Kawasaki Ninja with Features

The Ninja ZX-6R’s lean physique is fundamental to its light handling, with every component on the bike carefully scrutinized for minimal weight. The intake resonator box and supports for the instrument panel and mirrors are unitized with the enlarged -to optimize intake volume – Ram Air duct, contributing to weight savings and improving rigidity. Camshafts are made of lightweight chrome-moly steel, and light, magnesium engine covers all add up to big weight savings, along with transmission, oil pump and starter gears carefully engineered for maximum strength and minimal weight.In addition to its more than healthy bottom-end torque and smooth throttle response, the engine’s mid-range performance benefits from a similar number of refinements, including double-bore velocity stacks with inlets at two different heights, special-profile pistons with low piston-ring tension for reduced friction, and advanced cam chain guides for excellent cam-chain stabilization.
That strong mid-range provides great drive out of corners and is harmonized with the engine’s silky smooth high-rpm performance. This linear throttle torque delivery results in unparalleled controllability and offers the rider precise throttle control at all rpm. This predictability pays dividends when making mid-corner power adjustments. When combined with the reduced need to downshift provided by its healthy mid-range performance, the predictable throttle response makes it easier for riders to maintain their rhythm when stringing corners together.After having to handle some technical issues with the intake valve springs that has delayed the public launch of the machine, the British division of Kawasaki announced its very much anticipated 2011 Ninja ZX-10R model is scheduled for introduction this month.

On the limited number of machines produced so far, the camshaft, valve springs and spring retainers for intake valves are being replaced to prevent the valve spring from surging. The same design update is automatically being incorporated into the ongoing production run of the model in question.
While we have been thinking about Christmas and the New Year at this festive time, a team of engineers in Japan have been exhaustively testing new high performance components for the stunning new Ninja ZX-10R. With the dealer launch of this and other incoming range models on 27 January across the UK, this news is the best possible start to 2011 for Kawasaki dealers and riders,” stated Sales and Marketing Manager for Kawasaki Motors UK, Michael Johnstone.

The 2011 Ninja ZX-10R comes in either black or green, with the new KIRB system which is Kawasaki’s Intelligent anti-lock Brake System plus the new S-KTRC which minimizes wheel slip on slick or broken surfaces.If compared to the previous generation, Kawasaki’s latest flagship superbike the ZX-10R is lighter, as it weights 436 lbs (197 kg), and packs more power. Specifically, the 998cc, 16-valve, DOHC, liquid-cooled inline-four engine fitted on the Ninja superbike develops 197 horsepower (or 207 horsepower with ram air in full effect).

The 2011 Kawasaki Ninja ZX-10R will retail at GBP11,699 ($18,600) and GBP12,699 ($20,200) for the ABS equipped model. An additional sports package includes traction control and DTC, costing an extra GBP1,360 ($2,176).
Japanese manufacturers didn’t quite focused on producing 250cc sportbikes these last years, Kawasaki remaining the only bike builder with such a motorcycle on sale today for the U.S. market. The smart choice was to keep producing and yet improving this icon, and this way it managed to dominate the American market at the given category. By using a perfect combination of rider-friendly engine, easy to operate chassis, and modern design, this Ninja is a true companion on your road towards bigger motorcycles, like the ZX-6R and ZX-10R.

Riders who are willing to be initiated in the wonderful world of motorcycling and prefer a sportier ride are most likely to jump on the Kawasaki Ninja 250R so it is best to know what to expect. I certainly did. I found myself facing an engine that thrives on high-rpm excitement. Riders will definitely appreciate the 249cc parallel twin which has been retuned in order to spice up its smooth and predictable power delivery and the results are simply awesome. I now enjoyed more low- and mid-range rpm torque thanks to revisions to its dual overhead camshafts and a new two-into-one exhaust system. This last unit doesn’t make more sound than necessary; let’s say it has enough to do by delivering awesome performance just above idle.

What this ride now needed was the silky smooth six-speed transmission which complements all the awesome features of the engine, toping off the sportbike equipment list. What is so great about this gearbox is that it enables the 250R to exploit a powerband that’s sure to please riders with its beginner friendly low-end grunt and a lively top-end rush that’ll keep seasoned veterans satisfied.

That gutsy engine in communion with a great transmission unit, not only makes it one sweet machine to be on, but it actually delivers excellent fuel economy which is excellent for the novice rider which with more than one occasion can forget to gas it up.

Being a sportbike, it can somehow be considered as being uncomfortable, but a natural riding position and comfortable ergonomics combined with its lightweight handling, easy controllability and improved throttle response make the 250R a pleasure to ride on city streets
Also new for 2008 are the larger 17-inch wheels that, apart from offering a big-bike look, also contribute at offering great handling and improved stability.

I appreciate the suspensions because they are very appropriate for this ride and manage to keep it steady in corners while still keeping things smooth and relatively simple.

A larger 290mm front brake rotor is gripped by a powerful 2-piston caliper to provide a healthy dose of stopping power with a responsive feel at the lever. Like Kawasaki’s other sport models, the Ninja 250R is fitted with petal discs for efficient heat dissipation.

So even if you gathered a few miles or if you are just beginning your riding days as a sportbike rider, the Kawasaki Ninja 250R proves it has the ability to make all those steps together with you and it also brings all the satisfaction that will determine you to head only towards Kawasaki from now on. In the city or on twisty country roads, the lightweight, rider-friendly Ninja 250R is a blast to ride! With an engine character that can be fully exploited, a compact, easy to operate chassis and full-fairing supersport styling worthy of its moniker, this model was developed to offer street sport performance to riders of all skill levels.
Features
DOHC 249cc Parallel Twin-cylinder

-Compact parallel-twin design offers good mass centralization for superior handling
-Tuned to deliver smooth, step-free power with an emphasis on low- and mid-range power for rider-friendly response
-Pistons feature reinforced heads and strengthening in the pin boss area for increased durability
-Thick piston (longitudinally) rings help minimize oil consumption
-Combustion chamber design optimized to maximize combustion efficiency and reduced emissions
-Ample high-rpm performance will please riders using the full range of the engine

Cylinder head:

-Refined intake and exhaust ports contribute to good off-idle response and smooth power delivery
-Valve timing and lift were designed for strong low- and mid-range torque
-Direct valve actuation ensures reliable high-rpm operability
-Valves with thin heads and stems reduce reciprocating weight.

-Twin Keihin CVK30 carburetors fine-tuned for good power feel and low fuel consumption
-2-into-1 system contributes to the Ninja 250R’s low- and mid-range torque and smooth, step-free power curve
-Slightly upswept silencer extensively tested to determine chamber size, connecting pipe length and diameter to achieve least noise and most power
-Meets strict emissions with dual catalyzers; one in the collector pipe and the other in the silencer
-Using two catalyzers minimizes the power loss
-Positioning the first catalyzer as close to the exhaust ports maximizes its efficiency as well

Piaggio bikes pics

The Piaggio Carnaby Scooter is the latest high-wheel scooter from Piaggio designed to provide a relaxing ride for the urban atmosphere. The Piaggio Carnaby promises a consistently smooth and enjoyable ride with its' wide two-tone seat, two helical spring shock absorbers, robust chassis, combined with large diameter 16" wheels and tyres. Powered by a 125cc engine , the Carnaby offers nippy acceleration and may by the perfect solution for city traffic and parking. Other cool features include an Easy Start Electronic anti-theft system with remote control, child seat with foot-rest belt, front and rear disc brakes which provide easier and safer stopping power, low-effort central stand, and one-lock top case to quickly retrieve your belongings. The Piaggio Carnaby Scooter offers original modern styling, is available in 125 and 200 versions, and comes in Excalibur Grey and Graphite Black. It's a great sporty way to get around, especially in America, and it will save you money at the pump. Piaggio.
The PIAGGIO MP3 comes into its own when heading out of town. Its road grip, cornering safety and tilt angle of up to 40 per cent are unprecedented for a scooter, adding to the pleasure of riding different road surfaces at high speed.

The PIAGGIO MP3 is available in two engine displacements, 125 and 250 cc, both up-to-date 4-stroke, 4-valve, liquid-cooled units in line with Euro3 emissions standards.

The 125cc engine offers an excellent power output of 15 bhp/11kW, the legal limit when riding with a car licence. The 250cc, equipped with electronic injection, delivers a 22.5 bhp/16.9 kW power output, making the PIAGGIO MP3 capable of comfortably taking on long-distance rides.
Piaggio launched the first Vespa model — and with it the scooter phenomenon — in the spring of 1946. The scooter revolutionised personal transport, giving Europeans a sense of utter freedom. Sixty years on, Piaggio has come up with another revolutionary product: the PIAGGIO MP3, a totally innovative three-wheeler with two front wheels. The PIAGGIO MP3 provides safety, road grip and stability levels that no two-wheeler can match. Power, performance and ease of use make for a very entertaining ride.

The two front wheels of the PIAGGIO MP3 re-define the very concept of ride stability to provide an unprecedented riding experience.

The front assembly, with two independent tilting wheels, is far more stable than any scooter. The PIAGGIO MP3 grips the road even when tailing other vehicles, providing top performance in total safety.The full extent of this three-wheeler’s stability can be tested on wet asphalt or tough riding conditions that would sorely challenge a traditional two-wheeler.

Piaggio MP3 scooterIn town and city traffic the PIAGGIO MP3 has no equal in terms of safety. It takes on cobblestone streets, patchy asphalt and tram tracks with the greatest of ease, remaining safe and stable all the while. With its compact super-scooter size and exceptional manoeuvrability, the PIAGGIO MP3 is at home in town traffic. It’s a cinch to park: an electro-hydraulic suspension locking system means there is no need to put the vehicle on its stand.

Thanks to an overall front-end width of only 420 mm, the Piaggio MP3 is type-approved as a standard two wheeled motorcycle.

The revolutionary PIAGGIO MP3 requires far less braking space than any scooter — the three-disk braking system and exceptional front-end road-holding reduce braking space by 20 per cent compared to the best scooters.

Honda Phantom Motor bikes revies

Honda Phantom is the most popular big motorbike in Thailand and chosen as favorite touring bike. Built under license here in Thailand they are tough bikes, ultra reliable with a very good turn of speed and above all very comfortable to ride. Also, in the very unlikely event of mechanical failure they can be repaired almost anywhere in Thailand.

The Honda Phantom
With electric start, single cylinder, four stroke engines with six gears and a top speed of 155 km/h. Tubeless tires, alloy wheels, front and rear disc brakes and crash bars are some of the features. With a long wheelbase they will give you a comfortable ride on Thai highways.
With full fancy chromework the Phantom 200cc Honda is the most popular 200c model bike in Thailand with the expat foreign community & one of Thailand hottest sellers. If you want a light weight bike with style then this bike is it —— the Phantom Honda made in Thailand.
Honda Phantom

Honda Phantom

pgo scooter

This my first review of a scooter in more than ten years of writing 2strokebuzz. My first scooter was a vintage Vespa and have pretty much stuck to what I know. I’ve taken a few spins on various modern scooters, and have been impressed by some, and not by others. The Blur impressed me.

Just by way of disclaimer, before we get started, I just want to point out that even though I’ve been writing about scooters for ten years, I’m probably not the world’s top expert, especially when it comes to modern bikes, and I had a limited amount of time to try this bike out. What I do have to offer is an unbiased consumer impression, from the perspective of a longtime vintage scooterist, combined with a certain amount of research and knowledge, that I hope will be helpful to anyone reading this. Product reviews on the internet range from the amazingly technical and informed to the insipid, hopefully if you’re using this review to make a purchase decision, it will be clear where in that range this review fits and you will seek advice from other sources as well.
New scooters appear on the international market often, and usually by the time they arrive in the United States (if they ever do arrive here), they’ve been analyzed to death by the European press and we know all about them. 2strokebuzz has reported on several new bikes recently, in some cases before the manufacturers even announced them, but it will be months before we see a Piaggio MP3, for instance, in person. Kymco flying 2strokebuzz to a press junket in Taiwan for a long weekend seems realistic only when you compare it to the even-smaller odds of Piaggio flying me to Pisa.

So when the chance to be the very first American “journalist” (sorry) to see and ride Genuine’s new Blur 150 fell in my lap a couple weeks ago, I did what anyone would do. I jumped at it. Then I procrastinated and sat on the story for one two three weeks, until the scooter was in shops and was old news, to finish the review.
Ever since Genuine announced this spring they’d be importing the PGO Bubu (as the Buddy) and PMX (as the Black Cat), we heard that more PGO models would follow. The Buddy arrived in early June to almost universally positive word-of-mouth. Genuine’s P.J. Chmiel had extensively test-ridden the PGO G-Max, and I hoped it would be the next Genuine model (though some held out hope for the three-wheeler). When the Blur was announced early this month, I correctly guessed its identity as the G-Max. (The Rattler, Genuine’s version of the PGO PMS, was apparently announced simultaneously, though we were a couple days late on that one). We talked to Roy Park at Genuine Scooters and he offered us a close look and a short ride at the No Direction Home rally in Minneapolis, a few days later.
Genuine Scooter Company, of Chicago Illinois, is a newer sister company of Scooterworks USA, who has been selling vintage scooter parts for almost 20 years. Genuine started up their company around the Stella, a rebadged LML Star, which is an Indian copy of the Vespa PX150. The Stella proved to be immensely popular, outselling similar scooters from Bajaj and even Vespa themselves. Unfortunately, LML was a bit unpredictable and occasional quality issues were followed by a labor lockout at the factory that have, barring a miracle at this point, brought an end to the model.

Genuine was clearly thinking ahead, just as news of the LML labor strife appeared, they announced a similar deal with Motive Power Industry Co, Ltd., of Taiwan, maker of PGO scooters. Even though Asian scooters (aside from Japanese and Indian) have (mostly justifiably) developed a bad reputation in the United States, and several American importers, notably T’NG, have been burned by bad deals with Chinese suppliers, Kymco of Taiwan has built a solid and reputable operation here and worldwide, and PGO appears to parallel Kymco in many ways. Both engineer, design, and manufacture their own scooters, and both have a good worldwide reputation for quality and parts supply. Additionally, both brands feature model names that, in English, range from comical to downright embarrassing: Grand Dink, PMS, BuBu, Bet&Win… you get the idea. Though Kymco’s U.S. importer wisely changed some product names, Genuine took that idea a step farther and developed whole new identities for their scooters, better targeted to the U.S. market.

Design-wise, the bike is quite modern-looking, which I prefer to the many “retro” scooters out there. “Vintage” is great, “modern” is great, but I can’t get into “retro.” While not as “out-there” as the Italjet Dragster, which still looks futuristic ten years after its introduction, the style of the Blur mimics that of the popular Gilera Runner or the Peugeot Jet Force (both highly-regarded, but unavailable in the U.S.). While certain cues were clearly borrowed from each of those scooters, it’s unfair to call the Blur a “knock off” or “copy,” it is an entirely original, if a bit derivative, design, unlike the hundreds of “fake Vinos” out there.

The Blur also avoids the “plastic bodywork stuck to a black metal tube frame”-look of many modern scooters. It is plastic bodywork stuck to a black metal tube frame of course, the wide orange center channel bar which appears to be a bit of exposed frame is more or less decorative plastic. Nevertheless, the Blur has a very solid feel, good paint, and the build quality appears high, there are no sloppy punch-outs or wobbly plastic. The decals don’t match the paint exactly, and seem a bit flimsy, but as I said earlier, all the easier to peel

peugeot motorbike photos

peugeot motorbike
peugeot motorbike
peugeot motorbike
peugeot motorbike
peugeot motorbike

Norton indian bikes

You may recognise the general profile of the Norton rotary racer pictured here, but this isn't an upgraded, roadgoing F1 or one of the original racebikes. It's a new version of the liquid-cooled, twin rotor racer. This revised NRV 588 is the work of Brian Crighton, the man who originally persuaded Norton's Shenstone factory to start racing its rotary-engined machines in 1987. Their presence set British racetracks alight, drawing huge crowds and Crighton's peak achievement was in 1994, when his Nortons sponsored by Duckhams Oils dominated the UK's premier Superbike championship. The winner that year was Ian Simpson, with team mate Phil Borley only missing second place by one point.
t's been 20 years since the rotary engine invented by German engineer Felix Wankel back in 1924 made its motorcycle roadracing debut in 1987. Powering the racebikes of the resurgent Norton factory, the rotary's then-superior performance led to eight years of competition that resulted in successive British roadrace titles, points-scoring GP finishes and victory in the Isle of Man TT against the top superbikes of the day. The fact that each Wankel engine cylinder has only three moving parts that simply rotate-compared with myriad moving pieces in a conventional four-stroke piston engine, many of which run at incredibly high velocities only to stop dead a couple of hundred times a second-makes this a plausibly more efficient mechanical solution. Admittedly, the thorny issue of the bike's exact engine capacity was always a matter of controversy. Because the rotary engine's unique three-sided rotor's power stroke occurs twice during a revolution of the crankshaft (actually called the eccentric shaft, basically a camshaft around which the rotor orbits), some claimed that its displacement should be measured by the single rotor-face-swept area of each of the Norton Wankel's two triangular rotors times two. Nonetheless the rules were massaged on an ongoing basis to make sure the crowd-pleasing Nortons could play their role as British underdogs taking on the might of Japan Inc.

Nicky Hayden

Relations within the team had already deteriorated, and there was further friction when Pedrosa switched tyre suppliers midseason (from the struggling Michelin to the dominant Bridgestone) without Hayden being consulted. Nicky stated "I've never been put in the conditions to choose. Once they told me that I would have just wasted my time had I even only thought about asking for Bridgestone tyres...I'm not surprised they've given them to him. Besides, at Misano I didn't even have the same fork Dani had... No way would I think they'd let me try the new tyres." This incident lent weight to the rumours that Hayden and Honda would part ways for the next season. The rumour was confirmed on September 12, 2008, when Hayden stated during a Dorna press conference, "It's no secret. Everybody knows where my next stop is going to be...But officially we're waiting to do it the right way, until the releases come out, because there's teams and stuff..." By the middle of 2008 it was strongly suspected by fans, media, and the MotoGP paddock already, and later supported by Hayden's own admission during a press conference that he would be leaving Honda, that Hayden would be joining the Ducati Marlboro Team to ride alongside Casey Stoner for the 2009 MotoGP season. This was confirmed on 15 September 2008 thus ending his ten year relationship with Honda
Owensboro, Kentucky) also known as The Kentucky Kid is an American professional motorcycle racer who won the MotoGP World Championship in 2006.As a youth, racing others twice his age in CMRA, Hayden would often start the race from the back of the starting grid while a family or crew member held his bike upright because he could not touch the ground. Later, at age 17, he was racing factory Honda RC45 superbikes while still in high school. In 1999, he won the AMA Supersport championship on board a privateer Honda. In 2001, his first full season as an AMA superbike racer, he came within 40 points of winning the championship, finishing behind only champion Mat Mladin and runner-up Eric Bostrom. The 2002 season, however, would see Hayden answering the bell: he won the Daytona 200 on a Honda Superbike en route to becoming the youngest ever AMA Superbike Champion, defeating reigning treble champion Mat Mladin, among others. He also entered the World Superbike round at Laguna Seca, making a solid 4th in the first race before colliding with Noriyuki Haga in race two.
During preseason testing, Hayden was plagued with problems and routinely finished mid-pack or lower. His major complaint was that the GP09 was "pumping" during corner exits leading to problems with grip. These problems continued throughout preseason testing. During qualifying at the season opener Qatar GP, Hayden suffered back and chest injuries in a major crash. Battered and bruised, Hayden finished 12th in the rain-delayed race just behind former team mate Pedrosa. Despite the setbacks, Hayden seemed optimistic about the results saying "I'm leaving here in a really positive mood and looking forward to Motegi." However, only further disappointment lay in wait for Hayden at Motegi. The Ducati rider had never ridden the bike in the rain and qualified 12th. Then, during the opening lap of the race Hayden was taken out by rookie Yuki Takahashi who plowed through Hayden from the rear. As a result Hayden did not finish the race and slipped further down the standings. The Jerez GP saw Hayden qualify 16th and finish 15th.
Donington Park marked the race debut of Honda's pneumatic-valve engine, which only Hayden is using initially. In the next round at Assen Hayden ran 3rd from the start and was set to finish there until he ran out of fuel at the final corner, due to an electrical system problem which prevented accurate fuel monitoring. Colin Edwards captured Nicky's 3rd place podium moments before Hayden coasted over the line with no power, to finish 4th place. A heel injury sustained in a motocross crash put him out of two rounds.
pearheading Repsol Honda's championship aspirations, and was the only rider to be handed the full 2006 Honda bike during pre-season testing. He led the championship from the third race and looked set to break Valentino Rossi's championship-winning streak. Capturing the championship was not without peril: in the second to last round at Estoril in Portugal, teammate Dani Pedrosa lost the front-end while trying to pass Hayden. The resulting lowside accident took out both bikes. This left Hayden eight points behind Rossi in the championship with one race left to go. In the last race of the season on October 29, 2006 Rossi crashed on lap 5 trying to make up for a poor start. Hayden won the 2006 title that day by finishing 3rd (9.3s) behind race winner Troy Bayliss and Loris Capirossi. Nicky Hayden later commented on the difficulty of having to test parts for the 2007 season whilst simultaneously battling for the 2006 Championship. On September 22, 2006, Hayden signed a two-year agreement that allowed for him to race for and develop with the factory Honda Racing Corporation (HRC) team for the 2007 and 2008 MotoGP seasons. He has already begun testing the new 800 cc Honda RC212V. His MotoGP racing number changed from 69 to 1 for the 2007 season.
2007 started and finished badly for him, with Nicky struggling with performance, and team-mate Dani Pedrosa having showed what the Honda was able to do. A crash at Le Mans dropped him to eleventh in the standings at this stage. However, during testing before Donington, he requested that most of the electronics be switched off and his times improved. His subsequent performance in a wet Donington and a dry Assen showed a slight return to form, challenging for fifth with his trademark sliding and tail-out non-standard lines. However, he ultimately kept crashing, with a pole and 3 podiums but no victories proved to be the worse defence of a championship ever recorded. The 2007 season also saw the release of an authorized biography on Nicky and his brothers--The Haydens: Nicky, Tommy, & Roger, from OWB to MotoGP--timed to coincide with his return to the Red Bull U.S. Grand Prix at Mazda Raceway Laguna Seca. In 2008, Nicky ran his old number 69 since Casey Stoner earned the right to run the number 1 plate after winning the MotoGP title in 2007.
On August 30, 2009, Hayden finished 3rd at Indianapolis. Hayden finished the 2009 MotoGP championship in 13th place (out of 18), his worst result in 7 years of racing MotoGP. His championship campaign was marked by remarkable misfortune, being speared off the track on three different occasions, resulting in no point scoring races. Yuki Takahashi, Alex De Angelis and Jorge Lorenzo crashed into him at Motegi, Misano and Phillip Island respectively. On 3 September 2009, it was confirmed that Hayden has signed a one year extension of contract with Ducati for the 2010 MotoGP season, ending speculation of a move away from the team. He will partner Casey Stoner once again at the team. During the off-season, Hayden had surgery on his right arm, having been suffering from compartmental syndrome or more commonly known as arm-pump. Early in the 2010 season, Hayden noted that there is pressure from the American audience for one of the three frontrunning American riders (himself and the Tech 3 Yamaha duo of Colin Edwards and Ben Spies) to win a race.

NCR Bikes Photos

NCR Bike pic
NCR Bike
NCR Bike
NCR will be offering a limited edition of this replica to celebrate the 30th anniversary of Mike Hailwood’s victory of the TouristTrophy Isle of Man in 1978 world title.
The bike has a Titanium frame weighing 5 kg, NCR 1120 engine that pumps 130 hp, new Öhlins forks FGR 900, carbon bodywork,Titanium exhaust, Titanium valves, Titanium connecting rods, Titanium screws and bolts. it will be presented tomorrow at Eicma 2008.
NCR Bike
NCR Bike

MV Agusta heavy bikes photos

MV Agusta is a motorcycle manufacturer founded in 1945 near Milan in Cascina Costa, Italy. The company began as an offshoot of the Agusta aviation company which was formed by Count Giovanni Agusta in 1923. The Count died in 1927, leaving the company in the hands of his wife and sons, Domenico, Vincenzo, Mario and Corrado. Count Vincenzo Agusta together with his brother Domenico formed MV Agusta (the MV stood for Meccanica Verghera) at the end of the Second World War as a means to save the jobs of employees of the Agusta firm and also to fill the post-war need for cheap, efficient transportation. The company manufactured small-displacement, Café racer style motorcycles (mostly 125 to 150 cc) through the 1950s and 1960s. In the 1960s small motorcycle sales declined, and MV started producing larger displacement cycles in more limited quantities. A 250 cc, and later a 350 cc twin were produced, and a 600 cc four-cylinder evolved into a 750 cc which is still extremely valuable today.

With the death of Count Domenico Agusta in 1971, the company lost its guiding force. The company won their last Grand Prix in 1976, and by the 1980 Grand Prix motorcycle racing season, they were out of racing. Shortly thereafter, they ceased motorcycle production. Between 1948 and 1976 MV Agusta motorcycles had won over 3000 races and 63 World Championships overall. After MV Agusta left the racing scene in 1980, Magni began producing his own custom-framed MV motorcycles.

Cagiva purchased the MV Agusta name trademarks in 1991. In 1997, it introduced the first new MV Agusta motorcycle. The new bikes were four-cylinder 750 cc sports machines (the F4 range), which included a series of limited production run models, such as the all black paint work SPR model (“Special Production Racing”) and in 2004, they introduced their first 1000 cc bike. 2004 marked the end of production for the 750 sports machines, with a limited production of 300 SR (Special Racing) model in the traditional red and silver livery.


MV Agusta photo
MV Agusta image
MV Agusta black sports
MV Agusta hot bike photo

MV Agusta red bike image
MV Agusta new model of 2012
MV Agusta picture