SPORTS BIKES

Well, this preamble to show that the hunger for speed of a motorcycle is something insatiable, never-ending, almost. Now that the limits are more stringent now that licenses fly like butterflies in the hands of police officers armed with cameras more and more ruthless, Suzuki GSX-R 1300 proposes aka Hayabusa.

What has missile ground floor of this particular bike? Nothing, except that he can easily overcome the 300 hour staffing, to 200 in just fewer than 7 seconds and just over 200 meters in short, this Hayabusa is a missile capable of down to earth performance nothing short of extraordinary. Exaggerated in every way, this four cylinder is not a monster, heavy and unwieldy ready to wheelie or scoured every throttle opening; it is instead a bike to ride well or very well, specially built with many criteria to allow to tap its huge potential.

Omit the personal comments on aesthetics. In a brief investigation I have discovered that, like all things extreme, the feelings and opinions are very mixed. Some are ready to swear on her absolute beauty, but whoever looks at her with contempt. Turning Hayabusa with phrases like "is simply wonderful" or "looks like a suppository with the wheels" are wasted.

 Let's say that exceed certain speeds the bikes "must" be done with: aerodynamics, when you want to break through the wall of the 300 hour, assumes a crucial role so as to determine all the technical and aesthetic choices. Beyond the fact that like it or not, this big Suzuki then be taken as is. It must be said however that the gray-black, makes it a little 'more than justice to the line of motion with respect to the "flesh-colored," of whom it is permissible to doubt.

The all new Suzuki TL1000R was originally introduced to the motorcycling press at the Eastern Creek racing facility in Australia back in March of this year. The preliminary impressions of the bike were promising but, due to a few problems encountered in manufacturing the motorcycle, it took until Mid-June for it to reachour shores ready for the show room. We nabbed one from the nice folk at Suzuki, we put our butts on the seat, and we rode it. Power Plant
As everyone knows, the TL1000R engine is a slightly modified version of the 1000cc, 90 degree, twin cam, four valve, V-twin that first appeared in last year's TL1000S. The modifications include throttle bodies with dual stage injection and two injectors per cylinder, a redesigned air box for improved flow, cams with higher lift and longer duration, and a high-volume exhaust, to name just a few. Taking a look inside the big twin, we find forged pistons for increased durability over cast ones.

 Forged pistons also have the advantage of allowing for thinner support walls for the wrist pins and the removal of nearly all of the side skirts of the pistons. The rods connecting the pistons to the crank are carburized for higher surface hardness, providing for light weight and high strength. Light weight is doubly important on moving parts because the weight savings is multiplied by the subsequently reduced inertia. It's sort of like that movie with the giant cannon they were dragging across Europe and how, although it was difficult to drag the thing up the mountain side, it was even more difficult to control its speed on the way down. I can never remember the name of that movie.

So concerned were the engineers about throwing away horsepower when designing the TL1000R that even the splashing of oil in the crankcase is controlled to reduce power loss. To reduce agitation, the side case that carries the return oil from the heads has a fin cast into it to deflect the oil away from the crankshaft.

Where are all these Italian bikes coming from? Who left the screen door open and let all these Cagivas in here? Actually, they started arriving a couple years ago, and now Cagiva has 98 dealers scattered across the United States (also dealing in Husqvarna and MV Agusta) selling a range of scooters and interesting Italian transpo.

Top o' the line would be the Gran Canyon 900, powered by-you guessed it-Ducati's trusty 904. It's not the first time that motor's found its way into a "sport-ute" motorcycle; there was the Elefant and the 907 i.e., but the Gran Canyon feels like the most functional by far. While many bikes of this ilk-with the notable exception of BMW's GSes-wind up feeling all gangly and mushy when ridden hard, the Canyon has a nice, firm set of suspenders controlling its 6.7 inches of travel at either end: a Marzocchi fork with 45mm sliders up front, and a Sachs single shock out back.

Cagiva says the GC emphasizes the sport in sport-utility, and it's not just blowing hot PR. The thing scoots down twisty roads and doesn't become all discombobulated when you grab a few fingers of nice, firm Nissin calipers and 296mm discs while leaning into a corner. We didn't take the Canyon off pavement, but it feels like it wouldn't be so bad if you did, particularly with its near-knobbish MT80 Pirellis-19-inch front, 17-inch rear. In fact, it feels like it would be pretty good. At 516 pounds all gassed up, the Cagiva undercuts BMW's latest GS by 70 pounds, and the Triumph Tiger by 34. And you sit farther forward over the Canyon's front wheel, too, which heightens your misplaced feeling of control.

We're gathered here to praise that engine, of course, and in this application it's excellent yet again. Fuel-injected just like the Monster, and cranking out just about the same amount of horsepower, the Gran Canyon gives instantaneous throttle response and the sort of broad, flat torque curve that's ideal for this sort of bike.

At 33.5 inches, the seat's up there a ways, but once you manage to climb on you can sit there a long time checking out the nice cockpit and analog clock. Footpegs and handlebar ends are in places that make perfect sense. So of course something has to be nasty and that thing is the windscreen, which dumps blustery air right into your face shield above 75 mph or so; easily remedied, and once done the Gran Canyon 900 should be a fine long-distance runner. Its plastic fuel tank holds 5.3 gallons-good for well over 200 miles-and Cagiva will sell you matching hard saddlebags and trunk (from the T model available in Europe) for $949.95. That's pricey, until you look at the price of the bike: $8995 is the cheapest deal you're going to find for a 904 Ducati-powered anything. Check www.cagiva usa.com for your closest dealer.

2012 MV Agusta F3

The new MV. A new work of art on wheels is arriving that will upset the balance of power. As with all MV’s this new model is synonymous with excellence, style and technology. The new F3 will apply these principles to a new market segment, the middle weight supersport category.

If the F4, considered the most beautiful motorcycle in the world, set the styling and performance standards by which all others are judged, the new F3 has completely exceeded all previous conceptions of what a supersport motorcycle should be, redefining an entirely new category. Light weight, power and electronics working in complete harmony on a new motorcycle that pushes the concept of supersport to the extreme.

Powerful, hyper-light and more compact than any other motorcycle in existence. The F3 sets the new standard by which all other supersport motorcycles will be judged and compared. A completely new project that was created by CRC, the research center that has continually designed and developed the motorcycles of dreams.

The styling is pure MV Agusta, as with its big sister the F4, but the F3 is even more unique. The new “middle weight” by MV follows the philosophy of all the MV Agusta works of art while pushing the limits of the supersport category with a maniacal attention to detail. The exhaust system has a triple pipe side exit muffler and is the perfect example of how design and function coincide perfectly. There is no doubt, the new F3 is a true MV Agusta! As always, those who ride MV Agusta’s have become accustomed to having the very best components and the maximum performance from the chassis

. The new F3 follows this tradition with a level of quality that exceeds most of the 1000cc superbikes on the market. As with all previous MV’s, the advanced frame design incorporates a mix of steel tubing and aluminum side plates that wrap around the ultra compact engine offering a level of compactness never before seen on a supersport motorcycle. The compact engine dimensions left the maximum liberty to design the most advanced chassis on the market with an exceptionally long single sided swingarm that guarantees traction and feedback to the rider. The components, as always, are of the highest quality. The Marzocchi front fork is completely adjustable as well as the Sachs rear shock. The front brake system consists of a Nissin radial master cylinder and Brembo radial calipers and discs. It is simply the best and the new standard by which all other middleweight supersport bikes will be judged.

2011 Honda V4 Crossover Picture

Contrast the motorcycle seen in this sketch with the 2011 Honda CBR250R. One is simple and functional, the other isn’t. Honda says the V4 crossover, “will have the flexibility and exciting attitude of a naked performance machine, with the more comfortable upright riding position and design cues inspired by adventure bikes.”

 That’s right, it’s a vehicle that looks off-road capable, but isn’t; where have we seen that before?This is the third and final sketch of the bike that promises to combine CB1000R design cues with a smaller version of Honda’s new V4 engine. This bike will debut in production form at EICMA next week, while a 1,200cc version of the engine will also be used in a new concept bike, likely an ST1300 replacement.

Honda continues by saying, “With the low centre of gravity of a performance bike it is great fun to ride, and because of its wide handlebars and upright riding position it is both easy to maneuver and comfortable.“Honda research had revealed that customers want a machine that has both a unique style and is also fun to ride in all conditions throughout the year. Honda has delivered this customer request.”You know, because plain, simple naked bikes are sooooooo uncomfortable and everyone’s been bemoaning their lack of faux off-road styling cues.

Honda Valkyrie Motorcycle

The good news is the motors are constructed in three pieces. You can replace the broken block section. My friend purchased a hydrolocked Valkyrie four years ago for $1500 and resold it brokenfor $5500.

Bikers aren’t known for their eco-friendly image, but Honda reckons there’s a huge un-tapped market for greener, hybrid bikes.

The motor giant plans to start selling hybrid petrol / electric bikes by 2010, following them with smaller, electric-only bikes by 2011.

It’s an amazing achievement, since previous hybrid engines had been thought to pose too much of an engineering challenge, and be too bulky, for use in motorbikes.

However, Honda’s bikes will use small hybrid engines between 200 and 1,000cc, offering fuel efficiency 50% higher than petrol-only models. Their commercial availability follows plenty of R&D by Honda, including development of its prototype Numo hybrid scooter, shown above.

Its new electric scooters will have engine sizes between 50 and 125cc, running for up to 30Km on a single charge.

Ducati has landed in India. So should we, really, be celebrating?

Avete presente la pasta fatta in casa, quella all'uovo, grezza (nel senso buono) e consistente, condita con del fantastico ragù fumante... ecco il paragone calza alla perfezione con laDucati SS 750 1992 di Massimo Carnevale. Queste sono le vere Special che amiamo, realizzate con tanta passione e maestria artigianale, con componenti autoprodotti e, in questo caso, 100% made in italy.
Il nostro lettore Massimo è un appassionato di meccanica ed è intevenuto con le sue mani sulla ciclistica e sul motore di una Ducati SS 750 mezzacarena del 1992 acquistata usata per poco più di mille euro.
L'obiettivo della sua preparazione si riassume nella seguente frase "Volevo una moto essenziale con niente di superfluo. Una moto che fosse più leggera possibile, tanto da privarmi anche del doppio disco anteriore quasi superfluo a velocità inferiori a 180kmh".

Come dicevamo tutte le modifiche sono state svolte nel garage del nostro lettore, compresa la verniciatura del telaio di un classico rosso Ducati. Massimo è intervenuto con passione anche sul motore facendo un certosino lavoro su condotti, rapporto di compressione, volano alleggerito (sul proprio tornio), frizione in kevlar e centraline. Molto originale la soluzione trovata per la "respirazione" di questa Ducati SS 750, i filtri sono infatti della Sparco di derivazione automobilistica, adattati alla perfezione, ora come dice Massimo "per cambiare i getti non c'è neanche bisogno di smontare i carburatori (prima c'era la cassa filtro che rompeva i cogl...)".

L'impianto di scarico è stato trovato in un mercatino, 40mm, 2-1 in acciaio inox, marca sconosciuta... in pieno stile "pasta fatta in casa".
All'insegna della leggerezza i dischi wave della Braking e la strumentazione ridotta ad una semplice barra a led per il contagiri, ovviamente l'eliminazione di tutte le sovrastrutture (carena, telaietto etc.) e del faro anteriore originale hanno fatto il resto e hanno portato ad un risparmio di peso totale di circa 20 kg !!
Per l'assetto un'intelligentissima modifica effettuata da Massimo: lo spostamento della batteria con relativo rifacimento dell'impianto elettrico, il nostro lettore ci assicura infatti che l'assetto, dopo questo intervento, ha fatto un deciso passo avanti. Considerando l'assenza di una qualsiasi protezione aerodinamica e la predilezione di Massimo per i percorsi "guidati" appare saggia la scelta di aver dotato la Ducati SS 750 di una corona con 2 denti in più, un semplice accorgimento che unito al resto delle modifiche rende questa Ducati una difficilissima cliente sullo stretto anche per le supersportive di ultima generazione.
La velocità massima effettiva si attesta comunque oltre i 200 km/h, niente male per unanaked 2 valvole del 1992 concepita per il misto stretto.
Massimo non ha trascurato nulla sulla sua supersport 750 e anche l'aspetto appare molto curato con una bella colorazione personalizzata, molti particolari in ergal e componenti autocostruiti come ad esempio i supporti del particolare gruppo ottico.
Con soli 1600 euro Massimo ha acquistato una Ducati e realizzato un'inimitabile Special, complimenti Massimo... il piatto è servito!

This is a question I've faced in the recent days from a number of people. And why not. A product range, spanning the stratospheric Rs 15-50 lakh price range, is nothing to be scoffed at. Even as a motorcycle enthusiast, you have to wonder if you should be investing Rs 50 lakh in a depreciating, if gorgeous asset or in property/stocks or something. More to the point still, is a Ducati 1098R, arguably the fastest, trickest Ducati money can buy right now (Desmosedici RR is formally out of production and all of that sort of thing), is a Ducati 1098R really worth, um, let's see, three R1s? Or for the that matter, two 848s and change?

But we'll come back to that in a bit. First of all, have a beer on me. That Ducati is here, with a full range, with plans for showrooms in all major cities and with the full intention of staying on is a good thing. Ducati, you have to remember is no doddering, floundering Italian company any more. Their last year was their best year so far, so on the face of it, they are in a position where they could relax, sit back, knock back some classy Chianti and congratulate themselves. They also happened to knock the entire Japanese clique off their MotoGP feet in 2007 and the tiny company (one way or another) has made it a habit of keeping everyone else embarrased in the World Superbikes paddock.

So what we have here is a significant event. Now, you could argue that Bentley/Lamborghini launching in India is insignificant. After all, how many people can really afford Rs 2 Crore cars. And I'd have to agree. Ducati is a pretty similar company in profile, actually. Not only are they a specialist manufacturer - despite the Multistrada and other oddities, they are firmly a sportsbike maker, they are also certified exotica. If the Yamaha R1 was the two-wheeled equivalent of a Nissan GT-R, the Ducati 1098, would actually be the Ferrari F430. That's sexy, exotic, powerful and not completely devoid of quirks.

But the heart of the matter is that while Lamborghini, Bentley etc are already here, Ducati is the first exotic bike maker that thinks 110 per cent duties, all manner of bureaucratic hurdles etc are all worth tackling to enter our market. They might only sell 50 bikes this year, but they are confident that those numbers will rise. Slowly, maybe, but steadily. And if Ducati thinks so, believe me, they are hardly likely to be alone in the room. You can bet your hard-earned rupee that everyone else in the room is paying attention as well. More of the same will follow, especially if Ducati pull of a coup by selling off all of their bikes before the year is out. I believe that may not be impossible. Every single exotic brand you can think of is running well ahead of their targets and I cannot see why Ducati should be any different. And yes, it is a luxury good. So just like you don't expect to use a Bentley or Patek Phillipe in daily use, Ducati owners will also use their bikes sparingly.

Look like the else on the ST4 is the same as on the ST2. The suspension and chassis are identical while providing for a ride that is plush and comfortable. The ST4 handles like a Ducati: solid. This bike isn't upset easily. The ST4 also has a slightly larger rear tire than the ST2, 180 Metzler MEZ4s compared to the 170 MEZ4s on the ST2. But the colors are different and a $2000.00 USD price difference, there isn't much difference between the ST4 and the ST2. One staffer who rode both motorcycles, although not back-to-back, thought the brakes felt softer on the ST4. However, both motorcycles are equipped with the same 320mm floating rotors with Brembo, 4-piston calipers up front and a 245 mm disc out back, although the ST4 front rotors are also equipped with an aluminum flange. The only explanation we could surmise is that the more powerful ST4 engine requires more input into the progressive brakes in order to slow the bike down because of the ST4's stronger acceleration. That said, another evaluator who rode both bikes, again not back-to-back, didn't notice a difference.

Exactly, there might not be that much of a difference between the ST4 and the ST2 other than the engine. If money really isn't that much of an object, then why not equip your sport tourer with a kick-ass engine? However, a 1998 ST2 we dynoed measured 57.3 ft-lbs at 6500 rpm and the 2000 ST4 produced 58.9 ft-lbs at 8750 rpm. The main difference is at the top-end where the ST4 made 99.5 peak horsepower compared to the ST2's 76 ponies. So, is 20 more horsepower at the top-end enough to justify a $2000.00 price difference? Maybe, but since neither the ST4 nor the ST2 will see much time on a race track other than the occasional track school, it's hard to say whether the $2000.00 price difference is worth it. Even so, buy what feels right and ride the hell out of it.

It is #678 out of 1500.  

It still has the included service plan and warranty and all accessories that came with it.  It is the Team Version.  The decals are included but have not been applied.  It has had the Ducati Service Bulletins performed by the local Ducati Dealer in Seattle (improved valve return springs and wiring harness protection).

It includes the optional carbon fiber rear hugger.  The motorcycle has the factory included racing exhaust kit installed.  The stock kit comes with it as well

2008 Ducati Desmosedici D16RR Team Edition #869/1500

This bike in Great shape and only has 758 miles. Unfortunately money is tight and I need to sell this amazing machine.

Carbon Fibre rotors, Carbon Pads, Carbon Fibre wheels…..  Would love to see this bike in person and throw a leg over it.  I can only imagine how this thing sounds with the Titanium Exhaust cranked up to about 10,000g.  Just the thought of it makes my hair raise. 

So if you’ve ever had an itch to pick one of these bad boys up now is your chance.  Silly season is in full swing and the rare bikes are plentiful.  The D16RR’s had a $72,000 price tag when new (someone can correct me if I’m wrong) and these are priced well under that.  The last one has a lot of expensive bits on it and I can’t even begin to guess what they cost in addition to the bike.  Hope you enjoy looking at these as much as I enjoyed posting them.

The Giant Loop project bike, our 2010 BMW F800GS. Follow along as we build our stocker into a dirt-worthy adventure touring machine! Here's round one: our top priority is to protect the bike from the punishment of riding offroad on a 450+lb ma All the holes and fitment on the Moto Overland were perfect (not always the case with aftermarket parts).chine. Recessed bolts on the Moto Overland skid plate let the bike slide over logs.

Moto Overland's skid plate for the BMW F800GS is far more burly than the BMW part, and it comes up higher in the front to better protect the oil filter, oil cooler and exhaust header pipes.

Driving Force Graphics, the Bend company that makes all of our stickers, applied clear protective film to the body panels to protect the paint from any possible abrasion from grit getting under the Great Basin Saddlebag and Fandango Tank Bag.
You can't even see the clear film on the battery/intake cover, but it will keep grit under the Fandango Tank Bag from abrading that bitchin' Lava Orange, all sparkly and all.

Clear film protects the fuel tank body panels on both sides, so any grit under the Great Basin Saddlebag won't mar our beautiful Lava Orange. Shout out to Driving Force in Bend - real pros at printing/installing all things vinyl on motorcycles, cars, trucks, etc.

 You can't even see the clear protective film they installed for us.
We added the extra wind spoilers to the Touratech hand guards, which really keeps the hands out of the wind/rain. There's also a small patch of clear film protecting the "G" in the GS logo from getting rubbed by the Fandango Tank Bag's sid Our Australian distributor, Steve at Adventure Moto, sent us Pivot Pegz for the F800GS. They're larger and more aggressive than the stockers, and the platform pivots to keep your boot in contact with the whole peg all the time, even when braking and shifting.e straps.

The Pivot Pegz are beautifully machined too.

I got to put the F800GS and all the protective parts to the test last weekend at the 19th Annual Black Dog Dualsport and Adventure Ride - rode there and back on pavement and covered nearly 250 miles offroad on Saturday and Sunday. Check back for the full report.

                                           Thump thump… Thump thump… Thump thump..

No, this is not the sound of the engine. This is your heartbeat. It’s fast, around 110 beats per minute. And you haven’t even turned it on yet. You turn the key, hit the starter button. A high pitched shrill rings out followed by a baritone hum. It’s already music to your ears. Don’t you dare touch that throttle: the engine is still cold. A few minutes pass and you can give it a blip. It’s electric, the engine spinning up like nothing else this side of a Formula 1 power plant. Thump Thump Thump Thump Thump Thump… It’s time to throw your leg over. This is the S1000RR, the fastest, most powerful production motorcycle in the world.

BMWBLOG spent one short lived but glorious week with BMW’s new superbike. In the following article we’ll take you to the racetrack, through busy downtown streets, along open highways and straight up to redline. We advise you wear your helmet for this one, it gets pretty wild. Fasten the strap and read on.

It’s unfortunate but true: most of your time atop this BMW will be spent around town on your daily commute. Conservative speed limits and stern faced police men (along with your own good judgment) will prevent you from unleashing even a fraction of this bike’s performance. It’s better this way, there are too many variables beyond your control. Too many oblivious pedestrians, slumbering drivers and wayward taxis. Just exercise the type of restraint that keeps you happily married and out of jail.

You know, riding with restraint offers its own gratifying experience. It’s kind of like hypermiling. It’s not nearly as much fun as thrashing it, but then you’re quite contented by your self-control and superior fuel mileage. Well, you get the idea. Just the knowledge of vast power reserves under your wrist will put a smile under your helmet and give you an air of proud confidence in your machine.

When I first mounted the S1000RR, I had just spent a week with BMW’s R1200RT touring machine. Obviously this track day demon feels a little different. By virtue of weight distribution over the front wheel, you have to assume the position – forward tucked with weight on your wrists. But this is no Ducati, no GSX-R for that matter; and I intend this as a compliment. While you can still move around on the bike as needed for sport riding, you can also ride relatively upright in a comfortable position. All day. The S1000RR’s seating position strikes a great balance between comfort and all-out sport; within the superbike segment it’s unmatched for its ergonomics and comfort.

I said I wasn’t going to say too much in my last post… and here’s why. I just didn’t want to tempt fate or jinx anything by saying I was expecting delivery of my new K1300S today, but as promised, it was delivered and here she is. This is the Lava Orange colour which to my eyes at least is the best colour on offer of the current 

crop.

I’m not sure it really is a pearlescent colour but it does change under different lights. In these pictures for example it is decidedly orange but in the short space of time I’ve had it I’ve also seen it looking more bronze.

I haven’t had chance to ride it yet thanks to work, but rest assured I’ll be out on it tomorrow for sure. The weather is supposed to stay good for the weekend… Perfect.

I’m not really sure how this all came about. Obviously it was deliberate but it all seems to have happened in a bit of a whirlwind.

On the Wootton Bassett ride we saw a lava orange one close up and I suppose that got me thinking about the K1300’s again. I then checked back through some old emails and found it was almost a year to the day I’d emailed NOG and asked for the price to change. At that time it was prohibitive as I’d only had the K1200 for 4 months, but I wondered what difference a year might have made. So, I sent an email off to NOG (Yes, yes, but as I’ve said a million times, far better the devil you know). Phil, the boss, replied almost immediately and with a much better offer than this time last year… so discussions pursued, and last Saturday I placed the order.

You can imagine my amazement and joy when he told me he had reserved one to my exact spec. Even so, I wasn’t promised delivery until next Monday, especially as this last weekend was Easter… but as it’s all worked out. Delivery was today and made personally by Phil. So, so far on this transaction, I honestly can’t fault them.

The title will probably get a few hits here, as it describes a somewhat common issue with Kawasaki's 1500cc Vulcan engines and there's a lot of people who ride them.
For those who found this blog searching for information regarding the clutch spring and how to replace it, just Google for "Gadget's Fixit Page Clutch Spring" without the quotes You can also find a wealth of information by checking out the vulcan riders.
This blog is merely about how I spent my day working on the above project, and traveling to and from the location where it was performed. I am associated with Kawasaki Vulcan owners in the Pittsburgh area who are familiar with working on their Vulcan motorcycles. They are a local "chapter" who are part of the larger VROC group. "Nickels" house is where I went today to get help taking on this project. Aside from the time waiting for the bike to cool down after the 3 hour ride there, the BS sessions, etc, actual time spent working on the project probably totaled 2.5 to 3 hours. Having done the job once by myself in 2006, I was appreciative of the help.
It was a great day for a ride, and I made good time on the way to the Pittsburgh area. "Yummy", who showed up to help after Nickels and I had started, said traffic was bad. For me, it was good, since I didn't have to travel THROUGH Pittsburgh. Mike also showed up and got his hands dirty. For the most part, I just supervised. I got the important job of cleaning up the tools and general cleanup after the job was done. I played "third hand" and "gopher" as well. Once finished, I had a very quick and strong clutch that took a little getting used to. Tom showed up as we wrapped things up, and we all went to a nearby restaurant for dinner afterward.

I left for home about 6:00 and ended up riding after dark. I had a couple of route choices, along an edge of national forest, or smack dab through the middle of it. I picked the one where I thought I might encounter the least amount of deer. You would think I'd know by now that the best route around here for not encountering deer is to stay home. With that in mind, I picked the smack dab middle route, since there are more clear areas along it to better scan the edges of the road. I had just one deer run in front of me, which I saw in plenty of time. It watched me approach, and then bolted across the road as I slowed down. Always look for more to cross behind the first one. This time there weren't any. Another lay dead in the middle of an oncoming lane later on. I was forewarned of it by an oncoming car that may have hit it. They flashed their lights, one of which was not working. Maybe from hitting that deer?

I arrived back home safe and sound about 9:00, with many bugs on the windshield, another con of riding at night. There's always bugs to be had when riding, and they come looking for you on unlit night time country roads. I'll be washing the bike AGAIN today....

The picture below is Yummy, Nickels and Mike getting things done on my bike. It's good to have friends with know-how and tools as well as time. THANKS, GUYS!!

Even though claimed power figures are slightly higher for the 2010 model, the new ZX-10R in stock form doesn’t really feel any faster than the previous version, which can surely be attributed to the more stringent EPA noise and emissions tests that have forced the manufacturers to keep their top-end power levels in check (of course, it’s not as if the previous ZX-10R was a slug…). Another reason is that the new ZX-10R’s powerband is smoother, without the in-your-face upper midrange hit of the previous generation that always gave the impression of serious steam.

The S-KTRC is adjustable to three levels, as well as being turned off. Level 3 is meant for low traction (wet) conditions, so it was too intrusive on a dry racetrack—although we’d like to see how it behaves in those conditions. Level 2, however, was very transparent; it seemingly allows the same amount of wheelspin as the “Race” setting on the BMW S 1000 RR, while simultaneously providing more drive. In fact, it’s this transparency where the S-KTRC system excels; instead of coarsely reigning in power to the point that the bike either isn’t giving you the power you want when you ask for it or the tire ends up going into a spin-grip-spin series of gyrations, the Kawasaki simply continues smoothly driving forward even with the rear tire spinning and hung out slightly. The power reduction is so subtle that often the only way you can tell is by the bar graph that displays the intervention level on the bottom of the dashboard’s LCD panel.

While the amount of tire slip Level 2 permits is fairly high, the intervention threshold of Level 1 is basically experts-only. You really have to be aggressive with the throttle and spin the tire in order to activate the system, and because of its high threshold, the system is not idiot-proof. Grab a handful of throttle and spin the tire while cranked over at maximum lean in a slow corner, and the system will let the tire slip continue to the point that if the rider backs out of the throttle instead of picking the bike up onto the fat part of the tire, the resulting sudden gain in traction will upset the chassis enough to possibly put the rider on his head.

We also tried the ZX-10R with the S-KTRC system turned off, and found its powerband to be amiable enough that in the right hands, spinning the tire off corners can be accomplished with confidence and ease. And the Kawasaki’s acceleration was just as fierce, showing that the traction control system was indeed very transparent and non-intrusive in most riding conditions.

The engine features more aggressive cams actuating 1mm-larger intake valves, with the cylinder head sporting new intake and exhaust porting, and lighter pistons pushing a higher 13.0:1 compression ratio. The crankshaft drives a new secondary counterbalancer, and is positioned slightly higher in relation to the main output shaft for better mass centralization. A new cassette transmission permits gear ratio changes (seven different accessory gearsets will be available) without draining the engine oil.
Up top, the repositioned ram-air intake duct (closer to the highest point of pressure on the fairing nose) funnels into a larger airbox/air filter setup. The new Keihin TTK47 fuel injection system sports larger 47mm throttle bodies (versus the old 43mm units). Down below, exhaust gases are cleaned up courtesy of a 2.6-pound-lighter system sporting a larger stainless steel under-engine chamber equipped with dual 300-cell catalyzers.

The all-new aluminum twin-spar frame shifts weight bias forward slightly with a 0.5-degree steeper rake (but longer trail) combined with a 20mm-longer swingarm. Showa’s BPF (Big Piston Fork) makes its way to the ZX-10R after debuting on the ZX-6R in ’09, with the rear shock mounted in a horizontal fashion above the swingarm with a reverse linkage. New three-spoke wheels are lighter, and the front brake calipers are slightly changed, with all four pistons measuring 30mm (instead of the previous staggered 32/30mm setup).
The usage of wheel speed sensors has also allowed Kawasaki to develop its new KIBS (Kawasaki Intelligent Braking System), claimed to be the world’s smallest and lightest ABS unit at just six pounds—with 2.3 pounds of that weight coming from the larger battery required to power the unit. Besides monitoring wheel speeds, the KIBS also analyzes brake system hydraulic pressure, throttle position, gear selection, engine rpm, and clutch actuation to decide how much and when to intervene at each wheel. The system is claimed to be able to detect rear wheel lift under aggressive braking without the use of gyro sensors; and its cycling rate is much quicker than conventional ABS, leading to better brake feel and feedback when the system is active. Unfortunately, Kawasaki had no ABS models at the press launch, so a review will have to wait until we get our hands on one for a full test.

 Traction control has now become the new buzzword among sportbikes. If your latest and greatest sporting flagship doesn’t have it, chances are that the buying public is going to wonder where your company stands technologically. And yet, at the same time, there’s also a growing contingent that wonder if this electronic nannying is really what they want in their sportbike. They don’t want a system that constantly intrudes and reminds them that something else is also controlling the motorcycle. The current OEM traction control systems available are undoubtedly excellent systems with a wide range of adjustability. They are able to react to a power-induced loss of rear tire grip with incredible speed and accuracy. The only issue is that—although adjustable for the level of intervention—the systems are based on a set table of parameters once traction levels are determined to be past the limit. In other words, only when a set limit is reached does the system activate, and then it just pulls back power until tire grip (or a preset amount of tire slip) is restored.
 This is where the new 2011 Kawasaki ZX-10R and its new S-KTRC system distinguishes itself from previous TC setups. Instead of only reacting to tire slip when it occurs, the ZX-10R’s TC analyzes numerous factors including throttle position (plus the rate of opening), wheel speeds, engine rpm (plus rate of change), gear position, and speed to actually sense and begin formulating a plan of various mapping scenarios before tire slip occurs. And then once tire slippage does occur, the S-KTRC system continues analyzing all parameters every five milliseconds and adapting its mapping strategy in order to maintain or even increase acceleration (which often means a certain amount of tire slip is ideal)—making it a true racing-developed TC system that can actually predict traction loss and proactively adapt its maps according to conditions.

By all accounts there was nothing inherently wrong with the existing Ducati Hypermotard -- especially when there isn't much of a benchmark to compare it to. Heck, even the few that do exist haven't received much of an update lately. But inevitably people will complain about something (including us magazine hacks) and over time the same folks who designed the bike in the first place will look back and see things that could have been done differently. Because in essence, the Hypermotard is a stripped down Multistrada with a narrow seat, wider bars, and stiffer suspension. Not to mention technological advances in just the short few years since the bike's debut in 2007 have meant that in some ways the Hypermotard is already obsolete. 

The boys in Bologna new it was time for an evolution of the breed and that's just what they delivered: the Hypermotard 1100 Evo and Evo SP (one guess as to what Evo is short for). With the release of the little Hypermotard 796 not too long ago the 1100 bikes have raised the bar and distinguished themselves as motorcycles for more experienced riders. As with most model evolutions, emphasis was placed on shedding weight and adding power.

So what's the difference between the two bikes? Well, the SP is a leaner, meaner, hard-edged version of the Hypermotard with taller handlebars, and 30mm more ride height for the truly experienced rider looking to back'er in and cause chaos wherever they go. The standard Evo doesn't have a raised ride height, nor the harsh suspension, but engine modifications are the same (all of which will be covered in the May issue of the magazine).

During our brief outing on the roads surrounding Scottsdale, Arizona, it was clear the new bikes were definitely evolutions of its predecessor. Both models felt more refined, with a larger spread of torque throughout the powerband. Well, at least according to the butt dyno. For normal riding the standard Evo model was actually the preferred bike as its softer ride absorbed road imperfections better than its top-spec sibling. In the twisty bits the Evo held its own compared to the SP especially on this particularly chilly day. Pirelli Diablo Rosso tires on the Evo get to working temperatures much quicker than the Diablo Supercorsa SP tires fitted on the SP (if they even got warm at all), which made for a much more confident ride, despite its perceived shortcomings. For this ride the SP models were fitted with optional Termignoni exhaust systems which broadened the torque curve noticeably and brought the front end up with ease. The taller ride height and handlebars actually played a part in leveraging the bike from side to side, especially on the gravel-filled roads we encountered. 

Of course, that's just a short taste of what it's like to ride the Hypermotard 1100 Evo and Evo SP. Be sure to read the May 2010 issue of Sport Rider to see what's new on both bikes, along with my complete first ride impressions.