900 faster

Arai Crutchlow Replica Motorcycle Helmet

biker1 — Thu, 03 Nov 2011 07:29:34 +0000

PURE RACING TECHNOLOGY Arai is extremely proud to announce that the new RX-7 GP helmet is one of the very first helmets to meet both ECE Regulation 22-05 and the new SNELL M2010 standard.

Available sizes: XS-XXL

Arai Nicky Replica Motorcycle Helmet

biker1 — Tue, 01 Nov 2011 08:00:31 +0000

PURE RACING TECHNOLOGY Arai is extremely proud to announce that the new RX-7 GP helmet is one of the very first helmets to meet both ECE Regulation 22-05 and the new SNELL M2010 standard.

Available sizes: XS-XXL

Arai Takahashi Replica Motorcycle Helmet

biker1 — Tue, 01 Nov 2011 07:44:02 +0000

PURE RACING TECHNOLOGY Arai is extremely proud to announce that the new RX-7 GP helmet is one of the very first helmets to meet both ECE Regulation 22-05 and the new SNELL M2010 standard.

Available sizes: XS-XXL

Arai Rea Replica Motorcycle Helmet

biker1 — Tue, 01 Nov 2011 07:29:04 +0000

PURE RACING TECHNOLOGY Arai is extremely proud to announce that the new RX-7 GP helmet is one of the very first helmets to meet both ECE Regulation 22-05 and the new SNELL M2010 standard.

Available sizes: XS-XXL

Arai I.D. Motorcycle Helmet

biker1 — Sat, 29 Oct 2011 06:43:41 +0000

PURE RACING TECHNOLOGY Arai is extremely proud to announce that the new RX-7 GP helmet is one of the very first helmets to meet both ECE Regulation 22-05 and the new SNELL M2010 standard.

Available sizes: XS-XXL

Arai Haga Monza White Motorcycle Helmet

biker1 — Sat, 29 Oct 2011 06:32:42 +0000

PURE RACING TECHNOLOGY Arai is extremely proud to announce that the new RX-7 GP helmet is one of the very first helmets to meet both ECE Regulation 22-05 and the new SNELL M2010 standard.

Available sizes: XS-XXL

Arai Nieto Replica Helmet

biker1 — Sat, 29 Oct 2011 06:14:26 +0000

PURE RACING TECHNOLOGY Arai is extremely proud to announce that the new RX-7 GP helmet is one of the very first helmets to meet both ECE Regulation 22-05 and the new SNELL M2010 standard.

Available sizes: XS-XXL

Arai Doohan TT Motorcycle Helmet

biker1 — Sat, 29 Oct 2011 06:12:06 +0000

PURE RACING TECHNOLOGY Arai is extremely proud to announce that the new RX-7 GP helmet is one of the very first helmets to meet both ECE Regulation 22-05 and the new SNELL M2010 standard.

Available sizes: XS-XXL

Arai Haslam Replica Motorcycle Helmet

biker1 — Sat, 29 Oct 2011 06:08:52 +0000

PURE RACING TECHNOLOGY Arai is extremely proud to announce that the new RX-7 GP helmet is one of the very first helmets to meet both ECE Regulation 22-05 and the new SNELL M2010 standard.

Available sizes: XS-XXL

Arai Isle of Man TT 2011 Helmet

biker1 — Sat, 29 Oct 2011 06:00:21 +0000

PURE RACING TECHNOLOGY Arai is extremely proud to announce that the new RX-7 GP helmet is one of the very first helmets to meet both ECE Regulation 22-05 and the new SNELL M2010 standard.

Available sizes: XS-XXL

Arai RX-7 RC Racing Carbon Helmet

biker1 — Sat, 29 Oct 2011 05:36:36 +0000

THE ULTIMATE IN CARBON FIBRE The brand new Arai RX-7 RC carbon fibre helmet must be one of the most special helmets ever offered to the motorcycling community. Each outer shell consists of no less than eleven carefully applied carbon fibre layers. The technology of the new RX-7 RC is based on that of the GP-6 RC car-racing helmet, which was specially developed for Formula 1 use. It consists of an extremely stiff and light carbon fibre outer shell, reinforced with the “Peripherally Belted” construction.

The Arai engineers searched and found a superior carbon fibre quality. A mixture of aircraft quality premium carbon fibre with Arai’s own resin and Zylon reinforcement proved to be the perfect mixture for the Arai RX-7 RC outer shell. It takes a skilled Arai craftsman a full working day just to make one outer shell and the export availability of the RX-7 RC is limited to 300 pieces yearly.

Available sizes: XS-XXL
www.araihelmet-europe.com

www.fullexhaustshop.com.au

Jorge Lorenzo Biography

biker1 — Thu, 26 May 2011 22:50:50 +0000

Jorge Lorenzo stormed onto the 125cc scene in 2002 and worked his way up to being a title contender after only three seasons. He moved up to the 250 MotoGP class for 2004, finishing fourth in the championship that year. He went on to become one of the most dominant 250 riders over the next two seasons, and picked up a pair of 250 titles in ’06 and ’07. After proving his skills in the 125 and 250 class, there was only one thing left for him to do: Step-up to the big leagues.

For 2008 the Spanish sensation moved up to the MotoGP paddock in order to see where he stood amongst the world’s best. In his MotoGP debut with the Fiat Yamaha squad, Lorenzo was paired with teammate and five-time MotoGP Champion, Valentino Rossi. Yamaha was nice enough to build a wall in the garage between the two teammates, as it was widely rumored the two did not get along.

It was a very up and down rookie year for Lorenzo. He started well, taking a victory in his third race and claiming a number of poles and podium finishes. However, he also experienced a lot of crashes.

Lorenzo set out to make 2009 a new era for his racing career, switching management and changing his longtime number of 48 to 99. The Mallorcan landed on the podium 12 out of 17 rounds, earning him second in the championship.

The following year proved to be a defining moment in the Spaniard’s career. Lorenzo snagged a total of nine wins, seven pole victories and another seven podium finishes throughout the season. After only missing the podium twice, Lorenzo captured the 2010 championship and set a record for the largest points haul in a single season.

After signing a two-year contract with the Factory Yamaha team, Lorenzo will return in 2011 to defend both the Rider and Manufacturer titles. The Mallorcan will be joined by MotoGP rookie phenom, Ben Spies.

2010 – 1st MotoGP – Yamaha
2009 – 2nd MotoGP – Yamaha
2008 – MotoGP Rookie of the Year
2008 – 4th MotoGP – Yamaha
2007 – 1st 250 MotoGP – Aprilia
2006 – 1st 250 MotoGP – Aprilia
2005 – 4th 250 MotoGP – Honda
2004 – 4th 125 MotoGP – Derbi
2003 – 12th 125 MotoGP – Derbi
2002 – 21st 125 MotoGP – Derbi

Marco Simoncelli Biography

biker1 — Thu, 26 May 2011 22:29:12 +0000

Marco Simoncelli may best be known for his hair, but the afro-fantastic rider is more than just a fuzzy mop top. The Italian has steadily worked through the Grand Prix ranks after winning a European 125 title in 2002. Simoncelli then excelled in his final two seasons in the 250 class – winning the title in 2008 and finishing third in 2009 with 12 career 250GP wins.

The 2009 season was a breakout year for Simoncelli as he confirmed a move into the premier MotoGP class for 2010. The upstart rider also made a memorable wild card appearance in World Superbike during ’09, piloting the Aprilia Racing RSV4 alongside Max Biaggi at Imola. Crashing out of the first race while running an impressive fifth, Simoncelli returned in Race 2 with a third-place finish to edge out Biaggi.

In 2010 Simoncelli moved into MotoGP aboard the Honda RC212V. Throughout the 18-race season the Italian failed reaching the podium but came close on a few occasions. Simoncelli earned eighth overall in his rookie year, but his achievements were frequently overlooked due to the strong results of fellow rookie, Ben Spies.

For 2011 Simoncelli has re-signed with San Carlo Gresini Honda and will be joined by Japanese rider, Hiroshi Aoyama.

2010 – 8th MotoGP – Honda
2009 – 3rd 250 MotoGP – Gilera
2008 – 1st 250 MotoGP – Gilera
2007 – 10th 250 MotoGP – Gilera
2006 – 10th 250 MotoGP – Gilera
2005 – 5th 125 MotoGP – Aprilia
2004 – 11th 125 MotoGP – Aprilia
2003 – 21st 125 MotoGP – Aprilia
2002 – 33rd 125 MotoGP – Aprilia

Randy De Puniet Biography

biker1 — Thu, 26 May 2011 21:47:24 +0000

Randy de Puniet became a hometown hero when won the French 125 Championship in ’97 and ’98. From 2001-2005 he labored in the 250 class before making the leap to MotoGP in 2006.

The lone Frenchman in the MotoGP paddock, De Puniet was one of the stand-out crop of 2006 MotoGP rookies. The former 250 rider may have finished back in 16th overall, but he showed some flare in testing and qualifying, starting on the second row of the grid on more than one occasion. In 2007 the second-year rider continued his development in the premier class aboard a Kawasaki, taking his best finish of the season in second-place at Motegi.

During 2008 De Puniet impressed everybody during preseason testing and official practices, but his championship scores didn’t reflect his potential. De Puniet earned the notorious title of most crashed rider in the 2008 season, hitting the deck a total of 22 times.

2009 marked Randy’s fourth season in MotoGP and his second aboard the Honda RC212V. The team also attracted a great deal of attention due to one of their new title sponsors, Playboy. The following year the Frenchman had one of his best seasons in the premier class regardless of not having any podium finishes. During the first seven races De Puniet had top-six finishes, including a fourth place result at Catalunya. Despite breaking his leg mid-way through the season at Sachsenring, the Frenchman finished ninth overall in 2010.

For 2011 De Puniet will be joining Loris Capirossi on the Pramac Ducati team.

2010 – 9th MotoGP – Honda
2009 – 11th MotoGP – Honda
2008 – 15th MotoGP – Honda
2007 – 11th MotoGP – Kawasaki
2006 – 16th MotoGP – Kawasaki
2005 – 8th 250 MotoGP – Aprilia
2004 – 3rd 250 MotoGP – Aprilia
2003 – 4th 250 MotoGP – Aprilia
2002 – 9th 250 MotoGP – Aprilia
2001 – 13th 250 MotoGP – Aprilia
2000 – 17th 125 MotoGP – Aprilia
1999 – 18th 125 MotoGP – Aprilia
1998 – 1st French National 125 – Honda
1997 – 1st French National 125 – Honda

Cal Crutchlow Biography

biker1 — Thu, 26 May 2011 21:20:39 +0000

Cal Crutchlow’s position in the racing world rose quickly after claiming the 2009 World Supersport title, his second prestigious 600cc championship in four years. Cal burst onto the scene in 2006, claiming the British Supersport crown and being pushed into the British Superbike series the following year.

Powerhouse Rizla Suzuki drafted the youngster to ride the GSX-R in ’07, but he struggled most of the year. His first and only podium was a third place in the season finale. During the 2008 season he changed to the HM Plant Honda and established himself as a contender by winning twice and nearly beating his teammate, Leon Haslam, in the championship chase.

The move to the Factory Yamaha World Supersport team for 2009 turned out to be one of the best of his young career. In his rookie season he was part of an epic championship battle between himself and Parkalgar Honda’s Eugene Laverty. The two riders battled back and forth at every round, each suffering setbacks and the occasional bad-break. But when the dust settled at the final round it was Crutchlow who took home the 2009 World Supersport title.

In 2010 Crutchlow returned with Yamaha, but this time made the step up to the World Superbike Championship. It was an outstanding season for the Brit as he finished fifth overall with three victories and another eight podiums.

After his success in WSBK, Crutchlow has joined the Monster Yamaha Tech 3 team in the MotoGP series for 2011.

2010 – 5th World Superbike – Yamaha
2009 – 1st World Supersport – Yamaha
2008 – 3rd British Superbike – Honda
2007 – 9th British Superbike – Suzuki
2006 – 1st British Supersport – Honda
2005 – 4th British Supersport – Honda
2003 – 2nd Yamaha R6 Cup – Yamaha

Toni Elias Biography

biker1 — Wed, 25 May 2011 08:52:08 +0000

Toni Elias emerged as a force to be reckoned with in the 250 class during the 2002 season. The Spanish rider performed well throughout the campaign, winning at Motegi and finishing fourth in the standings behind three of the best riders in the paddock.

After transitioning to the MotoGP class in 2005, Elias claimed 12th with Fortuna Yamaha during his rookie season. The Spaniard improved to ninth overall with the Gresini Honda team in 2006, and earned the title of most improved rider after taking his first Grand Prix Victory at Estoril – in a thrilling race where Elias outdeuled non other than Valentino Rossi.

For 2007 Elias returned alongside teammate, Marco Melandri, on the Gresini Honda team, where he secured two podiums. The next year saw Elias riding a Ducati for the satellite Alice squad, and again the Spaniard rode to a top-15 finish.

After one season with Ducati, Elias returned to San Carlo Honda Gresini and wrapped up the 2009 season in seventh. Despite making only one podium appearance it was Elias’ best championship result in the premier class. In 2010 the Spaniard participated in the newly-formed Moto2 class with great success, taking a total of seven wins to clench the first ever Moto2 Championship.

For 2011 Elias will be returning to the premier class after striking a deal with LCR Honda.

2010 – 1st Moto2 – Moriwaki
2009 – 7th MotoGP – Honda
2008 – 12th MotoGP – Ducati
2007 – 12th MotoGP – Honda
2006 – 9th MotoGP – Honda
2005 – 12th MotoGP – Yamaha
2004 – 4th 250 MotoGP – Honda
2003 – 3rd 250 MotoGP – Aprilia
2002 – 4th 250 MotoGP – Aprilia
2001 – 3rd 125 MotoGP – Honda
2000 – 20th 125 MotoGP – Honda
1999 – 33rd 125 MotoGP – Honda

Andrew Pitt Biography

biker1 — Wed, 25 May 2011 08:41:45 +0000

Andrew Pitt, 34, started racing dirt track at 10 years of age before graduating to motocross at 15. In 1993, Andrew’s high school principal, a former road racer, took Andrew to spectate at a road racing meeting at Oran Park Raceway, NSW, and Andrew knew that was where he wanted to be.

Andrew started road racing at 17 finishing runner-up in the Australian 250cc production championship. He then moved up the classes and eventually secured an overall second ranking in the Australian Supersport championship in 1998. He went on to win the national Supersport Championship one year later, and earned second in the Superbike class. Australia was clearly getting too small for Pitt’s expanding talents and the rider from the Gold Coast accepted an offer to ride for the factory Kawasaki World Supersport team in 2000. He posted good results in some races but finishing tenth overall was not in his pre-season plan, and he put his hard-won track knowledge to the best possible use in 2001. Despite not quite winning an individual race in either of those first two WSS seasons, he took the championship itself in 2001, after a dramatic final day of action at Imola.

Finishing his 2002 WSS season fifth Pitt made the leap to MotoGP earlier than he thought, as a replacement for an injured Kawasaki rider in the last races of that same year.

In 2003 he was given a full MotoGP season but found the factory Kawasaki four-stroke unable to match his ultimate ambitions and the reality of the situation saw him finish 26th overall, scoring points in only three races.

Pitt’s hard-won MotoGP experience was transferred to the Moriwaki Honda team in testing and three races during the 2004 season, but the project was finally shelved. A few wild card rides for the official Yamaha World Supersport team in 2004 placed him overall 12th but his positive approach to the job was more than enough to earn him two seasons of full WSB competition for the lead Yamaha team.

Pitt grabbed his opportunity tightly and scored a final placing of 8th in WSB in 2005. His first race win in this class helped him to fifth in 2006, but once more fate had Pitt in his sights.

Unexpectedly let go at the end of the year, Pitt joined in the ill-fated Ilmor MotoGP project at the start of 2007, but the team were soon unable to continue and Pitt once more became unemployed.

He was still one of the most accurate and powerful guns for hire, however, and his two appearances as a replacement rider for the Hannspree Ten Kate WSS team in 2007 saw him score two second places.

When the Ten Kate team’s double world champion Sebastien Charpentier decided to retire, and 2007 champion Kenan Sofuoglu was drafted into the Superbike effort for 2008, Pitt was almost an automatic choice for the most dominant manufacturer and team in Supersport racing.

This choice was vindicated by his championship win, the seventh consecutive Riders’ title won by a Honda rider in the Ten Kate set-up.

2009 turned to disaster as financial problems thwarted the Ten Kate team. First a suspension manufacturer change followed by loss of key staff, Andrew found himself on an uncompetitive machine and machine failure caused numerous crashes and injuries. Andrew lost his title and finished the season in sixth position.

For 2010 – Andrew is back in superbike on a competitive team with a realistic budget. Reitwagen BMW Team look forward to fighting for podium results with Andrew throughout the season.

John Hopkins Biography

biker1 — Wed, 25 May 2011 08:22:55 +0000

John Hopkins was a MotoGP rookie in 2002 – the youngster from California joined the elite racers of the world after cutting his teeth for three seasons in the AMA. In those three seasons he managed to earn two championships, the 750 Super Sport Title in 2000 and the Formula Xtreme Title in 2001.

Now a seasoned veteran of Grand Prix, Hopkins helped to develop the GSV-R for Suzuki, hoping that his hard work will someday payoff. A new sponsor in 2006 had the Suzuki MotoGP squad feeling optimistic but after a solid if frustrating season in 2006, where he tied with Toni Elias at 116 points but lost ninth-place overall by virtue of the fact that Elias managed a win, the writing was on the wall that change was coming his way

We had a feeling that zero in career podiums would change at some point in 2007, because Hopper was just too talented and bound for some good luck. Turns out we were right, because he got his long-awaited first career GP podium at Shanghai. Hopper then backed it up with three more rostrum visits in ’07 and an overall fourth-place finish in the points.

In 2008 Hopper’s long-time Suzuki connection is gone, with the American now riding for the Kawasaki team. Now Hopkins just needs to get that first career GP victory and work on bringing home a title.

2010 – 10th AMA Superbike – Suzuki
2009 – 23rd World Superbike – Injured – Honda
2008 – 16th MotoGP – Injured – Kawasaki
2007 – 4th MotoGP – Suzuki
2006 – 10th MotoGP – Suzuki
2005 – 14th MotoGP – Suzuki
2004 – 16th MotoGP – Suzuki
2003 – 17th MotoGP – Suzuki
2002 – 15th MotoGP – Yamaha
2001 – 8th AMA 600 Supersport – Suzuki
2001 – 1st AMA Formula Xtreme – Suzuki
2000 – 1st AMA 750 Supersport – Suzuki
2000 – 6th AMA Formula Xtreme – Suzuki
1999 – 22nd AMA 750 Supersport – Suzuki
1999 – 1st GSX-R600 Suzuki Cup – Suzuki
1999 – 1st AMA Aprilia RS250 Cup – Aprilia

Andrea Dovizioso Biography

biker1 — Tue, 24 May 2011 08:10:29 +0000

Andrea Dovizioso is only at the start of his young career, but he already has many accomplishments to his name. Dovizioso became one of the youngest riders in MotoGP history to win a world championship when he won the 125cc title in 2002. Since his championship winning season, Dovizioso has made his way through the ranks, and is now one of the elite riders in the premier class.

Andrea Dovizioso, like most of his racing companions, started racing motorcycles at a young age. Dovizioso was introduced to the mini-moto at age four, and quickly became a fierce competitor. Dovizioso took a number of victories and soon entered the national circuit. In 2000 Dovizioso won the Aprilia Challenge at Misano, and followed that up with an extremely successful 2001, where he won both the Italian and European 125cc Championships.

With the national circuit conquered, Dovizioso moved onto the MotoGP. Dovizioso couldn’t find the podium in his first year in the 125cc class, but in 2003 he earned a fifth place overall finish. It wasn’t until the next season that Dovizioso would take his first win on the world circuit. Dovizioso claimed five victories in 2004, 11 podiums, and became one of the youngest riders ever to win a world championship.

After winning the 125cc championship, Dovizioso took the next step. Dovizioso was awarded the rookie of the year award in 2005 for his performance in the 250cc class, which included five podiums and a third place overall finish. Dovizioso was a prime contender for the championship in both of the following years, but finished in second both years to Jorge Lorenzo.

In 2008, Dovizioso started his premier class career. Dovizioso only has one win in the premier class so far, but he has consistently been one of the five best riders in the championship. Dovizioso is now entering his third year with the factory Honda team alongside Dani Pedrosa and Casey Stoner

2010 – MotoGP – 5th – Honda
2009 – MotoGP – 6th – Honda
2008 – MotoGP – 5th – Honda
2007 – 250 MotoGP – 2nd – Honda
2006 – 250 MotoGP – 2nd – Honda
2005 – 250 MotoGP – 3rd – Honda
2004 – 125 MotoGP – 1st – Honda
2003 – 125 MotoGP – 5th – Honda
2002 – 125 Moto GP – 16th – Honda
2001 – 125 European Championship – 1st – Aprilia

Ben Spies Biography

biker1 — Tue, 24 May 2011 07:29:09 +0000

American Ben Spies won his first race at Pikes Peak International Raceway in 2001 aboard a Valvoline Suzuki GSXR and since then has enjoyed a meteoric rise to stardom. First, the Texan took over the AMA Pro Road Racing series after turning pro in 2000 and racing in the AMA Superstock Championship for two years. For the 2002 season he competed alongside Jason Pridmore in the Formula Xtreme Series, which he became champion of the following year. Spies tallied a three-year stint in the Supersport class as well, but matured into one of the top riders in the AMA paddock with the Yoshimura Suzuki Superbike team.

Aboard the Yosh GSX-R1000 the young Texan’s talent provided the ultimate pay-off when he bested the seemingly unbeatable Mladin in 2006 for the Superbike title. Spies proved his dethroning of Mladin wasn’t a fluke by repeating the feat in 2007, and again in 2008. Ben capped his AMA career as only the fourth rider in the history of AMA Superbike to win three consecutive titles and sits third on the all-time AMA Superbike wins list with 28 victories. Spies posted an unrivalled 90% podium finish rate for racing, the highest for any AMA rider in the history of the championship.

The future of Spies was presumed to be MotoGP, with three GP wildcard entries to his credit aboard the Rizla Suzuki GSV-R. First, he started in place of injured Loris Capirossi at the British GP, finishing 14th and scoring his first MotoGP points. His next GP stints were in the American rounds, achieving eighth at Laguna Seca and an even more impressive sixth at Indianapolis.

Surprisingly, instead of GP Spies joined the World Superbike series in 2009 and continued his domination. During his rookie season, “Elbowz” set the record for the most Superpole wins and won the championship aboard the Yamaha R1. Besting rival Noriyuki Haga, Spies scored the first title for Yamaha in the World Superbike series.

Spies’ stay in SBK was short-lived, however, as he got promoted to MotoGP aboard the Monster Yamaha Tech 3 M1, where he campaigned the 2010 season next to fellow Texan, Colin Edwards. Once again Spies shocked the racing scene by quickly learning GP circuits and consistently finishing within the top-10. He landed MotoGP rookie of the year and finished the season in sixth, picking up two podium finishes and a pole victory along the way.

For 2011 the Texan signed with the Factory Yamaha team, joining 2010 MotoGP Champion, Jorge Lorenzo.

Alex Barros Biography

biker1 — Mon, 23 May 2011 09:17:00 +0000

Alex Barros started racing in Brazilian moped championship in age of 8, in 1988. In his second season, 1989, he won title in this category, as well as next year. In 1991, Alex Barros became 50ccm Brazilian champion. His 125ccm career started in 1982, when he finished season in 4th place, advancing to second championship position in 1983.

Alex Barros moved to 250ccm Brazilian championship in 1984 to finish his first season in this class as 4th, before winning Brazilian 250ccm championship title in 1985. In 1986 and 1987 Barros made international appearance in 80ccm world championship, finishing seasons in 16th and 17th, respectively. He returned to 250ccm class in 1988 in Latin-American 250ccm Championship with Yamaha, and finished season 3rd overall. In 1989, Alex Barros entered 250ccm world championship with Yamaha, and finished his debut season 18th.

Alex Barros got factory Cagiva 500ccm ride in 1990, and stayed here for three seasons, finishing 12th, 13th and 12th, riding two years as team-mate of Eddie Lawson. In 1993 he changed Cagiva for Suzuki, and scored first 500ccm win in same year, finishing season in 6th place. Barros stayed one more season with Suzuki to finish 8th in general standings. From 1995 Barros moved to Honda, where he had constant problems with lack of founds for 5 years, finishing those seasons 7th, 4th, 9th, 5th and 9th, and taking podium finishes in more occasions. In year 2000 Alex Barros entered Sito Pons team, and finished 4th in 2000, 2001 and 2002, taking five victories.

After encouraging debut on Honda RC-211V in 1992, Alex Barros decided to go to Yamaha, where he struggled all season and finished 9th in championship standings, before returning to Honda in 2004 for factory team. Much was expected from Barros in this season, but he managed to get only four podium finishes, with even three non-scoring races. Barros finished three races in third place: Spain, Portugal and Malaysia, and once he finished in second place, in Germany. At the end of the 2004 season, Barros was 4th in general standings with 165 points, almost twice less than 2004 Champion, Valentino Rossi.

2005 MotoGP Season
Barros once more changed team in this year, this time riding for Camel Honda. Start of the 2005 MotoGP season was not bad at all for Alex Barros, as he finished first race in 4th place, and next one in Portugal with a victory. However, promissing start of the season did not transformed to title chase, as he only once more finished on podium in Britain. Barros ended season 2005 in 8th place in general classification, with total 147 points.
2006 Season
At the end of the 2005 season, Alex Barros was not offered MotoGP ride, so he switched to World Superbike series with Klafi Honda Team. Even though Barros had to found his ride in WSBK team, he shown great performance in his debut season in Superbike series. He did not wait too long to get onto podium, as he got pair of them (2nd and 3rd place) in second round of the Superbike championship that took place at Phillip Island circuit. After starting success, Barros also picked two second places in Italy and San Marino, before crowning his superbike season with victory at race 1 and second place at race 2 in Imola.

Colin Edwards Biography

biker1 — Mon, 23 May 2011 06:03:50 +0000

AMA, World Superbike, or MotoGP, Colin Edwards has found success on just about every track. The Texas Tornado is a two-time World Superbike champion, an AMA champion, and a three-time Suzuka 8-Hour Champion.

Colin Edwards was born on February 27th, 1974, in Houston, Texas. Edwards quickly developed a passion for motorcycles, and was soon racing in amateur events around the Lone Star State. Edwards was dominant in the WERA and CCS races at the beginning of his career, and continued his winning ways when he made his professional debut in 1992.

Edwards entered the 250cc class in 1992 with Yamaha, and won the championship in his rookie season. Edwards relationship with Yamaha would continue until 1997. Edwards had two impressive seasons in the AMA Superbike series, became a Suzuka 8-Hour Champion in 1996, and would eventually travel over to Europe for the World Superbike series with Yamaha.

In 1998 Edwards would spend his first season away from the Yamaha team. Edwards joined up with Honda in 1998, and saw some of the biggest success of his career. Edwards won two more Suzuka 8-Hour Championships, and from 1999 to 2002, Edwards either finished first or second in the World Superbike series.

After his second World Superbike championship, Edwards decided to make the step up to the MotoGP. Edwards has earned three top five season finishes in the MotoGP, with his best results coming in 2005 after returning to his faithful Yamaha team.

Edwards continues his relationship with Yamaha this year, and will start his 7th season aboard a Yamaha bike in the premier class.

1990 – Wins first championship in his rookie season in the 250cc AMA class.
1996 – Suzuka 8 Hour Champion With Yamaha
1996 – Makes World Superbike debut with Yamaha
1999 – Earns 2nd in World Superbike with Honda
2000 – Wins first World Superbike Championship with Honda
2001 – Suzuka 8 Hour Champion with Honda
2001 – Earns 2nd in World Superbiked with Honda
2002 – Suzuka 8 Hour Champion
2002 – Wins second World Superbike Championship with Honda
2003 – Makes MotoGP debut
2005 – Best MotoGP finish to date – 4th with Yamaha
2010 – 11th in MotoGP with Yamaha

Loris Capirossi Biography

biker1 — Mon, 23 May 2011 05:39:57 +0000

Born in Bologna, Italy, in 1973, Loris Capirossi has gone on to have one of the longest careers in MotoGP history. And he isn’t done yet. Capirossi embarked on his 21st season in the MotoGP World Championship this year with the Pramac Ducati racing team.

Capirossi started riding dirt bikes as a kid, but was soon stepping up to bigger road machines. Capirossi made his road racing debut at the age of 14 in 1987 in the Italian Production Championship. Capirossi kept racing around Europe for the next few years, before entering the MotoGP in 1990.

In Capirossi’s first year racing on the world circuit, he claimed the championship in the 125cc class. At the time, he was the youngest rider to do so. Capirossi followed his amazing rookie season with a successful title defense, and claimed the championship for the second consecutive year in 1991.

After two successful seasons in the 125cc class, Capirossi made the step up to the 250cc class. Capirossi would spend three years in the 250cc class, looking to find the same success he had in the 125s. Capirossi didn’t earn a championship win during this time, but he did score a third place and a runner-up finish.

In 1995 Capirossi was moved up into the premier class, which at the time was a 500cc class. Capirossi saw mild success at the 500 level, but dropped back down to the 250cc class in 1997. Capirossi won his third world championship in 1998, and eventually re-graduated the premier class.

From 2000 to 2009, Capirossi raced with Honda, Ducati, and Suzuki, and never finished a season outside of the top 10. The 2010 season was Capirossi’s least successful in his two decade MotoGP career, but it was also a historic season as Capirossi joined an elite group with more than 300 GP starts.

Capirossi finished in the points in more than 80% of his races, and is one of only two riders to win a race on a 125cc, 250cc, 500cc, 990cc, and 800cc machine in the MotoGP. Capirossi currently has 99 podiums to his name, and will be seeking his 100th this year with the Ducati team.

1990 – Becomes the youngest rider to win a world championship, winning the 125cc championship in his rookie year.
1991 – Successfully defends his title with his second 125cc Championship victory.
1995 – Makes MotoGP premier class debut with Honda
1998 – Wins his third world championship, this time in the 250cc class with Aprilia.
2000 – Returns to the MotoGP class.
2001 – Finishes 3rd in the series with Honda
2006 – Finishes 3rd in the series with Ducati
2010 – Races in 300th MotoGP race

Casey Stoner Biography

biker1 — Mon, 23 May 2011 05:26:44 +0000

As a toddler Casey Stoner displayed a passion and talent for motorbike riding that was extraordinary, even by the standards of his bike-mad family. By the age of three he’d already graduated from pushing his older sister’s (Kelly) 50cc Peewee around the yard to taking his first ride on his own.

At four years of age Casey competed in his first race in the under 9s category at the Hatchers dirt racing track on the Gold Coast. By the age of six he had won his first Australia title. Many, many hours of riding, travelling and long nights working on bikes followed. Between the ages of 6 and 14 Casey raced all over Australia, travelling with his father (Colin), mother (Bronwyn) and sister (Kelly)
In that time Casey won 41 Australian dirt and long track titles and over 70 State titles, riding up to 5 bikes at a meeting in different capacity categories.

When he was twelve Casey raced the Australian Long Track Titles on the NSW Central Coast in 5 different categories with seven rounds in each capacity; a total of 35 races over the one weekend! He won 32 out of those 35 races and took five out of five Australian titles in the one meet.

Just after his 14th birthday Casey and his parents decided to make the move overseas and packed up and headed to England to start his road racing career. Casey could not legally road race in Australia until he was 16, but had decided he was ready for the challenge. So the decision was made to move to England where Casey was already of legal age to race. A big risk to take, but it paid off.

Casey was lucky enough and talented enough to attract immediate sponsorship after just one race in England. He went on to take out the English 125cc Aprilia Championship in 2000, in his first year of road racing.

In that year he also raced two rounds of the Spanish 125cc Championship. It was there he was noticed by GP great Alberto Puig. Alberto was impressed by Casey’s determination and skill and invited him to race for the Telefonica Movistar Team in the 125cc Spanish Championships the next year.

In 2001 Casey raced in both the English and Spanish championships in the same year. Despite missing some English races due to clashes with Spanish rounds, he still managed to come second in both championships. In that same year he was also granted wildcard entries into the MotoGP 125cc world series, in both England and Australia. He placed 18th and 12th respectively and as a result was offered a ride in the Grand Prix world series the next year for the Safilo Oxydo LCR team.

Straight onto a 250cc machine in his rookie year, and at only 16 years of age, Casey demonstrated his ability and speed with results. His best result for the year was a 5th at Brno as well as several 6th place finishes.

In 2003 he went on to ride for Lucio and Safilo Oxydo LCR in the 125cc GP series and took four podium finishes and his first race win, in Valencia, at the end of the season. His first win in a GP race was a huge turning point for Casey and his career.

In 2004, at 18 years of age, Casey moved to KTM for a season where he helped to develop the team’s 125cc bike into a winning machine. That year he made it to the podium six times and took KTM’s first ever win in a GP class.

2005 saw Casey once again come back under the welcoming umbrella of Lucio Cecchinello’s team, this time riding an official 250cc Aprilia. He spent 2005 battling it out with Dani Pedrosa for the championship, visiting the podium ten times in the process and taking wins in Portugal, Shanghai, Qatar, Sepang, and Istanbul.

Finally in 2006, at twenty years of age, Casey accomplished his long held ambition of racing in MotoGP, the fastest and most prestigious of the classes. He set pole position in his second MotoGP race in Qatar and battled for the win until the final corner in the GP of Turkey, finishing runner-up just a fraction behind winner Melandri. Too many errors conditioned the second part of the year, but Casey, in finishing eighth overall in his rookie MotoGP season, demonstrated that he was in amongst the elite group, of which he is the youngest rider.

In 2007 Casey Stoner has joined the Ducati Marlboro Team alongside Loris Capirossi, with whom he has struck up a good friendship. In winter testing he has often been amongst the pacesetters and has proved to have rapidly adapted to the Desmosedici GP7 and Bridgestone tyres. On March 10, 2007, at the Losail International Circuit in Qatar, Stoner won the first grand prix of the season, the first ever 800cc grand prix, and had his first win in the MotoGP class. After that the young Australian took other nine wins, four further podium finished and scored five pole positions. On September 23rd, in Japan, Stoner secured Ducati’s first MotoGP World Championship becoming the first rider in over 30 years to win the MotoGP title on a European made bike and the second youngest premier-class World Champion, after American legend Freddie Spencer who won his title in 1983, and at the time was 84 days younger than the 21 year old Stoner.

The following year Stoner set out to defend his title and began his quest with a fantastic victory in the first GP to be held at night, in Qatar, but this was followed by a series of highs and lows that saw him lose ground in the classification. Nevertheless Stoner continued to work tirelessly with his team until a breakthrough came during the tests following the Catalunya GP when the Ducati technicians identified a method to maximise the potential of the GP8. Three consecutive victories followed in the UK, The Netherlands and Germany but then, after the hard-fought podium at Laguna Seca, two falls at Brno and Misano, and a physical problem caused by the reopening of an old fracture to his left wrist, the defense of the title seemed impossible. Improvement towards the end of the season with two podiums and another two convincing wins, in Australia and at the final round in Valencia, meant that Stoner closed the season as the vice-champion of 2008 with the highest ever points score. Ducati is the manufacturer to have taken the most victories thus far in the 800cc class, with 17 wins in 36 races. The day after the Valencia GP, and immediately before undergoing surgery for his fractured scaphoid, Casey Stoner participated in the first winter tests alongside his new team-mate Nicky Hayden, beginning preparation for the 2009 World Championship on board the Desmosedici GP9 with new carbon fibre chassis.

In 2009 Stoner is again involved in the fight for the MotoGP title, in a season that is characterized by both successes and difficult moments. The Australian rider, after the success of the opening race and his first podium at Jerez with Ducati, also awards the Italian manufacturer with its first ever win at Mugello. Stoner seems ready to battle it out until the end against Rossi, Lorenzo and Pedrosa, who together are the four riders that demonstrate a superiority over the rest of the pack throughout the 2009 season. Unfortunately for Casey, he is hindered by a physical problem that forces him to sit out three races mid-season, missing the Brno, Indianapolis and Misano GP rounds. It is a very difficult decision for the Australian, which eliminates his chances of winning the title but he is able to return for the Portuguese GP in October, back in shape and ready to demonstrate once more his full potential on board the GP9. Stoner steps onto the podium at Estoril and then wins the next two races in Australian and Malaysia. In Valencia he is extremely fast but then falls in the warm-up lap prior to the race, thus losing third position in the overall standings. Casey concludes 2009 in fourth position but knows he has regained his speed and physical strength. In the post-race testing at Valencia he appears to be very much at ease with the innovations introduced by Filippo Preziosi and Ducati’s technicians for the GP10 bike.

Dani Pedrosa Biography

biker1 — Fri, 06 May 2011 07:19:48 +0000

Dani Pedrosa has twice been the runner-up to the MotoGP championship, but has yet to wrap his hands around the MotoGP World Championship Trophy. That doesn’t mean that Pedrosa doesn’t have a few wins to his name. Pedrosa’s riding career is littered with wins, podiums and championships, and he’ll be looking to add to that list this year.

MotoGP Team: Repsol Honda Team
Bike: RC212V
Number: 26
DOB: September 29th, 1985 in Sabadell, Spain
Nationality: Spanish
Nickname: None
Weight: 112 lbs
Height: 5 ft. 3 in

Like many other MotoGP stars, Dani Pedrosa hopped on his first motorcycle at a very young age. Pedrosa was up on two wheels by the age of four, and was riding pocket bikes by the age of six. Pedrosa’s first entry into the racing world came at the age of 11 when he rode in the Spanish Minibike Championship. Pedrosa finished 2nd in his debut, third in his sophomore season, and in 1998 he claimed his first Championship win.

After a brief stint with mountain bike racing, Pedrosa returned to the world of motosports to compete in the 125cc Spanish Championship. Pedrosa raced in four of the six races that year, and earned the pole position at each outing. Pedrosa would finish in fourth place in his 125cc debut, which earned him a promotion to the 125cc MotoGP class.

Pedrosa spent the next two years learning the ropes of the MotoGP. Pedrosa finished in 8th place during the 2001 season, and third place in 2002. The following year Pedrosa would win the 125cc World Championship. After conquering the 125cc class, Pedrosa stepped up to the 250cc class, where he won the championship in his rookie season.

At just 19-years-old, Pedrosa became the youngest person ever to win the 250cc championship victory. In 2004, Pedrosa became the youngest person to win back to back 250cc titles.

But Pedrosa wasn’t done earning “youngest” records. After taking the step up to the MotoGP class in 2006, Pedrosa became the youngest Spaniard to ever win a MotoGP race, and the second youngest of any nationality. Pedrosa earned his first MotoGP win in just his fourth attempt, at 20 years and 277 days old.

Pedrosa hasn’t been able to claim the MotoGP championship yet, but you can bet that he is ready for it this year. Pedrosa has finished in second in the MotoGP championship twice, and has been in the top three the last four years.

Pedrosa found himself riding a bit of a hot streak toward the end of the 2010 season, but an injury kept him from challenging Jorge Lorenzo for the 2010 MotoGP championship. Pedrosa is healthy this year, and he’s riding an amazingly fast Honda RC212V. Lorenzo, Stoner, Rossi, they should all watch out because Pedrosa’s coming for the title.

2003: Won the 125cc Championship with Honda
2004: Became the youngest rider to win the 250cc championship.
2005: The youngest rider to win back to back 250cc championships.
2007: 2nd in the MotoGP Championship
2008 and 2009: 3rd in the MotoGP Championship
2010: 2nd in the MotoGP Championship

Nicky Hayden Biography

biker1 — Fri, 06 May 2011 06:30:42 +0000

Now in his ninth season of MotoGP racing, Nicky Hayden, one of the most popular riders of the series, is in his third year with the Ducati MotoGP Team, where he’s now reunited with Valentino Rossi—his teammate from his rookie MotoGP season in 2003.

Nicky was born into a motorcycle-crazy family in rural Owensboro, Kentucky, on July 30, 1981. Both of his parents-father Thomas Earl (whose #69 Nicky has used for his entire career) and mother Rose Marie Kamuff-had both raced bikes; although Earl likes to say he had “lots of nerve and not much talent,” he posted some good results in mid-level events, while Rose ruled the so-called “Powder Puff” women’s class for half a decade.

The Roses had five children-three sons and two daughters-of which Nicky was the middle sibling (Tommy and Jennifer are older, Roger and Kathleen are younger). Almost as soon as they were able to walk, Earl had them all riding bikes, even building a track on his property so that they’d have a place to practice the clan’s chosen pastime. So extensively was the dirt oval used that Earl named it “Sunset Downs,” for the fact that the kids often didn’t leave it until the sun went down. Though the girls eventually moved on to other interests, Nicky and his brothers are all successful professional racers (Tommy and Roger compete in AMA Pro Road Racing, the former for Yoshimura Suzuki and the latter for Michael Jordan Suzuki). All still regularly take to Earl’s track on play bikes to keep their skills sharp between races.

Nicky was only 4 years old when he first began racing dirt track at a local venue called Paducah International Raceway. Through the area’s humid summers, he and his family would compete around the American Midwest nearly every weekend, then periodically hit the odd indoor event during the colder months.

Although over time his passion transferred itself more towards road racing, Nicky and his brothers have always remained interested in dirt track, a world in which they all obtained great results. A highlight was the historic Springfield TT in 2002, where having all qualified on the front row, all three brothers stepped up to the podium! Nicky, Tommy and Roger Lee finished the race in that order, something that had never happened before in a professional AMA Dirt Track race. At that time Nicky was already one of the most talented riders in the AMA Superbike championship and was in contention for the title, a title that he won just a few months later.

Nicky began to ride mini-bikes at eleven years old, moving gradually from dirt to asphalt. He became a professional rider at sixteen, racing for Honda America and the following year, in 1998, he completed his first full racing season, finishing fourth overall in both the AMA 750 Supersport and 600 Supersport categories. In 1999, at eighteen years of age, he became the youngest ever AMA 600 Supersport Champion, fighting for the title against his brother Tommy. In the same year he also participated in 12 of the 18 Grand National dirt track rounds, taking the Rookie of the Year title in that series. In 2000, still with Honda, he progressed to the AMA Superbike category to finish second overall, just five points behind Mat Mladin. In 2001 he closed the season in third place while in 2002, as well as winning the prestigious Daytona 2000 race, he became the youngest ever AMA Superbike Champion, at 21 years and two weeks old.

2003 signalled a dramatic change of direction for Hayden. Pursued by both Honda and Yamaha for a ride in MotoGP, the young American chose to stay with the House of the golden wing and became part of the factory team alongside World Champion Valentino Rossi. Catapulted into a completely new environment, so different to what he was used to, Hayden was immediately respected for his open nature and ready smile, as well as for his aggressive and spectacular racing style. In his debut year he achieved two podium finishes, at the Australian and Motegi GP races, and concluded the season in fifth position as Rookie of the Year.

2004 was a more difficult year for Hayden with results that see-sawed, and the season was complicated further when he fractured his collarbone during a Supermotard test. He finished the year in eighth place despite podiums at Rio and Sachsenring.

The 2005 season was much more positive. A crash in the first race was followed by a series of ever better results which culminated in his first MotoGP win at his home race of Laguna Seca. A further five podiums, in Germany, Qatar, Australia, Turkey and Valencia, saw Nicky close the season in third position.

2006 brought the first true moment of glory. He started the season strongly, with seven podiums in the first eight races, including the win at Assen, which took him straight to the top of the riders classification. This lead was strengthened by a second win at Laguna Seca, which left him 34 points ahead of Daniel Pedrosa and 51 ahead of Valentino Rossi. However, after the summer break, Hayden’s fortunes changed and he slowly lost ground, before a collision with his team-mate caused a fall at the Estoril GP. The unfortunate episode meant that Valentino Rossi had an eight point lead going into the last round of the season but nevertheless Hayden arrived in Valencia ready to play all his cards. On 29th October 2006, having reached the third step of the podium after Rossi’s fall in the closing stages of the race, the Kentucky Kid became World Champion.

In 2007 the GP category moved from 990cc to 800cc machines and Hayden was not immediately comfortable with the new bike. Despite great efforts to develop the RC212V, he was never able to truly fight to defend his title. The work completed during the year allowed him to reach the podium in Germany, Holland and the Czech Republic but he was only able to finish the season in eighth position.

2008 was another year of mixed fortunes for Hayden, especially at the start of the season when, despite several top five finishes, he failed to reach the podium. An injury to his foot, caused while he participated in a Supermoto race at the X-Games in Los Angeles, complicated things and forced him to miss the Czech Republic and San Marino GP races after the summer break. However, always ready to fight harder when the going gets tough, the American rider was back on form at the second of his home rounds, at Indianapolis, where in difficult meteorological conditions and in less than perfect health, he finished second behind Valentino Rossi. Another podium at Phillip Island and a series of strong results towards the end of the season allowed him to climb the leaders board to finish the year in sixth position.

Nicky’s second season with Ducati went much better, and he started 2010 with fourth-place finishes in four of the first five rounds. Apart from crashes at three races (both Italian rounds and the Valencia finale) and a twelfth-place result in Motegi, Hayden never finished lower than eighth, and a podium result at Aragon’s debut Grand Prix helped him to a seventh-place showing in the final season standings. Toward the end of the season, Nicky signed on for two more years with Ducati, where he’s reunited this year with Valentino Rossi, his first MotoGP teammate from 2003.

Valentino Rossi Biography

biker1 — Thu, 05 May 2011 07:56:06 +0000

If there’s one man in motorcycle racing who needs no introduction, it’s Valentino Rossi, one of Grand Prix racing’s most successful and popular riders in history

A nine-time World Champion and a household name all over the world, “The Doctor” has a long list of accomplishments including: fifteen years with at least one win in one of the Grand Prix classes; only rider to win consecutive premier-class races with different manufacturers; seventy-nine premier-class Grand Prix victories entering the 2011 season; 105 Grand Prix wins across all classes entering 2011, second only to Giacomo Agostini; most consecutive Grand Prix starts (230); most podium finishes across all classes in Grand Prix history (174 entering the 2011 season); longest sequence of Grand Prix podium finishes (twenty-three, between 2002 and 2004).

Valentino was born to Graziano and Stefania on February 16, 1979, in Urbino, Italy, about a half-hour from where he grew up, in Tavullia. When one considers that Graziano was then beginning the second season of his own Grand Prix career (he earned his first win that same year), it comes as no surprise that Vale took up motorcycles as a child, first riding a mini dirt bike in his family’s backyard before he was even 3. That said, in part because Graziano’s career was cut short at just five years by an injury, his parents weren’t initially enthusiastic about the idea of their son racing motorcycles. His first competitions were in 60cc go-karts, with which he won a regional title in 1990. Nonetheless, Valentino had received a mini road racer for Christmas of 1989 (when he was 10), and he began racing it with some regularity, immediately demonstrating his considerable talent: in 1992, he earned a regional minibike championship.

After trying out a friend’s Aprilia 125 at Misano, he decided to leave karting for real motorcycle road racing, a choice his parents eventually supported. Valentino’s new career direction became possible in 1993, when Rossi turned 14-the minimum age to race a 125 in Italy. Valentino was placed on Cagiva’s Claudio Lusuardi-run team for the Sport Production 125cc class, and his first race was a regional event in Magione. It was an unfortunate debut, as Rossi crashed on the first lap, remounted, and crashed again six laps later, but he still managed to finish in ninth place. Improving steadily over the course of the season, Rossi qualified for the series finale at Misano, where he qualified on pole-ahead of the title contenders. Despite a botched start in the race, he finished on the podium.

Valentino’s performance in the ’93 season finale earned him a factory Cagiva the next year, and Graziano also entered him in the Italian GP series aboard a Sandroni 125. In the second Sport Production race-again at Misano-Rossi posted the first victory of his career, and he would go on to earn the national title in that class. Meanwhile, campaigning the Italian GP series allowed him to also learn the ropes on real race bikes, experience that would prove valuable in ’95. That’s when Vale signed a three-year deal with Aprilia in a Mauro Noccioli-run team and advanced to the European championship, which at the time ran concurrently with the Continental rounds of the world championship Grand Prix series. Valentino easily won the crown in the Italian series, which he continued to compete in, and although he crashed often on the international stage, he still managed to take third in the final points of the European championship, virtually guaranteeing him a move to world championship racing.

Rossi made his Grand Prix debut in 1996 aboard an Aprilia RS125, still in Noccioli’s squad. He finished an impressive sixth at the season opener in Malaysia, and by the fourth round, in Spain, he was fighting for the podium, an objective he eventually achieved at the tenth round, in Austria. Vale took his first pole position at the very next race, in Brno, and followed that up the next day by climbing the top step of the podium. Valentino completed his rookie year ninth in the final points.

Still with Aprilia, Valentino dominated his sophomore year: he collected eleven victories in the fifteen races, in all kinds of conditions (in the other four, he crashed out of one, finished on the podium in two, and finished sixth in the other. Gathering four pole positions along the way, Rossi earned his first world championship in the 125cc class with an eighty-three-point margin.

For 1998, Rossi advanced to the 250cc class, riding for the Aprilia team run by Rossano Brazzi. He collected three second-place finishes in the first six races before notching his first victory, at Assen. His wins at the last four races of the year-Imola, Catalonia, Phillip Island, and Argentina-left him just short of the title, three points behind compatriot Loris Capirossi.

Rossi showed his competition no mercy the next year, and with nine race wins and three additional podium finishes, he collected the quarter-liter class title, confirming his dominance and growing his popularity even further.

The 2000 season brought Valentino Rossi’s passage to the 500cc class, along with the start of what would prove to be a long partnership with the Australian crew chief Jeremy Burgess. It took the 21-year-old some time to come to terms with the power delivery of the four-cylinder “screamer,” but he nonetheless earned ten podiums that year (including wins at Donington Park and Rio) and finished runner-up to Kenny Roberts Jr. in the final points standings. That same year, Valentino made his debut in the Suzuka 8 Hours with Colin Edwards, but after both riders crashed, they pulled out of the race.

Continuing his established routine of learning a class for one season before topping it the next, Rossi added the prestigious 500cc crown to his résumé in 2001 by notching no fewer than eleven race wins, plus a further two podium finishes. It was a fantastic season, made even better by a victory at the Suzuka 8 Hours, again teamed with Colin Edwards.

For 2002, the inaugural year of the MotoGP era, Honda fielded Rossi on a 990cc factory RC211V. Now running inside HRC’s factory team, the Italian won the new platform’s first round and at eight of the first nine races. By season’s end, he had amassed eleven wins in sixteen events, taking the crown by a commanding 140 points.

The 2003 season was similarly lopsided, as Valentino climbed the top step of the podium on nine occasions, earning the fifth world championship of his career.

The 2004 season was historic: Valentino decided to leave the most dominant motorcycle of the time to ride for Yamaha, which hadn’t won a title in twelve years, taking Burgess and his crew along with him. After completely changing the bike during winter testing Valentino wrote another page in the history books, winning his very first race aboard his new YZR-M1, in South Africa, and becoming the first rider ever to win two consecutive premier-class races aboard bikes from different manufacturers. That win was followed by a further eight throughout the course of the season, and Valentino beat Spaniard Sete Gibernau for the title.

The 2005 season once again saw the MotoGP world championship go to Rossi. With eleven victories and just one result off the podium, Valentino earned his seventh title, with 147 points to spare over compatriot Marco Melandri.

The 2006 season saw the Italian plagued by a number of technical problems, but he still managed to post five wins-more than any other rider that season. In the end, Valentino lost the championship to the more consistent Nicky Hayden by just five points.

In the first year of the 800cc MotoGP era, Rossi once again faced daunting competition, this time mainly from new Ducati rider Casey Stoner. Once again plagued by a few too many technical problems, Valentino topped four of eighteen races and scored an additional four podium finishes, but he finished the season third behind the Australian and-by just one point-Spaniard Dani Pedrosa.

The ’08 season marked a return to glory: having switched from Michelin tires to Bridgestone, the incomparable Italian won nine races on his way to world championship number eight (six in the premier class), enjoying other successes along the way, such as his seventh consecutive win at Mugello, his first win of his career at Laguna Seca, and victory at legendary Indianapolis Motor Speedway’s inaugural Grand Prix, in challenging weather conditions.

The 2009 season would see Rossi’s title count extended to nine, thanks to six victories and a further six podiums, giving him a 45 point margin over teammate Jorge Lorenzo.

That teammate rivalry wouldn’t continue in 2010, except for the very first part of the season, which Valentino started off with a win at the Qatar night race. Shortly after that-on April 15, to be specific-Rossi suffered a shoulder injury while practicing on a motocross bike. When, during practice for his home race at Mugello, he crashed and suffered an exposed fracture of his right tibia, Rossi lost any chance of a successful title defense. Nonetheless, after undergoing an operation to repair the fracture, he worked hard on his rehabilitation, with the objective of returning as quickly as possible. Initially, optimistic guesses had The Doctor coming back at the Brno round, a little over two months after his injury, but after undergoing intensive therapy (including time in a hyperbaric chamber) and doing two status-confirming tests aboard a superbike, Valentino returned to action at the Sachsenring, just forty-one days after his crash. Rossi rode to a heroic fourth-place result in his comeback race, then finished on the podium in the next round, at Laguna Seca. Still plagued by both of his injuries, Valentino nonetheless climbed the podium six more times, including a win at Sepang, and finished third on the year behind new champion Lorenzo and Pedrosa.

Immediately after the Brno Grand Prix in the Czech Republic, it was announced that Valentino Rossi would be moving to Ducati MotoGP for 2011, with a two-year agreement. Thanks to special permission from Yamaha, he was allowed to take part in the post-season test at Valencia. The next Sunday, Valentino underwent an extensive operation to the shoulder injured in the motocross crash. The procedure was carried out at Cattolica’s Cervesi Hospital, by Dr. Alex Castagna, from Milan’s Humanitas Institute, and Dr. Giuseppe Porcellini, from the Shoulder and Elbow Surgery Unit at Rimini’s Azienda USL.

During the two-hour arthroscopic surgery, the surgeons repaired the supraspinatus tendon and the long head of biceps tendon, as well as cartilage in the Glenoid Labrum.”. Over the winter, the Italian once again underwent an intensive rehabilitation program in the gym and swimming pool in preparation for the off-season tests on the Ducati GP11, scheduled for February 1-3 at the Sepang circuit in Malaysia

Termignoni Racing Exhaust System

biker1 — Thu, 05 May 2011 07:33:11 +0000

The company TERMIGNONI started in 1969 developing racing exhaust systems. The experience gained in these years on the race tracks has been transferred also to the aftermarket products giving a high level perfomances. The company’s object is to develop exhaust systems giving always an increase of performances. The R&D department that create the racing exhaust systems for MotoGP, Moto2 and SBK, is the same department that create for the aftermarket

Quality and performance since 1969
Founded in 1969 by Mr. Luigi Termignoni, TERMIGNONI S.p.A. is a Company that designs and creates motorbike exhaust systems for road and race use at the highest levels. The Company’s object is to realize products that always offer an increase of performances in terms of power and/or weight.
www.termignoni.it

www.termignoni.co.uk

www.kneedraggers.com

biker1 — Tue, 03 May 2011 09:13:30 +0000

This technical jacket vaunts an aggressive, distinctive sports look with aluminum inserts on the shoulders that complete this model’s aesthetics and design while providing greater protection. Cowhide, composite protectors on the shoulders and elbows, and the pocket for the G-type back protector ensure protection in case of fall.
Comfort, ergonomics, and practicality are ensured by elasticated inserts on the neck, sleeves and sides, and the jacket-pants fastening zipper.
Air inlets on the sides and chest permit ideal inner temperature control
www.dainese.com

Dainese NEWSAN Pelle New Motorcycle Jacket

biker1 — Tue, 03 May 2011 09:04:55 +0000

This jacket provides the motorcycle rider with nearly the same degree of protection as an automobile body. The association above is emphasized by the special paint treatment given to the aluminum inserts on the shoulders that gives the jacket the look of a new material and enhances the concept of rider/motorcycle integration.
D-Skin leather, composite protectors, and the possibility to insert the G-type back protector guarantee elevated levels of protection.
The 3D Bubble liner ensures adequate internal temperature control, while the elasticated inserts on the sleeves and elbows and the jacket-pants fastening zipper ensure freedom of movement, ergonomics, and practicality.

Dainese DOMINIA TEX Lady Motorcycle Jacket

biker1 — Tue, 03 May 2011 08:57:44 +0000

Developed for the lady motorcycle rider in search of sport design that enhances her forms while offering elevated comfort at the same time, this jacket made completely in stretch materials like Cordura® Comfort with ample elasticated fabric inserts at the sides vaunts a refined removable thermal liner, another liner treated with silver ions, and a jacket-pants fastening zipper.
Elevated safety levels are ensured by removable composite protectors, aluminum inserts on the shoulders, and the pocket for the insertion of the G-type back protector
www.dainese.com

Dainese BONNY Pelle Lady Leather Jacket

biker1 — Tue, 03 May 2011 07:12:22 +0000

The integration of the motorcycle and its rider is the concept behind this sport jacket that provides the motorcycle rider with nearly the same degree of protection as an automobile body.
The association above is emphasized by the special paint treatment given to the aluminum inserts on the shoulders that gives the jacket the look of a new material.
Maximum technical content includes homologated composite protectors, the back protector pocket, the jacket-pants fastening zipper, and the stretch fabric inserts. The use of comfort leather with localized perforation both protects and promotes good aeration thanks to the 3D Bubble liner
www.dainese.com

biker1 — Mon, 02 May 2011 09:39:36 +0000

This replica of the boot worn by Valentino Rossi represents the maximum expression of Dainese technology and experience applied to a boot in order to offer riders the utmost riding safety, comfort, and practicality. Made in a combination of Lorica®, D-Stone™ fabric, and crust leather, on the inside it vaunts the D-Axial system in Carbon and Kevlar® developed to reduce the risk of the twisting of the ankle and provide greater protection in case of impact in synergy with the sole with the shock absorption heel and the steel insert at the heel.
Stainless steel sliders and nylon toes and outsole offer the rider additional elements of safety. Equipped with an inside tightening strap that helps avoid fracture and the sliding off of the boot and the possibility for fastening to the inside of the pants, this boot becomes a perfect whole with the suit in order to reduce the risk of getting caught on foreign objects in case of fall and to improve riding precision thanks to reduced dimensions, lower weight, and better aerodynamics.
www.dainese.com

Dainese Torque Pro Out Air Motorcycle Boots

biker1 — Mon, 02 May 2011 09:29:42 +0000

Technology and aggressive design come together in this perforated racing boot for summer use with elevated safety achieved by the jointed D-Axial system in TPU that keeps the foot from twisting, the strap on the top of the foot that prevents fractures and the taking off of the boot, the shock absorption heel, inserts in steel and nylon, heel, front and rear shinguards in TPU.
Construction in D-Stone fabric and calf adjustment possibility ensures a perfect fit for every wearer. Differentiated texture sole and TPU inserts in the inner side guarantee good grip during riding

Dainese TORQUE PRO OUT D-Wp Motorcycle Boots

biker1 — Mon, 02 May 2011 09:24:49 +0000

Technology and aggressive design come together in this racing boot Lorica® with elevated safety levels ensured by the jointed D-Axial TPU anti-twisting system, shock absorption on the heel, inserts in steel at the sides and heels, and nylon inserts on the base of the foot and toe.
Calf adjustment permits correct fit with elevated comfort, and the liner in waterproof D-WP guarantees wide versatility during on-road use under all weather conditions. Differentiated texture soles and TPU inserts on the internal side ensure elevated grip during riding.

Continuous innovation and experience on racetracks around the world have lead to the development of this racing glove. Excellent ergonomics are matched with equivalent safety levels against abrasion and tearing thanks to the Kevlar® jersey, construction with single panel of leather for the protector of the stitching on the little finger side of hand, and the reinforced palm.
Protection against shock is provided thanks to the new steel inserts faced with extraordinarily stiff carbon, little finger construction reinforced with internal inserts and Distortion Control, inserts on the knuckles, the back of the hand, the palm, and head of the ulna.

biker1 — Wed, 27 Apr 2011 07:16:01 +0000

Dedicated to all ladies who ride with sports intensity in search of a professional suit for summer use with both high technical content and a design that flatters the female form even on the racetrack.
Homologated protectors on the shoulders, elbows, knees, and sides that ensure elevated safety under all conditions are combined with the remarkable strength of cowhide provided with localised perforation and bi-axial elastic S1 fabric, which together with the elasticated inserts, the double zip at the bottom of the leg, and a fit especially designed for ladies all ensure excellent ergonomics and great freedom of movement in the saddle.
www.dainese.com

Dainese T. Tattoo Pro. Lady One Piece Suit

biker1 — Wed, 27 Apr 2011 07:10:31 +0000

Combining excellent ergonomics with elevated safety is always a top priority at Dainese: Avro is now the new point of reference for comfort in professional suits thanks to its exclusive patented Second Skin construction that combines the bi-axial elastic properties of S1 fabric with the resistance of the leather to which it is laminated in the points that required greatest protection.
These unprecedented levels of comfort and freedom of movement further enhance even the most intense racetrack riding, which benefits from constantly ideal ventilation thanks to the spoiler with air vents and localised perforation.
www.dainese.com

Dainese T. Avro One Piece Race Suit

biker1 — Wed, 27 Apr 2011 07:00:33 +0000

biker1 — Tue, 26 Apr 2011 08:11:04 +0000

Innovation, practicality, and design come together in the new Laguna Seca Pro two-piece suit, which thanks to the excellence of the protection provided by the special D-Skin leather, coinjected shoulders, titanium inserts, and composite protectors on the elbows, knees, and shins can vaunt certification as PPE in accordance with Directive EN 13595.
Ergonomics and freedom of movement are ensured by elasticated inserts, inserts in S1 stretch fabric, and suit-boots fastening. Elevated comfort levels during even the most competitive riding are provided by the 3D bubble liner, the new removable NanoFeel liner, and localized perforation wherever greater aeration is required.
www.dainese.com

Dainese Trickster One Piece Race Suit

biker1 — Tue, 26 Apr 2011 08:01:03 +0000

Interaction between the rider and the vehicle, the idea of speed and the flow of air have inspired this suit that develops the concept of inserts on the sleeves in split leather.
The greatest comfort during riding is ensured by the light weight of kangaroo hide, while the perfect fit ensured by bi-axial elasticated inserts, elasticated inserts in S1 fabric, and the removable NanoFeel liner.
Co-injected shoulders with titanium inserts, homologated composite protectors, and soft inserts offer top of the line protection. Prolonged performance on the racetrack is ensured by the pocket for the water bag and new interchangeable sliders

Dainese Laguna Seca Pro One Piece Leather Suit

biker1 — Tue, 26 Apr 2011 07:27:06 +0000

Innovation and practicality: the new Laguna Seca Pro suit with its streamlined, modern design is enhanced with technical solutions developed through decades of experience and work with motorcycle racing’s greatest champions.
Excellence in protection is ensured by the use of special D-Skin leather, co-injected shoulders, aluminum inserts, and composite protectors on the elbows, knees, and shins. Ergonomics and freedom of movement are ensured by bi-axial elasticated inserts, suit-boots fastening, and inserts in S1 fabric. The aerodynamic hump with air inlet, localized perforation, and the new removable NanoFeel liner help ensure elevated comfort levels even during the most competitive riding.

Triumph Daytona 675 R Overview 2010

biker1 — Tue, 26 Apr 2011 06:22:16 +0000

Ultimate trackday tool.

Improving on perfection. Specially developed suspension from Öhlins. Born from the highest levels of competition. Exquisitely made, fully-adjustable for you. Race inspired. Want more? Brembo monoblocs. Look great. Stunning stopping power. Quickshifter. Shaving tenths. Distinctive graphics, carbon parts. That engine. 675cc. 125PS. Class beating torque. The ultimate trackday tool.

Features
Designed to compete in the Supersport World Championship, the Daytona 675 comes dripping with racetrack technology straight out of the crate.

With a lightweight and narrow chassis, fully-adjustable front and rear suspension the Daytona 675 is composed on all surfaces, while top of the range brakes deliver eye popping stopping power.

The cycle parts are all of the highest level. Öhlins 43mm NIX30 forks and TTX36 rear shock come are developed from the white-hot heat of MotoGP competition, while the Brembo four-piston radial monoblock calipers offer mindblowing levels of stopping power and feel.
The comprehensive instrumentation includes a programmable gear change indicator, gear indicator and built in lap timer as standard, while a host of performance orientated accessories include a plug and play quickshifter, performance exhausts and even a full factory race kit.

www.triumph.co.uk

Triumph Speed Triple Overview 2011

biker1 — Mon, 25 Apr 2011 08:31:28 +0000

The original factory streetfighter.

The daddy. The streetfighting champion. The perfect expression of a stripped down, ready for action, naked sportsbike. Created in 1994 but the latest incarnation of Triumph’s naked sportster still rules the road. At 132PS, the Speed Triple has the most powerful version of the 1,050cc three cylinder engine. Stripped for action with its iconic twin headlamps and stubby rear end. Make no mistake this is the real deal

Speed Triple. Real world performance for riders who know. The definitive streetfighter. The benchmark. The best. In a word. Legend.

New for 2011, Triumph has taken all that’s good about the Speed Triple and created a brand new model. A new chapter in the legacy. All-new chassis is the sharpest tool in the box. All-new ABS from Nissin for the greatest stopping power. And that 1050cc triple. Oh yes, the engine. And the look? Short. Stubby. Aggressive. Twin headlights. Single sided swingarm. Alloy bars. Pure Speed Triple. Improved.
www.triumph.co.uk

Triumph Street Triple R Overview 2012

biker1 — Mon, 25 Apr 2011 08:25:54 +0000

Street Triple R. It’s a Street Triple with more attitude and more spec. The most fun you can have on two wheels.

Take a standard Street Triple and add supersport specification suspension and brakes. Mix in some premium colour schemes and take the skills and experience of Triumph’s outstanding development engineers to hone to perfection. The result? A motorcycle that has won universal acclaim since its introduction in 2008 and which it guaranteed to leave the rider grinning from ear to ear.

The Street Triple R’s lightweight frame has been lifted directly from the award winning Daytona 675 sports bike. Fitted with fully adjustable front and rear suspension, Nissin four-piston radial front calipers and radial master cylinder, the Street Triple R’s sublime handling and control are the stuff of legend. You won’t believe it’s a 675.

For the 2012 model year, the Street Triple R enjoys a stylish makeover with a host of detail changes, bold new colours and graphics, stylish brushed metal finishes and aggressive new headlights shared with the bigger Speed Triple. Distinguishing the Street Triple R are three stunning colour schemes: Diablo Red, Crystal White and a striking Phantom Black and gold combination. The Street Triple R is not a subtle motorcycle. It’s a bike for those who like to take it to the max
www.triumph.co.uk

Triumph Street Triple 2012 Overview

biker1 — Mon, 25 Apr 2011 08:18:09 +0000

A global hit since its introduction in 2007, the Street Triple fuses the style and attitude of the iconic Speed Triple with the performance and agility of the class leading Daytona 675 supersports machine.

The result is a truly impressive middleweight streetfighter that has attained critical success around the world.

Updated for the 2012 model year, the Street Triple has a more contemporary look with bold new colours and graphics, stylish brushed metal finishes and aggressive new headlights shared with the bigger Speed Triple.

At the heart of the Street Triple remains a character laden version of Triumph’s unique 675cc triple, delivering 108PS and 69Nm of torque. It’s so good you’ll have trouble believing its only 675cc.

The torque and sound of the liquid cooled 12 valve triple, combined with a close ratio six speed gearbox produce an exciting, exhilarating ride that has made the Street Triple our best selling model since its launch.

With its distinct streetfighter looks and unique three-cylinder engine, the Street Triple remains incomparable. A pure Triumph.

www.triumph.co.uk

KTM 990 Supermoto R Overview 2010

biker1 — Mon, 25 Apr 2011 03:29:40 +0000

The 990 SMR engine produces 115 hp and 73.8 lb-ft torque for a fun ride on curvy mountain roads or nice cruises through city streets. The two-colored seat, glossy fuel tank, orange coated frame, black swing arm, subframe, footrest, brackets and passenger handles all make this bike the center of attention anywhere you travel. The 990 SMR is equipped with a stainless steel exhaust system, carbon heat protector, smoked rear taillight, Marchesini front and rear wheels, Brembo brake system, 4-gallon fuel tank and multifunctional speedometer. The suspension is comprised of 48mm USD WP fully adjustable forks with TiAIN coated inner tubes and 160mm of suspension travel while the rear WP monoshock is fully adjustable with TiAIN coated piston rod and 180mm suspension travel.

Engine type Twin cylinder, 4-stroke, V 75°
Displacement 999 cc
Bore x stroke 101 x 62.4 mm (3.98/2.46)
Performance (homologated) 85 kW @ 9000 rpm
Max. torque 97 Nm @ 7000 rpm
Compression ratio 11,5:1
Starter/Battery E-Starter/12 V 11.2 Ah
Transmission 6 gears, dog clutch engagement
Fuel Mixture Generation Keihin EFI
Control 4 V/DOHC
Lubrication Pressure lubrication with 2 oil pumps
Engine lubrication Motorex, SAE 10W-50
Primary drive 35:67
Final drive 17:41
Cooling Liquid cooled
Clutch Wet multi-disc clutch, hydraulically operated
Motor Management Keihin EMS

Frame Chromium-Molybdenum trellis frame, powder-coated
Subframe Aluminium
Handlebar Aluminium Ø 28/22 mm (1.89″), tapered
Front suspension WP USD Ø 48 mm (1.89″)
Rear suspension WP mono shock
Suspension travel front/rear 160/180 mm (6.3/7.09″)
Front brake 2 x Brembo four piston fixed-caliper, radial bolted, brake disc Ø 305 mm (12.0″), floating
Rear brake Brembo two piston, floating caliper, brake disc Ø 240 mm (9.45″)
Rims, front/rear Forged aluminium wheels 3.5 x 17”; 5.5 x 17”
Tires, front/rear 120/70 ZR 17 – 180/55 ZR 17
Chain X-Ring 5/8 x 5/16″
Main silencer Twin stainless-steel silencer with catalytic converters
Steering head angle 65,6°
Trail 109 mm (4.29″)
Wheel base 1510 ± 15 mm (59.45 ± 0.95″)
Ground clearance (unloaded) 195 mm (7.68″)
Seat height 875 mm (34.45″)
Tank capacity approx. 15 litres/3.7 liters reserve (3.96/0.98 gal)
Weight (no fuel) approx. 189 kg
www.ktmusa.com

www.ktmcentre.co.uk

www.ktm.com.au

www.ktm.co.nz

KTM 690 SMC Supermotard Overview 2010

biker1 — Mon, 25 Apr 2011 03:09:30 +0000

The KTM 690 SMC has a high performance LC4 EFI engine, sporty six-gear transmission, anti-hopping clutch and competition tested stainless steel exhaust system. The unique LC4, 654cc engine is a completely new dimension for engine construction: incomparable single-cylinder performance, the very best elasticity and optimally quiet running paired with extremely compact dimensions and minimal weight.

For 2010, this model includes:

Chassis:

- new white plastics and racing graphics
- patented tubeless spoke rims
- new speedometer design with additional weather-proofing.

Engine type Single cylinder, 4-stroke
Displacement 654 cc
Bore x stroke 102 / 80 mm (4.02 / 3.15″)
Performance (homologated) 46.3 kW / 7500 rpm
Max. torque 64 Nm / 6000 rpm
Compression ratio 11.8:1
Starter/Battery E-Starter / 12 V 8.6 Ah
Transmission 6 gears, dog clutch engagement
Fuel Mixture Generation Keihin EMS with EPT (Electr. Power Throttle)
Control 4 V / OHC with roller rocker levers
Lubrication Pressure lubrication with 2 oil pumps
Engine lubrication Motorex, fully synthetic, SAE 10W-60
Primary drive 36:79
Final drive 16:42
Cooling Liquid cooled
Clutch APTC slipper clutch, hydraulically operated
Ignition Keihin EMS

Frame Chromium-Molybdenum trellis frame, powder coated
Subframe Self-supporting plastics tank
Handlebar Aluminium, Ø 28 / 22 mm (1.10 / 0.87″), tapered
Front suspension WP USD Ø 48 mm (1.89″)
Rear suspension WP mono shock with Pro Lever Linkage
Suspension travel front/rear 275 / 265 mm (10.83 / 10.43″)
Front brake Brembo four piston, radially bolted caliper, brake disc Ø 320 mm (12.6″)
Rear brake Brembo single piston, floating caliper, brake disc Ø 240 mm (9.45″)
Rims, front/rear Spoked wheels with aluminium rims 3,5 x 17″; 5 x 17″
Tires, front/rear 120/70 ZR 17; 160/60 ZR 17
Chain X-ring chain 5/8 x 1/4″
Main silencer Stainless steel silencer with regulated catalytic converter
Steering head angle 63°
Trail 112 mm (4.41″)
Wheel base 1480 ± 15 mm (58.27 ± 0.59″)
Ground clearance (unloaded) 290 mm (11.42″)
Seat height 900 mm (35.43″)
Tank capacity approx. 12 liters (3.17 gal) / 2.5 Litre Reserve (0.66 gal)
Weight (no fuel) approx. 139.5 kg (305.4 lbs)

KTM 900 Super Duke Overview 2011

biker1 — Sun, 24 Apr 2011 03:56:30 +0000

Since its debut, the Super Duke is recognized as nothing less than sensational, with dynamic performance and extraordinary handling. With incredible tracking stability, radical acceleration and braking it further defines its honor of being defined the “2007 Motorcycle of the Year.”

The lightweight LC8 engine is the perfect choice for sport riding while the chassis has been modified for even more stability under the most extreme racing conditions. The bike comes equipped with Brembo brakes front and rear, an aluminum swingarm, chromoly frame, sophisticated USD WP forks with a diameter of 48mm and 135 mm suspension travel, and a rear shock directly connected to the swingarm with adjustable rebound and high and low-speed compression damping with 160mm suspension travel.

Engine type Twin cylinder, 4-stroke, V 75°
Displacement 999 cc
Bore x stroke 101 / 62.4 mm (3.98 / 2.46″)
Performance (homologated) 88 kW / 9000 rpm
Max. torque 100 Nm / 7000 rpm
Compression ratio 11.5:1
Starter/Battery E-Starter / 12 V 11.2 Ah
Transmission 6 gears, dog-clutch engagement
Fuel Mixture Generation Keihin electronic fuel injection
Control 4 V / DOHC
Lubrication Pressure lubrication with 2 Eaton pumps
Engine lubrication Motorex, fully synthetic, SAE 10W-50
Primary drive 67:35
Final drive 17:38
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Motor Management Keihin EMS

Frame Chromium-Molybdenum trellis frame, powder coated
Subframe Aluminium 7020
Handlebar Aluminium, Ø 28 / 22 mm, tapered
Front suspension WP USD Ø 48 mm (1.89″)
Rear suspension WP mono shock
Suspension travel front/rear 135 / 160 mm (5.31 / 6.3″)
Front brake 2 x Brembo four piston, radially bolted caliper, brake disc Ø 320 mm (12.6″)
Rear brake Brembo single-piston floating caliper, brake disc Ø 240 mm (9.45″)
Rims, front/rear Cast aluminium wheels 3.5 x 17″; 4.5 x 17″
Tires, front/rear 120/70 ZR 17″; 180/55 ZR 17″
Chain X-Ring 5/8 x 5/16″
Battery 12 V / 11.2 Ah
Main silencer Stainless steel silencer with regulated catalytic converter
Steering head angle 66,1°
Trail 103 mm (4.06″)
Wheel base 1450 ± 15 mm (57.09 ± 0.59″)
Ground clearance (unloaded) 150 mm (5.91″)
Seat height 850 mm (33.46″)
Tank capacity approx. 15 liters / 2.5 liters reserve (4.89 / 0.66 gal)
Weight (no fuel) approx. 186 kg (410.05 lbs)
www.ktmusa.com

www.ktmcentre.co.uk

www.ktm.com.au

www.ktm.co.nz

KTM 690 Duke Overview 2011

biker1 — Sun, 24 Apr 2011 03:30:23 +0000

The ultimate single-cylinder naked bike! The LC4 engine is extremely compact wile still providing exceptional performance and offering 65 hp. The anti-hopping clutch efficiently prevents the rear wheel from chattering during braking. The LC4 engine is supplied by an electronic injection system that features a 46mm throttle plate cross-section, automatic cold start, idle-speed regulator, lambda control and altitude compensation. The swingarm is a one-piece, aluminum die-cast swingarm created for optimal flexural rigidity with the lowest possible weight. Imbedded inside the compact rear subframe, the large-volume airbox means high performance while ensuring efficient sound absorption thanks to a long intake snorkel.

Other highlights include, Brembo front and rear brakes, lightweight multifunctional instrument panel, high-quality tapered aluminum handlebars, light alloy wheels and adjustable WP suspension elements.

Engine type Single cylinder, 4-stroke
Displacement 654 cc
Bore x stroke 102 / 80 mm (4.01 / 3.15″)
Performance (homologated) 48 kW / 7500 rpm
Max. torque 67 Nm / 5500 rpm
Compression ratio 11.8:1
Starter/Battery E-Starter / 12 V 8.6 Ah
Transmission 6 gears, dog clutch engagement
Fuel Mixture Generation Keihin EFI with EPT (Electr. Power Throttle)
Control 4 V / OHC with roller rocker levers
Lubrication Pressure lubrication with 2 Eaton pumps
Engine lubrication Motorex, fully synthetic, SAE 10W-60
Primary drive 36:79
Final drive 16:40
Cooling Liquid cooled
Clutch APTC slipper clutch, hydraulically operated
Motor Management Keihin EMS

Frame Chromium-Molybdenum trellis frame, powder coated
Subframe Aluminium 7020
Handlebar Aluminium, Ø 28 / 22 mm (1.10 / 0.87″), tapered
Front suspension WP USD Ø 48 mm (1.89″)
Rear suspension WP mono shock with Pro-Lever linkage
Suspension travel front/rear 140 / 140 mm (5.51 / 5.51″)
Front brake Brembo four piston, radially bolted caliper, brake disc Ø 320 mm (12.6″)
Rear brake Brembo single piston, floating caliper, brake disc Ø 240 mm (9.45″)
Rims, front/rear Cast aluminium wheels 3.5 x 17″; 5 x 17″
Tires, front/rear 120/70 R 17″; 160/60 R 17″
Chain X-Ring 5/8 x 1/4″
Battery 12 V / 8.6 Ah
Main silencer Stainless steel underfloor silencer with integrated catalytic converter
Steering head angle 63.5°
Trail 115 mm (4.53″)
Wheel base 1472 ± 15 mm (57.95 ± 0.59″)
Ground clearance (unloaded) 155 mm (6.1″)
Seat height 865 mm (34.06″)
Tank capacity approx. 13.5 liters / 2.5 liters reserve (3.56 / 0.66 gal)
Weight (no fuel) approx. 148.5 kg (327.4 lbs)

Aprilia RS 50 Overview 2011

biker1 — Fri, 22 Apr 2011 02:02:24 +0000

You might think that you can only find lightweight wheels, radial calipers, an aluminium frame and swingarm, and an under-seat exhaust on a big bike. But you would be wrong. Because these are the specifications of the Aprilia RS 50, the undisputed top dog in the world of 50 cc supersport motorcycles. The Aprilia RS 50 is a genuine sports motorcycle, and comes packed with the sort of technology normally found only on a GP racer. Its eye-catching, racing lines and determined, aggressive shape tell you that the Aprilia RS 50 knows no compromises. This 50 cc supersport is made to thrill and has all the performance needed to do so. In terms of style, the RS 50 is clearly and unashamedly inspired by the flagship of the Aprilia family, the RSV 1000 R, the twin that beat Japanese four cylinder racers to win the 2006 Master Bike trophy. This same thirst for victory is found in the RS 50, together with technology developed for the world-beating Aprilia 125 GP. No wonder the RS 50 is the machine that all other 50 cc bikes have to beat.

The specifications for the RS 50 are simply breath-taking. The following are just the most important:

• aluminium frame
• aluminium swingarm
• lightweight wheels with ‘Y’ spokes
• radial caliper front brake
• Euro 2, two-stroke engine
• fairing based on that of the RSV 1000 R
• analog/digital instruments

STYLE
The aggressive lines of the new RS 50 are enhanced by a new, wind tunnel tested fairing, with a sporty modern design. This fairing is very similar to that of the RS 125 which won the 2006 Design Award.
Twin headlights give superior visibility and contribute to the aggressive racing styling of this incredible 50.
A streamlined, slender tail completes the Aprilia RS 50’s racing image and also hides the expansion chamber of the under-seat exhaust, another feature taken from the world of racing, that dramatically improves balance and weight distribution.
A 13 litre fuel tank and miserly fuel consumption mean that the Aprilia RS 50 has an amazing autonomy. Even the new tank shape conveys the bike’s racing spirit: the tank appears to sit on the twin beam frame just like the tanks of genuine GP racers.

CHASSIS
Aprilia was the first manufacturer to make a 50 cc motorcycle with an aluminium frame. The new RS 50 takes things one step further, with a light alloy, reinforced, extruded tube frame for better than ever performance. This revolutionary frame not only reduces overall weight but offers a new level of structural rigidity. Even the swingarm is made from a prestige light alloy and is damped by a hydraulic monoshock with adjustable spring preload, giving a wheel travel of 110 mm.
The upside down fork is another important feature of the RS 50. This extremely advanced fork is totally safe and reliable while offering amazing performance in terms of sliding action and damping. The 40 mm stanchions are the same size as on many big bikes, and wheel travel is a generous 120 mm, making the bike’s powerful braking system even more effective .

BRAKES
Aprilia has set new standards in braking technology and performance too. The record diameter 300 mm front disc is braked by a radial caliper, a solution first introduced by Aprilia in 250 cc GP racing, and subsequently copied on all racing bikes. This impressive braking system enables the new RS 50 to tackle GP style braking in total safety.
Even the back brake is a high performance unit, featuring a 180 mm stainless steel disc and a powerful two piston caliper on a special aluminium bracket.
The new ‘Y’ spoke wheels share the same design as those fitted to Aprilia GP racers. These lightweight, precision-balanced wheels combine with the latest generation of high performance tyres to give amazing road holding on bends.

ENGINE
A performance chassis demands an engine to match. The RS 50 is therefore equipped with an advanced engine of the latest generation, in the form of a single cylinder, liquid cooled, two stroke powerplant with read valve induction and an anti-vibration balancer shaft. The very latest design and technology enables this new engine to deliver exceptional performance (6.25 kW at 10,000 rpm) for its size and weight (only 15 kg). Lubrication is provided by a separate mixing system, incorporating a variable displacement volumetric pump. Starting is electric. The gearbox is a six speed unit, to make the most of the engine’s exceptional power.

EQUIPMENT
On top of all this, the lucky RS 50 owner benefits from a whole range of prestige components normally only found on far bigger machines. Take, for example, the aluminium brake and clutch levers, aluminium footrest brackets, high level silencer and tubeless radial tyres. Aprilia has even fitted the RS 50 with an advanced multi-functional instrument panel. This compact analog-digital unit acts as a real on-board computer. In addition to all the usual parameters and functions, it also incorporates a built-in lap timer to enable the champions of tomorrow to record their best track times
www.apriliausa.com

Aprilia RS 125 Overview 2011

biker1 — Fri, 22 Apr 2011 01:54:31 +0000

Aprilia has always been the undisputed leader in 125 cc supersports, a market segment in which Aprilia has pioneered new concepts and advanced solutions, and developed technology that others have struggled to follow. Like all Aprilia motorcycles, the RS 125 has benefited from the sophisticated technology that has been developed over years of success in GP racing, and quickly transferred into production. Over the years, the RS 125 has forged a reputation as the standard setter for sports 125’s. Sales success has come naturally too, with the RS 125 topping the sales tables on major European markets. The RS 125 is the inevitable choice of riders entering Sport Production racing. And rightly so, because when the competition gets tough, there is simply no other bike like the Aprilia RS 125. The Aprilia RS 125 offers young riders the best in components and equipment, and a concentration of technical refinements worthy of a flagship supersport.

The following are just some of the main features of the Aprilia RS 125:
• tried and tested yet extremely sophisticated Rotax two stroke engine;
• super-rigid aluminium frame and swingarm derived from Aprilia’s vast GP experience;
• upside down fork;
• front brake with radial caliper and four opposed pistons;
• RSV 1000 R style fairing, windshield and tail;
• RSV Factory style, crossed spoke wheels;
• analog/digital instrument panel with multi-functional computer;
• RSV Factory style, forged steering yoke;
• oval section racing silencer with riveted end plates;

STYLE
The mean, cutting edge look of the new RS 125 tells you that this is a professional racing machine. The styling of the RS, like that of all Aprilia sports bikes, is the result of painstaking aerodynamic research.
The fairing, for example, was perfected by extensive wind tunnel testing, to guarantee great wind protection and minimum drag for maximum racetrack efficiency. The fairing, windshield and tail not only look mean and aggressive, but allow the RS 125 to reach a blistering top speed, eliminating all turbulence around the rider and allowing man and machine to become one.
The latest generation twin halogen headlight also adds to the mean look of the new RS 125, and delivers a high power light beam for enhanced visibility and safety at night. The sleek tail looks exactly like the tail of a GP racer. Thanks to the effort put into the design of the RS 125’s tail, not even the passenger seat disturbs the bike’s impeccable lines.
The crossed spoke wheels are not only lighter and more stylish, but safer and more reliable too.

ENGINE
The powerful but reliable, single cylinder, two stroke, Rotax-Aprilia engine needs no introduction. Over the years it has won a reputation for being unbeatable on the track and dependable on the road.
Still today, this engine boasts technical solutions that are state-of-the-art for two strokes, including a crankcase reed valve intake, liquid cooling, an anti-vibration balancer shaft, and an automatic mixing system. The RS 125’s engine has been constantly updated over the years to keep in line with the latest emission control legislation without penalising performance. A catalytic converter and precision carburation has won Aprilia’s single cylinder two stroke homologation to Euro 3 standards. And the amazing thing is that this has been achieved without losing out on performance: the Aprilia RS 125 engine remains the reference point for all 125 cc powerplants.

CHASSIS
Without a doubt, the most advanced single component on the RS 125 is its frame. Developed from Aprilia’s vast experience in GP 125 racing, the RS 125 frame is made from cast aluminium alloy with cross-ribbing reinforcement. Despite its extremely light weight, this advanced structure achieves amazing torsional rigidity, setting the standards for Aprilia’s competitors.
The box section, aluminium alloy swingarm has the highest torsional rigidity of all production 125 cc swingarms. Differential side members enable the exhaust to follow a path that maximises engine performance and enables more acute angles of lean to be achieved on bends without risking dangerous contact with the asphalt.
The suspension too plays a fundamental role in ensuring not only the RS 125’s performance, but its safety and comfort too. The RS 125 can rely on an upside-down fork that has been optimised for maximum performance on the racetrack while also delivering a more satisfying ride on public roads.
The rear suspension features rising rate linkages based on Aprilia’s 125 GP racing technology, for excellent traction and superb comfort even over uneven road surfaces. The hydraulic monoshock that provides the damping for the swingarm is also adjustable in spring preload.

BRAKES
Like any self-respecting supersport motorcycle, the RS 125 has to have the best when it comes to components. The braking system is the best available, and designed for maximum efficiency under competitive riding conditions. The front brake is a genuine state-of-the-art, high performance system with a radial caliper and four opposed pistons. In addition to the 320 mm front disc, the system also incorporates a radial master cylinder and aeronautical hoses for maximum precision and unrivalled braking power. The rear disc is 220 mm in diameter and is also equipped with metal braided hoses for perfectly balanced, high performance braking.

EQUIPMENT
The Aprilia RS 125 is packed with prestige components. Compact and impressively light in weight, the instruments include an analog rev counter and a multifunctional digital display with an on-board computer that can be operated from the handlebars. The speedometer, rev counter, coolant temperature gauge and exclusive racing chronometer put you in total control. The on-board computer even has provision for interfacing with the optical finishing systems used on racetracks

Aprilia Shiver 750 Overview 2011

biker1 — Fri, 22 Apr 2011 01:43:38 +0000

Introduced in 2007, the Aprilia Shiver 750 gained instant acclaim from the media and the motorcycling public for its unique characteristics. Here was the naked we had all been waiting for.
From everyday use to a trip along mountain passes or use on the racetrack, the Aprilia Shiver 750 is completely at home in any situation, guaranteeing pure riding pleasure at all times.
Light, agile and powerful, it has a latest generation engine and the most advanced technical features in its class. The 90° V2 produced entirely in-house by Aprilia is extremely compact. Above all, thanks to the advanced electronic management, it can deliver a level of power comparable to four cylinder engines in the same class, but with much more favourable torque at low revs for an efficient and pleasing ride even on everyday routes. True to the Aprilia tradition, the chassis simply has no rivals in its class. The mixed steel trellis and aluminium side plate frame provides standard setting rigidity. All this makes the bike extremely compact and the perfect ride for beginner and expert alike.
The lightness of the Aprilia Shiver 750 also satisfies the most canny motorcyclist. Its manoeuvrability and engine performance enable the bike to accompany its owner from his first few metres on two wheels up to his complete motorcycling maturity.
The main characteristics of the Aprilia Shiver 750 are:
• 90° V2 engine with four valves per cylinder, double overhead camshaft and liquid cooling
• Ride-by-wire electronic throttle technology with 3 different mappings (Sport, Touring and Rain);
• Electronic fuel injection with latest generation injectors;
• Mixed gear and chain valve timing;
• Modular steel trellis and aluminium side plate frame for high torsional rigidity;
• Aluminium swingarm with reinforcement truss and lateral shock absorber;
• 43 mm upside down fork;
• Racing brakes with radial caliper at front;
• Latest generation two channel ABS (ABS version only)

THE DESIGN: SHAPE AT THE SERVICE OF POWER
As with every Aprilia product, the Shiver 750 has a highly innovative design where form and function come together to create an almost perfect object. The Aprilia Shiver 750 is pure technology as is evident from its mean, aggressive lines.
Each element has been designed to be not just beautiful but functional too. The design is refined, but at the same time clean-cut, without too many frills for the maximum possible functionality. On the Aprilia Shiver 750, the technical component becomes a design element at the same time, creating a bike both aggressive and at the same time elegant. The new colour schemes for 2009 are the icing on the cake.
The tank-seat-tail assembly further emphasises the compactness of the bike. The rider becomes one with the machine, perfectly integrated in the short, agile, and sporty bike. The strongly tapering tail also incorporates the twin exhaust with triangular silencers, a feature which makes the design even more aggressive, while keeping weight distribution highly symmetrical.
The adoption of a side shock absorber not only adds a further distinctive feature to the look of the bike, but also enables a rational, compact and effective exhaust system to be fitted.

THE V90 ENGINE: TECHNOLOGY IN THE PURE STATE
The V90 engine inherits all Aprilia’s experience in high performance mechanics. Thanks to its particular technical characteristics, the Aprilia V90 combines high specific power with maximum usability and easy riding.

This generous twin cylinder powerplant is destined to set new standards in performance and technology for medium powered bikes.
The quest for performance at the top of its class led to the adoption of a number of advanced and innovative technical features:
• 90° V engine layout;
• Ride-by-wire technology with 3 mappings (Sport, Touring e Rain);
• Highly over-square bore and stroke ratio;
• Four valves per cylinder;
• Double overhead camshaft with mixed chain and gear drive;
• Electronic fuel injection with two throttle bodies;
• Plug caps with integrated stick-coils;
• Three way catalytic converter and Lambda probe oxygen sensor;
• Hydraulically operated clutch;

For this type of bike, the 90° V arrangement of the cylinders was found to be the best solution in terms of performance and size. With consistently generous torque available across a wide range of revs and negligible vibrations, the Aprilia V2 750 is full and powerful at the top of its class.
The Aprilia Shiver 750 is the first ever production motorcycle equipped with integral ride-by-wire electronic throttle control. Thanks to this advanced system, the Aprilia V90 engine delivers an exceptional power output for its size and configuration. Maximum power of 95 HP at 9,000 rpm and maximum torque of 81 Nm at 7,000 rpm are incredible figures for an engine of this displacement. Impressive torque, already available at low revs, makes riding the Shiver 750 on country roads an amazing experience. And this is precisely where ride-by-wire comes into play. Trust Aprilia’s engineers to be the first to apply this technology to a naked! Ride-by-wire filters the exuberant power and torque of the V twin engine to deliver the best possible performance and control for all riders and all road conditions. The Sport mapping gives you all the sporty, aggressive power of this Aprilia V twin. Touring offers a smoother and more relaxing ride for those moments when maximum power can be abandoned in favour of a pleasant journey or a ride with a passenger. Finally, Rain reduces torque by 25% to avoid the risk of wheel slip on slippery surfaces.

THE FRAME: RATIONALITY AND EFFICIENCY
Experts have always acknowledged that Aprilia bikes have the best chassis in their class. The Aprilia Shiver 750 is concrete confirmation that once again Aprilia has managed to create a chassis which is both extremely easy and intuitive and incredibly high performance.
The design solutions associated with the 90° V twin led to the development of a rational and reliable mixed steel trellis and aluminium side plate frame.
The reduced longitudinal dimensions of the engine made it possible to obtain a short, agile bike, helped by the particular side positioning of the shock absorber. This was not a simple cosmetic mannerism, but a precise technical decision, made to free up the space needed to give the exhaust its optimal dimensions.
The aluminium swingarm with reinforcement truss has been sized specifically to support the asymmetrical stresses caused by lateral positioning of the shock absorber. The rigidity of the swingarm sets new standards for the class.

SUSPENSION
The 43 mm upside down fork with forged feet to support the radial calipers provides benchmark smoothness. The 120 mm wheel travel makes the bike equally at home on about town trips and mountain routes. The bottom steering yoke is made from forged aluminium, as is the top steering yoke too.
The side shock absorber rests directly on the swingarm, according to the cantilever principle, and provides adjustments for spring preload and hydraulic rebound. Rear wheel travel is 130 mm.

THE BRAKES
The best technology currently available is incorporated in the Aprilia Shiver 750, the first medium powered naked with a radial caliper system, a feature emphasising even further (as if it were needed) the sporty personality of the design. The 320 mm front discs are the same as used in the racing flagships, the RSV 1000 R and Tuono 1000 R.
At the back, a 245 mm disc with single piston caliper provides adequate backup for the front circuit.
The front and rear braking circuits both use aeronautical metal braid hoses to eliminate the pressure variations associated with conventional rubber brake lines, guaranteeing maximum braking precision for a top level system.
A sophisticated two channel ABS system maximises the Shiver 750 ABS’ s already impressive levels of active and passive safety by preventing wheel lock on slippery surfaces and improving braking performance. On the Shiver 750 ABS, all riders can confidently use the full power of the generous braking system, improving safety over difficult surfaces not only in a straight line but on bends too.
www.apriliausa.com

Aprilia Tuono V4 R 2011 Overview

biker1 — Fri, 22 Apr 2011 01:27:57 +0000

From the bike which dominated the World Superbike Championship, Aprilia extracts the fiercest naked ever seen.

The only bike of its kind with a V4 engine, the most powerful, with 167.3 hp, and the most effective, with a completely revised chassis architecture that sets new benchmarks for the class. A naked sports bike capable of dominating any road with its indomitable performance and with the most advanced active safety features in the segment. Triple mapping for instantly tailoring the performance to your own preferences. also available with aprc – the second generation dynamic control suite developed on the basis of aprilia’s racing experience.

A superbike with high handlebars.

After creating the best superbike of the new millennium, Aprilia revolutionises the supersports naked segment with its astonishing new Tuono V4 R. A bike that goes beyond the wildest dreams of even the most hardcore enthusiasts – the rider who, given the chance, would use a race bike just to go for a coffee.
For riders like these and for those with power in their veins, Aprilia has created a motorcycle with the indomitable spirit of the RSV4 in a feline body that is in its element when accelerating and braking with unimaginable violence, that eats up curves of any radius and swallows straights whole.
The performance and features of a superbike, the agility of a naked and the legacy of an innovative concept born in 2002 with the Tuono 1000 R – a bike that earned both critical acclaim and sales success – but with an extraordinary new ace up its sleeve: the performance of a 65° V4 engine and the most advanced electronics available in a motorcycle today.
Like the original Tuono, the new V4 R is also immediately recognisable with its triple headlight fixed top fairing, the distinguishing trait of a bike which, like its twin cylinder predecessor, has the body and soul of its WSBK homologated sibling, but now – as well as having two world championships (the 2010 constructors’ and riders’ titles) under its belt – features two more cylinders and 41 horsepower more than before, while weighing over ten kilos less. These astonishing figures are a testimony to the technological evolution that made this exciting new model a reality. The new bike is available in two different configurations – Tuono V4 R and Tuono V4 R APRC – and in a choice of three colours: competition black, sunlit yellow and wing grey..

THE MOTORCYCLE
With its 65° V4 engine unashamedly flaunted and framed by the brushed aluminium elements of the twin spar frame, the Tuono V4 is a naked clad only with the bare minimum necessary to let you saddle up and teach it to respond to your will.
Adding yet another touch of aggressiveness is the aerodynamic new top fairing tipped with two polyelliptical headlights and LED indicators at the sharp end, which gives the bike the unequivocally mean, daunting stare that you’d expect from a machine with an incredible 167.3 horsepower.
Tuono V4 R boasts more power than ever seen before in a naked, achieved by reconfiguring the V4 engine of the RSV4 to make it better suited to street use.The features inherited by the Tuono V4 R from the RSV4 include the new exhaust system with bypass valve, which is two kilos lighter than the system used on the RSV4 R, and latest generation Ride by Wire throttle control with three rider-selectable maps (Track, Sport and Road).
The first three gear ratios are now shorter, while the maximum torque value of 111.5 Nm is on tap at 9,500 rpm: characteristics that make the Tuono V4 R a wild beast at low and mid engine speeds, with the ability to unleash a devastating hurricane of power at higher engine speeds.
The Tuono V4 R maintains a clear parentage with the twice SBK world champion in the proportions of the tail fairing, saddle, tank and side panels, and is one of the best examples of Italian motorcycle design from the past decade for its perfect balance between formal beauty and function.
The rider will be taming this beast from a riding position tailored to create a symbiotic relationship between the body and the bike, for unparalleled feedback through the three points of contact – the saddle, footpegs and handlebars. On the Tuono V4 R. however, the rider sits with less weight taken up by the arms, making the bike less strenuous to ride and extraordinarily nimble and controllable on the road.
The original design of the saddle, which is generously sized and specifically shaped to comfortably accommodate a passenger, blends perfectly with the style of the side fairings and tail fairing.
From the vantage point of the saddle and with the broad tapered handlebars firmly in your grip, you immediately discover that the APRC (Aprilia Performance Ride Control) version features an immediately intuitive joystick for rapidly accessing and adjusting the functions of the second generation electronic dynamic control suite developed by Aprilia to let the rider explore the physical limits of riding.

THE ENGINE
The Tuono V4R is the only naked powered by a narrow V (65°) 4 cylinder engine with unique characteristics. Extremely compact, as slim as a twin-cylinder and installed in an ultra-compact chassis, the 65° V4 engine is the epitome of Italian engineering ingenuity. The Tuono gives away very little to its RSV4 sibling in terms of pure performance, but in exchange offers a greater fluidity that make it more enjoyable and rewarding to ride on the road and when carrying a passenger.

Power 167.3 hp at 11,500 rpm
Torque 111.5 Nm at 9,500 rpm
Rev limiter 12,300 rpm in all gears

To achieve these results, a number of different modifications were made to the Aprilia V4 engine:

• New valve timing diagram.
• Fixed intake ducts now 20 mm longer.
• Crankshaft flywheel with increased inertia for improved smoothness and overall balance.
• Shortened gear ratios for the first three gears.
• Engine speed at maximum power reduced to 11,500 rpm on the Tuono V4R

The Aprilia 65° V4 engine specifications in short:

Engine capacity: 999.6 cc
Architecture: 65° V4
Crankcase: monobloc with integrated crankcase liners
Timing system: 4 valves per cylinder operated directly by a camshaft driven by a mixed chain/gear system (lateral timing chain and central gear train)
Fuel system: electronic injection with a single injector per cylinder and integrated independent Ride by Wire system for each bank. Three maps selectable from the handlebar (Track, Sport and Road)
Antivibration countershaft
Compression ratio: 13:1
Gearbox: 6-speed direct-control cassette type gearbox
Clutch: Multiplate wet clutch with mechanical slipper system
Electronic management: Magneti Marelli control unit managing ignition, injection and Ride by Wire system.

The narrow V architecture translates into an engine that is incredibly compact in length, offering advantages in terms of mass centralisation and making it possible to define a chassis architecture centre of gravity that is both very low and almost perfectly centralised in the engine and vehicle for neutral, intuitive behaviour and maximum responsiveness on the road.
The innovative valve timing system (with the chain camshaft driving only the intake camshaft, which in turn drives the exhaust camshaft via a single gear) has allowed the use of extremely compact heads (just 250 mm at the rear of the engine), especially in the area beneath the frame spars, which are thus much narrower than would otherwise be possible.
A countershaft dampens vibrations even more than in a 90° V engine.
The monobloc crankcase with integrated aluminium cylinder liners ensures maximum rigidity and consistent performance.

The electronic management system is another example of the 65° V4 engine’s technological supremacy. Full Ride by Wire technology eliminates any direct connection between the throttle grip and the throttle valves, which are entirely controlled by a latest generation Marelli control unit that also controls the ignition and the 4 injectors
Each bank has a dedicated servo unit actuating its own two throttle bodies only. This means that the aperture of the throttle valves and, as a consequence, the quantity of fuel injected, can be controlled independently. A solution that opens up practically infinite possibilities for power delivery control and works hand in hand with the APRC system.
This technology, adapted appropriately for the prevalently road based usage of the Tuono V4, offers immediately tangible benefits to the rider, with triple mapping (adjusting power delivery and maximum power) selectable directly from the handlebar allowing the character of the bike to be modified to suit the rider’s personal riding style or the track conditions at any time.
• T – TRACK: no compromise. All 167.3 hp of power available at the slightest twist of the throttle.
• S – SPORT: maximum fun on the open road. Smooth delivery, maximum power. Torque limited in all gears for fun yet less demanding riding.
• R – ROAD: usability in all conditions. Smooth delivery and power attenuated by 25% across the rev range. Greater usability in all conditions. Ideal for the city or wet road conditions.

The transmission has also been designed to the meet most advanced criteria to offer the maximum performance possible. To underscore the racing soul of the 65° V4 engine, it is mated to a cassette gearbox with a wet sump lubrication system (with oil in the crankcase). The wet clutch features a mechanical slipper system for optimised engine braking torque control and stability under hard braking.

APRILIA TUONO V4 R APRC
Unparalleled efficacy and riding pleasure.

This is the most complete version, equipped as standard with a steering damper and the APRC second generation vehicle dynamic control suite.
APRC is based on an automotive inertia sensor platform, with two gyrometers and two accelerometers allowing the engine ECU to determine the dynamic state of the motorcycle and control engine torque accordingly to help the rider exploit the full performance potential of the bike.
The APRC suite equipping the Tuono V4 R includes:
• ATC (Aprilia Traction Control) with eight different settings for controlling sliding when powering out of curves in relation to bank angle and throttle aperture. The system has been tweaked to make the more conservative settings even more suitable for road use, while leaving the racing spirit of the less restrictive levels intact;
• AWC (Aprilia Wheelie Control) which helps the rider maintain control in extreme wheelie conditions by gradually bringing the front wheel back to the ground, has been appropriately adapted for the different weight distribution of the Tuono V4;
• AQS (Aprilia Quick Shift), which allows instantaneous upshifts without closing the throttle or using the clutch. Completing the suite of four functions is the most exhilarating of all: ALC (Aprilia Launch Control).
• Simultaneously pressing both buttons on the joystick on the left hand handlebar arms the system, as confirmed by the specific message on the display. From this moment on, all 167,3 horsepower of the beast from Noale are ready to slingshot the Tuono V4 R like a missile as soon as the rider releases the clutch, unleashing the astonishing power onto the tarmac through every available square millimetre of the 190/55 rear tyre. And tyre size does not matter to APRC, as with its Calibrating function, it is the only system of its kind on the market capable of self-adapting to tyre size and drive ratio.
Tuono V4 R APRC is a bike with two personalities, with two distinct display modes – Road and Race – to cater for even the most exacting rider.

CHASSIS
In keeping with the Aprilia tradition of creating state of the art chassis architectures, the aluminium frame of the Tuono V4 R exploits the strength and flexibility of cast and pressed elements in a structure that sets new benchmarks in terms of balance and dynamic efficiency. The result is maximum torsional stiffness and flexional stiffness optimised for improved feedback.
Unlike the previous generation twin cylinder Tuono 1000R, the frame developed for the Tuono V4 R has been completely revised with respect to the unit used in the RSV4 to maximise directional control and stability for a naked capable of over 270 Km/h – on the track, of course – while maintaining the legendary safety and impeccable precision typical of Aprilia frames.
This in turn led to new solutions in terms of chassis geometry, such as modifying the trail and lowering the engine in the frame to lower the centre of gravity, for exceptionally neutral behaviour and truly catlike high speed stability.

This means that the Aprilia Tuono is not just a bike with devastating performance, but one whose greatest strength is precisely the incredible ease with which any rider can access its full potential. The swingarm also uses the same constructional technology as the frame and offers the same perfect balance between flexional and torsional stiffness to contribute to the extraordinary responsiveness of the Tuono V4 R.
The unique construction technology of the frame and swingarm allows them both to proudly flaunt the naturally gleaming colour of brushed aluminium, yet another feature that is increasingly rarer in production bikes that contributes to pure racing look of the Tuono V4.

The mind-blowing new naked from Aprilia comes equipped with the best components available on the market: Brembo brake system with radial callipers and 320 mm floating discs at the front (220 mm at the rear), aluminium wheels with an all-new three spoke design weighing 2 Kg less than the five spoke version, fully adjustable Sachs upside down front fork with 43 mm stanchions, and Sachs shock absorber with separate piggy back nitrogen canister featuring adjustable spring preload, compression and rebound damping and length, to modify the setup of the bike to suit different riding styles, roads and loads – including a passenger. The choice of dual-compound tyres is also new, with three different sizes approved for the rear wheel: the 190/55 tyre fitted as standard may be replaced with a 200/55 or a 190/50 tyre to explore the full performance potential of the bike – even on the track.

Aprilia Dorsoduro 750 Factory 2011 Overview

biker1 — Thu, 21 Apr 2011 09:27:18 +0000

PLAY HARD & RIDE HARDER
Ride straight out of your garage and onto the street to experience the pure exhilaration of a true Motard that makes no compromise in terms of technology, responsiveness and performance: Dorsoduro 750 Factory. A fantastic plaything for your free time that turns your dreams into reality with its undiluted essentiality. Incredibly agile, fun and nimble, with class beating low end torque and a chassis that is a masterpiece of lightness and stiffness. Ride it with all of your body, enjoy it with your entire soul: with Dorsoduro 750 Factory, you can afford to play hard!

RIDE HARDER
After a busy day of challenges and stress, the moment finally comes when you can truly enjoy yourself in the saddle of a bike that is totally exclusive, prestigious and reserved for expert riders like you: Dorsoduro 750 Factory. Unleash your desire for pure adrenaline, extreme performance and true exhilaration. Express your fearlessness, healthy egotism and superior riding skills. Revel in the sophistication of fully adjustable suspension, carbon fibre componentry, Brembo brakes and all the other details that make the pleasure of riding this bike and its purity all the more addictive. Dorsoduro 750 Factory: for you only, only from Aprilia!

HI-TECH PERFORMANCE
Designed and developed by Aprilia, the twin cylinder engine powering the Dorsoduro 750 Factory and Dorsoduro 750 Factory has the ideal engine capacity to offer the perfect mix of rideability, flexibility and exhilaration. With a maximum power of 92 HP and a specific torque output without par in its class, this engine unleashes incredible urge at the slightest twist of the throttle grip, for breathtakingly instantaneous responsiveness.
Longitudinal 90°V architecture, liquid cooled, double overhead camshafts with mixed gear/chain valve timing and four valves per cylinder: a powerplant conceived in every single detail for enhanced performance and enjoyment.

RIDE-BY-WIRE: ADVANCED ELECTRONICS
The engine powering the Dorsoduro 750 Factory features a latest generation Ride-by-Wire system that ensures optimum torque delivery at any given time: whether during relaxed riding, such as in city traffic, or when you decide to twist the throttle wide open.

Unlike conventional systems, the Ride-by-Wire system manages air flow, fuel flow and ignition simultaneously. Torque delivery is optimised in relation to the gear selected, engine speed, throttle aperture rate and atmospheric air temperature and pressure.

Essentially, the Ride-by-Wire system manages engine torque in real time, allowing the rider to make full use of the performance available: as an added advantage, the system also optimises exhaust and noise emissions.

TRI-MAP: THREE DIFFERENT MAPS AT THE TOUCH OF A BUTTON
Simply close the throttle and push the starter button with your thumb – even while on the move – to select between the three different engine maps available: SPORT: a direct link to the throttle, for when you demand the most responsive, vigourous performance possible; TOURING: for relaxed riding in traffic; RAIN: for poor grip and wet road conditions.
Then simply twist open the throttle and dose the power exactly as you need: getting the best possible performance and fun out of a bike has never been so simple.

MATRIX INSTRUMENT PANEL
A fully fledged on board computer controllable by the rider directly from the handlebar, with a display visualising all the engine parameters received over the CAN line and the contents of the self diagnosis memory. The LED illumination – with white for the analogue area and red for the digital area – has three different brightness settings for optimum visibility in all light conditions.

HYDRAULIC CLUTCH
Just one of the many cutting edge technological solutions used on the bike: the hydraulic clutch ensures precise and perfectly smooth release. The clutch is also self-adjusting, meaning that it needs no maintenance.

HANDLING EXCELLENCE
Not a bike for everyone, but a Motard created for the expert rider who wants to explore new horizons in terms of technology and fun. Its greatest strength is its chassis: a product of Aprilia’s unparalleled experience in this category, the chassis has been designed for extraordinary agility, allowing the rider to control the bike with the entire body.

FRAME AND SUSPENSION
Developed and tested by Aprilia’s engineers, the frame of the Dorsoduro 750 Factory is a sculpture in aluminium and steel derived from racing technology. The narrow trellis is designed specifically to complement the typical Motard riding style, with the bike gripped firmly between the legs, ensuring superior agility, precision and effectiveness.

The lateral frame plates and shell mould cast swingarm are made from aluminium: a material that not only offers maximum lightness, but is visually stunning it its own right and adds a premium touch to the bike. The swingarm is linked to a laterally mounted monoshock: this allowed the exhaust to be located under the saddle, benefiting both the design and the balance of the bike as well as affording easier access for adjustments.

The upside down front fork of the Dorsoduro 750 Factory, with adjustable hydraulic damping, and the adjustable laterally mounted rear monoshock allow the user to set the bike up for perfect suspension response in any situation.

WAVE DISCS AND RADIAL CALLIPERS
Derived directly from racing, the dual 320 mm front and single 240 mm rear wave discs and 4-piston radial callipers give the Dorsoduro 750 Factory outstanding braking power in all conditions and situations. The brake system uses steel braid hosing even better braking modulability and feedback.

EXCLUSIVE FEATURES
Boasting exclusive componentry and radical styling, the Dorsoduro 750 Factory has been created to satisfy even the most exacting perfectionist. The upper carbon fibre structure perfectly complements the innovative composite two-tone frame. The engine, exposed in its full glory, conveys a sense of technological beauty and aggressiveness. Sleek, pure lines with no concession to the superfluous or commonplace. Like nothing else on earth and with an appeal all its own: just like you.

BREMBO BRAKES
The best braking technology available today has been adopted on the Dorsoduro 750 Factory. The front brakes use new 4-piston Brembo radial callipers which ensure shorter stopping distances and offer enhanced brake force modulability, while visually adding an even sportier touch to the performance-focused style of the bike.
The 320 mm front disc and 240 mm rear disc are both wave units. Both the front and rear brake systems use metal braid hosing for maximum braking precision. Class beating performance in true Factory style.

FULLY ADJUSTABLE SUSPENSION
The Sachs 43 mm upside down fork with shell-cast brackets to support the radial callipers features adjustable spring preload and hydraulic brake rebound damping. In addition to offering endless scope for adjustment, this unit also offers class beating smoothness and a generous extension (160 mm) in keeping with the Motard philosophy. The new laterally mounted gas shock absorber has a separate reservoir, is pivoted directly onto the swingarm in a cantilever layout and features adjustable spring preload and hydraulic compression and rebound damping. This solution lets expert riders exploit the full potential of the bike’s performance, even when venturing beyond the limit.

EXCLUSIVE SADDLE
The saddle of the Dorsoduro 750 Factory allows complete freedom of movement, for rapidly shifting the body forward or backward and dominating the bike in any situation. Designed specifically for this version, the saddle features bold red stitching underscoring the bike’s aggressive racing spirit.

CARBON FIBRE TOP STRUCTURE
True to Aprilia tradition, the Dorsoduro 750 Factory makes extensive use of carbon fibre, which has been used for both air ducts, the front mudguard and the ignition key block fairing. This is a choice that further accentuates the sophistication, sporting DNA and exclusivity of the bike.

SPECIAL GRAPHICS
The personalised finish touches even extend to the chassis: with the red trellis structure and black lateral plates emphasising the sportiness and aggressiveness of the bike, in keeping with the black silencer shields.

Make your Dorsoduro 750 Factory even more fun, more exclusive and more distinctly yours with original Aprilia accessories: to cater for every possible need and riding style.
Choose from the range of performance enhancing accessories and experience new levels of sports riding in safety with the Aprilia by Arrow exhaust system in titanium (Euro3 compliant), the fully adjustable shock absorber, fall guards and the clutch housing cover. Accentuate your bike’s racing character with billet components such as brake and clutch levers, brake and clutch fluid caps and license plate mount and a range of accessories in carbon fibre.

Enhance the versatility and style of your bike with the range of comfort accessories: such as the saddle with gel inserts, rubber covers for the rider footpegs, passenger grab handles and road legal mirrors. Choose the functionality of a wide choice of bags, backpacks and luggage cases designed to cater for every possible load and travel need. A new bike cover is now available for storing your bike in the garage, featuring the Dorsoduro logo and tailor made for this model

Aprilia Mana 850 2011 Overview

biker1 — Thu, 21 Apr 2011 09:08:15 +0000

The Aprilia Mana is the state of the art in motorcycle technology. Only Aprilia, with its legendary technical skills, would have dared take on a challenge of this entity. The Aprilia Mana 850 is so advanced and so unique that it simply cannot be compared with any other motorcycle. The Mana takes all the stress from motorcycling while injecting more satisfaction and more fun into riding under all conditions, from commuting to sports touring on the open road. All you need to do to enter a whole new world is press the button on the handlebars.

The following are the characteristics that make the Aprilia Mana unique:
• 90° V twin engine with four valves per cylinder, Euro 3 homologated;
• sportgear transmission: electronically controlled sequential gearshift offering two shift modes seven speed manual or Autodrive with three mappings: Touring, Sport, and Rain
• storage compartment with non-scratch lining, large enough for a full-face helmet, with mobile phone holder, toolkit & document holder, and 12V power socket;
• under-seat fuel tank;
• brakes with radial calipers;
• 43 mm upside down fork;
• offset monoshock with spring preload and rebound adjustments;
• steel trellis frame with single piece aluminium swingarm;
• twin spark ignition;
• electronic fuel injection with single throttle body;
• latest generation two channel ABS system (ABS version only)

ENGINE
There can be no doubt that the Mana engine has opened new horizons in the world of motorcycling, featuring as it does a twin cylinder layout, electronic fuel injection, bags of torque, and above all a revolutionary transmission system that completely replaces the conventional mechanical gearbox and delivers a whole new motorcycling experience even under sport riding conditions.
To develop this amazing new engine, Aprilia has relied on the expertise of the world’s top designers and all the skill of its own R&D department.

Mana: the future of the gearbox
The most interesting aspect of the Mana engine is without a doubt its primary drive system, based on an electronically controlled, sequential transmission that offers the rider a choice of control modes.
Riders can choose from two options:
- Sequential mode: The rider decides for himself when to change gear, either using the conventional pedal or a switch on the handlebars. A servo mechanism shifts the main pulley to change between the seven gear ratios amazingly quickly. During deceleration, if the rider omit to change gear manually, the control system intervenes to change down automatically, preventing engine speed from dropping below the set threshold and providing another valuable aid to active safety.

- Fully automatic mode (Autodrive): Sophisticated electronics assume control over everything, and the CVT transmission keeps the engine running at maximum torque speed for optimum pickup and acceleration. The Sportgear transmission offers a choice of three mappings:
Touring: for minimum consumption and maximum usability.
Sport: for top performance with blistering acceleration
Rain: for use on wet or slippery roads

- Semi-Autodrive mode allows the rider only to change down independently. This is particularly useful for overtaking at maximum torque revs or for boosting engine braking when riding down a hill.
You can switch from Autodrive to Sequential mode and back at any time, irrespective of riding conditions. The handlebar gearshift control can also be disabled from the dashboard.

The 90° V engine, chosen for torque and power delivery, is the perfect match for this type of transmission. Delivering 76 horsepower at the crank and well in excess of 7 kgm of torque (at 5,000 rpm), the engine produces an extremely flat power curve that translates into plenty of ready power even at low revs.

FRAME
The robust steel tube trellis frame sets new standards for this class of machine and ensures top level handling in line with the characteristics of the innovative engine. The single piece aluminium swingarm is damped by a monoshock that is laterally offset to free up space for the exhaust pipe behind the engine and make the motorcycle more compact. The Mana has a wheelbase of only 1,463 mm, extremely short for a naked, even a sports model.

SUSPENSION
The 43 mm upside down fork slides easily and features an optimised setup for excellent performance even under sport riding conditions. 120 mm of front wheel travel lets you tackle all sorts of road surface.

BRAKES
Impressive stopping power is delivered by the very best braking technology currently available, developed in-house by Aprilia. Radial calipers with 4 pistons are the state of the art for motorcycle brakes and ensure maximum active safety under all braking conditions. The generous front discs are 320 mm in diameter, the standard size for Aprilia’s big bikes, and are complemented by a single 260 mm rear disc.
A sophisticated two channel ABS system maximises the Mana ABS’s already impressive levels of active and passive safety by preventing wheel lock on slippery surfaces and improving braking performance.

ACCESSORIES
Your Mana 850 can become even more versatile, exclusive and unique with the dedicated accessories that Aprilia has designed to satisfy all your needs, from around-town commuting for work or shopping to weekends away and even long journeys.
Adjustable windscreen for stylish protection in all weathers, even at high speeds. Generous side cases personalised with the Mana logo, City 35 litre top box with matching paint finish cover and passenger backrest, robust steel luggage rack for an extended carrying capacity and perfect weight distribution
www.apriliausa.com

Aprilia RSV4 R 2011 Overview

biker1 — Thu, 21 Apr 2011 08:51:22 +0000

Reaching the most incredible finishing lines with regards to emotions and performances, lap after lap.
Feeling the adrenaline of speeding going through the veins, each time you are on the saddle. Being first in technology.
RSV4 R was born from the desire to offer the design and performance supremacy of Max Biaggi’s bike to the large public of enthusiasts, without the need of a specialised technical team.
A bike that routs the opponents: the only superbike with standard V4 engine, the very first in the handling, technical refinement and design classification.

MAX DESIGN
The irresistible charm of RSV4 comes from the fact that it was designed without any aesthetic grant.
Since it was conceived for the racing world, where each millimetre, each gram, each thousandth of second counts. Such a compact and efficient bike was never seen before: this is why it is so beautiful.

Single silencer
Extreme care for the details and design innovation are found in all the elements: as the compact single silencer, studied in its shapes to increase the ground clearance, also during the most critical turns.

The shape of the performance
The frame and the engine are an integral part of the bike’s design, together with the few other, strongly characterising, elements designed with a focus on the track, whose shape was engineered in the wind tunnel.
The research for the best aeration of the engine and of the highest aerodynamic penetration, brought to the creation of an innovative front end, with large air vents for the airbox, headlights that mark the border of the top fairing and turn indicators integrated in the rear-view mirrors.
Even the spectacular tail fairing, with headlight consisting of a high luminosity led unit, was conceived with the aim to reduce the surfaces as much as possible, to increase aerodynamic efficiency.

Passenger seat
Perfectly integrated in the bike’s design, this element is standard and can be easily removed to gain lightness during the use on the track.

Onboard computer
Compact size and high technology also for the instrument panel.
The instrument panel of mixed, digital and analogue type, receives all the information from the CAN line thus becoming an actual vehicle self-diagnosis system.
All functions are controlled through the «MODE» command on the handlebar.

MAX PERFORMANCE
RSV4 R revolution starts from the bike’s heart, it is felt from the overwhelming roar of the 65° v 4-cylinder engine, and it is evident in the fantastic performance on the race circuit.
The 65° v 4-cylinder engine is indeed the most revolutionary and, at the same time, the most powerful ever built by Aprilia.
Its «narrow» V architecture allowed to create an engine as compact as a twin-cylinder, which improves performances in terms of power and torque.
Vibrations mitigated thanks to a balancing countershaft.

Dual injection
Advanced solutions also with regards to fuel system.
Two injectors per cylinder:
- one after the throttle valve for excellent speed tractability
- the other fan pattern injector in the airbox, which comes into play at higher loads and engine speeds, for more effective fuel atomisation and vaporisation and increased power output.
To ensure the right torque and the ideal power delivery in all situations.

Advanced electronics
In the V4 65°, the most refined motor engineering is combined to the most advanced electronics. The Multimap Ride-by-Wire technology offers endless possibilities in controlling the power delivery, with the possibility to change « character » of the bike, selecting one of the three mappings available on the handlebar:
- T-TRACK: no compromise on the track.180HP of power when even slightly opening the throttle.
- S-SPORT: fun on the road. Smooth, electronically-controlled delivery.
- R-ROAD: use in any condition. Power reduced to 140 HP.

Cassette type gearbox and slipper clutch
«Racing» solutions with regards to the gearbox: cassette-type. It allows to quickly change gears and it is easy to service. Clutch equipped with mechanical slipper system to improve the control over the engine brake and the bike’s stability during any hard braking phase.

MAX HANDLING
RSV4 has a dynamic behaviour that rules the track, because it is conceived from the same design that brought Aprilia to be number one in the sbk championship. Its speed in changes of direction is due to the exceptional compactness, to the outstanding frame and chassis, with racing technical solutions, and due to the ideal positioning of the v4 engine.

Absolute balance
The chassis was designed around the 65° V4 engine, to attain the perfect centralisation of the masses. A result optimised by the position of the tank, with fuel mostly underneath the saddle, to reduce the balance differences between full and empty.

Racing brakes
The front braking system is powerful, precise and modular. It uses monobloc Brembo callipers with 4 pistons and radial pump, which hold a 320 mm double disc with aluminium flange. The rear brake consists of a Brembo calliper with 2 pistons and 220 mm disc: the best available in racing technologies.

Aluminium frame
The frame is a master piece of technology, exposed, made with cast and pressed elements, according to Aprilia’s tradition. It boasts a high level of torsional and bending rigidity, for a perfect control and feeling, when entering and riding along a turn. Even the swingarm, born from Aprilia’s experience in competitions, is a rigid and ultra-light « mix » of cast and pressed aluminium elements, which allows an extreme reactivity when setting the suspension.

Racing suspension
Fully adjustable suspension that can be adapted to any type of path, whether on track or road. Showa 43 mm front fork and Sachs progressive mono-shock.

Steering damper
The Sachs steering damper guarantees impeccable high speed stability and millimetre precision in setting the bike up for turns.

CUSTOMISED ACCESSORIES.
Upgrade your RSV4 R with the racing components of the RSV4 factory: from the fork to öhlins shock absorbers, from the carbon components to the forged wheel rims. Or customise both models with the original accessories designed by Aprilia, based on its experience on the track: from the parts in billet aluminium, to Akrapovic racing exhaust. set up new records in technology, performances and aesthetics: your RSV4 will be even more extraordinary.
Made entirely in titanium with carbon terminal, Akrapovic racing exhaust, weighs less than 5 Kg and, with higher torque and power, improves the acceleration out of turns. The thermoformed high windshield increases the aerodynamic penetration and protection from turbulence due to high speeds. Öhlins TTX shock-absorber is completely adjustable with connection points machined from the billet. The aluminium footrests, also completely machined from the billet, can be adjusted through 9 different positions and allow the micrometric calibration of the gear shift and brake commands.
With Aprilia accessories, you can express your passion for each single detail. Components in carbon fibre, to make the bike lighter and give prestige. License plate holder, semi-handlebars and other billet elements. Protection pads with an original triangular shape, to protect the fairing and lend it a more aggressive look. Service stand and breathable bike cover personalised for the RSV 4 model, to add special functionality and style.
Aprilia has also thought about your performances and your safety when riding. RSV4 flip up helmet in composite fibres, weighs less than 1300 grams and it has been developed in collaboration with professional riders

Aprilia RSV4 Factory 2011 Overview

biker1 — Thu, 21 Apr 2011 07:50:49 +0000

Aprilia RSV4 Factory is the most highly adjustable production motorcycle in the world, just like a real race bike.

Aprilia RSV4 Factory is the new benchmark in the street legal superbike sector. The unique characteristics of the bike are listed as follows:
- Compact, innovative design
- New – and unique – 65° V-four cylinder engine
- Multi-adjustable perimetral aluminium alloy frame
- Adjustable engine position relative within frame
- Asymmetric aluminium swingarm
- Öhlins Racing full adjustable fork and rear monoshock

The V4 engine in short:
Engine capacity: 999.6 cc
Architecture: 65° V4
Power: 180 HP (132.4 kW) at 12,500 rpm
Crankcase: monobloc with integrated cylinder liners
Timing system: 4 valves per cylinder (Titanium and Nymonic) operated directly by a camshaft driven by a mixed chain/gear system (lateral timing chain, central gear train)
Fuel system: Magneti Marelli electronic injection with 2 injectors per cylinder and integrated independent Ride by Wire system for each bank. Three mappings selectable from handlebar. Electronically controlled variable length intake ducts
Antivibration countershaft
Maximum rpm: 14,100 rpm
Compression ratio: 13:1
Transmission: 6-speed direct-control cassette gearbox
Clutch: multiplate wet clutch with mechanical slipper system
Exhaust system: 4 into 2 into 1 headers with oxygen sensor and single silencer with integrated catalytic converter and butterfly valve

Suspension
The Öhlins Racing upside-down fork has 43-mm stanchions and is titanium nitride coated to minimise friction. The wheel travel is 120 mm. Like in race motorcycles, the fork allows precision adjustment for hydraulic compression and rebound damping and spring preload.
The Öhlins Racing rear shock absorber is equipped with a “Piggy Back” nitrogen canister and can be adjusted for spring preload, compression and rebound damping and length, thus allowing the height of the rear end of the bike to be changed to adjust the set-up to the different riding styles and tracks. The wheel travel is 130 mm.
The motorcycle is also equipped with an Öhlins Racing adjustable steering damper.

Brakes
The front system is without a shadow of a doubt the best system available on the market. Brembo monobloc radial callipers are the state-of-the-art in racing braking systems thanks to their power, high modulability and fatigue resistance.
The dual 320-mm diameter stainless steel floating discs are completely new and were developed by Aprilia specifically for this motorcycle. A rotor with reduced height and asymmetric perforation were used, allowing the braking power to be improved and the front wheel to be lightened by approximately 500 grams. The floating retainer is fastened to the flange with 6 pins only in order to minimise inertia and weight.
The brake pump is the radial type to improve lever feel and response accuracy. The rear braking system is Brembo “Serie Oro” with 220-mm diameter stainless steel disc and two-piston caliper, with racing-type pump and integrated tank.

Rims
The search for greater lightness led to implementation of new forged aluminium rims. The original design further decreases the weight (approximately 1 kg less than the RSV 1000 twin) which, together with the new brake discs, minimises unsprung mass and rotating mass inertia, benefiting motorcycle responsiveness.

Components
A real Superbike is special not only as far as performance is concerned but also for the care it is built with. With regard to the RSV4 Factory, the details say it all: no other “race ready” motorcycle has ever been built with such care. The attention paid to its construction not only satisfies the desire for beauty (a motorbike built like RSV4 Factory is in any case gorgeous), but most of all aims at achieving the goal: to win. This is why every detail was thought out to increase performance and functionality, reducing the weight and considerably increasing the product’s quality and finish.

The following components are worth pointing out:
- Instrument panel: the mixed type (digital-analogue), it receives all the information from the CAN line and becomes an integral and crucial part of the self-diagnosis system as it is fitted with memory. It is a real onboard computer, fitted with a dot matrix display inserted in a minimal, extremely modern and compact design that provides all the information relating to the use of the motorcycle, including: shift light, engaged gear indication, indication of the engine map being used and chronometer with time storing memory. Its functionality was improved to reach a level that is even better than that of the best products available on the market, all use modes are controlled from the left hand switchgear unit so the hands can always remain on the handlebar.

- the front headlamp uses three elements that call to mind of the first RSV 1000 twin, proving to be perfectly integrated, even from the structural point of view, with the top fairing and creating a very distinctive front. The parabolic mirror was designed with modern calculation systems that led to an excellent result: maximum visibility at night with reduced weight and size.

- The electrical system was designed in order to achieve maximum functionality, rationality and minimum weight: the result is an extremely clean and compact layout that makes maintenance operations easier and is preset for use on the racetrack as the parts dedicated to the headlamps can be easily removed. Even the turn indicators – with the front indicators incorporated in the rear view mirrors and the rear indicators in the license plate holder – can be removed quickly for use on the track, the real hunting ground of Aprilia RSV4 Factory.

ACCESSORIES
A complete range of accessories is available for Aprilia RSV4 fans:
- Akrapovic racing exhaust system
- Öhlins TTX36 rear shock absorber
- adjustable footpegs
- racing half-handlebars
- fairing protection pads
- high top fairing
- fairing caps for rear mirrors
- rear stand pins
- license plate retainer cover
- motorcycle cover
- dedicated stand
- carbon heelrests
- tank cover with backpack
- tail fairing bagwww.aprilia.net.nz
- carbon exhaust system protection
- carbon fairing pullers

Suzuki Bandit 1250S 2009 Review

biker1 — Wed, 20 Apr 2011 07:23:49 +0000

The Bandit 1250S has a Suzuki fuel-injected four-cylinder engine that offers thrilling acceleration in every gear, with a rush of high-RPM performance. That excitement is matched by its crisp, agile handling and aggressive styling. The one-piece seat serves rider and passenger well

Engine Features
A catalyzer equipped high-volume muffler combined with an effective engine management system, Suzuki PAIR system, and oxygen sensor for reduced emissions meeting tough Euro 3 standards

A slick shifting six speed transmission improves acceleration while reducing top gear rpm at highway speeds

Compact engine design with a central cam chain, staggered transmission shafts, tighter spacing between the pairs of cylinders and a secondary balancer shaft for reduced vibration

Cylinder head featuring 31mm exhaust valves and 27mm intake valves set at a narrow 16 degree valve angle

Liquid cooled oil cooler for reduced oil temperatures

Liquid-cooled, fuel injected, DOHC engine featuring a bore and stroke of 79.0mm x 64.0mm for a full 1255cc’s of torque producing performance

Secondary balancer shaft for smooth engine operation

Suzuki Composite Electrochemical Material (SCEM) plating on cylinders is durable and efficient

Suzuki Dual Throttle Valve fuel injection system featuring 36mm throttle bodies for optimum performance and smooth accelerations

Suzuki Idle Speed Control (ISC) system for improved cold starting, consistent idle control and reduced emissions

Transmission Features
Hydraulic clutch with coil springs for improved lever feel and control

Chassis Features
43mm front forks combined with a single rear shock with preload adjustability for riding with or without passengers

310mm dual front disc brakes with four piston calipers along with a 240mm rear disc and single piston caliper. Anti-Lock Braking (ABS) is also available and monitors wheel speed and matches braking power to available traction.

Analog tachometer, LCD digital speedometer, LCD fuel gauge and clock, and LED indicator lamps.

Cast three spoke aluminum wheels carrying radial tires and an easy-to-use centerstand

Easy-to-operate centerstand with high leverage ratio to reduce effort

Innovative seat height adjustment system can be adjusted up or down by 20mm with a simple spacer seat mounting system.

Large capacity fuel tank for long operating range

The Bandit 1250S features a sleek half fairing, with built in line-beam headlights, an effective windscreen and fairing mounted mirrors

Tube frame chassis featuring larger diameter down tubes for optimum torsional rigidity designed for excellent balance of sporty handling and comfortable highway cruising

Wide, comfortable seat with low seat height
www.suzukicycles.com

Suzuki B-King 2009 Review

biker1 — Wed, 20 Apr 2011 07:10:21 +0000

Meet the Hayabusa’s first cousin -the all-new B-King.

And while the Hayabusa is a sleek sophisticated, the B-King is its rowdy alter ego. Its aggressive styling gives it an attitude that simply says, Don’t mess with me!

Featuring a slightly modified version of the 2008 Hayabusa’s new engine, complemented by state-of-the-art chassis and suspension systems, the B-King offers incredible all-around capabilities – breathtaking acceleration matched by precise, responsive handling.

The performance differences between the two bikes are minimal. The B-King has its own valve dimensions to produce smooth, extraordinarily strong low-end power. And it has some unique chassis components, such as its finely crafted swing arm.

The real difference, though, is styling. The B-King’s imposing engine is out there for all the world to see. One look at its twin exhaust pipes is enough to know that it has the power to reward you with a one-of-a-kind sport riding experience.

The new B-King -you’ve never ridden anything like it

New Engine Features
32 bit ECU boasts 1024 ROM for high overall performance and to control new functions like S-DMS

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.

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

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

Lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for high combustion chamber efficiency

New 1340cc, DOHC liquid-cooled, 16 valve engine shared with the new Hayabusa featuring a gear-driven counterbalancer for smooth operation

S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from two different engine settings depending on riding conditions or rider preferences

Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox

The Suzuki Exhaust Tuning (SET) valve is built into the mid-pipe for optimum exhaust efficiency

Uniquely styled exhaust system enhances the powerful styling of the B-King

Ventilation holes at the cylinder skirt for reduced pumping losses and increased overall performance

Transmission Features
Slick shifting 6 speed transmission working in conjunction with an innovative back torque limiting clutch for smooth and controlled downshifts

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

New Chassis Features
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

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

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

All-new Twin-spar cast aluminum alloy frame features optimum rigidity balance and superb handling

Lightweight single piston rear brake caliper works with a 260mm rear disc

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.

The B-King also comes equipped with a standard steering damper for maximum stability

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

Suzuki GS500F 2009 Review

biker1 — Wed, 20 Apr 2011 07:00:33 +0000

The GS500F is designed for light and agile handling – the kind that lets you enjoy true sport riding on a twisty road. The motor and suspension package inspires confidence in beginning riders. It works as well for your daily commute as it does on the weekends.

Key Features
Full fairing for increased rider comfort and an aggressive sport look in an entry-level package

Engine Features
Air-cooled oil cooler
Air-cooled oil cooler for more consistent engine operating temperature and increased engine durability

Proven four-stroke
Proven four-stroke, twin cylinder, 487cc, air-cooled DOHC engine for dependable and economical operation

2-into-1 exhaust
Sport-styled 2-into-1 exhaust system tuned for strong low-to-mid rpm engine performance – California model equipped with catalyst to further reduce emissions

Twin 34mm Mikuni
Twin 34mm Mikuni carburetors for smooth power delivery, strong acceleration and fuel efficiency

Reliable CDI ignition and maintenance-free battery

Suzuki Pulsed-secondary AIR-injection (PAIR) system effectively keeps emissions low.

Transmission Features
Smooth-shifting 6-speed transmission and cable-operated clutch with gear ratios suitable for in-town or highway use

Chassis Features
Rear suspension
Easily accessible 7-way preload adjuster of rear suspension allows quick tailoring to rider?s preference

Full fairing for win
Full fairing for wind protection and rider comfort, plus GSX-R sport styling including a distinctive vertically-stacked headlight

Strong braking
Strong braking performance – single disc front brake with large 310mm rotor and four-piston caliper, plus single disc rear brake with two-piston caliper

Telescopic fork
Telescopic front fork and link-type rear suspension with adjustable preload provide a comfortable ride for commuting or pleasure riding

Durable 110/70-17 front tire and 130/ 70-17 rear tire mounted on lightweight cast aluminum wheels

Large 5.3 gallon fuel tank combined with fuel-efficient engine provide long range operation for commuting or pleasure riding

Low 31.1-inch seat height

Racer-replica-inspired vertical headlight with low- and high-beam

Tube-type handlebars, low center of gravity and low 31 inch seat height for increased versatility and rider comfort

Suzuki SV650SF 2009 Review

biker1 — Wed, 20 Apr 2011 06:49:02 +0000

The SV650SF and SV650SF ABS have a liquid-cooled, Suzuki fuel-injected engine that offers an incomparable surge of V-twin power and a throaty exhaust note. Its 90-degree V-twin design has perfect primary balance for smooth operation and comfortable open-road riding.

Engine Features
90 degree V-twin cylinder layout eliminates primary vibration without a counterbalancer, keeping the engine simple and compact

Compact 645 cc, 90 degree liquid-cooled V-twin, DOHC 8-valve engine tuned for strong low to mid rpm power

Electronic fuel injection system featuring the Suzuki Dual Throttle Valve System (SDTV) – maintains optimum air velocity in the intake tract for smooth low-to-mid rpm throttle response and high torque output – includes Auto Fast Idle System (AFIS)

Lightweight 2-into-1 exhaust system tuned for strong low and mid-range torque

Lightweight chain-driven DOHC, shim-under-bucket valve system with 31 mm intake valves and 25.5 mm exhaust valves

Twin spark plug cylinder heads for optimum combustion and reduced emissions.

Transmission Features
High capacity liquid-cooling system enhances engine performance and durability – coolant routing is integrated with the clutch cover and engine case for a cleaner look and reduced weight

Plastic outer clutch cover and engine sprocket cover for reduced weight and noise

Smooth-shifting 6-speed transmission with vertically staggered transmission shafts for a shorter, more compact crankcase

Chassis Features
Link-type single-shock rear suspension with 7-way adjustable preload

41 mm front fork with 130 mm of wheel travel provides a smooth, compliant ride

Black-painted frame, swingarm, and wheels for more sport appearance

Box-section aluminum swingarm is lightweight with high torsional rigidity

Compact instrument cluster includes analog tach, LCD speedometer, odometer/tripmeters, and temperature gauge, plus LCD clock and low fuel warning light

Hinged fuel tank swings up for easy access to the airbox and throttle bodies

Large under-seat storage area, passenger grab-bar and tie-down hooks

Narrow, lightweight aluminum truss-style frame constructed with high-vacuum die-cast process for more consistent strength and fewer individual welded sections

Powerful dual hydraulic disc front brakes with 290 mm floating rotors and adjustable brake lever position

Single disc rear brake with 240 mm rotor

Sleek fairing features dual 60/55W headlights with running lights and folding mirrors

Slim 4.5 gallon fuel tank with low fuel warning light

Steeply-angled tail section houses unique vertically-styled, high visibility LED taillight and compact rear fender

Wide radial tires mounted on lightweight, 3-spoke cast aluminum wheels

Suzuki GSX650F 2009 Review

biker1 — Wed, 20 Apr 2011 06:35:43 +0000

The GSX650F features an ideal balance of sportbike excitment and all-around versatile performance. It offers crisp handling and a comfortable design, including a more upright seating position, that makes all-day rides a pleasure.

Key Features
New graphics and body colors for 2009, including Suzuki?s legendary Blue/White combination, and new Black/Orange design

Engine Features
A large capacity exhaust system utilizes a high capacity catalyzer and an oxygen sensor to meet strict Euro 3 and Tier 2 emissions requirements while still providing strong performance throughout the rpm range

Cam profiles are chosen with an emphasis on low-to-mid range power output and help to deliver highly accessible performance that is well suited to an entry level rider

Compact, liquid-cooled, fuel injected, DOHC 656cc engine utilizing a bore and stroke of 65.5 mm x 48.7 mm and featuring strong and easily accessible power and torque

Piston rings are manufactured with ion plating treatment using Physical Vapor Deposition (PVD) for a smoother surface, increased durability and reduced friction and reduced oil consumption

Suzuki Composite Electrochemical Material (SCEM) coated cylinders deliver high heat dissipation and allow for better ring seal while reducing blow-by and mechanical losses

Suzuki Dual Throttle Valve fuel injection system for smooth acceleration. Fuel injectors are compact and lightweight with 4 hole injectors for optimum fuel atomization and greater power output

The cylinder head achieves a narrow valve angle of 17 degrees intake and exhaust for high intake and exhaust efficiency

The GSX650F keeps cool with a high efficiency radiator combined with a 190mm electric cooling fan controlled by the ECM and a high output water pump with a bearing-less design for reduced weight

Transmission Features
Six speed transmission works smoothly with a hydraulic clutch for crisp shifting in a variety of riding conditions

Chassis Features
Rebound and preload adjustable rear shock works in conjunction with a link-type rear suspension for excellent road holding performance

41mm forks are designed for a smooth ride and are preload adjustable for a variety of riding conditions

A stylish full fairing design with styling cues taken from the high performance GSX-R series for a sport-inspired look with full fairing protection for the rider

Compact fuel tank is designed for an easy reach to the handlebar with a narrow mid section while still retaining a full 5.0 gallons of fuel capacity.

Double cradle steel frame provides excellent balance, nimble handling a unmatched rider comfort with a sporty overall feel

GSX-R inspired instrument cluster includes a step motor driven tachometer, multi-function LCD for dual trip meters, reserve trip meter, clock, fuel gauge, and a useful gear position indicator with GSX-R inspired shift light

Handlebar is rubber mounted for reduced vibration

Tokico 4 piston front brake calipers are used with a 310mm floating discs for optimum braking performance and combined with a pin slide two piston rear caliper and a 240mm rear brake disc

Wide, comfortable one piece seat with low seat height for increased rider and passenger comfort
www.suzukicycles.com

Suzuki GSXR750 2011 Review

biker1 — Tue, 19 Apr 2011 09:37:57 +0000

The brand-new, redesigned 2011 GSX-R750 is the latest version of the original GSX-R – the championship-winning sport bike that is literally in a class of its own. While the unrivaled GSX-R750’s only challenge is outdoing itself, the all-new 2011 model responds with bold styling and exceptional performance. On the road or on the track, the 2011 GSX-R750 delivers a riding experience that is a breathtaking combination of outstanding engine performance, swift handling, compact size and light weight. The key to the GSX-R750’s racetrack-conquering speed and agile handling is the pairing of its powerful inline 4-cylinder, 16-valve 750cc engine into the lightweight, compact chassis of a 600cc Supersport. It’s a winning combination that will allow any rider to experience the exhilarating rush of a middleweight AMA Supersport bike.

Engine Features
750cc 4-cylinder engine
The GSX-R750 is outfitted with a 750cc 4-cylinder engine with a race-proven oversquare bore/stroke ratio for efficient, high-revving output.

The GSX-R750 is equipped with a new 4-into-1 stainless-steel exhaust system featuring a titanium muffler, which carries a Suzuki Exhaust Tuning (SET) valve. The system maximizes torque and improves throttle response, especially in the low-to-mid RPM range.

Advanced, race-developed transistorized ignition control circuit helps maintain more precise ignition timing across the range of engine temperature.

The GSX-R750 powerplant utilizes forged pistons, shot-peened conrods, chrome-nitride-coated upper compression and oil control rings, and pentagonal ventilation holes for outstanding engine performance.

Suzuki Drive Mode Selector
Suzuki Drive Mode Selector (S-DMS) offers push-button selection of two racing-developed engine control maps to suit road conditions and personal tastes.

The GSX-R750 uses the world-class Suzuki Dual Throttle Valve (SDTV) fuel injection system, equipped with fine-spray 8-hole injectors, for improved fuel atomization. This contributes to more complete combustion in the cylinder.

Lightweight titanium-alloy valves are controlled by single valve spring to reduce mechanical losses.

Transmission Features
The crankcase carries a six-speed close-ratio transmission with vertically staggered shafts, to reduce overall engine length.

A race-proven back-torque-limiting clutch contributes to smoother downshifting and corner entry.

Suspension
Showa Big-Piston front Fork
Race-developed, lightweight Showa Big Piston front-Fork (BPF) delivers superb feedback and consistent performance.

Showa Rear Shock
A single Showa rear shock features externally adjustable rebound and compression damping, along with adjustable ride height.

Chassis Features
Twin-spar Aluminum Frame
Lightweight and compact: twin-spar aluminum cradle frame made of five cast sections and cast swingarm.

Footpegs shift lever fuel tank
Three-way adjustable footpegs, an adjustable shift lever, and a short fuel tank help produce a comfortable riding position.

Small, simple and lightweight bodywork features exciting and aerodynamic styling.

Brakes
The GSX-R750 comes equipped with front brakes with fully floating 310mm discs and radial-mounted, four-piston Brembo monoblock calipers.

The GSX-R750’s compact, lightweight instrument cluster comes with a built-in lap timer/stopwatch and programmable engine RPM indicators.

Instrumentation
Instrument cluster features an Analog tachometer; LCD readouts include speedometer, odometer, dual trip meter, reserve trip meter, clock, coolant temperature/oil pressure indicator, S-DMS and gear position indicators.

Steering Damper
An electronically controlled steering damper provides lighter steering at slower speeds and more damping force at racetrack and highway speeds.

Suzuki GSX1250FA 2011 Review

biker1 — Tue, 19 Apr 2011 09:27:07 +0000

Boldly styled and impressively powerful, the GSX1250FA is prepared to provide excitement whether you’re out touring, commuting or if you’re simply out having some fun. The GSX1250FA, with its sportbike DNA, is a machine that can define a weekend, but can also be relied on every day of the week. The fully faired GSX1250FA has a fuel injected double overhead camshaft (DOHC) powerplant packing 1255cc of power at your service. Delivering a wide spread of power, starting low down in the rev range, the six gear transmission takes full advantage of this torque, resulting in extra smooth acceleration and inspiring power delivery…a perfect combination for long distance rides. The GSX1250FA. Exciting, stimulating and tailored for sporting comfort. It’s an all-around performer and an exceptional value.

Key Features
The GSX1250FA is equipped with a Digital Antilock Brake System (ABS)* that monitors wheel speed and matches stopping power to available traction.

New Engine Features
The GSX1250FA is powered by a compact, liquid-cooled, fuel-injected, 1255cc, DOHC, wet sump engine that has a bore and stroke of 79.0 mm x 64.0 mm. A secondary balancer shaft enhances the engine’s smooth operation.

Fuel Injection
Suzuki Dual Throttle valve (SDTV) fuel injection, featuring 36mm throttle bodies, brings superb response feel, smooth power delivery, improved mileage and reduced emissions.

Long-wearing, tough SCEM (Suzuki Composite Electrochemical Material) cylinder-bore plating offers increased durability and efficiency.

Chrome-nitride piston-ring coating contributes to reduction of friction and tighter cylinder sealing on the GSX1250FA.

Suzuki Idle Speed Control (ISC) helps improve cold starting, reduce cold-start emissions and stabilize engine idle under varying conditions.

Effective engine management and emissions control systems together allow the GSX1250FA to meet the latest emissions regulations and standards.

A liquid-cooled oil cooler helps keep the GSX1250FA engine running cool.

Transmission Features
Clutch
A slick shifting six speed transmission improves acceleration while reducing top gear RPM at highway speeds. The GSX1250FA comes with a hydraulic clutch with coil springs that provides improved lever feel and control.

Link Chain
Power is put to the ground via a durable RK GB50GSV Z3 118 link chain.
Chassis Features
The GSX1250FA comes with a functional full fairing, housing vertically stacked headlights and is shaped for a neatly integrated impression with the tank and the tailsection.

The GSX1250FA features a classic tube-frame chassis, with rake and trail chosen for an excellent balance between sporty handling and highway cruising comfort.

43mm-stanchion-tube front forks offer 5.1 inches of travel. A single rear shock (with 5.4 inches of travel) is preload adjustable so you can tune for when riding with or without passengers.

Brakes
The GSX1250FA comes with fully floating 310mm dual-disc front brakes with four-piston calipers and a single 240mm rear disc brake with a single-piston caliper.

Seat
Long rides are made easy thanks to the comfort-contoured seat found on the GSX1250FA. The seat height can also be adjusted up or down 20mm by flipping over the mounting spacers between the seat and the frame seat rails.

Stand
A convenient centerstand is standard equipment on the GSX1250FA.

A large capacity 4.9 gallon fuel tank provides long operating range in between fill-ups.

A comprehensive instrument cluster offers a variety of gauges, including a convenient gear-position indicator and shift light, oil pressure/coolant temperature indicator, fuel injection indicator, ABS indicator, and engine RPM indicator light.

Available Suzuki Genuine Accessories for the GSX1250FA include top and side cases, windshield and more.

Suzuki GSX1300R Hayabusa 2008 Review

biker1 — Tue, 19 Apr 2011 09:07:58 +0000

Ever since we introduced the Suzuki Hayabusa, it’s had only one competitor: Itself. That’s why the new 2008 Hayabusa is so impressive – compared to the original, it’s hotter than ever.
For enthusiasts, that comparison will make your heart pound. The new Hayabusa’s engine is thoroughly updated for more power and an improved power-to-weight ratio, which you’ll experience as an even greater rush of acceleration.

Its refined chassis and suspension help provide crisper handling. And its striking new fairing offers sleeker aerodynamics. The original Hayabusa was the best. With the 2008 Hayabusa, you’re looking at better than the best.

New Features

Redesigned instrument cluster now features four analog meters for speedometer, tachometer, fuel gauge and water temperature with a new S-DMS mode indicator, gear position indicator and adjustable engine rpm indicator.

New Engine Features

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.

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

New 1340cc, DOHC liquid-cooled engine with 16-valves, Twin Swirl Combustion Chambers provides 11% higher performance and smoother operation

New large volume 4-2-1-2 exhaust system with a large capacity catalyzer, dual triangular canisters and closed loop system that meets Euro 3 and Tier 2 regulations

New lightweight aluminum alloy pistons feature a revised shape and a higher compression ratio of 12.5:1 for maximum performance in all conditions.

New lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for high combustion chamber efficiency

New S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from three different engine settings depending on riding conditions or rider preferences

New Shot-peened chrome-moly steel connecting rods for maximum durability

New Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox

New ventilation holes at the cylinder skirt for reduced pumping losses and increased performance

SCEM (Suzuki Composite Electro-chemical Material) plated cylinders minimize cylinder size and improve heat dissipation and new hydraulic cam chain tensioner for reduced mechanical noise

Transmission Features

Slick shifting 6 speed transmission working in conjunction with an innovative back torque limiting clutch for smooth and controlled downshifts

New Chassis Features
Fully adjustable rear shock absorber with a 43mm piston and 14mm rod diameter

All new aggressive aerodynamic fairing design with low drag coefficient retains it’s signature Hayabusa look and features an updated, muscular look to work with the new more powerful engine and updated chassis

Fuel tank height is lowered to allow riders helmet to tuck in and windscreen height is increased for improved wind protection and optimum aerodynamic efficiency with the rider in place.

LED taillight utilizes a double lens structure with a clear inner lens and a red outer lens for maximum visibility and a high quality finish

Lightweight and rigid twin-spar aluminum frame minimizes weight while maintaining high torsional strength

Lightweight single piston rear brake caliper working in conjunction with a new larger 260mm rear brake disc

New bridged aluminum alloy swingarm features a new cross-sectional shape for increased rigidity and to cope with improved rear tire grip and increased engine output

New fully adjustable inverted front fork featuring DLC coated inner tubes for minimal friction resistance and outstanding suspension performance over a variety of riding conditions.

New radial-mount front brake calipers for maximum braking performance and allows for smaller 310mm front brake rotors resulting in reduced unsprung weight and improved handling

Newly designed vertically stacked twin headlights provide increased light intensity, improved light distribution and match the elegant flow of the new Hayabusa styling.

Newly designed wheels mounted with high performance Bridgestone BT-015 tires for unmatched handling and control

Passenger seat and rear subframe are lowered for improved passenger comfort
www.suzukicycles.com

Suzuki GSX1300R Hayabusa 2009 Review

biker1 — Tue, 19 Apr 2011 08:55:22 +0000

With performance credentials that establish it as the hottest sportbike on the planet, the Suzuki Hayabusa is designed for serious sport riders who will settle for nothing less than the best. Its combination of unsurpassed power, crisp handling and superb aerodynamics creates the ultimate sportbike

1340cc
1340cc, DOHC liquid-cooled engine with 16-valves, Twin Swirl Combustion Chambers provides 11% higher performance and smoother operation

SW-DMS
S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from three different engine settings depending on riding conditions or rider preferences

Large volume 4-2-1-2 exhaust system with a large capacity catalyzer, dual triangular canisters and closed loop system that meets Euro 3 and Tier 2 regulations

Lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for high combustion chamber efficiency

Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox

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

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

Lightweight aluminum alloy pistons feature a revised shape and a higher compression ratio of 12.5:1 for maximum performance in all conditions

SCEM (Suzuki Composite Electro-chemical Material) plated cylinders minimize cylinder size and improve heat dissipation and new hydraulic cam chain tensioner for reduced mechanical noise

Shot-peened chrome-moly steel connecting rods for maximum durability

Ventilation holes at the cylinder skirt for reduced pumping losses and increased performance
Transmission Features
Slick shifting 6 speed transmission working in conjunction with an innovative back torque limiting clutch for smooth and controlled downshifts

Chassis Features
Fully Adjustable
Fully adjustable inverted front fork featuring DLC coated inner tubes for minimal friction resistance and outstanding suspension performance over a variety of riding conditions

Instrument Cluster
Instrument cluster features four analog meters for speedometer, tachometer, fuel gauge and water temperature with a S-DMS mode indicator, gear position indicator and adjustable engine rpm indicator

LED taillight utilizes a double lens structure with a clear inner lens and a red outer lens for maximum visibility and a high quality finish

Radial-mount front brake calipers for maximum braking performance and allows for smaller 310mm front brake rotors resulting in reduced unsprung weight and improved handling

Vertically stacked twin headlights provide increased light intensity, improved light distribution and match the elegant flow of the new Hayabusa styling

Fully adjustable rear shock absorber with a 43mm piston and 14mm rod diameter Lightweight and rigid twin-spar aluminum frame minimizes weight while maintaining high torsional strength

Aggressive aerodynamic fairing design with low drag coefficient retains it’s signature Hayabusa look and features an updated, muscular look to work with the new more powerful engine and updated chassis

Bridged aluminum alloy swingarm features a new cross-sectional shape for increased rigidity and to cope with improved rear tire grip and increased engine output

Fuel tank height is lowered to allow riders helmet to tuck in and windscreen height is increased for improved wind protection and optimum aerodynamic efficiency with the rider in place

Lightweight single piston rear brake caliper working in conjunction with a new larger 260mm rear brake disc

Passenger seat and rear subframe are lowered for improved passenger comfort

Wheels mounted with high performance Bridgestone BT-015 tires for unmatched handling and control

Suzuki GSX1300R Hayabusa 2011 Review

biker1 — Sun, 17 Apr 2011 09:26:02 +0000

With performance credentials that have established it as the hottest sportbike on the planet, the Suzuki Hayabusa is designed for the serious sport rider who will settle for nothing less than the best. Its combination of unsurpassed power, crisp handling and superb aerodynamics creates the ultimate sportbike. You could say that the 2011 Hayabusa is so intense, that it’s in a class of its own.

Engine Features
The Hayabusa is equipped with a 1340cc, in-line, DOHC liquid-cooled engine with 16-valves, and Twin Swirl Combustion Chambers (TSCC).

Lightweight aluminum alloy pistons with a compression ratio of 12.5:1 are used for maximum performance in all conditions. Hard, smooth chrome-nitride Physical Vapor Deposition (PVD) coating on the upper compression and oil control rings on each piston reduces friction while improving cylinder sealing.

Suzuki Composite Electrochemical Material (SCEM) cylinder plating improves heat transfer, durability and ring seal.

Lightweight titanium valves allow the use of light valve springs and high lift while maintaining accurate valve control. Iridium spark plugs are used for high combustion efficiency.

The Hayabusa’s engine is fed via Suzuki’s SDTV (Suzuki Dual Throttle Valve) fuel injection system with dual 12-hole, fine-spray injectors per cylinder and ram air intake with large volume airbox.

Suzuki Pulsed-secondary AIR-injection (PAIR) system ignites unburned hydrocarbons and reduces carbon monoxide emissions.

S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from three different engine settings depending on riding conditions or rider preferences.

The Hayabusa comes with a large volume 4-2-1-2 exhaust system with a large capacity catalyzer, dual triangular canisters and closed loop system.

A high efficiency curved radiator features dual electric fans controlled by the ECM for increased cooling capacity. The oil cooler has 10 row cores for increased heat dissipation.

Transmission Features

The Hayabusa comes with an optimized 6-speed transmission. Oil spray to the 4th, 5th and 6th gears reduce wear and mechanical noise during highway cruising. Suzuki Clutch Assist System (SCAS) serves as back-torque-limiting system for smooth downshifts and also contributes to a light clutch pull.

Chassis Features
A lightweight and rigid twin-spar aluminum frame minimizes weight while maintaining high torsional strength.

The Hayabusa has been outfitted with a fully adjustable inverted front fork featuring DLC (Diamond-Like Coating) coated inner tubes. The front suspension offers minimal friction resistance and provides outstanding suspension performance over a variety of riding conditions.

A bridged aluminum alloy swingarm features a cross-sectional shape for increased rigidity, which also helps cope with improved rear tire grip and increased engine output. The Hayabusa’s fully adjustable rear shock absorber has a 43mm piston and 14mm rod diameter.

Radial-mount front brake calipers offer maximum braking performance and allows for smaller 310mm front brake rotors resulting in reduced unsprung weight and improved handling. A lightweight single piston rear brake caliper works in conjunction with a 260mm rear brake disc.

3-spoke cast-aluminum-alloy wheels are shod with 120/70ZR17M/C (58W) front and 190/50ZR17M/C (73W) rear radial tires.

Vertically stacked twin headlights provide increased light intensity, improved light distribution and match the elegant flow of the Hayabusa styling.

The Hayabusa’s instrument cluster features four analog meters for speedometer, tachometer, fuel gauge and water temperature with a S-DMS mode indicator, gear position indicator and adjustable engine-rpm indicator.

Advanced aerodynamics offering superb wind protection both for normal and completely tucked-in seating positions.

The Hayabusa comes with a bright, durable LED taillight, with clear inner lens and red outer lens.
www.suzukicycles.com