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BMW HP2 Megamoto

There's always a tastier option and they don't come much tastier than this. This is to an ordinary BMW what a Marks & Spencer ready meal is to tin of Sainsbury's Basics baked beans. Get on a BMW HP2 Megamoto and you'll certainly Taste the Difference!
BMW's 'High Performance' or HP2 models are about to introduce another newcomer to their exclusive garage. First up was the HP2 Enduro, then the HP2 Megamoto was released and for 2008, the HP2 Sport will flex 128bhp of toned, track-ready muscle.
Exclusive appeal

Although each of these bikes lives in separate categories - enduro, street supermoto and sports bike - they all share a common ground; quality. And that, my friend, comes at a price. We're talking about bikes that don't even entertain the principles of mass production. The HP2 bikes are the two-wheeled versions of BMW's M cars. No expense spared, quality components and looks that'll set you apart from the crowd with the "I'm-a-success" BMW badge of honour. So of course, the HP2 Megamoto's dripping in design detail. It's a head turner capable of wrenching unsuspecting neck muscles as you turn to admire and then find you can't actually stop staring at the supermoto inspired Beemer.

Its massive presence is exaggerated by the 890mm seat height, which doesn't faze me, but I may be swimming in a fairly small pond here. It'll be a fair reach to the slimline saddle for many riders who'll no doubt be forced to perform tip-toe balancing acts at traffic lights. Hey-ho - stilettos and push up bras aren't exactly comfortable either, but we still wear them because they look good (and at this point, I realise I've just jumped into an even smaller pond, although bra wearing bikers are apparently on the increase).
Extreme experience

The HP2 Megamoto boasts a fine array of special parts. The rear suspension uses BMW's Paralever with an Ohlins shock whilst the front's guided by 45mm Marzocchi upside-down forks as opposed to the Telelever system usually found on other Boxer-engine bikes. The twin pipes curve beneath the 1170cc powerhouse and finally emerge with an Akrapovic rear muffler. Carbon fibre, top quality paint and a claimed 113bhp and 84ft lb of torque completes the sweet icing on an already rich cake. So it's fancy, but does it work? You bet your £12,595 it does! Assuming, of course, you've a penchant for naked brutality, complete lack of wind protection and a teacup for a tank.

The ride experience is just that - an experience! Blip the throttle at a standstill and 179kgs of bike, lurches to the right with the familiar Boxer beat. Do the same on the open road and the bike sprints forwards like Linford Christie fresh out of the blocks. The rush is intoxicating, the 8,000rpm redline reminding you to change up and relight the fuse. But, when enthusiasm engulfs you like a loosely packed bean bag the overzealous gear changes your right hand insists upon will have the tall front end shimmying. Interrupt the equilibrium of the handlebars and the bike gets a wriggle on. Less pressure on the bars and a more controlled approach and the bike's steady again.
Heavy handling

Other than that, the handling's predictably good. Supermoto styled, leg-out riding on this Boxer's a definite no-no unless you're wearing shin guards. However, the flat cylinders protruding from either side only restrict your movement if it's inappropriate, and riding the Megamoto like you're the current British supermoto champion, on the road, is by definition, wholly inappropriate. It's not a supermoto; it's a road bike - a very capable and very expensive road bike, dressed in the finest supermoto clothing.

Compared to Ducati's ultra flickable Hypermotard, the more neutral BMW feels heavier to throw around, but its steadiness in the corners is encouraging. That said, if the going gets really rough, the suspension set up as standard feels on the stiff side. It's adjustable and you're sure to find the setting to suit you, I must admit though, I really enjoyed the focused feel of the bike. As top speeds go, the BMW holds its own, delving well into three figures, but I doubt you'd want to stay there long, even if you make it there in the first place, so scrub off speed with the very impressive BMW branded brakes.
Verdict
The HP2 Megamoto looks good, feels good and is good. Even the price is good - good for creating a sizeable dent in your bank balance.

Victory Hammer S

It is gorgeous! My mates paced around the long 'n' low cruiser stretched out in my garage with a combination of utter respect and total bemusement.
My long-term GSX-R1000 suddenly looked like a skinny minimoto, squashed into the corner to make room for more than 300kg of exquisite machinery and that fat 250-section rear tyre.

Polaris, better known for producing snowmobiles and all-terrain vehicles, introduced Victory to its stable in 1998 and since then, the 'New American Motorcycles' have been turning heads whilst constantly evolving. The massive Victory Hammer S is the reincarnated version of the standard bike, which is known for being like any self-respecting WAG; beautiful, but difficult. The V-shaped handlebars seemed to be the culprit for its reluctance to steer. So with a few cosmetic changes and a set of new 'bars, the Hammer S was launched.
Cut out the chrome

Where you'd normally associate a cruiser with a sea of shimmering chrome, the Hammer S has had the majority of its sparkle blacked out, resulting in a mean and moody look that sets it apart from so many other bikes in this genre. The instrument housing, 43mm inverted fork stanchions, 1634cc engine and even the mirrors are all black. Only the fluid-looking twin pipes have a metallic glisten. But the deep red paintwork that flows over the top of the 17-litre tank towards the pillion seat sparkles with a lustrous colour, drawing your eye to the detailing red stripe around the Gatlin wheels by Performance Machine and, inevitably, to that fat back end.

Hence the bemusement: never have I spent so long just looking at bike before riding it. It's utterly stunning, like a visual masterpiece, and yet I couldn't help but wonder if it'd actually do the job it's designed for. And that's to get you from A to B; in style, of course, and with a belching howl that lets dozing car drivers and wannabe bikers wake up in unison. There's only one way to find out - I started the Hammer S and stopped in my tracks yet again to soak up the sound. This test ride could take some time and indeed the whole riding experience seemed littered with special moments.
Phat back tyre

Feet forwards, arms wide, I rolled out into the world beyond and prepared to turn left at the end of my driveway but turning isn't easy. That huge rear tyre has got about as much shape as Nicole Richie (pre-pregnancy), it's flatter than Tara PT's chest and although that's arguably attractive to some, it doesn't do much for its cornering. If the handling of the Hammer S has been improved, I dread to think what the previous bike felt like.

But I was less than five minutes into my ride and sometimes things grow on you, so I headed out into the countryside. A few leaf-strewn country lanes, pot-holed surfaces and blind bends should be a pretty comprehensive test of what British riders can regularly face. America's all about sedate straights, which is all well and good, but unless you're planning on howling up the M1 and back, that's not really the case here. Things undoubtedly improved the more I rode the Hammer S.
Cautious cornering

The model I was testing boasted a stage 1 kit and freed-up exhaust, unleashing 88 horses from the air-cooled, 50 degree, V-twin engine. But the real punch is in the 100 ft/lb of torque. Snap the throttle back and the surge is ferocious (and addictive) until you come to a bend. Cornering is not actually as difficult as you might imagine, but it definitely takes some pre-planning; and effort. Haul on the Brembo front brakes, push and pull on the bars, and the 2355mm long bike rolls off the flat-profile Dunlop and tips in fine. But forcing it to hold the line requires a little more attention.

Initially, I ran wide - all the time. But 15 minutes into my ride, I'd got it sussed. Don't steam into a bend for starters, and secondly, maintain the pressure, (more than you think) and the Victory will steer and lean fairly well, with the 5.8in ground clearance being the only real hindrance. Straights on the other hand are an arm wrenching pleasure and the six-speed box allows you to hit top and stay there, with plenty of extra punch for overtakes.
Verdict
Most riders looking to buy a bike of this nature certainly wouldn't intend on riding it overzealously. It's for show, for loving and for posing. And it does all of those things with bells on. The Victory Hammer S - it's one phat bike!

Honda Transalp

Twenty years after the first Transalp was launched, Honda is celebrating a brand new version. It's intended to re-establish the Transalp as a credible middleweight adventure sports bike and to compete with the likes of Suzuki's V-Strom 650 and Ducati's Multistrada 620.
The GPS-styled graphics adorning the tank detail the location of the Col de la Bonette. It's a twisting, cold, Alpine pass which reaches an altitude of 2,802 metres - twice the height of Ben Nevis and the highest paved road in Europe. So where else should we go to test ride the new Transalp?

All I can say is thank heavens for my heavy-duty thermals. Gliding out of Monaco along the wide, sweeping dual carriageways, I braced myself for the side winds as I passed trundling trucks. But despite carrying the 45-litre top box (available as an optional extra and packed with my winceyette pyjamas and ultra thick socks) the bike remained rock steady. I tucked behind the compact and effective windscreen and chased triple figures, aggravating the bike's balance by jarring the handlebars, yet the Transalp refused point blank to become unsettled.
Punchy new powerplant

The wheelbase is 10mm longer than before, which helps matters as does the now smaller, 19-inch front wheel. Other changes include a new V-twin lump that's had a capacity hike to 680cc. This third generation engine was developed for the 2006 Honda Deauville and whilst it doesn't propel you forwards like a rocket ship, it does pack a solid and reliable punch in the low and mid rev range. The road surface shimmered crispy white with frost, fresh snow capped the nearby mountains and icy water trickled down gullies and across my path. Exploring maximum lean angles wasn't exactly on the top of my agenda.

Nevertheless, the Transalp's agility was clearly obvious. Third gear alone offers a nippy and responsive ride with plenty of engine braking for the oncoming bends, but the 8,000rpm redline never seems far away so the bike soon splutters in the red zone. Use the final two gears in the typically smooth gearbox and you should reach the estimated top speed of around 125mph, but there's a revvy buzz about the bike from 90mph upwards, as though there should be just one more gear to slide into.
Fuel consumption

As my straight line blasts were constantly interrupted by bends and sedate villages, any high-speed vibrations weren't as obvious as they may well prove to be when mile munching along the M1. Be prepared for frequent stops if you are planning a mammoth trip though. Although the bike's new and sleeker bodywork looks stylish and modern, the fuel tank is now smaller, down from 19 to 17.5 litres. Consequently, the fuel gauge began to flash at around 125 miles. But as I rocked up to our communal petrol station I realised that not everyone had run their bikes dry in such a short period.

All the UK journalists were in the same boat and had been praying they'd reach the service station in time, whilst the Germans still had at least two bars left. Ride with the throttle on the stop and the fuel consumption is less than impressive, ride conservatively and it improves, but I doubt it'll be much of a match for the range offered by the 22-litre, V Strom 650. However, the smaller tank and absence of a centre stand (as standard), are the only minor complaints with a bike that's so typically Honda: it's typically good.
Steering and brakes

The turning lock is as impressive as the bike's balance, so U-turns, hairpins or sweepers are all easy to master. Push on and the Transalp shows the softer side of its nature, with the only adjustment available being preload on the rear shock. As for the brakes, there are two options. The standard set up has dual pistons callipers at the front and a single at the rear, whilst the advanced has three pistons at the front and one at the rear.

This advanced option also has Honda's anti-lock brake system plus its combined braking system, which activates the middle piston at the front when the rear brake is applied. Some riders don't like this system, others swear by it, but I rarely use the rear brake anyway, so it wasn't an issue for me. Several hours into my mammoth trip, I arrived at camp Honda. My bike had carried me through some stunning scenery and had coped well with the thinning air. Note to self, it's not advisable to run about, no matter how much fun you're having, when wearing full bike kit and a helmet at an altitude of 2,802 meters.
Verdict

Not sensible, but the Transalp is. It's a sensible choice rather than a loin stirring one and would make an excellent commuter or city bike. With the day's ride over and the bike's parked up, I donned the torch fashioned to fit over my head like a miner's lamp. Suitably dressed in my red chequered thermal pyjamas, I pointed my brightly-lit forehead to read the name tag marking my bright-orange one-man tent, courtesy of Honda and complete with frost - on the inside. My Alpine adventure wasn't quite over. It seems the Transalp really does do what it says on the tank.

Kimi's custom cruiser

Nicknamed "The Iceman", for his cool and collected driving style, Kimi Raikkonen nevertheless displays flashes of his Viking ancestry off the track.
In March this year, rather than prepping for the coming season as were his rivals, Raikkonen was winning a snowmobile race in is native Finland, with the pseudonym "James Hunt". Later that year saw him compete under the same name, this time in a powerboat race and dressed as a gorilla.

That however is tame compared to Raikkonen's antics in 2005 at London strip club "For Your Eyes Only" where he cavorted with a lapdancer before performing his own striptease. His team boss at the time, Ron Dennis was said to be less than amused. Still, whatever it is he does to blow off steam away from the track certainly appears to keep him focused while he's on it; his consistency gained him the F1 World Championship by just one point.

Reportedly the highest paid Grand Prix driver, Raikkonen could surely have celebrated in just about any way in which he saw fit but in fact what he chose to do was commission a custom motorbike from Walz Hardcore Cycles of Hockenheim, Germany. Having previously created "Iceman" for the driver, this new bike is imaginatively dubbed "Iceman 2". Well bike builders are famed for their creativity with metal, not words. The machine, a drop-seat hardtail is finished in Ferrari red and carries Prancing Horse badges. With absolutely no rear-suspension and an F1-esque back tyre, Iceman 2 looks better suited to smooth race tracks than the open road. Still Raikkonnen does always have the option of his company car, an F430.

Suzuki GSX650F

At a glance, you'd be forgiven for thinking the GSX650F belongs in Suzuki's superbike family. It's much sharper and more purposeful than its predecessor, the GSX600F which was fondly referred to as the Teapot due to its round, odd styling.
This replacement GSX650F is fully faired with the familiar Gixxer styled paint scheme and even shares the K5/K6 GSX-R1000's dual, vertically stacked headlight housing with the surrounding ram air look.








The instrument display has also been donated from the Gixxer range (including the gear indicator) but there are tell-tale signs that immediately distinguish this bike from its superbike relatives - the indicators protrude from the front bodywork instead of being integrated into the mirrors, the exhaust pipe's fat and round and the one piece seat and pillion grab-rail confirms the bike's practical character. It's an everyday bike that's managed to combine common sense with capability and the results are very impressive.

Suzuki's superbikes have an instantly recognisable image. They're so distinctive that many bikers dream of belonging to the family, but sometimes a Gixxer won't quite fit the bill. Perhaps it's down to a rider's lack of experience or ability; maybe it's the need for something more comfortable and practical. Or maybe they'd just prefer a bike that's less intimidating and cheaper. Hence the introduction of the GSX650F, which is an affordable budget bike at just £4,999 and the perfect stepping stone to the Gixxer range. However, don't assume that means there's a sacrifice somewhere along the line because there just isn't.
Powerplant

You'd also be forgiven for assuming it's simply a fully-faired Bandit 650. It is, but it also has its own identity and it's a quite different riding experience than the naked Bandit. The donor Bandit 656cc, four-cylinder power unit has been revised with different engine mapping to offer more power at the top of the rev range for the GSX650F. Where the Bandit tends to produce its torque and power low down, this bike has a sportier feel. There's still a strong emphasis on midrange power and the bike pulls steadily and smoothly from 4,000rpm.

This is due to Suzuki's dual throttle valve fuel-injection system where the throttle activates a primary valve and the bike's ECU 'electronic brain' has charge of a secondary valve. For really defiant overtakes and a more focused feel, you can stir the silky smooth six-speed box and keep the revs between 6,000 and 8,000rpm, only licking the 12,500rpm red line if the buzz of the ride takes over. During the launch in France, I was pleasantly surprised at how easily the bike adapted to my various demands.
Comfort

Pottering gently through the quaint villages highlighted just how comfortable the riding position is. The handlebars are, of course, flatter than the Gixxer's, so you don't have that poised-for-action stance, but the benefits are less pressure on the wrists and a more relaxed ride for your legs. The bars are also rubber mounted to reduce vibrations. The more upright position means you've a clear view of the road ahead, without the bum-up, head-down style of a GSX-R. Longer journeys and motorway miles are more manageable too.

The one piece seat is perfect for carrying a pillion and, although I didn't take a back seat myself, I did sneak a quick perch and I'm pretty confident the ride would be as comfortable on the back as it is the front. The grab rail is easy to find and you certainly don't have the sensation that you're sitting five feet above the rider with your knees up round your ears. The Gixxer-styled full fairing facilitates a healthy top speed and despite the wintry winds constantly threatening to blow me off line, the Suzuki triumphed in every way. Even when a sudden, albeit pretty, snowstorm tested the bike's weather protection, I failed to find a flaw.
Ride and handling

Testing the bike's sporty nature was a total blast. With the throttle back to the stop, you feel immersed in the complete riding experience without ever feeling overwhelmed (by comparison to the full-on sports bikes it visually imitates) and the handling is spot on. The suspension comprises conventional 41mm forks with adjustable preload up front and adjustable preload/rebound at the rear. I left everything as standard and pushed as hard as I dared in such cold conditions. But again, the Suzuki stood proud as teacher's pet complete with a rosy red apple and confident smirk. It's not superbike-taught, but nor is it armchair-tourer wallowy - it's just right, whether you're hooning around or merely travelling from A to B.

The GSX650F is shod with the same Bridgestone tyres as the Bandit, but the front is a different compound. The grip on offer encouraged me to indulge in the bike's almost split personality until my knee dug firmly onto the French asphalt and my grin threatened to burst clean out of my lid. The four-piston, Tokico callipers at the front and Nissin two pots at the rear had no trouble in rapidly reducing my mph. Actually, they were far more effective than my own resolve in scrubbing off speed. I had so much fun, I distinctly remember being disappointed when I realised we'd finally completed the test route and the day's ride was all but over.
Verdict

It's the little things as well as the rideability that makes this bike work so well. For example, because the exhaust downpipes are now trickier to reach compared to the exposed Bandit, they're are coated in a protective black finish to help preserve them. Suzuki has certainly covered all the bases with the GSX650F. It's perfect for one or two-up trips, young or older riders, sporty or sedate styles and like the GSX-R600 and SV650, there's even a free 33bhp restrictor kit available for novices if they buy the bike new. I'm not suggesting this bike's equally as sporty, or as focused as a Gixxer. But it is agile, fun and more than capable of dealing with whatever you throw at it.