Whenever I'm in Spain I find myself ogling the really cool mini roadrace motorcycles racing in and out of traffic.

Youthful displays of speed and daring on motorcycles are as much a part of the Spanish culture as cigarettes and long siestas.

The ever-present scent of two-stroke exhaust and the sound of diminutive motors tapped at full throttle are imbedded in the Spanish psyche, leaving little wonder how the region has managed to produce such top caliber racers as Dani Pedrosa, Jorge Lorenzo, and Carlos Checa.

The leading manufacturer of these fully faired pint-sized motorcycles is Barcelona-based Derbi, which owns a significant portion of the small displacement motorcycles so essential to the Spanish way of life; whether you're talking functional transportation or stylish sporting fun.

Derbi has garnered 19 125cc World Championships in a storied history devoted entirely to small displacement development.

Transforming that rich racing legacy into street legal application are the Derbi GPR 50 (2-stroke) and the GPR 125 (4-stroke).

The two Derbi GPR models have a surprisingly aggressive big motorcycle presence for such small motorcycles. At first glance one might think they're looking at a top-tier 600 or superbike.

The 50cc version is intended as the ultimate entry-level machine for young and beginning riders while the 125 is better suited for some experience and makes a more practical commuter (while also providing some spirited weekend romping on twisting back roads).

Both Derbi motorcycles sport an aluminum twin beam perimeter chassis with gull wing-design swingarms. A full fairing with wedged tail section give the bikes racing aerodynamics while rear-set footpegs, drop bars, inverted forks, disc brakes and under-slung exhaust pipe reinforce the racing persona.

The GPR 50cc and 125cc engines are carbureted and liquid-cooled with electric start. No power output was available for the 50cc, but the 125cc is claimed to produce 15 hp at 9,250 rpm.

Both bikes have six-speed gearboxes and are fitted with 12-spoke, 17" wheels.

With cool small displacement motorcycles like the Derbi GPR 50 and GPR 125, lenient traffic cops, and plenty of smooth, twisting pavement, it's no wonder Spain owns all the MotoGP world titles for 2010.

And right now, dashing through the streets and villages of Spain, another generation of world champions is getting their first taste of speed and adrenaline courtesy of Derbi.

Speed and stability are the calling cards of the 2011 Kawasaki Concours 14 ABS, but there is much more to this cousin of the Ninja ZX-14 hyperbike than that.

Extremely comfortable over the long, fast haul, the Concours 14 ABS features dual-mode K-ACT linked anti-lock braking system, as well as Kawasaki's KTRC traction control (which can be switched off, if desired).

Even with a claimed curb weight of 688 pounds, the Concours 14 ABS is a sporting machine, as long as the corners don't get too tight-in high- speed sweepers, it's magic.

2011 Kawasaki Concours 14 ABS Quick Looks

• ENGINE TYPE: DOHC Inline-4
• BORE x STROKE: 84mm x 61mm
• COMP. RATIO: 10.7:1
• TRANSMISSION: 6-speed
• WHEELBASE: 59.8 inches
• RAKE: 26.1 degrees
• CURB WEIGHT: 688 pounds
• PRICE: $15,599

For 2011, Kawasaki completely redesigned its flagship and have made it smaller, lighter, and considerably more powerful.

Upping the ante to 197 horsepower (EPA watchdogs are rumored to have forced Kawasaki into a 20 horsepower reduction for America), the big Ninja has class-topping rider customizable traction control, an instrument display switchable between street and track settings, and ABS.

With a stacked gearbox, the all new-engine is even more compact than its predecessor; a completely new chassis and longer swingarm transforms handling too. Standard equipment is a Bosch developed multi- sensor racetrack ABS that only adds seven pounds in weight.

2011 Kawasaki ZX-10R Ninja Quick Stats

• ENGINE TYPE: DOHC inline-4
• BORE x STROKE: 76mm x 55mm
• COMP. RATIO: 13.0:1
• TRANSMISSION: 6-speed
• WHEELBASE: 56.1 inches
• RAKE: 25 degrees
• CURB WEIGHT: 436
• PRICE: $14,799

Comfortable ergonomics on a faired superbike? Yes, it seems to be true for Kawasaki in 2011. If you like upright bikes, but don't like naked bikes, then the all-new Ninja 1000 will be just the ticket.

Essentially Kawasaki's futuristically styled (and polarizing) Z1000, but with a full fairing and conventional looks, the Ninja 1000 promises to be a real-world superbike for the street.

The 41mm male-slider forks and 300mm petal brake rotors handle the braking, while power comes from a 1043cc, DOHC, liquid- cooled, 16-valve long-stroke inline-four.

2011 Kawasaki Ninja 1000 Quick Specs

• ENGINE TYPE: DOHC inline-4
• BORE x STROKE: 77mm x 56mm
• COMP. RATIO: 11.8:1
• TRANSMISSION: 6-speed
• WHEELBASE: 56.9 inches
• RAKE: 24.5 degrees
• CURB WEIGHT: 503 pounds
• PRICE: $10,999

General information
Model: Adiva AD 125
Year: 2011
Category: Scooter
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Engine and transmission
Displacement: 124.00 ccm (7.57 cubic inches)
Engine type: Single cylinder, four-stroke
Power: 13.01 HP (9.5 kW)) @ 8500 RPM
Torque: 10.90 Nm (1.1 kgf-m or 8.0 ft.lbs) @ 7500 RPM
Bore x stroke: 48.8 x 57.0 mm (1.9 x 2.2 inches)
Fuel system: Carburettor
Fuel control: SOHC
Cooling system: Liquid
Gearbox: Automatic
Transmission type,
final drive: Belt
Clutch: Centrifugal

Chassis, suspension, brakes and wheels
Frame type: Trellis
Front suspension: Telescopic fork
Rear suspension: Twin shock
Front tyre dimensions: 120/70-14
Rear tyre dimensions: 140/70-14
Front brakes: Single disc
Front brakes diameter: 260 mm (10.2 inches)
Rear brakes: Single disc
Rear brakes diameter: 240 mm (9.4 inches)

Physical measures and capacities
Dry weight: 171.0 kg (377.0 pounds)
Power/weight ratio: 0.0761 HP/kg
Overall height: 1,759 mm (69.3 inches)
Overall length: 2,230 mm (87.8 inches)
Wheelbase: 1,640 mm (64.6 inches)
Fuel capacity: 13.50 litres (3.57 gallons)

Other specifications
Starter: Electric

Further information
Parts and accessories Check out parts and accessories from our other partners.
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2011 HONDA Sabre Switchblade Concept Pro Drag motorcycle 1024x768 honda sabre switchblade concept pro drag
Specifications• Stock frame, VT1300cc engine & tank
• 3way fully adjustable sport suspension
• Carbon fiber custom bodywork & spec seat
• 535 Chain conversion (Before shaft drive)
• Single sided swing arm conversion
• Racing spec calipers & rotors
• Carbon Fiber 18″ rear wheel – Front wheel 21″ carbon fiber
• Onboard GPS laptimer & data acquisition unit
• Oversize Billet Top and lower bridge
• Air/Box/cleaner Conversion

The SuperLow™ is accessible to own and fun to ride. Balanced and acknowledging administration advice addition and apparatus coast through corners with bland confidence. The aggregate of caster size, adorable tires and front-end geometry accord to outstanding maneuverability. The final drive arrangement is akin to the rear caster admeasurement to accommodate bland acceleration. Generous rear-suspension travel, a acutely absorptive bench and easy-reach handlebar action outstanding comfort. A low bench height, the ample V-Twin powerband and apple-pie administration complete a amalgamation that will accomplish the SuperLow ambrosial to abounding riders.

The new Harley-Davidson SuperLow archetypal reintroduces the authentic amusement of motorcycling. Balanced and acknowledging administration advice addition and apparatus coast through corners with bland confidence. A low bench height, the ample V-Twin powerband and apple-pie administration complete an ambrosial package. The SuperLow is an accessible allurement to get out and ride.

Buell Ulysses XB12XT highlights

* Buell Thunderstorm 1203 V-Twin engine
* 103 peak hp @ 6800 rpm (per SAE J607)
* 84 ft. lbs. peak torque @ 6800 rpm (per SAE J607)
* Buell InterActive Exhaust
* DDFI 3 Electronic Fuel Injection ECM
* Eight-row oil cooler with Jiffy-tite fittings
* Dry Weight: 465 pounds
* Wheelbase: 54 inches
* Seat height: 30.7 inches
* Pirelli Diablo Strada tires
* Detachable three-bag pannier luggage system with top and side hard cases, and large underseat storage
* Heated hand grips
* Tall, detachable windscreen
* Specially-tuned shorter suspension travel
* Fully adjustable 43 mm Showa inverted fork
* Fully adjustable Showa rear shock absorber
* Buell ZTL front brake
* Goodyear Hibrex drive belt with Flexten Plus technology
* Frame pucks, handlebar deflectors
* Triple Tail System
* 4.4 gallon fuel capacity
* Functional tool kit
* 2 x 12v. power outlets
* New Instrument Panel Graphics
* New Racing Red body work
* Commemorative Buell 25th Anniversary badge

Valentino Rossi confirmed, the decision to switch to the new Ducati GP11.1 when appearing at the Dutch Grand Prix on Saturday (06.25.11), is the right thing, despite his difficulties over the weekend, and closed to within 30 seconds while finishing in the back of the Yamaha riders , Ben Spies. In the seventh race at the Assen circuit, Rossi was ranked fourth.

Indeed, in Assen Ducati make a change that is quite surprising since they combine the 800cc engine with a chassis of the motor 2012. It is rated as a solution to overcome the poor performance of the Ducati during the 2011 season. Rossi confident, GP11.1 performance has more potential than ever before.

"It was a good decision, we had to do: we did not have much margin improvement with GP11.1," said Rossi told Motosprint.

"This new motor has a step forward: for example, the back is more stable, more profitable and new gearbox. We can say that the classics of the Ducati where kerab rear tire slipping while increasing speed, is gone."

Nevertheless, "The Doctor" admitted that he and his team still face a big challenge to get back to victory lane. They need a more kohesih and efficiently during the race weekend.

"We do not yet understand how exactly to set this bike, and I do not fully understand how to control it. Most of them, it always spends a long time to find the best solution.

"It took us too long to find the right setting at the race. We need to find ways to make bike more comfortable to drive on the second day of training, in order to set it up for the race.

"For example, if on the second day I could find the level of the race here, then I can certainly bring something different during the race: I could probably fight for the podium. Instead, as usual, I started without knowing what his expectations. The way is difficult. "

Rossi also remain confident in the decision to bring his own team, led by Jeremy Burgess, the Ducati. However, he acknowledged that the transition is still a slight problem.

"This team has worked with me for years: I do not doubt their ability. We need time to get to know the Ducati. The experience of the motor is very important to know, and we, both me and the team, not have it. But in the garage there is a technician know this bike very well, so they could help us.

"When once you get used to winning and you yourself find difficult, you have two possibilities: if you work to get back to winning ways, or you lose the passion and surrender. I have chosen the first solution, and I really hope that is what will be done also by my team. "

Casey Stoner, who is now racing to comment on the performance of former team Honda, Ducati, this season. What did he say?

Ducati has so far not been able to impress with Valentino Rossi and Nicky Hayden. Being in a row at position four and five, performing both on the track still can not compete with the Yamaha and Honda.

In an attempt to perform better, Ducati has also been trying to do development on the bike. The result is GP11.1 that have been used in Assen on the last series.

Stoner, who became world champion in 2007 on Ducati motorcycles, pleaded not at all surprised by the action Ducati accelerate the development of these new motors.

"They need it. If they do not do that, then it seems they do not do anything and they go inside a bigger problem," Stoner BikeSportNews value.

"Without concrete results this year, they can not keep using the same machine and constantly get the same results is not enough," he continued.

When recruiting Rossi of Yamaha Ducati last season, Stoner has been able to guess that the Italian team have started to invest more money and boost the process of motor development.

"They obviously have the budget to come up with something new and if you have that opportunity then you really have to do it," said Stoner.

According to Stoner, Ducati's development carried out during defended quite slow compared to today. "Every year is just small steps and they only have time for that," he concluded.