Sabtu, 01 Maret 2008

2008 Yamaha YZF-R6

As the mad scramble by the Big Four to unveil the popular 600 and 1000cc sportbikes begins, Yamaha jumps out of the gate with a revamped YZF-R6. Cosmetic changes to the new R6 are minimal, but the 2008 version features a number of internal changes, including a revised engine and new chassis. The 599cc DOHC Inline-Four retains its 67 x 42.5mm bore and stroke, but compression ratio has been boosted from 12.8:1 to 13.1:1. Internal changes to the liquid-cooled mill include a compacted combustion chamber via new domed pistons with valve cutouts. The entire powerplant has been streamlined for efficiency, with Yamaha's PR claiming that "over 50 friction-reducing strategies have been employed inside the engine, including the use of wider crank bearings." Twin-injection fuel injection is utilized to improve fueling at high rpm, with the new R6 also being fitted with last year's headlining component on its larger R1 sibling - Yamaha Chip Controlled Intake (YCC-I). The YCC-I system uses the ECU to control variable-length intake trumpets in order to deliver optimal power dependant on RPM. This system teams with the fly-by-wire YCC-T (Yamaha Chip Controlled Throttle) system, which was featured on last year's model. The 2008 R6 also holds onto one of our favorite components for a track-ready mount, a slipper clutch - the back torque-limiting design muffling the effects of abrupt downshifts on the unchanged 6-speed transmission. The big news for the '08 Yamaha is an all-new frame, swingarm and magnesium-alloy subframe. Yamaha has great things expected from the new chassis components, claiming the Deltabox aluminum frame "incorporates GP thinking in terms of engine positioning and rigidity for the ultimate in 600-class handling." Internal ribs have been added to the new swingarm, with the new unit designed to pivot high in the new frame for improved cornering stability. The magnesium subframe lightens the rear and improves the new R6's mass centralization. The four-way adjustable suspension components, a 41mm inverted fork up front and single shock out back, still provide 4.7 inches of travel. The two units have been modified, however, with both featuring increased adjustability for ride height to accommodate more rider and tire combinations. Yamaha also claims front end feedback has been fine-tuned courtesy of "revised outer fork tubes, a new lower triple clamp, and increased fork offset." Riding position has been adjusted, with the rider and bars moved "forward and slightly lower" and the clip-on handlebars "also lower and re-angled." Yamaha also maintains revised bodywork delivers "even greater aerodynamic efficiency." Although tweaking the chassis, the R6's steering geometry, including the 24-degree rake, 3.8-inch trail and 54.3-inch wheelbase, remains unchanged from last year. Dimensions like the 33.5-inch seat height, as well as height (43.3 inch) and length (80.3 inch), are also unchanged. The claimed dry weight for 2008 is nine pounds greater, however, with the new R6 tipping the scales at 366 lbs. In the braking department, the R6's strong stoppers retain dual 310mm rotors with radial-mount 4-piston calipers up front. The front rotors have increased in thickness, however, from 4.5mm to 5mm to improve cooling qualities. The 220mm rear disc with single-piston caliper setup remains the same. The new and improved R6 doesn't come without a cost, as the '08 model (depending on color combination) increases MSRP from $9299 to $9599. The new R6 will be available in dealers this November in Liquid Silver, Raven and Team Yamaha Blue. A special Cadmium Yellow with Flames version will be available in December with an extra $200 tacked onto the MSRP.
2008 Yamaha YZF-R6 Specifications
Engine Type: 599cc liquid-cooled inline 4-cylinder; DOHC, 16 titanium valves
Bore x Stroke:
67.0 x 42.5mm

Compression Ratio:
13.1:1

Carburetion:
Fuel Injection with YCC-T and YCC-I
Ignition: TCI
Transmission:
6-speed; multiplate slipper clutch

Final Drive:
Chain

Suspension/Front:
41mm inverted fork; 4-way adjustable, 4.7-in travel

Suspension/Rear: Single shock; 4-way adjustable, 4.7-in travel
Brakes/Front:
Dual 310mm floating disc; radial-mount 4-piston calipers

Brake/Rear:
220mm disc; single-piston caliper

Tire/Front:
120/70-ZR17

Tire/Rear:
180/55-ZR17

L x W x H:
80.3 x 27.6 x 43.3 in

Seat Height:
33.5 in

Wheelbase:
54.3 in

Rake (Caster Angle) :
24.0 degrees

Trail:
3.8 in

Fuel Capacity: 4.6 gal
Dry Weight: 366 lb
Color:
Team Yamaha Blue/White; Raven; Liquid Silver ($9599); Cadmium Yellow w/Flames ($9799)


2008 Yamaha YZF-R6 C.E. Canadian Edition

Confidence, agility, performance... maximum excitement for maximum fun.

The engineers at Yamaha had 2 main goals for the new 2008 Yamaha R6. To be the most exciting bike to race on the track and to be the most fun sport bike to ride on a winding road. Even at full lean, the new 2008 Yamaha R6 allows the rider to dial up the throttle and sling shot out of a corner. Confidence, agility, performance and fun.

Cutting edge champion - Almost anywhere you look on the 2008 R6 you'll find something new, including YCC-I, Yamaha Chip Controlled Intake. It's bristling with loads of refinements and knowledge gained from years of racing. You can confidently say the YZF-R6 C.E. Canadian Edition is the most advanced production 600cc motorcycle Yamaha - or anybody else - has ever built.

Yamaha has re-invented the all new 2008 R6 with a showcase of Yamaha's latest sport bike technologies.

From the YCC-T fly by wire throttle to the MotoGP inspired straight frame design, to Yamaha's exclusive electronically variable intake stacks, this new R6 featuring a new engine and frame is designed to take super sport riding to a whole new level.


FEATURES:

Revised ultra-compact, lightweight, short stroke, 599cc, DOHC, 16-valve, liquid-cooled, in-line four-cylinder with lightweight titanium valves produces incredible horsepower for a 600cc engine. Redline is set at an amazing 16,000rpm.

The compression ratio has been increased from 12.8:1 to 13.1:1.

67mm bore and 42.5mm stroke provide a fast revving powerplant. Engine width is minimized thanks to Yamaha's special casting technologies and "liner less" cylinder design.

Compact "pent roof" cylinder head design features ultra lightweight titanium valves for both intake and exhaust. The intake valve angle is 11.5 degrees and the exhaust is 12.25 degress. The intake valves are 27mm in diameter while the exhaust valves are 23mm.

Single intake valve springs reduce weight and "friction" for optimum high rpm performance. The valve spring material for both the intake and exhaust has been revised to accomodate the increased power. The valve retainers are made of lightweight aluminum.

High flow intake and exhaust ports allow more fuel in and more exhaust out for great power delivery at all rpms.

Lightweight magnesium cylinder head cover and case covers reduce weight.

Separate cylinder block (the cylinder is no longer part of the upper crankcase) design utilizes ceramic composite plated "liner less" cylinder bores. The ceramic coating is sprayed directly on the aluminum block. The benefits are greater heat dissipation for consistent power delivery, reduced frictional power loss, reduced oil consumption and since there are no heavy liners, reduced weight too.

Revised lightweight forged pistons feature thin top rings for great high rpm power. The pistons are secured by lightweight tapered type piston pins. The lightweight design means fast engine response.

Revised lightweight crankshaft features 31mm bearing journals. The inertial crank mass has been optimized for excellent throttle response and impressive acceleration. The crank journal bearings feature new design oil holes that increase the supply of oil.

The connecting rod bearing width has been increased by 1mm while the rod cap has been revised to match.

Revised high lift / high performance, hollow, side-driven camshafts provide arm stretching power and strong acceleration. For 2008 the exhaust camshaft event angle has been changed from 109 to 110 degrees. The profile and lift remains the same as 2007.

The cam timing and overlap for both the intake and exhaust cams has been changed for improved engine performance.

Revised cam chain now uses a special "Vanadium carbide treatment on the pins. For durability.

Revised semi-hydraulic type cam chain tensioner reduces mechanical noise and maintenance. The "slider" that the cam chain pushes against has been changed to match the increased engine output.

Mikuni fuel injection system with 41mm throttle bodies features twin injectors (primary & secondary). This type of twin injector system is also found on our MotoGP M1 machine. Each of the injectors utilizes 12 spray holes to maximize the atomization process. The secondary injectors, located inside the airbox, begin to function at mid rpms (6,000 to 7,000rpm) thru to redline. This system is lighter and simpler than the sub motor driven secondary valve type FI system. Special short intake tracts allow for higher rpms and improved power.

The revised F.I. system features a new separate TPS (throttle position sensor) and APS (accelerator position sensor) sensors.

Yamaha Chip Control Throttle (YCC-T) is another 1st for Yamaha. This system electronically controls the throttle for outstanding response and improved controllability at high rpms. The system features Throttle Position Sensor (TPS) and D.C. motor driven throttle valves. The YCC-T system electronically controls the throttle valves for outstanding response and improved controllability at all rpms. The YCC-T is used to provide even more control of the intake air volume for a smoother torque character. The YCC-T features 3 - ECU's inside the main ECU to control ignition, fuel injection and the YCC-T. This special ECU is capable of responding to changes at a speed of 1000th of a second.

All new YCC-I or Yamaha's Chip Controlled Intake means the intake funnels / stacks vary in length based on engine rpmand throttle position. At low to mid rpms the funnels are set at 140mm and as the rpm increases, the funnels move to their shorter position (65mm) via an electric-control servo motor to provide maximum horsepower, torque and throttle response at all rpms. The range of movement is from 140mm to 65mm. The all new YCC-I provides the best of both worlds …solid low rpm performance with amazing high rpm power. YCC-I ensures that the intake tracts are "tuned" to the ideal length for the prevailing engine rpm. It takes 0.3 of a second for the funnels to move from the high position to the low position.

Revised 7.6 litre air box uses a viscous type air filter. The airbox mounting method is changed.

Ram Air Induction System with centrally located intake duct delivers cool, high-pressure air "force-fed" into the intake tract for optimal combustion and greater horsepower at higher speeds. This design provides straight induction from the central fairing duct to the airbox without a lot of bends or turns.

Close ratio 6-speed transmission delivers seamless power delivery and maximum acceleration. Gear widths, splines and engagement dogs have been optimized to handle the increased power. The shift drum and shifting mechanism are located on the right side of the cases for smooth shifting feel under power. The gears use flat contact-type engagement dogs for positive shifting and increased durability.

The "Tri-Axis" or stacked transmission design creates a more compact engine front to back that allows for optimum engine placement in the "sweet spot" of the frame for optimized balanced weight distribution and incredible handling.

Slipper or back limiter clutch assembly reduces rear wheel hop when making hard down shifts or under hard braking. Key benefit is reduced lap times and smoother control when participating in either a race or track day. This clutch uses 9 paper based friction plates and 8 steel plates, plus 6 coil-type clutch springs.

The oil lubrication system has been optimized to reduce frictional loses caused by "oil drag". It features a "two side" oil pump. There is a separate liquid-cooled oil cooler to insure consistent engine temperatures for maximum performance and extended service life.

High capacity cooling system features a curved radiator with dual ring-type fans for excellent engine cooling efficiency. The ring-type fan offers more airflow than a conventional type fan.

Direct ignition coils, iridium dual electrode spark plugs and high-output magneto deliver reliable, super strong spark. With this system, the ignition coils are integrated into the plug caps, significantly reducing weight.

4-into-2-into-1 exhaust maximizes engine performance. There are three, 3-way honeycomb catalyziers with an oxygen sensor in the system to reduce harmful HC & CO exhaust emissions. The oxygen sensor provides feedback to the ECU so it can adjust for the optimum fuel/air mixture. A "mid ship" MotoGP style, lightweight titanium muffler is located below the engine to central mass and lower the center of gravity.

The exhaust system also features Yamaha's EXUP System (Exhaust Ultimate Power Valve) utilizing a titanium body and butterfly valves that prevent the "blow back" phenomenon caused by "valve overlap". This design reduces weight and maximizes cornering clearance. The EXUP system eliminates "flat spots" in the power band and reduces emissions too. This is a 1st on a 600cc supersport machine.

High powered 32 bit electronic control unit actually contains three ECUs inside the main ECU to control the FI system, the YCC-T system and the ignition system.

Air Injection System (AIS) injects fresh air into the exhaust ports to fully burn any unburnt fuel in order to reduce harmful CO & HC exhaust emissions

New compact, lightweight aluminum Deltabox frame offers an optimized total rigidity balance for incredibly light and agile handling. This frame is a MotoGP inspired innovation that Yamaha calls a "straight frame concept". This means the top spars of the frame lie as close to possible to the frame's torsional axis (the line connecting the head pipe to the swingarm pivot point). The ram air duct passes through the frame at the head pipe for a straight ram air effect too. A mix of revised mold castings and pressed aluminum plates make up the frame. The engine is a fully stressed chassis member allowing for a super-light frame design. Although the frame may look similar to the 2007 version, the outer panel shape has been changed, the front cross member has been eliminated, and the overall rigidity balance is improved for even more precise and agile handling.

New, detachable magnesium rear subframe reduces weight. The detachable design allows rear shock access and is less costly if the unit is "looped out".

Revised lightweight, aluminium "gull wing" type swingarm uses a mix of castings and pressed plates for optimum rigidity. The swingarm pivot area has been modified for increased rigidity. The swingarm pivot position has also been optimized to reduce the "squat" tendencies caused by drive chain reaction to hard throttle openings.

Key chassis geometry figures include: 1380mm wheelbase, 24 degree caster angle, 97mm of trail and a 52.5% front and 47.5% rear weight balance. The maximum lean angle is a knee scraping 57 degrees.

The riding position has been changed for 2008. The seat is 5mm further forward than in '07.

Revised fully adjustable 41mm inverted front fork provides 120mm (4.7") of wheel travel and offers incredible suspension performance with ultra-precise feedback. The outer tubes of the fork have been optimized. Adjustments include: spring preload, 4-way high speed compression damping, 20-way low speed compression damping and 25-way rebound damping. The inverted design not only reduces unsprung weight but also increases the rigidity of the fork. The range of adjustments allows the rider to tune suspension to match riding style and conditions.

Upper triple clamp features a 30mm offset for precise handing and great steering feel. The lightweight aluminum clip-ons are mounted below the triple clamp.

Revised fully adjustable Monocross link rear suspension utilizes a newpiggyback-style shock providing 120mm (4.7") of wheel travel. Shock adjustments include: 9 steps of spring preload adjustability, 20-way high speed compression damping, 4 -way low speed compression damping and 20-way rebound damping adjustability. The piggy back design helps to keep the shock oil cool for more consistent damping. The new shock reduces weight.

Rear ride can height can be adjusted if desired.

The lower triple clamp has been revised to optimize the rigidity balance for razor sharp handling.

Revised radial mount, monoblock, 4-piston calipers squeeze large 310mm dual front discs. The thickness of the discs has been increased by 0.5mm to 5mm for improved heat dissipation. The radial mounting design helps to reduce caliper distortion for improved braking performance with excellent control and good lever feedback. The disc carriers are made from aluminium for reduced weight while the sinter metal pads provide incredible stopping power.

Brembo radial pump master cylinder features a 16mm piston. The radial design allows for more powerful braking and improved lever feedback. The lever is adjustable for various hand sizes.

Light weight 220mm rear disc brake is squeezed by a single-piston caliper

Lightweight five-spoke 17" wheels reduce unsprung weight by making hub and spokes a single structural unit. A special casting technique makes the rim section substantially lighter and stronger.

Revised ultra-sleek "new edge form" bodywork features a sharp front profile with centrally located Ram Air duct, engine-revealing side cowlings and ultra-sleek tail section. There are special side fairing intake ducts to allow cool air to circulate around the engine, fuel tank and frame areas. "Minimalism" and "mass forward" movement are two words that best describe this new design body.

The seat area and tail section have been revised for improved appearance.

17.5-litre fuel tank provides excellent rider ergonomics and an aggressive riding position. The reserve portion of the tank is 3.5 liters. The tank features a front tank cover like the R1 and an internal electric fuel pump.

Separate rider and passenger seats. An optional rear seat cowl is available.

Revised dual 55 watt H7 "cat eye" headlights. The lens shape has been changed for improved appearance. These lights not only cast a bright beam of light, but also feature a sleek profile for superb aerodynamics.

Revised compact race inspired multi-function digital and analog instrumentation with adjustable back lighting. Features: analog tach, digital speedometer, dual tripmeters, low fuel warning light, fuel tripmeter, and clock. There is also a programmable shift light and stop watch/lap timer that is controlled by the LHS handlebar mounted switch gear. The tach face has been changed for improved appearance.

Revised single lens LED taillight provides excellent visibility, extended service life and uses less power than conventional bulbs. The lens shape has been changed for improved appearance.

Immobilizer ignition system is designed to reduce the possibility of "ride away" theft. This system must recognize the "coded ignition key" in order for the unit to start. If the immobilizer ignition does not recognize the key (or a theft's screwdriver or other type of "jimmy tool") the bike will not start even if the ignition is turned or forced into the on position. If the system does not recognize the correct coded ignition key, the ignition system and starter will not function.

Durable, lightweight, aluminum clip-on bars provide optimal vibration damping.

Adjustable front brake lever

New design mirrors

Special 525 lightweight O-ring chain is used to reduce weight

Steering lock

Lightweight aluminum side stand and chain adjusters

Lightweight low maintenance sealed gel-type battery

White and red paint scheme

Special Canadian Edition logo on fuel tank

The YZF-R6 offers a significant level of power and performance. It is not intended for novice or inexperienced riders.


SPECIFICATIONS USA - 2008 Yamaha YZF-R6 C.E. Canadian Edition:
MSRP* Not Available in the USA



SPECIFICATIONS Canada - 2008 Yamaha YZF-R6 C.E. Canadian Edition:
Suggested Retail $12,599 CDN

Engine Liquid-cooled, DOHC, 16-valve (titanium), in-line four
Displacement 599 cc
Bore and Stroke 67 x 42.5 mm
Compression Ratio 13.1:1
Maximum Torque 6.7 kg-m (48.5 ft-lb) @ 10,500 rpm
Fuel Delivery 41 mm Mikuni throttle body F.I.
Lubrication Wet sump
Ignition Digital TCI
Transmission 6 speed
Final Drive O-ring Chain


Suspension (Front) Fully adjustable 41 mm inverted cartridge fork
Suspension (Rear) Fully adjustable link Monocross
Brakes (Front) Dual 310 mm discs
Brakes (Rear) 220 mm disc
Tires (Front) 120/70 ZR17
Tires (Rear) 180/55 ZR17

Length 2,040 mm (80.3'') Width 705 mm (27.8'') Height 1,100 mm (43.3'') Wheelbase 1,380 mm (53.4") Rake / Trail 24° / 97 mm (3.8") Ground Clearance 130 mm (5.1") Seat Height 850 mm (33.5'') Dry Weight 166 kg (366 lb) Fuel Capacity 17.5 litres (3.9 imp.gallons) Colour(s) Bluish White + Red

Benelli TnT Titanium 2008


General
Model: Benelli TnT Titanium 2008
Category: Naked Bike


Engine
Type: 1130 cc, liquid cooled, 3-cylinders in line, 4-stroke

Bore x Stroke: 88 mm x 62 mm

Compression ratio: 11.9:1

Valves: DOHC, 4 valves per cylinder

Fuel system: electronic injection with 1 injector per cylinder

Ignition: single coil inductive discharge electronic ignition
Power: 137 HP (102.2 kW) @ 9250 RPM

Torque: 117 Nm (86.3 ft. lbs) @ 6750 RPM

Lubrication system: wet sump


Transmission

Clutch: Dry clutch with aluminium case

Gearbox: 6 speeds Ratios: 1e 14/39, 2nd 18/35, 3th 21/32, 4th 23/30, 5th 24/28, 6th 25/27
Primary drive: 44/79

Final drive: Chain. 16/36

Starting system: Electronic


Chassis

Frame: mixed solution. Front ASD steel tube trellis, fastened with screws to box rear section, aluminium alloy casting

Subframe: aluminium die-case

Front suspension: Marzocchi, 120 mm travel

Rear suspension: ASD steel tube trellis swingarm with Extreme Technology single shock absorber with adjustable extension and spring load, 120 mm travel
Rake/Trail: 24 degrees / 95 mm (3.7 inches)


Wheels

Rims: Marchesini forged aluminium
Front wheel: 3.50x17

Rear wheel: 6.00x17

Front tyre: 120/70-17

Rear tyre: 190/50-17

Front brakes: dual 320 mm floating discs with radial-mounted 4-piston calipers

Rear brakes: single 240 mm disc 2-piston calipers

Dimensions

Seat height: 780 mm (30.7 inches)

Wheelbase: 1419 mm (55.9 inches)

Fuel capacity - reserve: 17 litres (4.5 gallon US) - 4 litres (1.1 gallon US)
Dry weight: 193 kgs (425.5 pounds)

2007 KTM SuperDuke 990

Super Duke

Absolute highlights at the trade fair in Milan are the significantly improved Super Duke and the brand new model, the Super Duke R, being offered for the first time in 2007. Improvements to the sporty KTM Super Duke street fighter include chassis modifications as well as a whole range of new high quality components.

Thanks to alterations to the steering head angle to 66.1 degrees this sporty naked bike is significantly more stable without sacrificing any handling, particularly at high speeds.

Radial screwed high performance four piston brake calipers are fitted to the front wheels of the new Super Duke while riders of these second generation bikes also have at their disposal a completely newly designed multifunctional dashboard. And now the well-recognized Super Duke riding fun can last even longer than before because the fuel consumption of this extremely light LC8 two cylinder has been reduced, thanks to changes in the fuel injection system and mapping in line with Euro 3 regulations. A 4-liter increase in the fuel tank capacity significantly improves reach while the Super Duke, to be released in the spring of 2007, is rounded up with fresh new design elements. Without deviating from the overall appearance of the street fighter, KTM designer Gerald Kiska has introduced exciting new elements such as the aggressive front mask.

ENGINE

Type: 2-cylinder, 4-stroke, V 75o, 999ccm

Bore x Stroke: 101/62.4 mm

Power output: 88 kW @ 9000RPM

Max. torque: 100Nm @ 7000RPM

Compression ratio: 11.5 : 1

Starter: Electric

Engine Management: Keihin indirect intake port injection

Mixture preparation: Electronic injection

Valve timing: DOHC

Engine lubrication: Forced oil lubrication

Cooling system: Liquid cooled

Clutch: Multi-disc wet clutch, hidraulically operated

CHASSIS

Frame: Tubular chrome-moly space frame, powder-coated

Subframe: Aluminium

Handlebar: Renthal aluminium, tapered

Rims, front/rear: 3,5x17"" / 5,5x17"

Tyres, front/rear: 120/70 ZR 17", 180/55 ZR 17"

Silencer: Stainless steel with a feedback catalytic converter

Steering head angle: 66.1o

Trail: 100,7 mm

BRAKES

Front brake: 2 x Brembo 4-piston fixed-caliper, 2 x brake disc Ø 320mm

Rear brake: Brembo single-piston, floating brake caliper, brake disc Ø 240 mm

SUSPENSION

Front suspension: WP USD Ø 48 mm

Rear suspension: WP Monoshock

Suspension travel front/rear: 135/160 mm

TRANSMISSION

Transmission: 6 gears, claw shift

Primary drive: 67:35

Secondary drive: X-Ring chain 5/8 x 5/16”

Gear ratio: 16:38

Further Data

Battery: 12 V / 11.2 Ah

Wheel base: 1438 mm

Ground clearance (unloaded): 165 mm

Seat height: 855 mm

Fuel tank capacity: Approx. 18.5 litres

Weight: Approx. 185 kgs ( ready to race, without fuel)



Super Duke R

As well as the newly modified Super Duke, KTM now offers something really special for very sports-oriented street fighter fans in the form of the Super Duke R. Only available as a single seater for the model being released in spring 2007, the Super Duke R is superior to the improved basic version in technical and optical nuances. A fully adjustable, race-tested shock absorber has been introduced for unlimited performance including on the racing circuit. A 10mm increase in the suspension travel to 150mm means that the damping is also longer resulting in improved riding angle. The matching geometry, with a steering head angle of 67.3 degrees at 93.9mm trail transforms the R version into the ultimate artist in the corners.

A serial production steering damper as well as elegant CNC-machined upper triple clamp are further sporty attributes for the uncompromising Super Duke R. Optically speaking, this motorcycle also reflects the unmistakable KTM brand "Ready to Race" philosophy. Above all, the orange laquered tubular frame, in contrast to the classic black makes this bike a real eye-catcher.

FRAME

The extremely tortion-resistant chromium molybdenum tubular trellis frame weights a mere 9 kg. it ensures the highest degree of safety, absolute tracking stability and optimum feedback from the chassis

STEERING DAMPER
An additional steering damper from WP eliminates dangerous front wheel kickbacks. Even on the worst road surface. It can be adjusted click by click depending on the type of use and riding style.

FORKS

With their wide setting range, the fully adjustable 48 WP upside-down forks with super sporty setting provide optimal shock absorption both on the race track and on the most challenging mountain routes.

The high quality titanium nitride coating on the fork inner tubes provides supreme responsiveness – superior racing technology in series.

TAIL SECTION

The new mono-seat tail section is lighter, looks cool and provides optimum support even in extreme hang-over manoeuvres and quickweight transfers


Suzuki G-Strider

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 V-Twin
  • 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)

2008 Suzuki B-King

After long speculation and years of waiting, the 2008 Suzuki B-King has finally been introduced. The styling is very close to the original concept motorcycle. Suzuki received so much interest and support for the design it was given the go ahead for production.

The engine is straight from the new Hayabusa and nowhere in the specifications or features do we read the dreaded “tuned for mid range power,” it’s the Hayabusa engine in the B-King chassis. There is, however, the S-DMS (Suzuki Drive Mode Selector), that allows the rider to choose from two different engine settings depending on riding conditions or rider preferences, perhaps the rider can choose mid range power if he wants it.

Let’s see, huge power in a standard chassis with aggressive styling, … did Yamaha wait too long to introduce a new V-Max?

Full features and specifications from Suzuki press release follow:

Engine

  • New 1340cc, DOHC liquid-cooled, 16 valve engine shared with the new Hayabusa featuring a gear-driven counterbalancer for smooth operation
  • Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox
  • S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from two different engine settings depending on riding conditions or rider preferences
  • Lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for high combustion chamber efficiency
  • High efficiency curved radiator now features dual electric fans controlled by the ECM for increased cooling capacity. Oil cooler now has 10 rows cores for increased heat dissipation.
  • 32 bit ECU boasts 1024 ROM for high overall performance and to control new functions like S-DMS
  • Ventilation holes at the cylinder skirt for reduced pumping losses and increased overall performance
  • Uniquely styled exhaust system enhances the powerful styling of the B-King
  • Large volume 4-into-2-into-1 exhaust system with a large capacity catalyzer, oxygen sensors and an oval cross section canister with dual openings that meets Euro 3 and Tier 2 regulation
  • The Suzuki Exhaust Tuning (SET) valve is built into the mid-pipe for optimum exhaust efficiency
  • Slick shifting 6 speed transmission working in conjunction with an innovative back torque limiting clutch for smooth and controlled downshifts
  • Ion plating treatment utilizing PVD (physical vapor deposit) method is applied to piston rings providing a smoother surface treatment for increased durability, reduced friction loss and reduced oil consumption

Chassis

  • All-new Twin-spar cast aluminum alloy frame features optimum rigidity balance and superb handling
  • All-new cast aluminum alloy swingarm for the B-King is constructed of 3 main sections for minimal welding lines and a clean overall look
  • New KYB inverted front forks are specifically designed for the B-King and are fully adjustable for compression, rebound damping and spring preload to suit rider preferences
  • New aluminum alloy rear shock absorber features three-way adjustability with excellent damping characteristics equivalent to those of Suzuki supersport models
  • Radial mount front brake calipers feature an all new design built specifically for the B-King and work with 310mm brake rotors to provide superior braking performance.
  • Lightweight single piston rear brake caliper works with a 260mm rear disc
  • The front brake master cylinder, its reservoir tank, as well as the clutch master cylinder were designed specifically for the aggressive look of the B-King
  • The B-King features a new wheel design with a dynamic three spoke look combined with high performance radial tires boasting a massive 200mm rear tire size
  • Unique three piece front fender design for a high quality look and an aggressive look
  • All New instrument cluster features the signature strong B-King styling with an analog tachometer, digital speedometer, fuel gauge, water temperature gauge, twin tripmeters, clock, maintenance interval, running time, average speed, gear position indicator, and a S-DMS mode indicator
  • The B-King also comes equipped with a standard steering damper for maximum stability
Specifications
Model Number GSX1300BKK8
Type Standard
Warranty 12 month unlimited mileage limited warranty.
Suggested Retail $12899
Engine 1340cc, 4-stroke, four-cylinder, liquid-cooled, DOHC, 16-valve, TSCC
Bore & Stroke 81.0 x 65.0mm
Compression Ratio 12.5:1
Fuel System Fuel Injection
Lubrication Wet sump
Ignition Digital/Transistorized
Starter Electric
Transmission 6-speed, constant mesh
Final Drive #530 chain
Overall Length 2220mm (87.4 in.)
Overall Width 800mm (31.5 in.)
Overall Height 1085mm (42.7 in.)
Seat Height 805mm (31.7 in.)
Ground Clearance 120mm (4.7 in.)
Wheelbase 1525mm (60.0 in.)
Dry Weight 235 kg (518 lbs.) CA Model: 236 kg (520 lbs.)
Suspension Front Inverted telescopic, coil spring, fully adjustable spring preload, adjustable rebound damping and adjustable compression damping
Suspension Rear Link-type, gas/oil damped, fully adjustable spring preload, adjustable compression & rebound damping
Brakes Rear Single hydraulic disc
Tires Front 120/70-ZR-17
Tires Rear 200/50-ZR-17
Fuel Tank Capacity 16.5 liter (4.2 gal) CA Model: 16.0 liter
Color Gray/Silver, Black/Matte Black

Benelli Tornado Tre 1130

The Tornado’s frame has been completely revised to meet the new power and torque characteristic of the engine, without loosing any input from the original Tornado project.

Rear radiator

This is one of the characterizing features of the Tornado. 50% of the weight is distributed to the front chasis of the bike in all riding conditions. The advantage being increased precision when riding and when entering bends.

Rear suspension

The shock absorber and the links have benefitted from recent racing experience. The measurements have been slightly modified to make the frame easier to manage adapting it to the new increased power and torque values.

Frame

Some small improvements,for example the welding system and tube assembly are now more accurate. The aluminum plates have been modified to make the Tornado 1130 more enjoyable and satisfying to ride.

General information
Model:Benelli Tornado Tre 1130
Year:2007
Category:Sport
Rating:71.8 out of 100
Engine and transmission
Displacement:1130.00 ccm (68.95 cubic inches)
Engine type:In-line three
Stroke:4
Power:160.92 HP (117.5 kW)) @ 10500 RPM
Torque:124.00 Nm (12.6 kgf-m or 91.5 ft.lbs) @ 8000 RPM
Bore x stroke:88.0 x 62.0 mm (3.5 x 2.4 inches)
Fuel system:Injection. Electronic injection with 1 injector per cylinder
Fuel control:DOHC
Starter:Electric
Lubrication system:Wet sump
Cooling system:Liquid
Gearbox:6-speed
Transmission type
final drive:
Chain
Clutch:Dry clutch
Physical measures
Dry weight:199.0 kg (438.7 pounds)
Seat height:780 mm (30.7 inches) If adjustable, lowest setting.
Wheelbase:1,419 mm (55.9 inches)
Chassis and dimensions
Frame type:Mixed design. Front trusses in ASD tubular steel securely fitted with traction screws with aluminium alloy casting rear section. Steering head angle fixed 23,5°
Front suspension:Marzocchi “upside down” fork
Rear suspension:ASD steel tube trellis swingarm with Extreme Technology single shock absorber with double Adjustment for damping, rebound and spring load.
Front tyre dimensions:120/70-17
Rear tyre dimensions:190/50-17
Front brakes:Double disc
Front brakes diameter:320 mm (12.6 inches)
Rear brakes:Single disc
Rear brakes diameter:240 mm (9.4 inches)
Speed and acceleration
Power/weight ratio:0.8086 HP/kg

Jumat, 29 Februari 2008

Ducati Desmosedici RR

June 3, 2006 Ducati became the first manufacturer to release a roadgoing version of a MotoGP race machine yesterday, when it showed the prototype version of the Desmosedici RR which will go on sale as an extremely limited edition next year – only 400 machines a year will be built and the price will be around US$70,000. Ducati chose the magical atmosphere of the Italian Grand Prix at Mugello to launch the RR production prototype and it was a fitting venue at which to show the first-ever road-going MotoGP motorcycle. You can put your name on the list to own one here and it should be noted that if you own a Ducati 999R, you get priority. Unlike the V-twin bikes which have made the Ducati name famous, the Desmosedici RR uses an L-four layout. That’s the replica and the original racer together.

The Mugello launch is the perfect occasion to reveal the shape and the technical characteristics with which the bike will go to market, confirming the high technological features of this exclusive and esoteric machine.

The body design and the aerodynamics faithfully reflect the Desmosedici GP6. The colour scheme, the fittings, the materials used in its construction as well as the technical features of the powerful four-cylinder desmodromic engine built by the Borgo Panigale factory engineers, leave no doubts whatsoever: the Desmosedici RR is the ultimate expression of the most extreme MotoGP racing machine today.

The project is currently in the industrialization phase and, as previously announced, it will be a limited edition motorcycle, with approximately 400 bikes being produced a year. The RR is scheduled to arrive in the market in July 2007, while from June 2nd 2006 it will be possible to reserve the bike through the official Ducati dealer network, with Ducati 999R owners receiving priority.

This is the new frontier of Ducati technological evolution, a dream come true, demonstrating once again the courage and the passion of Ducati, as well as the ability to transfer the experience of the racing world to a machine that is destined for road use.

Federico Minoli – Chairman and Managing Director of Ducati Motor Holding - and Claudio Domenicali – Product Director of Ducati Motor and Managing Director of Ducati Corse – together with Ducati Corse riders Loris Capirossi, Sete Gibernau and Vittoriano Guareschi were at Mugello to unveil Ducati’s latest jewel of technology.

“This is an important moment for us, another dream come true. Producing the Desmosedici RR means offering the ultimate expression of Ducati technology, while remaining faithful to the tradition of every one of our road and racing bikes,” declared Federico Minoli. “It is a challenge that we wanted to accept and although relatively few bikes will be made, the RR will be a true object of desire for all Ducatisti. It will be the ultimate Ducati experience, one that best exemplifies the passion and the ingenuity for which we are famous. Meanwhile the twin-cylinder remains and will continue to remain Ducati’s traditional engine, having equipped all of our production models in the past and equipping them in the future.”

“The Desmosedici RR is a true Grand Prix replica,” commented Claudio Domenicali. “The technological level of this bike is extraordinarily high and for the first time ever all the authentic performance and technology of the ultimate MotoGP racing machine have been transferred to a road-going motorcycle. Over 200 hp of power for a bike that features exclusive components and quality materials, destined to become the new point of reference for production motorcycles. There couldn’t have been a better place than Mugello for the unveiling of this new bike and who better to take the wraps off it than Loris, Sete and Vittoriano, because this bike is also their bike and all of their experience has gone into developing this road-going motorcycle.”

Engine

The Ducati Desmosedici RR features advanced technology and aerodynamics that are derived from the GP6 currently being raced in the 2006 MotoGP World Championship.

The engine of the Desmosedici RR accurately reflects that of the MotoGP bike: Ducati’s traditional desmodromic distribution, guaranteeing precise valve control up to the highest revs, is perfectly matched to the 989 cc four-cylinder ‘L’ layout, with four titanium valves per cylinder, in asymmetrical Twin Pulse configuration, producing a masterwork of precision engineering.

The double overhead cams are gear driven, a sophisticated and reliable solution that enables precise valve timing in all conditions. This authentic copy of the Grand Prix engine is completed by a six-speed transmission, which retains its ‘racing’ characteristic by being cassette type, and a hydraulically actuated dry multi-plate slipper clutch. The aim of producing a light but robust engine has led not only to an unrivalled quality component design but also the use of exclusive racing-derived materials: sand-cast, aluminium crankcase and cylinder heads, titanium connecting rods and valves, sand-cast magnesium engine covers.

Four 50 mm Magneti Marelli throttle bodies are present, with 12-hole ‘microjet’ injectors. For sophisticated management of the powerful four-cylinder engine a Magneti Marelli 5SM ECU and high-speed CAN line electronics have been used.

An all-time ‘first’ comes with the use of a ‘4 into 2 into 1’ exhaust, with “vertical exit” silencer, hidden in the tail cover.

These are all benchmark performance features for a MotoGP replica bike, which is capable of delivering more than 200 hp of power with the 102 dB racing silencer and dedicated CPU race kit. Amazingly the Desmosedici RR with its catalytic oxygen sensor exhaust, homologated for road use, fully complies with Euro3 emissions regulations.

Chassis

The engine clearly represents the beating heart of this fantastic motorcycle, but the technological advancements also extend to the chassis: a signature tubular trellis hybrid frame, refined components, and a superb carbon fibre body. This is a motorcycle that is destined for an expert rider, someone who is always looking for extreme sporting performance, as well as being an exclusive, esoteric, reliable product that is more than capable of track racing.

The colour scheme of the Desmosedici RR was the work of Alan Jenkins, the designer and one of the men behind the Desmosedici MotoGP, who was also responsible for the aerodynamics package which is aimed at achieving maximum speed and excellent handling. The bike is totally inspired by the racing machine, the Ducati Desmosedici GP6, from which it inherits all the aggressiveness of its lines. It is fitted with a new lightweight multifunction dashboard, developed in collaboration with Ducati Corse, the same one that will be fitted to next year’s racing machine, the Desmosedici GP7.

The bike’s development could not have been made possible without the significant collaboration of Vittoriano Guareschi, the official Ducati Corse tester, whose riding abilities and hundreds of hours of track time have made a fundamental contribution to the evolution of the project.

For the first time the Ducati Desmosedici RR uses a new welded tubular steel trellis hybrid frame (ALS 450) with the frame geometry that is the same as that of the Desmosedici GP6. This construction guarantees an excellent stiffness to weight ratio, allowing superior manoevrability and riding precision. Attached to the red frame is the rear seat support in high temperature resin type carbon fibre. This material, normally used only on racing bikes, has the characteristic of being extremely lightweight but exceptionally rigid. The Desmosedici RR sports a new extra-long, cast, forged and pressed aluminium alloy swingarm. The geometry and the technology of this component derive directly from the MotoGP bike, and give the RR a high level of traction control, and excellent weight distribution as well as a superb stiffness to weight ratio.

In the suspension department the Ducati Desmosedici RR features the most advanced technical components. The rear suspension geometry and layout is the same as that of the GP6, with the rear shock attached above the swingarm and to a rocker, which is hinged to the crankcase.

The front suspension features 43 mm upside-down Öhlins FG353 pressurized forks (PFF), with TiN coated sliders. The forks, which come directly from competition use, as well as being pressurized thus ensuring excellent track performance, are fully adjustable in preload, rebound and compression.

The rear shock is also Öhlins and has rebound, low/high speed compression adjustment and hydraulic preload adjustment.

For the first time ever, this Ducati production motorcycle features Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as on the GP6. This helps to reduce unsprung weight and inertia, all the while improving handling and suspension response.

With the aim of producing the ultimate track performance, Ducati in collaboration with Bridgestone is developing special tyres for the Desmosedici RR. The tread pattern, construction and profile are being specially developed and produced by the Japanese tyre manufacturer.

The numerous racing components of this high-performance machine also include its Brembo brakes. Up front the Desmosedici RR features a new pair of radial ‘monoblock’ callipers with four 34 mm pistons: monoblock technology, until now only used for racing callipers, allows calliper stiffness to be increased, thus improving braking response; the front brake system is completed by a radial master cylinder, with hinged lever and remote ‘quick’ adjuster. The pair of front brake discs are the same as those used on the GP6 in its wet weather race set-up: two semi-floating 320 mm x 6 mm discs, with machined flange. The Brembo rear brakes are made up of a 240 mm fixed disc and a floating calliper with two 34 mm pistons.

The Desmosedici RR will be available with a special race kit that includes a 102 dB racing exhaust, a dedicated CPU, bike cover, paddock stand.

For this exclusive Ducati, a new dedicated service plan is included. Each Ducati Desmosedici RR owner can benefit with a three-year warranty and three years of scheduled maintenance, free of charge.

Two versions of the RR will be available: 1) the Desmosedici RR - painted in ‘Rosso GP’, with a white number plate on the tail section; 2) the Desmosedici RR ‘Team Version’ - painted in ‘Rosso GP’, and as with the factory Corse bikes, has a broad white stripe on the fairing.

DUCATI DESMOSEDICI RR Technical Specifications

Engine: L-4 cylinder, liquid-cooled, DOHC, Desmodromic, 4 valves per cylinder, gear driven camshafts
Displacement: 989 cc
Power: More than 200 HP @ 13,500 rpm
Torque: 85lb ft @ 10,500rpm
Fuel injection: Four 50 mm Magneti Marelli throttle bodies, 12-hole "microjet" with injectors over throttle, manual idle control
Exhaust: 4 into 2 into 1 - Vertical Exit exhaust/silencer
Emissions: Euro 3
Trasmission: 6-speed; Cassette type
Clutch: Dry multi-plate slipper clutch
Body: Full carbon fiber bodywork
Frame: Tubular steel trellis hybrid, carbon fibre seat support, aluminium swingarm
Front Suspension: Ohlins 'FG353' PFF forks USD 43 mm pressurized, with preload, rebound and compression adjustment, TiN coated sliders
Front Wheel: Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as GP6
Rear Suspension: Ohlins rear shock, with rebound, low/high speed compression adjustment, and hydraulic preload adjustment
Rear Wheel: Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as GP6
Tires: Bridgestone
Front Brake: Two Brembo radial "monoblock" callipers with four 34 mm pistons; two semi-floating 320 mm x 6 mm discs, with machined flange: the same as GP6 wet race set-up
Rear Brake: 240 mm fixed disc, floating calliper with two 34 mm pistons
Fuel tank: Aluminium alloy
Instruments:
New lightweight Corse electronic multifunction dashboard with LCD 'bar' graph tachometer, trip/odometer, anti-theft immobilizer, lap time measurement, oil pressure, fuel reserve, EOBD, clock, air temperature, rev counter.
Colors:
(1) Desmosedici RR: Rosso GP with a white number plate on the tail section
(2) Desmosedici RR "Team Version": Rosso GP with broad white fairing stripe.
A team sponsor decal kit will be provided with each bike.
Single-seat only