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.