Wednesday, October 27, 2010
Harley XR1200
In the end of 2008, The Harley Davidson released motorcycle sportster platform in Europe which called as Harley-Davidson Sportster XR1200. But it didn't take Harley long to mend its ways and announce the release of the XR1200 in the U.S at early 2009, the company is banking on the enthusiasm of the hardcore nostalgic motorcycle fans.
The Harley-Davidson Sportster XR1200, listed with an MSRP of $11,179, wears a brawny 90 horsepower, air-cooled V-twin, beefy brakes, and a dry weight of 551 lbs. Many costumer has said that the Sportsters, for the most part, don't quite convey as much bravado as a Dyna or Road Glide.
The 2009 Harley-Davidson Sportster XR1200 injects some steroids into the lineup with a more powerful engine and aggressive suspension setup. Starting with the traditional air-cooled pushrod 1,200 cc V-twin, Harley has bumped the compression ratio to 10:1, added performance cams, precision-cooled cylinder heads, a large capacity oil cooler and downdraft electronic fuel injection.
The Harley-Davidson Sportster XR1200, listed with an MSRP of $11,179, wears a brawny 90 horsepower, air-cooled V-twin, beefy brakes, and a dry weight of 551 lbs. Many costumer has said that the Sportsters, for the most part, don't quite convey as much bravado as a Dyna or Road Glide.
The 2009 Harley-Davidson Sportster XR1200 injects some steroids into the lineup with a more powerful engine and aggressive suspension setup. Starting with the traditional air-cooled pushrod 1,200 cc V-twin, Harley has bumped the compression ratio to 10:1, added performance cams, precision-cooled cylinder heads, a large capacity oil cooler and downdraft electronic fuel injection.
The combination of quality rubber, lightened rolling inertia courtesy the wheels, 59-inch wheelbase and stout fork, the Harley-Davidson Sportster XR1200 turns in easily and stays on target all the way through your chosen corner arc with stability and confidence. The Harley-Davidson Sportster XR1200 available in three colors :
Actually, the Harley-Davidson Sportster XR 1200 is based on race-winning XR 750 dirt trackers that were popularized, ironically, on U.S. soil. It's designed to fit the average height European customer, but we can't help but wonder if this market-specific model would ever be modified for sale in North America.
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The XR1200's Nissin brakes are significantly upgraded from standard-issue Sportsters, with four-piston 292 mm dual discs up front and a single-piston 260 mm disc at the rear. In running order, the Harley-Davidson Sportster XR 1200 tips the scales at 580 pounds. These brakes are nothing short of spectacular and should be grasped with caution should you take advantage of an XR 1200 demo ride and are expecting the usual Harley brake.
If you see the instruments on the Harley-Davidson Sportster XR 1200 are minimal. Watching the needle bounce around on the good-sized, round, white-faced tach is what you’ll mainly see. A compact digital speedo on Sportster XR 1200 body is centered next to it on the handlebars and the digital display makes it easy to know exactly how fast you’re going. A dual trip meter and clock have been thrown in for good measure
Bimoto DB6 Delirio
Like something off a futuristic sci-fi film but the Delirio is very much today. Italian firm Bimota use other manufacturer's engines (in this case a Ducati V-twin) so they can concentrate on wrapping round some of the most original and exotic chassis ever seen. The MCN London Motorcycle Show is the first place in the UK to see the DB6; built strictly in limited numbers with a price tag at the opposite end of the scale, it could also be your last.
The front wheel lifts instantly commanded by a big dollop of throttle in both first and second gear in the Ducati 1000DS powered Delirio. Attached to that front wheel are some very nice bits such as a big 320mm wavy disc, 4-pot radial Brembo callipers and a top of the line Marzocchi Corsa fork. Stopping the 170kg (claimed dry weight) naked fighter was never going to be a problem and even easier so with the help of the Marzocchi 50mm USD fork with TiN treated surface on the stanchion tubes. The radial Brembo brakes bites on a stylish 320mm wavy disc and both the feel and power is nothing less than excellent. The Delirio has been stripped of anything unnecessary and a huge effort has been put in to this bike purely to make it as fun as possible to ride.
Italian motorcycle manufacturer Bimota unveiled a new model at Esposizione Internazionale del Motociclo (EICMA), which opened in Milan, yesterday. The 1000cc DB6 Delirio is based on the DB5 Ducati-engined superbike, with a similar trellis frame and trellis swinging arm. Although the bike is similar to its faired sibling, and indeed was designed by the same Sergio Robbian, there are many differences, the most notable being a dry weight of just 170 kilograms. With 90 horsepower at 8500 rpm, the DB6 is likely to offer solace for those who cannot wait for the Ducati Hypermotard, having some very similar characteristics.
The bike has Titanium-Nitride-coated 50mm Marzocchi forks and double 320mm disks with 4-piston radial calipers.
Bimota’s press release reads, “From its early beginnings, the Delirio project has been conceived as the creation of a piece of art, and as a challenge to all conventions. Everything created by Bimota to this date has been built to the extreme, emphasizing perfection beyond rationality. Delirio is a motorcycle that gives new value to the company’s rich heritage and traditions. The goal has been to realise a Bimota for the future, presenting engineers, designers and everybody involved with an equally exciting and challenging task. Once again in Bimota's history, the result has been shaped by passion, imagination, and extraordinary craftsmanship. “The Delirio has become a reality - from Sergio Robbiano's pencil to Alberto Strada's computer to Enrico Borghesan's golden hands - and the minds, souls, and hands of all at Bimota. Technical data of the Delirio confirms what is obvious at first sight: Delirio delivers outstanding performance. Engine and framework blend together in perfect harmony. Performance and handling are complimented by an aggressive but nonetheless comfortable riding position. The first biposto of the new generation.”
The front wheel lifts instantly commanded by a big dollop of throttle in both first and second gear in the Ducati 1000DS powered Delirio. Attached to that front wheel are some very nice bits such as a big 320mm wavy disc, 4-pot radial Brembo callipers and a top of the line Marzocchi Corsa fork. Stopping the 170kg (claimed dry weight) naked fighter was never going to be a problem and even easier so with the help of the Marzocchi 50mm USD fork with TiN treated surface on the stanchion tubes. The radial Brembo brakes bites on a stylish 320mm wavy disc and both the feel and power is nothing less than excellent. The Delirio has been stripped of anything unnecessary and a huge effort has been put in to this bike purely to make it as fun as possible to ride.
Fun on a Bimota also means safe and everything from the top Brembo, Marzocchi components to the Extremetech rear shock makes sure the bike never puts a foot wrong. The Dunlop D208 RRs are sticky enough in most situations, however the front offers more grip when leant over and the rear was sliding more often than I would have liked from small throttle openings out of the hair-pins. I had some great fun sliding that rear wheel around by all means, but sometimes I did wonder whether it was too easy and that it could be a matter of side grip on the 180 Dunlop rear tyre. Steering into the tight bends could also have been improved with one of the top front tyres from Bridgestone or Pirelli. I had some funny situations on a couple of the many occasions where I entered the bends too hot and I had to brake so hard that the chassis tried to wring itself into knots over the front tyre mid-turn and still an easy save each time. The beautifully designed trellis frame and swing arm is linked together by machined aluminium plates, also beautifully done at the Rimini factory. Some flex has been designed in by the designer, Sergio Robbiano, to make you feel every little thing that is happening. Quality all around is the conclusion from those experiences.
The roads around the Rimini factory and Misano race track was, to say it mildly, narrow and offered more blind and tightening corners than there are roundabouts in Milton Keynes! I was caught out so many times that I dropped corner speed in benefit of the stop and go style the DB6 is so brilliant at. This is only excerpts from the full article. Walk around DB6
Bimota DB5 Mille compared to DB6
I also rode the DB5 just after riding the DB6 and the main differences are the same as on any sportsbike made streetfighter. There is a fairing that you can easily tuck behind due to the long seat and in general a more racy riding position. Not too racy though and not too much weight on the wrists. Remarkably the DB5 Mille features the same max power output at the same revs, but less torque at 1000 rpm higher than Delirio-In effect making DB6 a more powerful motorcycle than the DB5 Mille. DB5 will reach higher top speeds due to the fairing; however it will never be as fun to ride as the DB6. The dry weight is a claimed 156 kilos rather than 170 on Delirio and the suspension is full Ohlins front and back as opposed to the Marzocchi/Extremetech set up on DB6. DB5 Mille is about 3.000 Euro more expensive than the Delirio and that’s about it.
BMW HP2 Mega moto
This is what happens when bike designers are allowed a free reign - think of it as a supermoto on steroids. The limited numbers Megamoto utilises BMW's trademark unconventional 1170cc ‘Boxer' twin engine to deliver arm-wrenching torque through to a lightweight chassis. A whole new class of bike is born and the streets are not safe with the HP2 on the loose.
Introducing new motorcycle concepts with an even higher level of emotion, BMW Motorrad is proudly presenting the new Megamoto: Based on the BMW HP2 Enduro, this unique motorcycle will rank right at the top among all street-legal two-cylinder Supermotos thanks to its supreme performance and the use of top-class materials. Consistently following the HP2 model line, the Megamoto impressively demonstrates the outstanding dynamism and broad range of the Boxer concept.
The double-chamber Akrapovic exhaust system gives the new Megamoto a powerful and throaty sound very appropriate for a machine of this kind. And at the same time the exhaust system not only helps to boost engine power, but also refines the overall image and style of BMW Motorrad's new Supermoto. In re-configuring the Boxer power unit so full of character, the engineers responsible for the new machine have focused in particular on even more spontaneous response and supreme torque at low and medium engine speeds.
With its very active, front wheel-oriented seating position, its smooth balance and impressive ergonomic qualities, the Megamoto will certainly appeal to all connoisseurs, individualists and pleasure-conscious riders within the segment of dynamic motorcyclists. Simply because this new machine offers a brand-new interpretation of Sheer Riding Pleasure and light handling, making it a truly uncompromising riding machine in all its features: light, powerful, agile and, in particular, very exclusive.
This exclusivity is ensured by the limited production figures of the BMW HP2 Megamoto, since the machine is built by hand to a large extent and uses very exclusive materials. So the individualist opting for the Megamoto, this explosive combination of high-tech and powerful character, of emotion and function, should also be willing and able to take a bold but wise decision.
With its very active, front wheel-oriented seating position, its smooth balance and impressive ergonomic qualities, the Megamoto will certainly appeal to all connoisseurs, individualists and pleasure-conscious riders within the segment of dynamic motorcyclists. Simply because this new machine offers a brand-new interpretation of Sheer Riding Pleasure and light handling, making it a truly uncompromising riding machine in all its features: light, powerful, agile and, in particular, very exclusive.
This exclusivity is ensured by the limited production figures of the BMW HP2 Megamoto, since the machine is built by hand to a large extent and uses very exclusive materials. So the individualist opting for the Megamoto, this explosive combination of high-tech and powerful character, of emotion and function, should also be willing and able to take a bold but wise decision.
Introducing new motorcycle concepts with an even higher level of emotion, BMW Motorrad is proudly presenting the new Megamoto: Based on the BMW HP2 Enduro, this unique motorcycle will rank right at the top among all street-legal two-cylinder Supermotos thanks to its supreme performance and the use of top-class materials. Consistently following the HP2 model line, the Megamoto impressively demonstrates the outstanding dynamism and broad range of the Boxer concept.
Weighing less than 200 kilos or 440 lb in road trim, the Megamoto offers significantly more power and torque than even the powerful HP2 Enduro. And to meet the specific demands of sports surfing on country roads as well as the toughest conditions on the race track, the extra-firm, lowered suspension comes with truly outstanding components: At the front a fully adjustable, fine-response upside-down fork from Marzocchi with sliding tubes measuring an impressive 45 millimetres or 1.77" in diameter and with 160 millimetres /6.30" spring travel ensures superior wheel guidance at all times. At the rear an Öhlins spring strut with 180 millimetres/7.09" spring travel also adjustable in its basic spring setting, damper inbound and rebound stroke, likewise ensures a firm and muscular stance on the road.
The wheels and tires are also tailored ideally to specific road-going requirements: The front tire measures 120/70-ZR 17 and runs on a 3.5-inch rim, the rear tire is 180/55 ZR 17 in size and runs on a 5.5-inch rim in the usual supersports dimension.
The wheels and tires are also tailored ideally to specific road-going requirements: The front tire measures 120/70-ZR 17 and runs on a 3.5-inch rim, the rear tire is 180/55 ZR 17 in size and runs on a 5.5-inch rim in the usual supersports dimension.
To make even better use of the stable suspension with its great potential, the new BMW HP2 Megamoto comes with a second front brake disc ensuring stopping power and deceleration absolutely comparable to a modern road-going sports machine. Good news for the rational enthusiast is that both a tachometer and a new headlight, as well as the significantly lower seat, give the Megamoto an even higher standard of everyday riding qualities.
The very looks of the new machine and the choice of the most exclusive materials again help to make the BMW HP2 Megamoto absolutely fascinating and emotional in every respect. The tank cover and headlight fairing, for example, are both made in part of carbon fiber.
The double-chamber Akrapovic exhaust system gives the new Megamoto a powerful and throaty sound very appropriate for a machine of this kind. And at the same time the exhaust system not only helps to boost engine power, but also refines the overall image and style of BMW Motorrad's new Supermoto. In re-configuring the Boxer power unit so full of character, the engineers responsible for the new machine have focused in particular on even more spontaneous response and supreme torque at low and medium engine speeds.
With its very active, front wheel-oriented seating position, its smooth balance and impressive ergonomic qualities, the Megamoto will certainly appeal to all connoisseurs, individualists and pleasure-conscious riders within the segment of dynamic motorcyclists. Simply because this new machine offers a brand-new interpretation of Sheer Riding Pleasure and light handling, making it a truly uncompromising riding machine in all its features: light, powerful, agile and, in particular, very exclusive.
This exclusivity is ensured by the limited production figures of the BMW HP2 Megamoto, since the machine is built by hand to a large extent and uses very exclusive materials. So the individualist opting for the Megamoto, this explosive combination of high-tech and powerful character, of emotion and function, should also be willing and able to take a bold but wise decision.
The very looks of the new machine and the choice of the most exclusive materials again help to make the BMW HP2 Megamoto absolutely fascinating and emotional in every respect. The tank cover and headlight fairing, for example, are both made in part of carbon fiber.
The double-chamber Akrapovic exhaust system gives the new Megamoto a powerful and throaty sound very appropriate for a machine of this kind. And at the same time the exhaust system not only helps to boost engine power, but also refines the overall image and style of BMW Motorrad's new Supermoto. In re-configuring the Boxer power unit so full of character, the engineers responsible for the new machine have focused in particular on even more spontaneous response and supreme torque at low and medium engine speeds.
With its very active, front wheel-oriented seating position, its smooth balance and impressive ergonomic qualities, the Megamoto will certainly appeal to all connoisseurs, individualists and pleasure-conscious riders within the segment of dynamic motorcyclists. Simply because this new machine offers a brand-new interpretation of Sheer Riding Pleasure and light handling, making it a truly uncompromising riding machine in all its features: light, powerful, agile and, in particular, very exclusive.
This exclusivity is ensured by the limited production figures of the BMW HP2 Megamoto, since the machine is built by hand to a large extent and uses very exclusive materials. So the individualist opting for the Megamoto, this explosive combination of high-tech and powerful character, of emotion and function, should also be willing and able to take a bold but wise decision.
The double-chamber Akrapovic exhaust system gives the new Megamoto a powerful and throaty sound very appropriate for a machine of this kind. And at the same time the exhaust system not only helps to boost engine power, but also refines the overall image and style of BMW Motorrad's new Supermoto. In re-configuring the Boxer power unit so full of character, the engineers responsible for the new machine have focused in particular on even more spontaneous response and supreme torque at low and medium engine speeds.
With its very active, front wheel-oriented seating position, its smooth balance and impressive ergonomic qualities, the Megamoto will certainly appeal to all connoisseurs, individualists and pleasure-conscious riders within the segment of dynamic motorcyclists. Simply because this new machine offers a brand-new interpretation of Sheer Riding Pleasure and light handling, making it a truly uncompromising riding machine in all its features: light, powerful, agile and, in particular, very exclusive.
This exclusivity is ensured by the limited production figures of the BMW HP2 Megamoto, since the machine is built by hand to a large extent and uses very exclusive materials. So the individualist opting for the Megamoto, this explosive combination of high-tech and powerful character, of emotion and function, should also be willing and able to take a bold but wise decision.
With its very active, front wheel-oriented seating position, its smooth balance and impressive ergonomic qualities, the Megamoto will certainly appeal to all connoisseurs, individualists and pleasure-conscious riders within the segment of dynamic motorcyclists. Simply because this new machine offers a brand-new interpretation of Sheer Riding Pleasure and light handling, making it a truly uncompromising riding machine in all its features: light, powerful, agile and, in particular, very exclusive.
This exclusivity is ensured by the limited production figures of the BMW HP2 Megamoto, since the machine is built by hand to a large extent and uses very exclusive materials. So the individualist opting for the Megamoto, this explosive combination of high-tech and powerful character, of emotion and function, should also be willing and able to take a bold but wise decision.
Suzuki GSX-R1000 K7
A lot was expected of the GSX-R1000. She was the general favorite but in the end she had to be content with just the fourth position her category. Finding an explanation to this result Is complicated since the 1-litre class bike has won a couple of times in the past and with all the new changes we did expect her to do far better. However what is also a good sign is that the competition has got so much better, posting such excellent results.
Her great quality put paid to all our doubts and she is the only bike after the Kawasaki ZX-10R that feels manageable and stable during the race with very precise directional control around the corners. The Gixxer is small but moves well, has powerful brakes with a very progressive feel and an excellent aerodynamic design, which make her one of the best in her category.
The GSX-R has astounding acceleration and you have to quite literally feather the throttle when coming out of a corner. One look at the acceleration figures and you must see to believe how quick she is, a trait that where she is far more superior to her rivals. But like we said you have to punch the gas very gently especially when cornering lest you swing the rear far out of line, hairy but exciting. Superb suspension bits are ideally tuned for track action and help compensate and build confidence to generate sufficient acceleration to zip past rivals.
However she may have fared, the GSX-R 1000 is an exotic fiery dish which can fire up your taste buds leaving you craving for so much more. So don’t give up hope yet 2006 is another year to look forward to.
The GSX-R has astounding acceleration and you have to quite literally feather the throttle when coming out of a corner. One look at the acceleration figures and you must see to believe how quick she is, a trait that where she is far more superior to her rivals. But like we said you have to punch the gas very gently especially when cornering lest you swing the rear far out of line, hairy but exciting. Superb suspension bits are ideally tuned for track action and help compensate and build confidence to generate sufficient acceleration to zip past rivals.
However she may have fared, the GSX-R 1000 is an exotic fiery dish which can fire up your taste buds leaving you craving for so much more. So don’t give up hope yet 2006 is another year to look forward to.
he GSX-R1000 is a sport bike[1] from Suzuki's GSX-R series of motorcycles. It was introduced in 2001 to replace the GSX-R1100 and is powered by a liquid-cooled 999 cc (61.0 cu in) inline four-cylinder 4-stroke engine.
History
For 2001, Suzuki introduced a new GSX-R model that replaced the largest and most powerful model of the GSX-R series sport bike, the GSX-R1100, with the all new GSX-R1000. As the model name revealed, the engine's cylinder displacement was roughly 1,000 cc (61 cu in), about 100cc smaller than its predecessor's. The GSX-R1000 was not just an enlarged version of the GSX-R750, although it shared many features with its little brother. The main frame is the same in both models, but the material used on the big brother was .5 mm (0.020 in) thicker. Suzuki claimed the torsional rigidity of the frame had increased 10% in comparison with the GSX-R750.
The GSX-R1000 engine was a redesigned GSX-R750 engine. The R1000 had a 1 mm (0.039 in) bigger bore and 13 mm (0.51 in) longer stroke, newly designed pistons with lower crown, and gear-driven counter balancer. The engine weighed 130 lb (59 kg) which was slightly heavier than the 750 engine but 31 lb (14 kg) lighter than the engine of the GSX1300R. The performance of the engine is a peak of 160 bhp (120 kW) at 9,500 rpm,[2] as measured on the crank and 143 hp (107 kW),[3] when measured on the rear wheel with small variations between different instances of the same model. The redline is set at 12,000 rpm. The maximum torque of the engine is 80 ft·lbf (110 N·m) at 8,000 rpm. Combined with a total (dry) weight of 374 lb (170 kg) this gives the GSX-R1000 a top speed of 179 mph (288 km/h), a 1/4 mile time of 10.1 seconds at 141.7 mph (228.0 km/h), and a 0 to 100 km/h (62 mph) time of 3 seconds.
Using titanium for the exhaust pipe and the inside of the silencer, enabled the 1000s exhaust system to become 4 pounds lighter than that of the 750[citation needed]. Titanium was also used in the front fork to coat the stanchions. An exhaust tuning valve had been mounted inside the exhaust pipe. Using a servo the system dynamically adjusted the exhaust back pressure, according to engine speed, throttle position, and gear selection for increased torque, lower emissions, and decreased noise—the (stock) exhaust noise of the GSX-R1000 is notably lower than that of the GSX-R600.
With the 2001 model of the GSX-R1000, the 1998 Yamaha YZF-R1 was finally surpassed with the GSX-R being lighter and more powerful.[4]
The 2001 model carried over to 2002 with minimal changes. 2002 introduced i.a. modifications to the fuel pump and luggage hooks. The manual fast-idle was replaced with a computer operated implementation (the "STV servo"). The color options were changed to replace the pearl black and metallic silver with a candy blue and pearl black scheme.
After the GSX-R1000 had been three years on the roads and race tracks, Suzuki put out a new version of the model in late September 2002. Suzuki engineers had been working on the three things that made a fast bike faster; weight, power and handling. The 2003 year's GSX-R1000 was improved in all three counts. It weighed less, had more power/torque and handled better.
The physical dimensions of the bike were almost identical with the previous year's model. The seat height and the overall height were somewhat lower but the geometry of the bike was exactly the same as before. The already rigid aluminum alloy frame was newly designed and enforced with internal ribs. The frame as well as the wheels were now coated black.
The front brakes were also new. Suzuki decided to drop the six-piston calipers. The new radially-mounted four-piston calipers weigh 30 grams less and grip smaller 300 mm (12 in) discs that save another 300 g (0.66 lb). Though smaller, Suzuki claimed that the new brakes provide better stopping and turn-in performance.
The headlights of the 2003 year's GSX-R1000 were mounted vertically to enable the ram-air intakes in the front to be placed 20 mm (0.79 in) nearer the bike's center line. The new design was very much inspired by the look of the Hayabusa. The instruments were also redesigned.
The cylinder displacement of the engine remained the same 988 cc (60.3 cu in), but more power/torque and better throttle response had been achieved by adding four ventilation holes between the cylinders to equalize crankcase pressure beneath the pistons, moving the air intake nearer to the centerline and upgrading the engine management system from a 16-bit to a 32-bit ECU. The entire exhaust system was now made of titanium to save an additional 1.32 lb (0.60 kg) and the tail light was replaced with LEDs.
The 2003 model carried over to 2004 without any significant improvements.
The 2005 model year GSX-R1000 had a redesigned engine and chassis. It had 4.4 lb (2.0 kg) lower mass than the previous model and the engine had an 11 cc (0.67 cu in) larger piston displacement. It had a totally new frame reducing the total length of the bike by 1.6 in (41 mm) but reducing its wheelbase only 0.02 in (0.51 mm). There were new brakes with radial mounted calipers and 310 mm (12 in) discs at the front. The new catalytic titanium silencer was said to be designed to reduce turbulence to minimum.
The 2005 model has a tested wet weight of 444 lb (201 kg)[5]. Power output is tested 162.1 hp (120.9 kW) at 11,500 rpm and peak torque is 79.9 ft·lbf (108.3 N·m) at 8,500 rpm.[5]
The 2005 model carried over to 2006 without any significant improvements.
On September 22, 2006, Suzuki revealed a significantly updated GSX-R1000 for 2007 at the Paris motor show. The new bike gained 14 lb (6.4 kg) over the 2006 model which was due to its new exhaust system and new emissions regulations. To counter this weight increase, Suzuki claimed improved aerodynamics along with a faster revving engine and larger throttle body to increase power to 168 hp (125 kW) @ 11,500 rpm. Although not a completely new model, the engine and chassis have been updated. It also featured three different engine mapping configurations, selectable via two buttons located on the right handlebar. One up, and one down arrow to cycle between Mode A (Unrestricted), Mode B (Reduced power until 50% throttle is applied), and Mode C (Reduced power throughout the rpm regardless of throttle application). It also received a Hydraulic clutch. Pricing was quoted at US$11,399.
The 2007 model carried over to 2008 without any significant improvements. MSRP increased to US$11,499.
Valentino Rossi's Yamaha M1
The Yamaha YZR-M1 is an 800 cc (49 cu in) motorcycle specifically developed by Yamaha
Motor Company to race in the current MotoGP series.[1] It succeeded the 500 cc
(31 cu in) YZR500 by the 2002 season and was originally developed with a 990 cc
(60 cu in) engine. Since then, the YZR-M1 has been continuously developed into
several iterations.
2002 – 2003
2002 was the first season which allowed 990 cc 4-strokes to be raced alongside 500 cc 2-strokes. In a change from their V-4 YZR500, Yamaha designed the YZR-M1 (for "Mission One") with an inline-4 engine, in order to have a longer swingarm and shorter wheelbase. Also, Yamaha wanted to preserve the superior handling of the YZR500, so the M1's engine was designed to fit in a chassis similar to the YZR500's. The M1 was outfitted with an electronic engine management system that controlled the engine braking endemic to 4-strokes.
The M1 was test-ridden and developed by Max Biaggi, John Kocinski, Norihiko Fujiwara and Kyoji Namba throughout 2001. It was raced in the 2002 season by Biaggi and Carlos Checa on the factory team, and towards the end of the season M1s were also provided to Norifumi Abe, Olivier Jacque and Shinya Nakano. In 2003, the engine went from carburetion to fuel injection, and the Engine Management System was changed to the Idle Control System.
Biaggi achieved 2 wins in 2002, and placed second in the final standings as did Yamaha in the manufacturer's championship. In 2003, M1 riders were Checa, Alex Barros, Olivier Jacque, Marco Melandri, Shinya Nakano and Norifumi Abe, and there were no wins and Yamaha came in third in the manufacturer's championship.
Valentino Rossi signed a two-year contract with Yamaha, reportedly worth in excess of USD$6 million per season, in a move that was described by the press as "biting off more than he could chew". It was widely felt not only by his critics and media pundits, but also by many fans, that even he would not be able to bring the struggling YZR-M1 up to the level of the hereto all conquering Honda RC211V. A well publicised increase in the pace of development of the Honda machine over the winter season fuelled expectation that a Honda RC211V in the hands of riders the calibre of Max Biaggi and Sete Gibernau would have no problem in retaining the World Title for Honda.
Meanwhile, Rossi wasn't the only defection Honda had to contend with; Jeremy Burgess (crew chief for Rossi at Honda), along with the majority of his long established crew, were convinced by Rossi to join him at Yamaha. This was a shrewd move, and was cited by Rossi in his autobiography as being instrumental in providing him with the strong basis necessary for launching an attack on the Championship with the YZR-M1.
During 2003/2004 winter testing, Yamaha stepped up to the plate by pulling out all the stops in their collaboration with Rossi and Burgess. Through a systematic regime of innovation and testing, they sought to refine the M1's traditionally strong traits such as good braking and quick handling (which impressed Rossi), and marry them with good balance and transition to power. Working closely with Rossi and Burgess, Yamaha engineers under YZR-M1 project leader Koichi Tsuji experimented with a number of engine modifications in an attempt to fix the power delivery, and finally it was decided to go ahead with a four valve per cylinder head configuration (as opposed to the earlier five valve head), with a specially refined cylinder firing order. This turned the straight four cylinder engine from a traditional "screamer", where the power pulses are spaced equally (every 180 crank degrees) in the four stroke cycle, into a so called "long bang" engine where the power pulses are grouped unevenly across the cycle (270-180-90-180). This firing order mimics that of a V4 engine while maintaining the desirable engine packaging of a traditional inline four cylinder. These developments significantly improved the torque characteristics of the engine, and coupled with slight changes to the position of the engine in the chassis, made the M1 much easier to control at the limit of adhesion while exiting corners. After a frantic winter of development and testing, the team showed the world that they had made a significant step in the right direction, when Rossi and the M1 won the BMW car at the 2004 pre season IRTA test at Catalunya, by posting the fastest lap of the open session (similar to normal race qualifying).
With the traditional first race of the season at Suzuka off the list due to safety considerations, the 2004 season started at Welkom in South Africa. In a quite remarkable race, Rossi came through to claim the victory, not only silencing his critics, but becoming the first man in history to win two GPs back to back with two different manufacturers. Rossi would go on to claim 8 more GP wins on his way to win the 2004 Championship, with a tally of 304 points. Honda riders Sete Gibernau and Max Biaggi took second and third with 257 and 217 points respectively.
The 2004 season would therefore unfold to give Rossi the opportunity he had sought; to prove that it was his talent rather than just the bike that had won him his championships. In so doing, he also achieved one of the great coups in the history of Motorcycle Racing.
The YZR-M1 and Rossi partnership continued to dominate in 2005, when the Championship was won by a massive 147 point margin over Honda rider Marco Melandri in second place.The 2005 M1 was hailed by insiders to be a great race bike, it illustrated that Yamaha with input from Rossi had created a race bike to beat the others quite easily. Rossi would go on later to say that the 2005 M1 was the greatest bike he has ever ridden.
Valentino Rossi's 2006 Yamaha YZR-M1
The 2006 season proved a little more problematic for Yamaha, with the M1 suffering from chatter from the very first race of the year. It would be a recurring problem for all Yamaha riders in the first third of the season, and was thought to be a function of three major winter season developments; namely a significant hike in engine power, a new stiffer chassis and a new construction of Michelin tyre with an even stickier compound and revised profile. Because all three developments occurred almost simultaneously, the usual meticulous testing of one development at a time was compromised and it would take much of the early season to understand and overcome the problems.
This setback for Yamaha and the YZR-M1 was largely responsible for Valentino Rossi's mediocre season start in 2006, manifest by poor qualifying performances and a brace of bad luck, he also suffered a wrist injury mid season, which added to his woes. In the final third of a memorable season, the M1's problems were virtually eradicated, and Valentino Rossi turned in a string of performances that would close down a large points gap on Championship leader Nicky Hayden aboard the Honda RC211V. It was only in the final race of the season that the M1 and Valentino Rossi were beaten by just five points and Yamaha relinquished the Championship back to Honda in the hands of Nicky Hayden, who only won two races that season. Hayden would later state that Rossi deserved to be champion, but luck and DNF'S cost him the championship. Valentino Rossi would win 5 races in 2006 to Nicky Hayden's 2, a fact that was well played during the off season.
Regulations again changed for the 2007 season with the capacity of MotoGP machines reduced to 800 cc in an effort by the FIM to reduce the ever increasing speeds of the 990 cc bikes (capable of well in excess of 210 mph (340 km/h)); therefore the YZR-M1 would continue in 2007 in 800 cc form. In post-2006 and in 2007 pre-season testing, the new 800 cc equipped YZR-M1 (along with other 800 cc MotoGP bikes) has been paradoxically quicker straight out of the box than the 990 cc version of the M1. This is by virtue of later, harder braking, quicker handling, higher corner speeds, and more controllable traction, and as the 2007 season got under way, the 800 cc YZR-M1 was expected to get quicker as its development continued.
The chatter that plagued the early 2006 YZR-M1 has been eliminated in the switch to 800 cc[4]. While the Main sponsor for the Official Factory Yamaha Team has switched from Camel with their distinctive yellow and blue livery, to that of The Italian Motor Manufacturer Fiat. The team will run initially in a blue and white colour scheme and has hinted at the unusual intention of running a variety of colour schemes throughout the season.
The 2008 YZR-M1 was regarded as the best all round bike in MotoGP. Rossi won the 2008 Championship by a record margin and dominated podium finishes all season. Team mate Jorge Lorenzo managed a first ever Rookie win on the M1 at the Portuguese GP and had 6 podium finishes. Many along with Rossi have said that the YZR-M1 was the best bike of 2008 season, something that was well proven during the heated battles Rossi had with Casey Stoner on the Ducati.
Motor Company to race in the current MotoGP series.[1] It succeeded the 500 cc
(31 cu in) YZR500 by the 2002 season and was originally developed with a 990 cc
(60 cu in) engine. Since then, the YZR-M1 has been continuously developed into
several iterations.
2002 – 2003
2002 was the first season which allowed 990 cc 4-strokes to be raced alongside 500 cc 2-strokes. In a change from their V-4 YZR500, Yamaha designed the YZR-M1 (for "Mission One") with an inline-4 engine, in order to have a longer swingarm and shorter wheelbase. Also, Yamaha wanted to preserve the superior handling of the YZR500, so the M1's engine was designed to fit in a chassis similar to the YZR500's. The M1 was outfitted with an electronic engine management system that controlled the engine braking endemic to 4-strokes.
The M1 was test-ridden and developed by Max Biaggi, John Kocinski, Norihiko Fujiwara and Kyoji Namba throughout 2001. It was raced in the 2002 season by Biaggi and Carlos Checa on the factory team, and towards the end of the season M1s were also provided to Norifumi Abe, Olivier Jacque and Shinya Nakano. In 2003, the engine went from carburetion to fuel injection, and the Engine Management System was changed to the Idle Control System.
Biaggi achieved 2 wins in 2002, and placed second in the final standings as did Yamaha in the manufacturer's championship. In 2003, M1 riders were Checa, Alex Barros, Olivier Jacque, Marco Melandri, Shinya Nakano and Norifumi Abe, and there were no wins and Yamaha came in third in the manufacturer's championship.
Valentino Rossi signed a two-year contract with Yamaha, reportedly worth in excess of USD$6 million per season, in a move that was described by the press as "biting off more than he could chew". It was widely felt not only by his critics and media pundits, but also by many fans, that even he would not be able to bring the struggling YZR-M1 up to the level of the hereto all conquering Honda RC211V. A well publicised increase in the pace of development of the Honda machine over the winter season fuelled expectation that a Honda RC211V in the hands of riders the calibre of Max Biaggi and Sete Gibernau would have no problem in retaining the World Title for Honda.
Meanwhile, Rossi wasn't the only defection Honda had to contend with; Jeremy Burgess (crew chief for Rossi at Honda), along with the majority of his long established crew, were convinced by Rossi to join him at Yamaha. This was a shrewd move, and was cited by Rossi in his autobiography as being instrumental in providing him with the strong basis necessary for launching an attack on the Championship with the YZR-M1.
During 2003/2004 winter testing, Yamaha stepped up to the plate by pulling out all the stops in their collaboration with Rossi and Burgess. Through a systematic regime of innovation and testing, they sought to refine the M1's traditionally strong traits such as good braking and quick handling (which impressed Rossi), and marry them with good balance and transition to power. Working closely with Rossi and Burgess, Yamaha engineers under YZR-M1 project leader Koichi Tsuji experimented with a number of engine modifications in an attempt to fix the power delivery, and finally it was decided to go ahead with a four valve per cylinder head configuration (as opposed to the earlier five valve head), with a specially refined cylinder firing order. This turned the straight four cylinder engine from a traditional "screamer", where the power pulses are spaced equally (every 180 crank degrees) in the four stroke cycle, into a so called "long bang" engine where the power pulses are grouped unevenly across the cycle (270-180-90-180). This firing order mimics that of a V4 engine while maintaining the desirable engine packaging of a traditional inline four cylinder. These developments significantly improved the torque characteristics of the engine, and coupled with slight changes to the position of the engine in the chassis, made the M1 much easier to control at the limit of adhesion while exiting corners. After a frantic winter of development and testing, the team showed the world that they had made a significant step in the right direction, when Rossi and the M1 won the BMW car at the 2004 pre season IRTA test at Catalunya, by posting the fastest lap of the open session (similar to normal race qualifying).
With the traditional first race of the season at Suzuka off the list due to safety considerations, the 2004 season started at Welkom in South Africa. In a quite remarkable race, Rossi came through to claim the victory, not only silencing his critics, but becoming the first man in history to win two GPs back to back with two different manufacturers. Rossi would go on to claim 8 more GP wins on his way to win the 2004 Championship, with a tally of 304 points. Honda riders Sete Gibernau and Max Biaggi took second and third with 257 and 217 points respectively.
The 2004 season would therefore unfold to give Rossi the opportunity he had sought; to prove that it was his talent rather than just the bike that had won him his championships. In so doing, he also achieved one of the great coups in the history of Motorcycle Racing.
The YZR-M1 and Rossi partnership continued to dominate in 2005, when the Championship was won by a massive 147 point margin over Honda rider Marco Melandri in second place.The 2005 M1 was hailed by insiders to be a great race bike, it illustrated that Yamaha with input from Rossi had created a race bike to beat the others quite easily. Rossi would go on later to say that the 2005 M1 was the greatest bike he has ever ridden.
Valentino Rossi's 2006 Yamaha YZR-M1
The 2006 season proved a little more problematic for Yamaha, with the M1 suffering from chatter from the very first race of the year. It would be a recurring problem for all Yamaha riders in the first third of the season, and was thought to be a function of three major winter season developments; namely a significant hike in engine power, a new stiffer chassis and a new construction of Michelin tyre with an even stickier compound and revised profile. Because all three developments occurred almost simultaneously, the usual meticulous testing of one development at a time was compromised and it would take much of the early season to understand and overcome the problems.
This setback for Yamaha and the YZR-M1 was largely responsible for Valentino Rossi's mediocre season start in 2006, manifest by poor qualifying performances and a brace of bad luck, he also suffered a wrist injury mid season, which added to his woes. In the final third of a memorable season, the M1's problems were virtually eradicated, and Valentino Rossi turned in a string of performances that would close down a large points gap on Championship leader Nicky Hayden aboard the Honda RC211V. It was only in the final race of the season that the M1 and Valentino Rossi were beaten by just five points and Yamaha relinquished the Championship back to Honda in the hands of Nicky Hayden, who only won two races that season. Hayden would later state that Rossi deserved to be champion, but luck and DNF'S cost him the championship. Valentino Rossi would win 5 races in 2006 to Nicky Hayden's 2, a fact that was well played during the off season.
Regulations again changed for the 2007 season with the capacity of MotoGP machines reduced to 800 cc in an effort by the FIM to reduce the ever increasing speeds of the 990 cc bikes (capable of well in excess of 210 mph (340 km/h)); therefore the YZR-M1 would continue in 2007 in 800 cc form. In post-2006 and in 2007 pre-season testing, the new 800 cc equipped YZR-M1 (along with other 800 cc MotoGP bikes) has been paradoxically quicker straight out of the box than the 990 cc version of the M1. This is by virtue of later, harder braking, quicker handling, higher corner speeds, and more controllable traction, and as the 2007 season got under way, the 800 cc YZR-M1 was expected to get quicker as its development continued.
The chatter that plagued the early 2006 YZR-M1 has been eliminated in the switch to 800 cc[4]. While the Main sponsor for the Official Factory Yamaha Team has switched from Camel with their distinctive yellow and blue livery, to that of The Italian Motor Manufacturer Fiat. The team will run initially in a blue and white colour scheme and has hinted at the unusual intention of running a variety of colour schemes throughout the season.
The 2008 YZR-M1 was regarded as the best all round bike in MotoGP. Rossi won the 2008 Championship by a record margin and dominated podium finishes all season. Team mate Jorge Lorenzo managed a first ever Rookie win on the M1 at the Portuguese GP and had 6 podium finishes. Many along with Rossi have said that the YZR-M1 was the best bike of 2008 season, something that was well proven during the heated battles Rossi had with Casey Stoner on the Ducati.
DUCATI 1098
The Ducati 1098 is a sport bike[1] manufactured by the Italian motorcycle company Ducati since 2007. There were three different versions, called the 1098, 1098S, and 1098R.[2] The first two models were replaced by a successor model, the Ducati 1198, that was introduced in 2009.
The 1098 shares more design elements with the older 998 than with its predecessor the 999, such as horizontally placed headlights and a non-integrated exhaust system. Another carryover from its 916/998 heritage is the single-sided swingarm. This return to a more traditional
Ducati design has been welcomed by many Ducati fans who criticized the design of the 999.
The Ducati 1098/1098 S/1098 R were available in black, red, yellow and a special edition 1098s in the Italian national flag colours of red, white and green called
Tricolore. The 1098 was designed by young Ducati designer, Giandrea Fabbro.[3]
PERFORMANCE
The 1098/1098 S makes a manufacturer claimed 160 hp (119 kW), 90.4 lb·ft (122.6 N·m)
torque, and weighs 173 kg (380 lb). The 0-60 mph time is less than 3.0 seconds and top
speed is estimated at 180 mph (290 km/h).[2] The 1098 R makes a manufacturer
claimed 180 hp (134 kW), 98.8 lb·ft (134 N·m) torque. All these figures give
the 1098 the highest torque-to-weight ratio of any production sport bike ever made.
RACING
With the release of the 1098, Ducati created a stir not only with road riders, but
also in the racing world, specifically the Superbike World Championship. In an
attempt to level the playing field, WSBK regulations provide for concessions to
motorcycles depending on the number of cylinders in their engine design.
The fewer the cylinders, the more concessions, and with its two cylinder
V-twin design Ducati was able to capitalize on many of these concessions.
Ducati argued that the current engine was at the end of its design life
urrendered as much as 20hp to the competition in 2007, its last year in
WSBK) and that it would be too expensive to keep the 999 competitive.
The 2007 WSBK rules limited V-twin engines to 1000 cc, so Ducati effectively
did not have a guarantee that the 1098 was eligible for entry in the premier class.
Before releasing the 1098, Ducati lobbied the FIM to update the WSBK rules to
accommodate its new bike, threatening to withdraw from WSBK competition if the rules
weren't changed. Other manufacturers were not happy about racing a bike with a larger
engine, especially when that bike belonged to Ducati, which has historically dominated
WSBK competition, and Suzuki even threatened to withdraw if the rules were changed.
Ducati prevailed when, in June 2007, the FIM announced that the engine capacity limit
would increase to 1200 cc for 2008.[5]. However, this increase in displacement was not
afforded without concessions on the part of Ducati. With the new 1200 cc maximum
displacement for two-cylinders granted, the extra engine modifications allowed
two-cylinder machines were surrendered. Engine modification rules for
two-cylinder and four-cylinder machines are now parallel. Rules for three-cylinder
machines remain as before.
Ducati won the 2008 Superbike World Championship with its 1098 R, along
with the 2008 British Superbike Championship. Ducati have won 13 World Championships
since the Superbike World Championship was established in 1988, and secured the
manufacturer’s title for the 15th time.
REMODELLED FOR 2009
For 2009, Ducati took the past success of the 1098 and modified it to honour
a racing legend and to improve the performance of the Superbike.
Key changes include an upgrade into a 180 hp L-Twin "Testastretta Evoluzione" engine,
and the inclusion of the Ducati Traction Control for better handling.
The more common version of the bike is called "1098-09 R", which comes with
the traditional Ducati red fairing, black chassis, and white sub-frame.
The wheel rims are gold plated.
The main reason for Ducati to re-model this bike was to celebrate Troy Bayliss'
victory in the 2008 Superbike World Championship season riding for Ducati, after
which he retired. Ducati built the remodelled 1098 to salute the career of Bayliss
and his three World Championships. It also allowed for Ducati to sell a few models
of the 1098 in a colour scheme very similar to the one that Bayliss' bike used
during his successful races in the 2008 Grand Prix, as well as his number "21" on the side.
This model is suitably named "Ducati 1098 R Bayliss Limited Edition". According to Ducati, only 500 units of this new bike were manufactured. Other additions to the 1098 R Bayliss LE include carbon fibre heat shield on the exhaust and 5-spoke wheels (similar to Bayliss' original).
The Ducati 1098 is a sport bike[1] manufactured by the Italian motorcycle company Ducati since 2007. There were three different versions, called the 1098, 1098S, and 1098R.[2] The first two models were replaced by a successor model, the Ducati 1198, that was introduced in 2009.
The 1098 shares more design elements with the older 998 than with its predecessor the 999, such as horizontally placed headlights and a non-integrated exhaust system. Another carryover from its 916/998 heritage is the single-sided swingarm. This return to a more traditional
Ducati design has been welcomed by many Ducati fans who criticized the design of the 999.
The Ducati 1098/1098 S/1098 R were available in black, red, yellow and a special edition 1098s in the Italian national flag colours of red, white and green called
Tricolore. The 1098 was designed by young Ducati designer, Giandrea Fabbro.[3]
PERFORMANCE
The 1098/1098 S makes a manufacturer claimed 160 hp (119 kW), 90.4 lb·ft (122.6 N·m)
torque, and weighs 173 kg (380 lb). The 0-60 mph time is less than 3.0 seconds and top
speed is estimated at 180 mph (290 km/h).[2] The 1098 R makes a manufacturer
claimed 180 hp (134 kW), 98.8 lb·ft (134 N·m) torque. All these figures give
the 1098 the highest torque-to-weight ratio of any production sport bike ever made.
RACING
With the release of the 1098, Ducati created a stir not only with road riders, but
also in the racing world, specifically the Superbike World Championship. In an
attempt to level the playing field, WSBK regulations provide for concessions to
motorcycles depending on the number of cylinders in their engine design.
The fewer the cylinders, the more concessions, and with its two cylinder
V-twin design Ducati was able to capitalize on many of these concessions.
Ducati argued that the current engine was at the end of its design life
urrendered as much as 20hp to the competition in 2007, its last year in
WSBK) and that it would be too expensive to keep the 999 competitive.
The 2007 WSBK rules limited V-twin engines to 1000 cc, so Ducati effectively
did not have a guarantee that the 1098 was eligible for entry in the premier class.
Before releasing the 1098, Ducati lobbied the FIM to update the WSBK rules to
accommodate its new bike, threatening to withdraw from WSBK competition if the rules
weren't changed. Other manufacturers were not happy about racing a bike with a larger
engine, especially when that bike belonged to Ducati, which has historically dominated
WSBK competition, and Suzuki even threatened to withdraw if the rules were changed.
Ducati prevailed when, in June 2007, the FIM announced that the engine capacity limit
would increase to 1200 cc for 2008.[5]. However, this increase in displacement was not
afforded without concessions on the part of Ducati. With the new 1200 cc maximum
displacement for two-cylinders granted, the extra engine modifications allowed
two-cylinder machines were surrendered. Engine modification rules for
two-cylinder and four-cylinder machines are now parallel. Rules for three-cylinder
machines remain as before.
Ducati won the 2008 Superbike World Championship with its 1098 R, along
with the 2008 British Superbike Championship. Ducati have won 13 World Championships
since the Superbike World Championship was established in 1988, and secured the
manufacturer’s title for the 15th time.
REMODELLED FOR 2009
For 2009, Ducati took the past success of the 1098 and modified it to honour
a racing legend and to improve the performance of the Superbike.
Key changes include an upgrade into a 180 hp L-Twin "Testastretta Evoluzione" engine,
and the inclusion of the Ducati Traction Control for better handling.
The more common version of the bike is called "1098-09 R", which comes with
the traditional Ducati red fairing, black chassis, and white sub-frame.
The wheel rims are gold plated.
The main reason for Ducati to re-model this bike was to celebrate Troy Bayliss'
victory in the 2008 Superbike World Championship season riding for Ducati, after
which he retired. Ducati built the remodelled 1098 to salute the career of Bayliss
and his three World Championships. It also allowed for Ducati to sell a few models
of the 1098 in a colour scheme very similar to the one that Bayliss' bike used
during his successful races in the 2008 Grand Prix, as well as his number "21" on the side.
This model is suitably named "Ducati 1098 R Bayliss Limited Edition". According to Ducati, only 500 units of this new bike were manufactured. Other additions to the 1098 R Bayliss LE include carbon fibre heat shield on the exhaust and 5-spoke wheels (similar to Bayliss' original).