow where it counts, which means it’s easy to reach to the ground with both feet if you’re 5-foot-10 or taller. The riding posture is completely different from of all other naked MV Agustas: its well forward, with leg muscles relaxed thanks to the extra distance between the pegs and seat. A wide and low handlebar further biases rider weight to the front.

The result is a chassis that combines solid stability at high speed, with steering at low and medium speeds. There’s great agility, and the riding posture quickly becomes familiar. It’s rational in view of the mission of the Stradale, and the well-contoured seat offers plenty of comfortable support. The mini windshield diverts a large share of the wind pressure away from the chest. In the cold air of February, given my vented leathers and T-shirt, this was most appreciated.

The Stradale engine is all about smoothness and great torque delivery from down low. Putting around in sixth gear at 40 mph is possible, either in town or on a back road. This is a beautifully civilized bike with a humming exhaust note. When called upon, this ultra-flexible triple progresses well up through the revs, even without downshifting, to a maximum speed of 133 mph…but that’s only if you lean under the windscreen and grab the handlebar flat-track style. A realistic top speed in the proper riding position the bike demands is around 100 mph, with touring jacket and all proper gear.

Steering response is proper, and there’s moderate effort, even when riding hard. The feedback through the wide handlebar is crystal clear, which induces a feeling of great confidence in this new chassis. High-speed stability is impressive, and the Stradale never loses composure even when blasting down less than impeccable roads.

Similarly, high-speed cornering is very reassuring, solid, and precise. Low-speed agility is very good, despite the high seat, and the smooth torque delivery of the 798cc triple helps keep the bike in balance. As for the quickshifter, it works smartly upshifting or downshifting, the latter capability especially appreciated.

In sum, the new MV Agusta 800 Stradale is an accurately conceived bike that sets new standards of versatility for everyday commuting, in town or on longer hauls, from countryside residential areas to the city. With its highly refined engine and surefooted chassis, the 800 Stradale has the power to convert more people to functional and practical everyday motorcycling, but with an added dash of spirited Italian allure. After all, MV Agusta hasn’t won 75 world titles for nothing.

SPECIFICATIONS
	2015 MV Agusta Stradale 800
PRICE	$14,598
ENGINE TYPE	Liquid-cooled DOHC inline-3
BORE x STROKE	79.0 x 54.3 mm
DISPLACEMENT	798cc
COMPRESSION RATIO	13.3:1/td>
CLAIMED HORSEPOWER	115 hp at 11,000 rpm
CLAIMED TORQUE	57.9 lb-ft at 9000 rpm
FUEL SYSTEM	EFI, 47mm throttle bodies, single injector per cylinder
IGNITION	Eldor Nemo EM2.0
STARTER	Electric
EXHAUST	Stainless, 3-into-1-into-3
ALTERNATOR	350W at 5000 rpm
LUBRICATION	Wet sump
TRANSMISSION	Six-speed, cassette type
CLUTCH	Multiplate wet clutch, hydraulic
PRIMARY DRIVE	Straight-cut gears, drive ratio 19/36
SECONDARY DRIVE	Chain, drive ratio 16/41
CHASSIS	Tubular steel trellis frame with bolted aluminum side plates. Steel rear subframe
FRONT SUSPENSION	Inverted 43mm fully adjustable Marzocchi fork
REAR SUSPENSION	Single sided aluminum swingarm, Sachs monoshock
FRONT BRAKES	Dual 320mm stainless steel floating rotors, radial Brembo calipers
REAR BRAKE	Single 220mm stainless steel rotor, Brembo caliper
WHEELS	Cast aluminum, front 3.50 x 17 in., rear 5.50 x 17 in.
TIRES	Pirelli Diablo Rosso, 120/70-17 front, 180/55-17 rear
LENGTH	83.9 in.
WIDTH	35.0 in.
SEAT HEIGHT	34.2 in.
WHEELBASE	57.5 in.
TRAIL	4.3 in.
STEERING RAKE	25.5°
CLAIMED DRY WEIGHT	399 lb.
FUEL TANK CAPACITY	4.2 US gal.

Credit: cycleworld.com

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So, you had this "scariest moment" on your bike and you got it on video, but we have to watch you drive nowhere, blab about next to nothing, and ultimately don't show the video. Totally boring. You suck at this.

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Motorcyclists are Awesome

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Im amazed at the newer motersikle talent thats out there but I gotta say!! I miss the time where you could kick start Them and see your front tire!!

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