Saturday, October 17, 2009

DUCATI Monster 696 review, specifications, wallpapers

Motorcycle Wallpapers
DUCATI Monster 696 (2009) motorcycle, general information, review and specifications
The ‘less-is-more’ philosophy that made the Monster a motorcycling icon is now further enhanced to redefine your naked expectations. With its slim waist and wide handlebars, the new Monster is the ideal bike for all styles, whether riding downtown or enjoying the most exciting of open roads.

Ducati Monster 696 (2009)

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Ducati Monster 696 Review

There I was in the midst of it, decked in my finest T-shirt damp with 16 hours of travel perspiration, cargo shorts, year-old cross-trainers, four bags of gear in tow and late for dinner. Thanks for that, British Airways!

All I kept thinking to myself, as I tried to blend in like a cat at a dog show was, "I guess Italians and Spaniards really are that good looking." That, and how important a humble little air-cooled two-valve roadster must be to Ducati.

For all the glitz, glam and exposure Ducati's renowned 1098 and its variants have received in the past year and a half, you could almost lose sight of the fact that the Bologna, Italy, bike maker has any other products. Accolades from prestigious motopublications to the average Ducatisti heaped upon the brilliant Twin are deserved; it is a machine that has ratcheted Ducati's name up to the stratosphere on the scale of all things desirable. A home in the South of France, private jet, fine wines, beautiful spouse, exotic automobiles, admiration by those we admire, high-performance Ducati sportbike. Yes, a bright red Duc 1098 (or Desmosedici!) is right at home in that imaginary life.

Alas, we're quick to forget the little guy. The glory-grabbing superbikes from Ducati owe much to the sustainability of the Monster line, now 17 years after it was first seen. Ducati knows this. They know it to the point that opening night of the world press introduction for the 2009 Monster 696 in Barcelona was a gala dinner at the Museu D'Art Contemporani De Barcelona, replete with local dignitaries including Italy's ambassador to Spain and all the Ducati chieftains.

Before I sheepishly sneaked away from the dinner table, averting my gaze when any impeccably groomed, tan-skinned persons passed by for fear of them recognizing me the following day by my pauper's toggery, I noted various trademark components of the new bike, large and small, were displayed like the art that many consider them to be. The Monster, it was everywhere.

Though the most recent iteration of the tiniest Monster, the 695, is only two years old, comparing the 695 visually to the 696 makes the former look years older than it is. The round headlamp, uninspired mirrors, trellis subframe hidden mostly from view, traditional and traditionally placed exhaust cans, simple instrument cluster, vanilla indicators and taillight and box-section swingarm, to name a few pieces, simply make the 695, however functional it may be, look unattractive when pitted next to its replacement. The new little Monster is as much an exercise in styling as it is a general improvement.

The 696’s simplified trellis main section is meatier (same stock as the 1098R) and now joins with a cast-aluminum subframe that blends so well that the eye can be fooled into thinking no subframe exists. A new hefty swingarm and unique footpeg hanger complete the package.

Overall dimensions remain largely the same save for a minute 4/10ths of an inch increase in the wheelbase (56.7 vs. 57.1); rake and trail are still 24-degrees and 96mm, respectively. One figure that hasn't changed is the rider-friendly 30.3-inch saddle height. Combined with a fuel tank reshaped for narrowness where it meets the seat, the rider triangle has only become friendlier and should be very endearing to the ladies with its easy reach to the bars. Despite a tighter design, cramped never came to mind on my two separate ride outings. It was equally as cozy droning the freeway as it was hustling through the tight mountain passes. Lest I'm accused of not being impartial, some taller riders, say those well over 6 feet, may feel a tad confined.

Still serving as a stressed member in the frame is a revised L-Twin engine that, oddly, retains identical bore and stroke (88 x 57.2mm) from the 695. Go figure on 696; must be one more way to disassociate the bikes. A reshaped cylinder and head, similar to those on the Multistrada and Hypermotard, optimizes flow to new ports. Further refinements see the camshaft's bearing surface directly in the new head. Get rid of actual bearings and you get rid of weight while simplifying design. Let's hope the baby of durability doesn't go out with the bath water of simplicity. Larger valves (Int. 43 to 44mm, Exh. 38 to 38.5mm) with higher lift (Int. 10.8 to 11.2mm, Exh. 10.3 to 10.8mm) are thrown in the mix. Cooling fins created in a new casting process have been reshaped, moved closer together and increased in number for improved, well, cooling. New side and belt covers finish off engine updates.

All these changes combine to give the 696 a marginally increased compression ratio (10.7 vs 10.5:1) and a claimed 80 hp at 9000 rpm with just under 51 ft-lbs of torque at 7750 rpm; a 500 and 1,000 rpm increase, respectively. Taking those digits at face value means the new Duc is good for 7 additional horsepower and roughly 6 more ft-lbs over the 695.

Thanks to the myriad of changes to engine internals for lightness sake, the 695cc powerplant spins up quickly and effortlessly. Power and torque are ready and willing down low with very linear Twin power up to approximately 4k where my seat-o’-the-pants dyno detected a soft spot lasting just about 500 rpm. Crest this zone and it's power on till well past 10,000 rpm. Happiest times are had, however, as you meter the throttle between 6-8500 rpm, slinging the little naked corner to corner, gleefully hunting bigger and, theoretically, faster bikes.

One carry-over from the 695 is Ducati's APTC (Adler Power Torque Clutch). Put simply, a slipper clutch. This little number works incredibly well, even better than a number of back-torque limiting clutches I've sampled on sportbikes with much bigger numbers: horsepower, torque and MSRP. Clutch action at the lever was feathery-light, albeit with a long throw that necessitates slipping the clutch from stops. As for the slipper, only once was I able to get the slightest wiggle from the back end after an aggressive three-gear downshift. Otherwise its action was virtually imperceptible and thereby brilliant!

Since gear ratios in the 6-speed box are unchanged we know that gearing is way too tall; thankfully the healthy amount of torque becomes usable as low as 2700-3000 rpm and is capable of overcoming the gearing deficit. A quick inquiry to the Ducati N.A. public relations good guy, John Paolo Canton, revealed that tall gearing is utilized to meet those pesky E3 standards.

When Editor Duke tested the 695 in late summer last year he commented that fueling was... Ah, let's just quote him. "[The] fuel mapping needs a compass." A man of few words, that Duke guy. Perhaps then the switch from Marelli to Siemens EFI spraying into the same 45mm T-bodies on the 696 has made a difference, as I found throttle response nearly flawless with only the slightest sputter at very low rpm. Beyond this, throttle response was as close to instant as you would want and fueling was smooth.

Another easy cue to the bike's redesign is the dual high-mount exhaust. The headers now snake up and behind the rear cylinder joining for a heartbeat in a short section of tube only to separate again into two canisters tucked just to the outside edge of the tailsection. This, says Ducati materials, helps keep heat away from the rider, aids torque and horsepower and keeps the area near the footpegs clutter-free so they (the pegs) can be closer together with the net effect being a trimmer bike at the center.

Speaking of trim, the 696 has an all-new fuel "tank." What you see ain't exactly what you get here. The plastic, or nylon resin, or whatever high-quality material that the faux tank is made from is 20mm shorter fore and aft than the previous model's tank resulting in what feels like a lower seat. The benefits, if not obvious, equal a shorter reach to the bars with a shape that welcomes shorter riders. Underneath the plastic you'll find the fuel cell with the airbox just fore of it. Because of the new location of each, both have their capacities increased by about one liter (3.8 gallons for fuel and 2.6 gallon airbox). What's really slick about this new arrangement is that both halves of the false tank can be removed, either for damage repair, or merely for you styling needs. Tired of the color scheme? Unbolt old, bolt-on new: voila! The astute reader will note one more nuance on the tank. The forward and upper portion has two small, screened cutouts that serve as intakes to the airbox while allowing the switchgear room to move at full steering lock that's increased to 64 degrees.

More standouts, some very important, include an LED taillight, an all-new ultra-compact "triple parabola" headlamp and single instrument (DDA) Ducati Data Analyzer-ready that "continues the tradition of all Ducati’s latest-generation hypersport models". At a glance, the digital tach is easily read and all info is toggled from one switch on the left switchgear. Unfortunately, it seems one thing hasn't changed for Ducati: the lack of an indicated redline.

City slick, canyon swift
For all my time as a motorcycle messenger in Los Angeles, I'm not sure I could fare successfully on my own in Barcelona's (everybody with me now, say it in Catalonian, Barthelona!) typically European surface streets. The lack of grid-like intersections, single-colored street markings and generally confusing interchanges, as much as it pains me to say this, had me frazzled. My cool exterior was blown, but not the Monster's. The new 696 is entirely at home and adept at city environs as much as it is on the highways or canyon roads. Its slim center and 15-pound claimed dry-weight savings (370 lbs vs. 355 lbs) makes dealing with stop-and-go traffic a simple chore, as putting your foot down at lights, or wherever, is a breeze.

After a few hairy urban moments our ride led us to the hills just outside of the former Olympic host city and soon we were in much more comfortable territory for me: undulating, tight passes. The compactness that creates a city-friendly mount also contributes to an absolutely brilliant canyon-carver. The 696's wide bars and narrow waist make transitioning from corner to corner nothing but a bunch of giggles as you search deeper and deeper into the bike's robust powerband, each turn coming a little quicker. The stout trellis-subframe-swingarm combo translates into an incredibly stable ride. This, along with the user-friendly engine, I can immediately proclaim to be a key characteristic of the new Monster.

Aiding the great chassis are new 43mm inverted Showa fork and a Sachs shock. I found nothing derogatory to say about the pairing of suspenders so wonderfully matched to the chassis.

Braking componentry is equally as new and nearly as wonderful. Twin rotors (riding on Marchesini wheels of the same size as last year) grew by 20mm to 320mm; and instead of the same pair of dual-piston clampers from last year, the 696 receives a powerful set of radial-mount four-pot Brembos. Maybe different pad material might improve feel a little more on what are otherwise highly-capable brakes. But, hey, I'm a critic! Or is it cynic?

We don't live in a perfect world, and some would say, however trifle the complaints, the 696 isn't perfect. The mirrors, stylish though they are, aren't very functional. The field of view is too restricted, they're a bit buzzy and look to be cheap, plastic-y pieces. And though I didn't have an issue with the reach to the brake and clutch levers, I could be convinced that their lack of adjustability seems insensitive considering this Monster is clearly in the arena of many female riders who often have smaller hands than their dude counterparts. Additionally, thinking of lady passengers this time, the heat shield on the new exhaust cans is almost non-existent, potentially making for one unhappy guest.

"It's a Monster!"
Like Giulio Malagoli, the Monster's lead engineer, said of his creation, "Isa one hundreda percenta Ducati. For sure-a it'sa Monster."

Ducati knows what butters its exotic bike bread, and for you, Monster fan, they've created the new 696 in a sharp new package. The improvements to the chassis, suspension and braking are complemented by a smartly revised mill, with the bike's looks and accouterments as most delicious icing on the cake.

If you're an experienced rider looking for a multi-tool ball-of-fun with loads of character, or a new or shorter rider, or a long-time devotee of this line of minimalist Italian bikes, be sure to get your deposit in soon, as my guess is that they'll be flyin' out the door faster than free cheese. Hopefully you’re the patient type, though, as the bike isn't slated to appear in the U.S. until June-ish '08 as a 2009 model. The 695 will complete its full production run during that time, so there'll be some overlap for awhile. When the 696 does hit American dealers, we'll be getting the model with pillion cover and little flyscreen as standard, all for $8775.

Look out, SV650 lovers. Those willing to pay will be ready to play!
(By Pete Brissette, Apr. 16, 2008)

General information

Model: Ducati Monster 696
Year: 2009
Category: Naked bike
Rating: 81.2 out of 100. Show full rating and compare with other bikes
Safety: See our safety campaign with the high safety rated bikes in this category.

Engine and transmission
Displacement: 696.00 ccm (42.47 cubic inches)
Engine type: V2
Stroke: 4
Power: 78.85 HP (57.6 kW)) @ 9000 RPM
Torque: 50.60 Nm (5.2 kgf-m or 37.3 ft.lbs)
Compression: 10.7:1
Bore x stroke: 88.0 x 57.2 mm (3.5 x 2.3 inches)
Fuel system: Injection. Siemens electronic fuel injection, 45mm throttle body
Valves per cylinder: 2
Fuel control: Desmodromic valve control
Starter: Electric
Cooling system: Air
Gearbox: 6-speed
Transmission type final drive: Chain
Clutch: APTC wet multiplate with hydraulic control

Physical measures
Dry weight: 161.0 kg (354.9 pounds)
Seat height: 770 mm (30.3 inches) If adjustable, lowest setting.
Wheelbase: 1,450 mm (57.1 inches)

Chassis and dimensions
Frame type: Tubular steel trellis frame
Rake (fork angle): 24.0°
Front suspension: Showa 43mm upside-down forks
Front suspension travel: 120 mm (4.7 inches)
Rear suspension: Progressive linkage with preload and rebound Sachs adjustable monoshock
Rear suspension travel: 148 mm (5.8 inches)
Front tyre dimensions: 120/60-ZR17
Rear tyre dimensions: 160/60-ZR17
Front brakes: Double disc
Front brakes diameter: 320 mm (12.6 inches)
Rear brakes: Single disc
Rear brakes diameter: 245 mm (9.6 inches)
Exhaust system: 2 aluminium mufflers

Speed and acceleration
Power/weight ratio: 0.4898 HP/kg

Other specifications
Fuel capacity: 15.00 litres (3.96 gallons)
Color options: Red (red/black), Matte Black (black/black), White (black/black)


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DUCATI Hypermotard 1100 wallpapers (2009)

Motorcycle Wallpapers
DUCATI Hypermotard 1100 (2009) motorcycle, general information, review and specifications

Ducati Hypermotard 1100 (2009)

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DUCATI Models >

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Ducati Hypermotard (2009)

The Hypermotard takes on urban canyons and mountain curves with total abandon. Its purpose is single-minded - to thrill.


General information

Model: Ducati Hypermotard 1100
Year: 2009
Category: Super motard

Engine and transmission
Displacement: 1078.00 ccm (65.78 cubic inches)
Engine type: V2
Stroke: 4
Power: 90.00 HP (65.7 kW)) @ 7750 RPM
Torque: 103.05 Nm (10.5 kgf-m or 76.0 ft.lbs) @ 10500 RPM
Compression: 10.5:1
Bore x stroke: 98.0 x 71.5 mm (3.9 x 2.8 inches)
Fuel system: Injection. Marelli electronic fuel injection, 45mm throttle body
Valves per cylinder: 2
Fuel control: Desmodromic valve control
Starter: Electric
Cooling system: Air
Gearbox: 6-speed
Transmission type final drive: Chain
Clutch: Dry multiplate with hydraulic control

Physical measures
Dry weight: 179.0 kg (394.6 pounds)
Seat height: 845 mm (33.3 inches) If adjustable, lowest setting.
Wheelbase: 1,455 mm (57.3 inches)

Chassis and dimensions
Frame type: Tubular steel trellis frame
Rake (fork angle): 24.0°
Front suspension: Marzocchi 50mm fully adjustable upside-down fork
Front suspension travel: 165 mm (6.5 inches)
Rear suspension: Progressive linkage with fully adjustable Sachs monoshock. Aluminium single-sided swingarm
Rear suspension travel: 141 mm (5.6 inches)
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 180/55-ZR17
Front brakes: Double disc
Front brakes diameter: 305 mm (12.0 inches)
Rear brakes: Single disc
Rear brakes diameter: 245 mm (9.6 inches)
Exhaust system: Lightweight 2-1-2 system with catalytic converter and lambda probe.

Speed and acceleration
Power/weight ratio: 0.5028 HP/kg

Other specifications
Fuel capacity: 12.40 litres (3.28 gallons)
Color options: Red(Red/Black), White (Red/Black)

Comments: Speedometer, rev counter, clock, maintenance schedule, oil temperature, oil pressure warning light, battery level, fuel reserve warning light, trip fuel, indicator light, neutral light, injection system diagnostics, lap time memory storage, automatic light-off function after 60 secs key-on, immobiliser. The instrument panel menu functions are controlled from the left-hand switchgear. Ready for DDA system.


Motorcycle Insurance info
http://www.progressive.com/

Choose Progressive motorcycle insurance for your bike or ATV and receive far-reaching coverage and specialized claims service from the No. 1 motorcycle insurance group in the country. For more than 35 years, our motorcycle insurance plans have protected bikes and riders. Start with a motorcycle insurance quote and get the motorcycle insurance you desire. From your motorcycle insurance quote through any claims you may have, our experts provide the peace of mind you seek when starting a motorcycle insurance quote.

If you're looking for auto insurance instead of motorcycle insurance, we can help you with that, too. Progressive offers auto insurance quotes, motorcycle insurance quotes and more.
Customized Motorcycle Insurance and Fast Motorcycle Insurance Quotes

Progressive motorcycle insurance offers customized motorcycle insurance to fit your needs. Our Customized Motorcycle program features Custom Parts and Equipment (CPE)/Accessory coverage, Comprehensive and Collision coverage, loss settlement options, and more. A customized motorcycle insurance policy takes just minutes, too, starting with a motorcycle insurance quote. Get a motorcycle insurance quote today.

Motorcycle Insurance Quotes and Options
Get a Progressive Motorcycle insurance quote. We offer a variety of motorcycle insurance coverages, including Bodily Injury and Property Damage Liability, Medical Payments, Roadside Assistance, and more. Enjoy extensive coverage options with Progressive motorcycle insurance — get a motorcycle insurance quote today.

Motorcycle Insurance Quotes for All Types of Bikes
Choosing the right motorcycle insurance means sifting through the many motorcycle insurance policy options available. Progressive provides the information you need to get the best motorcycle insurance coverage for your bike or ATV, starting with a motorcycle insurance quote. Our motorcycle insurance quotes will help you find the right policy and price. Get a motorcycle insurance quote now.

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From cruisers to scooters, you can get a Progressive motorcycle insurance quote for all types of bikes. Get a motorcycle insurance quote and see how our motorcycle insurance quotes can save you money, while providing the coverage you need. Don’t wait! Get a motorcycle insurance quote now. No. 1 in motorcycle insurance. Now that's Progressive.

DUCATI motorcycle MODELS


List of DUCATI Models




Ducati 2012
• DUCATI Diavel
• DUCATI Diavel Cromo
• DUCATI Diavel Carbon
• DUCATI Diavel AMG Special Edition
• DUCATI Hypermotard 1100 EVO
• DUCATI Hypermotard 1100 EVO SP
• DUCATI Hypermotard 1100 EVO SP Corse Edition
• DUCATI Hypermotard 796
• DUCATI Monster 1100 EVO
• DUCATI Monster 796
• DUCATI Monster 696
• DUCATI Multistrada 1200
• DUCATI Multistrada 1200S Sport
• DUCATI Multistrada 1200S Touring
• DUCATI Multistrada 1200S Pikes Peak
DUCATI Streetfighter 848
• DUCATI Streetfighter S
DUCATI 1199 Panigale
• DUCATI 1199 Panigale S
• DUCATI 1199 Panigale S Tricolore
• DUCATI 848 EVO
• DUCATI 848 EVO Corse SE
Ducati 2011

• DUCATI Diavel
• DUCATI Diavel Carbon
• DUCATI Hypermotard 796
• DUCATI Hypermotard 1100 EVO
• DUCATI Hypermotard 1100 EVO SP
• DUCATI Monster 696
• DUCATI Monster 796
• DUCATI Monster 1100
• DUCATI Monster 1100S
• DUCATI Multistrada 1200
• DUCATI Multistrada 1200S Sport
• DUCATI Multistrada 1200S Touring
• DUCATI Streetfighter
• DUCATI Streetfighter S
• DUCATI 848 EVO
• DUCATI 1198
• DUCATI 1198 SP
• DUCATI 1198R Corse Special Edition


Ducati 2010
Hypermotard 796
Hypermotard 1100 Evo
Monster 696
Multistrada 1200 S
Multistrada 1200
848 Nicky Hayden Edition
Monster 1100
848
1198
1198 S

Ducati 2009

Hypermotard 1100
Monster 696
• Monster 1100
• Multistrada 1100s
• Multistrada
• GT1000
• GT Touring
• Streetfigther
1098 R Bayliss LE
1198
1198S
• Several

Ducati 2008
Hypermotard 1100
• Monster 696
• Monster S2R
• Monster S4R S
• Monster S4R S Tricolore
• Multistrada 1100
• Multistrada 1100s
• GT1000
Superbike 1098
• 1098S
848
Superbike 1098R
• 1198S
Desmosedici RR

Ducati 2007
• DUCATI Hypermotard
DUCATI Monster S4R Testastretta
• DUCATI Multistrada 1100
• DUCATI Sport 1000 Biposto
• DUCATI Sport 1000 S
• DUCATI 1098

Ducati 2006
HM Hypermotard Concept
• Monster 695
• Monster S4Rs
• GT1000
• Desmosedici RR prototype

Ducati 2005
• DUCATI Monster 620
• DUCATI Monster 1000
• DUCATI Monster 1000S
• DUCATI Monster S2R
• DUCATI Multistrada 620
• DUCATI Multistrada 1000s DS
• DUCATI Multistrada
• DUCATI Paul Smart 1000 Limited Edition
• DUCATI Sport 1000
• DUCATI ST3
• DUCATI ST4s
• DUCATI 749
• DUCATI 749 S
• DUCATI 999
• DUCATI 999R
• DUCATI 999S

Ducati 2004
• DUCATI Monster 620
• DUCATI Monster 620 Single Disc
• DUCATI Monster 800
• DUCATI Monster 1000S
• DUCATI Monster S4R
• DUCATI Multistrada 1000 DS
• DUCATI ST3
• DUCATI ST4s ABS
DUCATI 749
• DUCATI 749 S
• DUCATI 999
• DUCATI 999S
• DUCATI 800
• DUCATI 1000 DS

Ducati 1974
• DUCATI 750 SS

Ducati 1973
• DUCATI 750 Sport

Ducati 1972
• DUCATI 750 Imola

DUCATI


Ducati Motor Holding S.p.A. is a privately owned Italian motorcycle manufacturer located in Bologna, Italy. Ducati has achieved prominence in the motorcycle industry and in motorcycle racing.

In 1926, three brothers, Adriano, Marcello and Bruno Ducati, founded Societa Scientifica Radio Brevetti Ducati in Bologna to produce vacuum tubes, condensers and other radio components, becoming successful enough by 1935 to construct a new factory in the Borgo Panigale area of the city. Production was maintained during World War II, despite the Ducati factory being a repeated target for Allied bombing.

Meanwhile, at the small Turinese firm SIATA (Societa Italiana per Applicazioni Tecniche Auto-Aviatorie), Aldo Farinelli began developing a small pushrod engine for mounting on bicycles. Barely a month after the official liberation of Italy in 1944, SIATA announced its intention to sell this engine, called the "Cucciolo" (Italian for "puppy," in reference to the distinctive exhaust sound) to the public. The first Cucciolos were available alone, to be mounted on standard bicycles, by the buyer; however, businessmen soon bought the little engines in quantity, and offered complete motorized-bicycle units for sale.

In 1950, after more than 200,000 Cucciolos had been sold, in collaboration with SIATA, the Ducati firm finally offered its own Cucciolo-based motorcycle. This first Ducati motorcycle was a 60 cc bike weighing 98 lb (44 kg) with a top speed of 40 mph (64 km/h) had a 15 mm carburetor giving just under 200 mpg (85 km/L). Ducati soon dropped the Cucciolo name in favor of "55M" and "65TL".

When the market moved toward larger motorcycles, Ducati management decided to respond, making an impression at an early-1952 Milan show, introducing their 65TS cycle and Cruiser (a four-stroke motor scooter). Despite being described as the most interesting new machine at the 1952 show, the Cruiser was not a great success, and only a few thousand were made over a two-year period before the model ceased production.

In 1953, management split the company into two separate entities, Ducati Meccanica SpA and Ducati Elettronica, in acknowledgment of its diverging motorcycle and electronics product lines. Ducati Elettronica became Ducati Energia SpA in the eighties. Dr. Giuseppe Montano took over as head of Ducati Meccanica SpA and the Borgo Panigale factory was modernized with government assistance. By 1954, Ducati Meccanica SpA had increased production to 120 bikes a day.

In the 1960s, Ducati earned its place in motorcycling history by producing the then fastest 250 cc road bike available, the Mach 1.[7][8][9] In the 1970s Ducati began producing large-displacement L-twin (i.e. a 90° V-twin) motorcycles and in 1973, released an L-twin with the trademarked desmodromic valve design. In 1985, Cagiva bought Ducati and planned to rebadge Ducati motorcycles with the lesser-known Cagiva name (at least outside of Italy). By the time the purchase was completed, Cagiva kept the "Ducati" name on its motorcycles. In 1996, Texas Pacific Group bought a 51% stake in the company for US$325 million; then, in 1998, bought most of the remaining 49% to become the sole owner of Ducati. In 1999, TPG issued an IPO of Ducati stock and renamed the company Ducati Motor Holding SpA. TPG sold over 65% of its shares in Ducati, leaving TPG the majority shareholder. In December 2005, Ducati returned to Italian ownership with the sale of Texas Pacific's stake (minus one share) to Investindustrial Holdings, the investment fund of Carlo and Andrea Bonomi.

From the 1960s to the 1990s, the Spanish company MotoTrans licensed Ducati engines and produced motorcycles that, although they incorporated subtle differences, were clearly Ducati-derived. MotoTrans's most notable machine was the 250 cc 24 Horas (Spanish for 24 hours).


Motorcycle Insurance info
http://www.progressive.com/

Choose Progressive motorcycle insurance for your bike or ATV and receive far-reaching coverage and specialized claims service from the No. 1 motorcycle insurance group in the country. For more than 35 years, our motorcycle insurance plans have protected bikes and riders. Start with a motorcycle insurance quote and get the motorcycle insurance you desire. From your motorcycle insurance quote through any claims you may have, our experts provide the peace of mind you seek when starting a motorcycle insurance quote.

If you're looking for auto insurance instead of motorcycle insurance, we can help you with that, too. Progressive offers auto insurance quotes, motorcycle insurance quotes and more.
Customized Motorcycle Insurance and Fast Motorcycle Insurance Quotes

Progressive motorcycle insurance offers customized motorcycle insurance to fit your needs. Our Customized Motorcycle program features Custom Parts and Equipment (CPE)/Accessory coverage, Comprehensive and Collision coverage, loss settlement options, and more. A customized motorcycle insurance policy takes just minutes, too, starting with a motorcycle insurance quote. Get a motorcycle insurance quote today.

Motorcycle Insurance Quotes and Options
Get a Progressive Motorcycle insurance quote. We offer a variety of motorcycle insurance coverages, including Bodily Injury and Property Damage Liability, Medical Payments, Roadside Assistance, and more. Enjoy extensive coverage options with Progressive motorcycle insurance — get a motorcycle insurance quote today.

Motorcycle Insurance Quotes for All Types of Bikes
Choosing the right motorcycle insurance means sifting through the many motorcycle insurance policy options available. Progressive provides the information you need to get the best motorcycle insurance coverage for your bike or ATV, starting with a motorcycle insurance quote. Our motorcycle insurance quotes will help you find the right policy and price. Get a motorcycle insurance quote now.

Progressive is a proud sponsor of the Women's Motorcyclist Foundation
From cruisers to scooters, you can get a Progressive motorcycle insurance quote for all types of bikes. Get a motorcycle insurance quote and see how our motorcycle insurance quotes can save you money, while providing the coverage you need. Don’t wait! Get a motorcycle insurance quote now. No. 1 in motorcycle insurance. Now that's Progressive.


APRILIA SX 125 motorcycle wallpapers, specification, preview

Motorcycle Wallpapers
APRILIA SX 125 (2008) motorcycle, general information, review and specifications

APRILIA SX 125 (2008)

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APRILIA SX 125 (2008)

Apart from the tinny two-stroke noise coming out the back of the SX125 and RX125 the new learner strokers could pass for a bigger supermoto. But get on board and you’ll find that the power and handling simply doesn’t match up to the looks.

Engine
In days gone by performance two-strokes were about hard-hitting top end power, but emissions law has put paid to that. The once class-leading Aprilia engine has had it’s goolies removed to satisfy Euro3, and the weak bottom end builds in to an unexceptional top-end. Only low-rev fuelling is better than before.

Ride and Handling
Those wide alloy bars give great steering, but even here at the top end of the 125 supermoto class the suspension doesn’t match up to the racy looks. Huge travel and soft springs mean the bike pitches back and forth and loads up in corners. Sticky tyres keeps them right side up, but you expect more from Aprilia. Good over rough surfaces though.

Equipment
The area where the SX125 and RX125 scores over rivals is in kit – Brembo brakes, a digital dash and beautiful alloy spoked rims look lovely. But Aprilia still hasn’t equipped the motor with RS125’s electric start – so it’s left-side kickstart only.

Quality and Reliability
The build quality is superb – shiny fasteners, beautiful alloy components and tough looking plastics are up the spec of the rest of the Aprilia range. The 20 year-old engine should be reliable between piston ring changes given the necessary care – but since when do teens lavish care on a bike?

General information

Model: Aprilia SX 125
Year: 2008
Category: Cross / motocross

Engine and transmission
Displacement: 124.80 ccm (7.62 cubic inches)
Engine type: Single cylinder
Stroke: 2
Torque: 12.20 Nm (1.2 kgf-m or 9.0 ft.lbs) @ 8000 RPM
Compression: 12.5:1
Fuel system: Carburettor. Dell carburetor and #146; Garden VHST 28
Ignition: Electronics to capacitive discharge CDI
Starter: Kick
Lubrication system: Miscelazione separated with volumetric pump and variable capacity
Cooling system: Liquid
Transmission type final drive: Chain

Physical measures
Dry weight: 115.0 kg (253.5 pounds)
Seat height: 870 mm (34.3 inches) If adjustable, lowest setting.
Overall height: 1,390 mm (54.7 inches)
Overall length: 2,165 mm (85.2 inches)
Overall width: 850 mm (33.5 inches)

Chassis and dimensions
Frame type: Chassis in steel to high resistenziale with double beam to attice and double crib with reggisella decomposable
Front suspension: Teleidraulica staple to steles turned upside down from 40mm, excursion rotates 260mm
Front suspension travel: 260 mm (10.2 inches)
Rear suspension: Oscillating Forcellone in steel, hydraulic monoshock-absorber with piggy-back, excursion rotates 270mm
Rear suspension travel: 270 mm (10.6 inches)
Front tyre dimensions: 110/70-17
Rear tyre dimensions: 150/60-17
Front brakes: Single disc. floating clamp to double quantity pistoncino parallel
Front brakes diameter: 260 mm (10.2 inches)
Rear brakes: Single disc. floating clamp to single pistoncino
Rear brakes diameter: 220 mm (8.7 inches)

Other specifications
Fuel capacity: 10.00 litres (2.64 gallons)
Reserve fuel capacity: 1.30 litres (0.34 gallons)



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APRILIA RX125 motorcycle desktop wallpapers

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APRILIA RX125 (2008) motorcycle, general information, review and specifications

APRILIA RX125 (2008)

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APRILIA RX125 (2008)

It was inevitable that the innovative SXV and RXV would extend their influence to other members of the Aprilia range sooner or later. The world-beating styling, performance and technology of these fantastic machines was obviously destined to engender a family of eye-catching and modern off-road motorcycles. The SX 125 and RX 125 are the latest off-road machines from Aprilia. Specialist and refined, they are the obvious choice for young riders who want to stand out from the crowd.

The SX and RX are both built to deliver total rider satisfaction. Though the technology is basically the same, it has been adapted to match the different specialities. The SX and RX 125 share the same body, frame, engine and suspensions but are designed for very different passions.

With its 17” wheels and sports tyres, the SX is the obvious candidate for the prize of the meanest 125 over mixed routes. Nippy and lightweight, the SX delivers real ‘big bike’ performance without exceeding the power restrictions imposed by law. Its refined, sprightly engine never lets you down, even when ridden to the limit on a racetrack.

RX is a historical name for Aprilia. Over the years the RX designation has graced machines with amazing performance, real ‘schools on wheels’ for young enthusiasts learning the ropes in off-road riding and racing. The new RX is built with the same objectives in mind, as a real enduro, not extreme but perfectly able to tackle even the most advanced off-road circuits. The RX even has something of a split personality, because as soon as you get back on the road, it is equally happy as a daily commuter.

The RX and the SX share a clear Aprilia family look, obviously inspired by their bigger sisters, machines that have established a whole new trend in off-road design.

STYLING
Aprilia was the first manufacturer to introduce dramatic innovations to the designs of essential enduro and motard motorcycles. In the same way in which the RXV and SXV have become style icons in their own right, the SX and RX are also destined to leave their mark on young off-road riders. Built as highly functional motorcycles, and for efficient riding and control, their styling leaves no room for pointless frills and gadgets. With unmistakable lines, the SX and RX are simply unique among off-roaders.

ENGINE
The single cylinder unit that powers these Aprilia’s 125 cc motorcycles is a state-of-the-art two stroke engine. It is a classic example of how race-developed technology can deliver extremely low emissions as well as top performance. On the RX 125 and SX 125, Aprilia has succeeded in perfecting its two stroke design to bring it in line with the strict new Euro 3 standard without any loss of performance or riding satisfaction. This sparkling single cylinder engine easily develops the maximum permitted power for its class, with all the lightness and zippy acceleration typical of a high performance two stroke.

This engine has already established a place for itself in the hearts of 125 fans, thanks to its many advanced characteristics, including liquid cooling, and a balancer shaft. The cylinder has a nickel silicon carbide (Nikasil) liner for an ultra-reliable, extended life. Lubrication is provided by a separate mixer system.

BRAKES AND SUSPENSION
Active safety on the Aprilia RX and SX is ensured by advanced suspension and a braking system that sets new standards for stopping power and progressive action. The front brakes feature a 260 mm disc and two-piston floating caliper while the back brake incorporates a 220 mm disc and another floating piston.

The robust, steel, double cradle frame is coupled to an over-sized suspension system. At the front is a mighty, 40 mm upside down telescopic fork offering wheel travel of 260 mm.

At the back, the long steel swingarm used to obtain maximum traction is damped by a prestigious hydraulic monoshock with piggy back cylinder. Rear wheel travel is 270 mm.

WHEELS
Specialist machines like the RX and SX demand top quality components, and wheels play a specially important role in determining ride characteristics, having to combine the contrasting properties of strength and lightness. The RX and SX are equipped with aluminium wheels. The RX is fitted with a classic enduro racing front wheel of 21” in diameter and a 90/90-21 tyre for fantastic grip on all sorts of surface. The 18” rear wheel is fitted with a 120/90 tyre, again in keeping with the best off-road traditions.

Just like top sports motards, the SX boasts lightweight 17 inch, wide profile wheels and generous sports tyres, 110/70-17” and 150/60-17” for maximum grip under all conditions.

INSTRUMENTATION
To confirm its determination to build advanced motorcycles that are also versatile and practical in everyday use, Aprilia has equipped the RX and SX with sophisticated digital instruments just like those on the bigger SXV and RXV.

Once again Aprilia motorcycles are going to feature in the dreams of young riders.

General information

Model: Aprilia RX 125
Year: 2008
Category: Enduro / offroad

Engine and transmission
Displacement: 124.80 ccm (7.62 cubic inches)
Engine type: Single cylinder
Stroke: 2
Torque: 12.20 Nm (1.2 kgf-m or 9.0 ft.lbs) @ 8000 RPM
Compression: 12.5:1
Bore x stroke: 54.0 x 0.0 mm (2.1 x inches)
Fuel system: Carburettor. Dell carburetor and #146; Garden VHST 28
Ignition: Electronics to capacitive discharge CDI
Starter: Kick
Lubrication system: Miscelazione separated with volumetric pump and variable capacity
Cooling system: Liquid
Transmission type final drive: Chain

Physical measures
Dry weight: 116.0 kg (255.7 pounds)
Seat height: 925 mm (36.4 inches) If adjustable, lowest setting.
Overall height: 1,415 mm (55.7 inches)
Overall length: 2,255 mm (88.8 inches)
Overall width: 850 mm (33.5 inches)

Chassis and dimensions
Frame type: Chassis in steel to high resistenziale with double beam to attice and double crib with reggisella decomposable
Front suspension: Teleidraulica staple to steles turned upside down from 40mm, excursion rotates 260mm
Front suspension travel: 260 mm (10.2 inches)
Rear suspension: Oscillating Forcellone in steel, hydraulic monoshock-absorber with piggy-back, excursion rotates 270mm
Rear suspension travel: 270 mm (10.6 inches)
Front tyre dimensions: 90/90-21
Rear tyre dimensions: 120/90-18
Front brakes: Single disc. floating clamp to double quantity pistoncino parallel
Front brakes diameter: 260 mm (10.2 inches)
Rear brakes: Single disc. floating clamp to single pistoncino
Rear brakes diameter: 220 mm (8.7 inches)

Speed and acceleration
Top speed: 115.0 km/h (71.5 mph)

Other specifications
Fuel capacity: 10.00 litres (2.64 gallons)
Reserve fuel capacity: 1.30 litres (0.34 gallons)
Color options: Off White
Comments: Essential multifunctional dashboard


APRILIA FV2 1200 motorcycle wallpapers (2008)

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APRILIA FV2 1200 (2008) motorcycle, general information, review and specifications

APRILIA FV2 1200 (2008)

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APRILIA FV2 1200 (2008)

The Aprilia FV2 1200 is a concentration of technical innovation, a blend of technology, performance, and pure adrenaline. This amazing concept bike embodies the sum total of Aprilia’s current technical know-how and points in the direction that technical development is likely to take at Noale in the next few years.

2007 was the twentieth anniversary of Aprilia’s first GP win and a year in which another four world championships were won. This extraordinary achievement is a repeat of Aprilia’s 2006 success story and takes the total of Aprilia’s world championship titles to an amazing 31.

What better technical and sporting heritage could there be behind the Aprilia FV2 1200 concept bike? The FV2 1200 embodies the latest Aprilia technology and reveals the direction likely to be taken by technical and stylistic development at Aprilia in the near future.

The heart of the FV2 1200 is Aprilia’s mighty, 1200 cc, 90° V twin, a power plant that confirms Aprilia’s determination to develop high capacity, high technology engines using in-house skills and competence.

The minimalist bodywork of the FV2 1200 creates a stunning preponderance of volume towards the front of the bike. The result is a revolutionary, courageous and futuristic look that is destined to form the solid basis for the evolution of Aprilia motorcycle styling.

The engine also fulfils a structural role, and acts as the starting point for the backbone of the motorcycle, a carbon fibre, load bearing frame with integrated filter box. The seat is supported by an aluminium beam and by two carbon fibre struts that extend into the tail and around the rear light cluster. The parallelogram front suspension is based on the system already tried and tested on Aprilia’s 250 cc GP racers.

These futuristic solutions have led to an amazing weight reduction (the FV2 1200 weighs under 160 kg) and an extremely compact size. The extraordinary agility that has always typified Aprilia motorcycles therefore finds its utmost expression in the FV2 1200.

The 1200 cc V twin engine is liquid cooled and boast a ride-by-wire control system. Traction control, a latest generation ABS system and electronic suspension management are also provided to let you ride at your performance peak while maintaining complete control over the bike.

The Aprilia FV2 1200’s dashboard incorporates a multi-functional instrument cluster that can be interfaced not only with the bike’s own CAN line but with a PC too, making it possible to download telemetric data for personal performance evaluations, reconfigure the information shown on the matrix display, load new mappings from the internet, display itineraries, and integrate GPRS and GSM modules for mobile phone connectivity.

General information

Engine
Aprilia V90
Four stroke longitudinal 90° V twin (30°-120°). 4 strokes. Liquid cooled. Double overhead camshaft with mixed gear/chain drive. Four valves per cylinder. (DOHC).
Fuel: Unleaded petrol.
Bore x stroke: 106 x 67,8 mm
Total displacement: 1.196,63 cc
Compression ratio: 12,0:1
Maximum power at the crank: 134,5 Cv @ 9.500 rpm.
Maximum torque at the crank: 10,5 Kgm @ 4.000 rpm.
Fuel system: Integrated engine management system.
Injection with Ride by Wire control of the throttle bodies, Ø 52mm
Ignition: Digital electronic, Stick Coil integrated with the injection
Starting: Electric
Exhaust: Two in one system in 100% stainless steel with three-way catalytic converter and Lambda probe
Generator: 450 W
Lubrication: Wet sump, circuit capacity 3,2 l
Gearbox: 6 speed, transmission ratio:
1° 14/36 (2,57:1)
2° 17/32 (1,88:1)
3° 20/30 (1,50:1)
4° 22/28 (1,27:1)
5° 23/26 (1,13:1)
6° 24/25 (1.04:1)
Clutch: Multi-plate in oil bath, hydraulically operated.
Primary drive: Spur gears, transmission ratio: 40/69 (1.725:1)
Final drive: Chain. Transmission ratio: 16/36 (2.25:1)

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SUZUKI GSX-R1000 (2009) motorcycles wallpapers

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SUZUKI GSX-R1000 (2009) motorcycle, general information, review and specifications

Suzuki GSX-R1000 (2009)

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SUZUKI GSX-R1000 (2009)

All-New 999cc GSX-R1000 is a clean sheet design built to maximize combustion efficiency with more torque and power across the rpm range and enhanced throttle response and reduced exhaust emissions.

General information

Model: Suzuki GSX-R1000
Year: 2009
Category: Sport
Rating: 58.7 out of 100.

Engine and transmission
Displacement: 999.00 ccm (60.96 cubic inches)
Engine type: In-line four
Stroke: 4
Compression: 12.8:1
Bore x stroke: 74.5 x 57.3 mm (2.9 x 2.3 inches)
Fuel system: Injection
Fuel control: DOHC
Ignition: Electronic ignition (Transistorized)
Lubrication system: Wet sump
Cooling system: Liquid
Gearbox: 6-speed
Transmission type final drive: Chain

Physical measures
Weight incl. oil, gas, etc: 203.0 kg (447.5 pounds)
Seat height: 810 mm (31.9 inches) If adjustable, lowest setting.
Overall height: 1,130 mm (44.5 inches)
Overall length: 2,045 mm (80.5 inches)
Overall width: 710 mm (28.0 inches)
Ground clearance: 120 mm (4.7 inches)
Wheelbase: 1,405 mm (55.3 inches)

Chassis and dimensions
Front suspension: Inverted telescopic, coil spring, spring preload fully adjustable, rebound and compression damping force fully adjustable
Rear suspension: Link type, oil damped, coil spring, spring preload fully adjustable, rebound and compression damping force fully adjustable
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 190/50-ZR17
Front brakes: Double disc
Front brakes diameter: 310 mm (12.2 inches)
Rear brakes: Single disc
Rear brakes diameter: 220 mm (8.7 inches)

Other specifications
Fuel capacity: 17.50 litres (4.62 gallons)
Color options: Black/Matte Black, Blue/White, Red/Black



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SUZUKI G-Strider Concept motorcycle wallpapers

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SUZUKI G-Strider Concept (2004) motorcycle, general information, review and specifications

Suzuki G-Strider Concept (2004)

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G-Strider, not G-String, is the name given to a new vision that Suzuki recently revealed at the Tokyo Motor Show.

The ergonomic feet-forward design approach is complemented by an unprecedented level of information technology and electronic assistance on a motorcycle.

"Suzuki's G-strider is all about pushing the boundaries, introducing new ideas and speculating on where motorcycle design might go in the future," Perry Morison, General Manager - Motorcycles, Suzuki Australia, said.

"As with previous concepts such as the Hayabusa-powered B-King, Suzuki has incorporated technology in the G-Strider that may be pure fantasy or may make production next year ... that's what makes the concept so interesting."

Powered by a 916cc, four-stroke, liquid-cooled, DOHC, parallel twin engine, the G-Strider utilises Suzuki's Electronically-controlled Continuously Variable Transmission (SECVT), as found on the Suzuki Burgman 650 Superscooter.

Electronics feature extensively in the Suzuki G-Strider's design, with electrically adjustable handlebars, windscreen, rider's seat, footrests, and backrests for both rider and passenger, enabling selection of the most comfortable seating position possible.

The Suzuki G-Strider also features an advanced telematics system which utilises a bidirectional wireless infrastructure to support videophone communication and Global Positioning System (GPS) navigation assistance.

The G-Strider is equipped with an intelligent keyless ignition system and a self-diagnosis function, in which data from a range of sensors is analysed and results displayed on the liquid-crystal main monitor located behind the windscreen.

In addition, a handlebar-mounted digital meter with electroluminescent backlighting provides easily readable information about the bike's key functions.

A unique tank-mounted console with trackball control and large function keys, which can be easily operated by gloved hands.

Futuristic safety features on the Suzuki G-Strider include two rear-facing cameras mounted in the rear lighting system, which feed video images to the rear view monitors, replacing conventional mirrors.

A high-intensity-discharge projector-type light integrated with high-intensity light-emitting diodes (LEDs) form a powerful combination headlight, while the tail and indicator lights also employ high intensity LEDs, making the G-Strider more visible to surrounding traffic, even in broad daylight.

An intelligent cornering lamp system, which uses microprocessors to sense the motorcycle's bank and handlebar angle, illuminates the road on the inside of the turn accordingly.

Suzuki's G-Strider also incorporates a centre-hub steering system and a compound-laser welded front swingarm for enhanced rider control, and an anti-lock brake system (ABS), with the front brakes using radial-mount four-piston calipers.

The package is mounted on impressive 140mm front and massive 220mm diameter rear tyres to further its handling and stability.

Suzuki G-Strider - Specifications

- Engine type: Liquid cooled, four-stroke, DOHC, four valves per cylinder, parallel-twin cylinder engine
- Displacement: 916cc
- Transmission: Suzuki Electronically-controlled Continuously Variable Transmission (SECVT)
- Overall length: 2,445mm
- Overall width: 710mm
- Overall height: 1,170mm
- Wheelbase: 1,800mm
- Seat height: 615mm
- Tyres: 140/60R17 (F) - 220/40R18 (R)

General information
...............


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HARLEY-DAVIDSON Dyna Fat Bob motorcycle wallpapers

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Harley-Davidson Dyna Fat Bob (2009) Motorcycle,
general information, review and specifications


Harley-Davidson Dyna Fat Bob (2009)

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Harley-Davidson Dyna Fat Bob (2009)

The massive stature of the Dyna Fat Bob, led by twin headlights braced between polished triple clamps, has an unmistakable street presence. Riding on big tyres with an aggressive tread pattern mounted on 16-inch silver disc aluminium wheels, the Fat Bob is a cool and confident ride.

General information

Model: Harley-Davidson FXDF Dyna Fat Bob
Year: 2009
Category: Custom / cruiser
Rating: 79 out of 100.

Engine and transmission
Displacement: 1584.00 ccm (96.66 cubic inches)
Engine type: V2
Stroke: 4
Torque: 127.00 Nm (12.9 kgf-m or 93.7 ft.lbs) @ 3500 RPM
Compression: 9.2:1
Bore x stroke: 95.3 x 111.1 mm (3.8 x 4.4 inches)
Fuel system: Injection. ESPFI
Starter: Electric
Cooling system: Air
Gearbox: 6-speed
Transmission type final drive: Belt
Clutch: 9-plate, wet

Physical measures
Dry weight: 305.0 kg (672.4 pounds)
Seat height: 663 mm (26.1 inches) If adjustable, lowest setting.
Overall length: 2,330 mm (91.7 inches)
Ground clearance: 125 mm (4.9 inches)
Wheelbase: 1,620 mm (63.8 inches)

Chassis and dimensions
Frame type: Mild steel, tubular frame; rectangular section backbone;
Rake (fork angle): 29.0°
Trail: 1,000 mm (39.4 inches)
Front suspension: 49mm with polished aluminium fork triple clamp
Front suspension travel: 127 mm (5.0 inches)
Rear suspension: Fully Covered, Coil-over shock
Rear suspension travel: 79 mm (3.1 inches)
Rear tyre dimensions: 427/180-70
Front brakes: Double disc. 4-piston
Front brakes diameter: 300 mm (11.8 inches)
Rear brakes: Single disc. Single piston
Rear brakes diameter: 292 mm (11.5 inches)
Exhaust system: Chrome, “Tommy Gun” 2-1-2 collector exhaust

Other specifications
Fuel capacity: 19.30 litres (5.10 gallons)
Color options: Vivid Black, Black Pearl, Black Denim, Pewter Denim, Red Hot Sunglo
Modifications compared to previous model: New silver-face speedometer with range countdown; New rear shocks for improved handling.

Comments:
Black powder-coated engine with polished treatment covers; New low-profile front fender; Bobtail rear fender with chrome supports; Chrome, low-profile fuel tank console; Forward-mounted rider footpegs; Standard passenger footpegs; Stainless steel, internally-wired drag handlebar; “Teardrop” air cleaner assembly; One-piece, two-up Dyna® classic seat; Black mirrors; Dual headlight; Tank medallions; Black powder-coated engine with polished treatment covers; New low-profile front fender; Bobtail rear fender with chrome supports; Chrome, low-profile fuel tank console; Forward-mounted rider footpegs; Standard passenger footpegs; Stainless steel, internally-wired drag handlebar; “Teardrop” air cleaner assembly; One-piece, two-up Dyna® classic seat; Black mirrors; Dual headlight; Tank medallions; Chrome covered low rear shocks with hand-adjustable preload.



Motorcycle Insurance
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Choose Progressive motorcycle insurance for your bike or ATV and receive far-reaching coverage and specialized claims service from the No. 1 motorcycle insurance group in the country. For more than 35 years, our motorcycle insurance plans have protected bikes and riders. Start with a motorcycle insurance quote and get the motorcycle insurance you desire. From your motorcycle insurance quote through any claims you may have, our experts provide the peace of mind you seek when starting a motorcycle insurance quote.

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Customized Motorcycle Insurance and Fast Motorcycle Insurance Quotes

Progressive motorcycle insurance offers customized motorcycle insurance to fit your needs. Our Customized Motorcycle program features Custom Parts and Equipment (CPE)/Accessory coverage, Comprehensive and Collision coverage, loss settlement options, and more. A customized motorcycle insurance policy takes just minutes, too, starting with a motorcycle insurance quote. Get a motorcycle insurance quote today.

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Progressive is a proud sponsor of the Women's Motorcyclist Foundation

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