Hit the jump and see how the new traction control system (KTRC) works.

2010 Kawasaki Concours 14 Review

Recently, while returning a CRF230M to American Honda’s main offices I spotted the new-to-the-U.S. NT700V sitting amongst the gaggle of bikes set aside for the moto media.

Since the bike has yet to be formally introduced to all media, I certainly wasn’t able to ride, but I did saddle up to it and fiddle around, so I thought I’d pass on a few firsthand quick-take notes.

Straightaway, it was slimmer than what I expected based on my impression from photos. Lifting it off the sidestand took less effort that what I anticipated for a middleweight sport-tourer, so it seems relatively light despite a claimed fueled-up weight of 562 lbs on the ABS model.

I was struck next by how low the saddle was. Were the seat a tad narrower, or I had a little more than a 30-inch inseam, I could’ve easily and firmly planted both boots. As it was, I was nearly flat-footing it anyway.

The electronically adjustable windscreen size seems to strike a good balance between being big enough to deflect most of the wind someone standing 5-foot 8-inches might experience, yet it’s not nearly as large as the screen on the ST1300.

The handlebar is a simple steel one-piece chrome job providing an easy reach for the rider. The dash seemed functional and straightforward, with an analog speedo and tach as the primary info givers. And there’s at least one locking compartment in the dash-area fairing, similar that on the ST1300. Additionally, the remote preload adjuster knob for the shock is easily accessed behind the rider’s left leg, just like on the ST1300.

All this stuff was good news in my opinion; however, nothing caught my attention as much as the integrated hard saddlebags. You can’t really get a sense from photos just how integrated the boxes really are.

They blend so well with the rest of the bodywork they seem like a mildly bulbous protrusion rather than built in luggage. In fact, looking at them from the exterior at first leads you to think they won’t hold more than a T-shirt.

Of course they’ll hold far more than that, but I wasn’t convinced there’s enough room for a full-face helmet like the ST1300’s bags are capable of stowing. Also, as noted in the recent announcement on of the NT, there’s a space between the inner rear portion of the bags that allows long items, like, say a rolled-up poster of your favorite roadracer, to fit between the bags. Lastly, the opening latch for the bags is more of a push-button operation as opposed to unlocking and lifting a latch like on the ST1300.

I didn’t get the chance to fire up the Twin that powers the NT, but when the engine’s running, it’ll pump out burnt fuel mixture through a single exhaust can that looks identical to the cans on the ST1300.

After playing around on the new NT700V for a few minutes the first thing that came to mind was what an excellent commuter this bike will make, not to mention another great addition to the sport-touring market.

The introduction of the NT700V to the U.S. market should nicely fill the hole left by the absence of the Honda Pacific Coast (PC800), not seen here as part Honda’s line-up in over 10 years.

Related Reading: 2010 Honda’s Revealed

Honda has a dedicated website for the V4 where you can enter for a chance to win a spot to be one of the first to test drive the new bike, unfortunately, the contest is only open to Europeans.

Hit the jump to see the new promo video (you can hear what the motorcycle sounds like!) and an interview with design project leader, Teofilo Plaza.

The Can-Am Spyder is an interesting beast (arachnid?).  A snowmobile for the road, one might say.  In any case, it’s automotive spectacle that is hard to ignore.

Do you love it, or do you hate it?

If you are at all curious about this beast, head over to the Can-Am Spyder Forums and have a look around.  People have already been posting their pictures, reviews, questions and rants about their Spyders.

If you’re an interested buyer, or just plain curious as to how much you could snag one of these things, why not get a free price quote?

Price quotes for:

2009 Can-Am Spyder Roadster SM5 (Specs)

2009 Can-Am Spyder Roadster SE5 (Specs)

Check out the rest of the article for Motorcycle.com’s video review of this … thing!  Head over to Motorcycle.com for a full written review.

Machineart Industrial Design, Slims down and smooths out the most popular adventure touring bike on the market today, the BMW R1200 GS. The R1200GSM (M for Machineart) is designed to be a sleeker, sexier version of the stock GS. The GSM was built to promote the MachineartMoto brand of aftermarket parts for the current GS. Machnieart-moto products are sold through www.machineartmoto.com or dealers.

Machineart ID R1200 GSM and BMW R1200 GS

The GSM Design

Machineart’s design creates a new design language that is more beautiful, characterized by line and surface flow, while retaining the essential GS attributes of toughness, versatility, and customizability. The GSM concept achieves beauty and sophistication in a market segment where appearance has been secondary to functionality. The design looks ahead, reflects modern design principles and succeeds in its purpose to stimulate enthusiasts and promote the sale of MachineartMoto products.

Direct Digital Manufacturing

GSM body parts were modeled in Alias Studio Tools and SolidWorks 3D CAD software, and produced in ABS-M30 plastic directly from 3D CAD data using two Fortus 3D Production Systems (www.fortus.com) from Stratasys. Fortus systems use FDM, the leading technology in 3D printing and 3D production. Fortus systems eliminate the need to make tooling to mold plastic parts and allow easy revision and customization from one set of parts to the next.

Planning the new look

Carefully modelled parts in Alias Studio Tools and SolidWorks 3D CAD software

Smooth new plastic parts

First coat of radiant red paint

Find more information from the official site: http://www.machineartmoto.com/

Fans of the 1967 Moto Guzzi V7 need not be worried about their beloved bike being bastardized for the sake of publicity. More than four decades after introducing the original large displacement V-Twin, Moto Guzzi has created a new chapter of history in the US market with the debut of their 2009 V7 Classic.

Originally commissioned by the Italian police force, the V7 gained a loyal following and moved to mass production, where numerous variants such as the V7 Sport, V7 Special and the U.S. market versions V7 Ambassador, Eldorado and California were created.

The new V7 Classic is simple yet stylish. Powered by a four-stroke 744cc 90-degree V-Twin mated to a five-speed gearbox, the new V7 utilizes modern innovations like graphite low-wear pistons, Brembo brakes and an electronic Weber Marelli fuel injection system, which certainly wouldn’t have come as standard equipment in 1967.

The V7 will be offered exclusively in Moon White pearl paint with classic Moto Guzzi tank decals. Designers were careful to style the new V7 Classic in a way that would honor several variants of the V7 model over the years without appearing tacky, over done or contrived. If more people held icons of the past in such esteem, we would all be better off.

If you are interested, you can enter the contest mini-site here. Or you can read our 2009 Can-Am Spyder SE5 Review. When you’re all done that, check out the Specs on the 2008 model and leave your own review.

Discuss it on the Can-Am Spyder forum.