ducati

Dozens of red Ducati flags whip in the wind along the front straight of the Autodromo Internacional Algarve circuit as a row of pristine 2009 Ducati 1198S superbikes glisten in the morning light below them. This is Portimao, a region near the southern edge of Portugal, and this is a big day for Ducati. It’s the international press launch for the new 1198, the latest in an ever-growing line of Italian superbikes that has taken the world by storm. Only two years removed from the arrival of the brilliant 1098, the 1198 is thoroughly redesigned and this is the first opportunity for the press to sample the goods. In brief, the new 1198 feels like its predecessor with a confident front-end and serious stability, but this bike is more powerful, faster and gnarlier than ever before.

At the heart of this new motorcycle is a stroked version of the Testastretta Evoluzione engine. It revs quicker, makes ten-more horsepower and is lighter and more durable than its predecessor. The S-version we will be testing is equipped with top-shelf suspension and wheels, as well as the latest Ducati Traction Control (DTC) and Ducati Data Acquisition (DDA) systems. This Ducati Corse racing technology has again spilled-over and sprinkled us with its scientific splendor.

Feeding fuel to the L-Twin are a pair of 63.9mm elliptical throttle bodies, now with one injector per cylinder, that are the same size as those on the 1098R. No swapping ECU and exhausts to get the full benefit on the 1198S is required, with the DTC system refined for the street right out of the box. The engine is lighter, stronger and more powerful. Like the 1098R, this engine is closer to the power output of the Inline-Four mills it is inevitably compared with. The question is whether the added displacement and slightly reduced weight of the base Ducati 1198 will close the gap enough on the competition in our annual Superbike Smackdown.


The Ducati 1198S cranks out 170 horsepower, ten more than its 1098 predecessor and it's a tad bit lighter as well.We’ve long been fans of the way Ducati L-Twins accelerate and as their traits have evolved over the years, so too has our taste for Italian power. This year the 1198 connects corners even faster and with less effort than before. It revs quicker, so the 10,500 rpm redline arrives sooner. Fortunately, the 6-speed transmission is slick and precise because keeping this baby in the right gear to take full advantage of the heaps of torque it churns out is a recipe for success. Internally, gears three through six are physically thicker than the 1098 to counter stresses from the extra hp and torque. Gear ratios are now identical to the 1098R. The dry clutch proved durable and effort at the lever is still quite light. There is no slipper clutch to be found.

Row through a few gears on Algarve’s smooth surface and you’re hauling serious ass when the brake markers arrive (They start at 100 meters here, so there’s not much warning). The bike howls proudly under acceleration, it pulls linearly, always building power quickly until the mandatory cut-off after 10 grand. The 1198S and 1198 feature 1198.4cc of displacement, up 99cc over last year, and the same 106mm bore and 67.9mm stroke dimensions as the R model. Weight savings start with the use of a vacural-casting process, first seen on the Ducati 848, which shaves 4 lbs (2kg) off the crank cases alone. The 1198S/1198 engines are essentially 1098R engines without the expensive top-shelf internals. There are no Titanium connecting rods or valves on the 1198 models, among other R-specific internal mods that push it to the 180-hp range.
Did we mention the brakes are awesome?

The Brembo brakes are superb, offering loads of power without a bunch of initial bite, which can make the front end dive abruptly under hard braking. The brakes and suspension combination invite the rider to trail-in deeper than they maybe should but don’t give any reason not to either. These brakes are insane and one of the high points of the 1198.

Grab too-much throttle on the exit and the DTC keeps you in check, another highlight for this racing thoroughbred. Three small indicator lights on the top right corner of the information-laden dash board tell the rider the first of three DTC levels is in effect, as well as a larger red light that informs you that maximum DTC, fuel-injection cut-out, has been employed. Yes, friends, the traction control works incredibly well.


Getting on the gas hard out of the corners is much more manageable for mere mortals thanks to the DTC.Accelerating out of a turn is one of the easier ways to drop lap times, or get high-sided, depending on how it plays out. The 8-way adjustable DTC system cuts ignition at the first three levels of retardation before cutting fuel as a last resort (restricting fuel supply is how the previous generation 1098R DTC system worked and the reason why it could not be used on the street without the upgraded exhaust and ECU). For those who ride smooth or slow the DTC will not seem to interfere much because there will not be significant wheel spin to set it off. When you push hard, however, trying to get good drives and pick-up the throttle while leaned over, then the DTC becomes an ally - a safety net of sorts. It is not highside control though, so don’t think you can just hold the throttle pinned and hope for the best – that only works for dudes like Casey Stoner. DTC is a tool - a technological, race-bred instrument of speed intended to make riding the 1198S a more enjoyable event.

During early sessions getting acquainted with the track, the DTC came on occasionally. After the break, while we were really trying to push harder, get good drives and attempting to tap into what the 1198 can really do, then it was working quite a bit. Setting 4 of 8 is not too intrusive, allowing for largely uninterrupted throttle application. The final four settings are intended for racers. As with any new toy it takes some getting used to. It does kill your drive sometimes, but is losing a tenth-of a second during a trackday better than replacing the bodywork, side cover or a bar? We think so.
The Ducati 1198S handles great, is quite stable through the corners and the feel from the front brake helps the rider feel confident to trail brake deeper and deeper every lap.

Make no mistake the engine is the soul of the 1198. Power is simply fantastic and the combination of this and the DTC seems to increase confidence, allowing the rider to focus more on entry speed and lines to dial in lap times. Add into the mix the really trick Ducati Data Acquisition (DDA) and you learn exactly where the DTC comes into play, how fast you are in each turn, where the throttle is, what rpm you are at – it’s a technophile’s wet dream. You can mine data until you are sick of looking at it but beware – there’s no bullshitting the computer and everyone who sees the data will know exactly how fast you were going and how you got there.

Chassis remains a constant of the Ducati Superbike family. No significant changes to the geometry ensure the 1198S is as stable as the 1098. Toss this bike into a corner and the first thing you notice is that it seems to turn-in with less effort. Having recently ridden an 848 to bone-up on my Ducati turning traits it seems the Ducati 1198, with its forged 7-spoke GP-replica wheels, 43mm Ohlins fork, Ohlins shock and four-lb weight reduction, reacts quicker to rider input than the sum of its parts would suggest. Imagine a 1098 that turns-in ‘better’.

Stability, a trademark of this brand over the years, is not noticeably affected by these changes. In fact, the 1198S begs to be ridden harder than any insignificant specs on Bayliss’ ass will ever be able to do. Check this interesting fact: Bayliss, who was riding with us at the intro, lapped the Algarve track on the same 1198S with the Pirelli Supercorsa SP
Hutch sizing up Bayliss for an inside pass! No, this is Troy Bayliss letting us play with the big kids - proving what the racing paddock already knows - that the three-time SBK champ is one of the nicest guys to ever turn competitive laps.tires we had at our disposal to within a mere 5-seconds of the pace he set while winning both races a few weeks earlier. Talk about the untapped potential of a stock motorcycle on full display. The easy-to-ride nature of the 1198 is backed up by the fact that over 20 journalists had their way with these machines over the course of a week, with a grand total of zero crashes.

In true Ducati fashion the 1198S does not disappoint. The additional power is very noticeable and after riding the Ducati Traction Control equipped 1198S it is clear the superbike ante has been upped. While we can’t say where it will stand in the competitive 2009 Superbike Smackdown rankings, we are sure it will be a hit with racers, fans and consumers alike. It retains the widely accepted appearance of the 1098 and features increased performance across the spectrum in terms of outright power, torque, lighter weight and track-bred electronics from the DDA to the DTC. The 2009 Ducati 1198S is truly a Superbike for the masses.


Ducati 1198 First Ride Photo Gallery
Recent Sportbike Motorcycle Reviews
2009 World Superbike Comparison
2010 KYMCO Quannon 150 First Ride
2010 BMW S1000RR First Ride

Other Ducati Sportbike Reviews Fabrizio’s Xerox Ducati 1098F09
MotoUSA rides Michel Fabrizio’s factory Xerox Ducati 1098 F09 in Portimao, Portugal.
2009 Ducati 1198 Comparison Track
Motorcycle-USA takes the latest Superbikes and put's them to the test in our annual Superbike Smackdown. Welcome to the 2009 Ducati 1198 Track portion.
2009 Ducati 1198 Comparison Street
Check out how the 2009 Ducati 1198 motorcycle compares against the best 2009 liter-class motorcycles in our 2009 Superbike Smackdown motorcycle comparison.
View All Ducati Sportbike Reviews09 Ducati 1198S Technical Specifications
MSRP: $21,795
Engine: L-Twin cylinder, Desmodromic
Displacement: 1198.4cc
Bore & stroke: 106x67.9mm
Compression Ratio: 12.7:1
Power: 170hp @ 9750 rpm
Torque: 97ft-lb @ 8000 RPM
Fuel system: Marelli electronic fuel injection
Transmission: 6-speed
Frame: Tubular steel trellis
Wheelbase: 56.3 in.
Rake & Trail: 24.5-degrees/Unavailable
Front Suspension: Ohlins 43mm fully adjustable upside-down fork
Front Brake: 2x330mm discs w/ radial-mount Brembo Monobloc 4-piston calipers
Rear Suspension: Progressive linkage w/ fully adjustable Ohlins monoshock
Rear Brake: 245mm disc w/ 2-piston caliper
Wheels: "GP Replica" 7-spoke forged light alloy
Tires: Front: 120/70 ZR 17 - Rear: 190/55 ZR 17
Fuel Capacity: 4.1 US gal (1 gal reserve)
Dry Weight: 373 lb.
Seat Height: 32.2 in.



Ducati 1198 Dealer LocatorRelated Ducati 1198 Articles
Ducati 1198 Page
2009 Ducati 1198 Superbike First Look

Shane Byrne Joins Carlos Checa at Althea Ducati

Shane Byrne
Shane Byrne finally managed to secure his staying in the World Superbike Championship for the 2010 season, as the double British Superbike Champion inked a one-year deal with Althea Ducati. The British rider will therefore switch teams in the series, as he previously debuted in the WSBK in 2009 for Sterilgarda.

In his very first season in the series, Byrne took his customer Ducati to 4 podium finishes – 2 runner-up spots in the US and Brno and two 3rd places at the Nurburgring – and finished the year as the 8th best rider in the series. He was the second-best placed privateer in the 2009 WSBK standings, after Stiggy Honda's Leon Haslam.

The British rider will therefore join Spanish veteran Carlos Checa in the Althea Ducati lineup, as the former MotoGP rider terminated his deal with Honda's works team Hannspree Ten Kate after the 2009 season. In addition, the team will also switch bike suppliers from Honda to Ducati for the 2010 campaign.

“I'm extremely happy to say that I will join the Althea Ducati racing team for the 2010 WSB championship. Genesio Bevilacqua has been fantastic and from my talks with him so far I already understand he is a very serious, enthusiastic and ambitious person,” said Byrne after the move was announced.

“I'm really enthusiastic to have signed Shane Byrne for our 2010 team. He's proved to be a very skilful and successful rider in world Superbike and I'm are sure he will be a great combination with Carlos Checa,” added team manager Genesio Bevilacqua, whose best placed rider last year was Matthieu Lagrive, in 19th place overall.

superbike

Just like one of those fairy tales …a poor commoner fell in love with a beautiful princess. It was love at first sight, and they both fell so deep as if there’s nothing could tear them apart. So the commoner grab princess’s hands, took her away from her castle. Together they ran away to a place where nobody knows, and live happily ever after…

That’s what playing in my mind when I saw that Aprilia RSV 1000 R Factory with Spain No. 1 paint scheme in Bangsar Moto Millia. How I wish I could just sit on that Aprilia and ride her home and live happily ever after. Too bad I live in a real world. I need to pay other bills, I need to eat, I need to save money so I don’t have to work till I’m 80 years old to retire… I just can’t fork out that money eventhough it is a freakin’ good bargain!

The asst. GM of the show room said that there were only three Spain No. 1 RSV 1000 R Factory brought into Malaysia. One was crashed; one still on the road; and the last one, sitting here, not registered yet. I can’t seem to find any information about Spain No. 1 paint scheme RSV 1000 R Factory anywhere in the internet. So I have no idea if this is really from the factory or not. But who cares. Just imagine the paint scheme on this Spain No.1 RS 125 on a RSV 1000 R Factory:

Superbike 2000 Review
EA's reputation of producing thoroughly detailed sports titles is further engraved in stone with Superbike 2000, the latest 2-wheeled racer from the kings of PC sports titles.Read the Review Play the Demo Game Ratings
8.0IGN SCORE
"Impressive"
8.0Press Score
4 ratings
7.5Reader Score
53 ratings
0.0

Optional: Write a full review

Closeouts: ARAI - Vector Eagle Helmets

Vector Eagle Helmets

New for this year, the Vector is really a major renovation of the Astral Series introduced a few years ago.
Think of a new and improved Astral with a removable liner!
Its most striking features, visually, are the unique molded lines running front to back along the lower shell, making the new Vector look different than other Arai helmets.
The shell itself has Arai's exclusive CLC (Complex laminate construction) that is both strong yet light in weight, and Arai's latest "Organic Shell Shape", designed to be both more natural looking and to enhance the helmet's abliity to cut through the wind more cleanly, thereby reducing buffeting and making it more "still" in turbulence than previous models.
The slim, sleek SAJ faceshield sidepods are the same ones used on the latest RX-7 Corsair model, as is the new breathguard design that better directs fresh air to the inside surface of the shield while at the same time directing hot breath down and away from the inside surface of the shield.
The Vector Series of helmets was born of Arai's never-ending search for the best fit for the most riders.
It represents Arai's third distinctive fit package, providing a fit not found in other Arai models.
Is it the right one for you? Try each one on - and when you find the Arai that cradles your head in a way you've never felt before, you'll know why Arai go to so much effort to enhance your riding experience..

Q&A: Troy Bayliss on SBK-08

Sports games have long known the value of the superstar tie-in. It's big news when the cover athletes for Madden and FIFA games are revealed each year, and even smaller games are getting in on the act; Bruno Senna, the rising star of the GP2 Series, is closely associated with Ferrari Challenge.

However, when it comes to the high-octane racing of World Superbikes, Troy Bayliss is the one who's riding high. Already a world champion twice over, he currently leads the points table for the 2008 season. Bayliss has lent his expertise to Milestone and Koch Media, who are releasing SBK-08 Superbike World Championship on the PC, PlayStation 2, PlayStation 3, Xbox 360, and PSP in late June. We raced down to the starting grid to ask Bayliss a few questions about the upcoming game and the current Superbike World Championship season.



Two-time SBK world champion Troy Bayliss.

GameSpot UK: Explain your involvement with the developers of SBK-08. Do they look at you for advice about real-world racing, and do you have any opinions about how the game should play?

Troy Bayliss: I had a certain level of input as I was asked to give the guys some info about how the bike behaves and the way in which I ride it. The developers of the game are all experts, though, and probably worked on the last edition of the game too, so they know what they're doing!

GSUK: Before last year's SBK-07, there hadn't been a game in the series for many years. How important do you think it is for a major sport to have a video game tie-in?

TB: It's a nice idea. A lot of the SBK audience are young people who also play video games, so being able to play the sport that they follow as a game is bound to be pretty popular, I guess. Just like all the football fans play those games, this is a great game for the bike fan.

GSUK: We hear that a lot of football players play FIFA and Pro Evolution Soccer during their time off. Is that the case with this game, and SBK riders?

TB: Well, I don't know about a lot of them--I couldn't say--but yeah, I know some of the guys play it, and when you're going to a new track, for example, it can be pretty useful too!

GSUK: What do you think is the most important feature of an SBK game? Do you want it to be realistic, or fun to play?

TB: Combination of both. Personally speaking, I want it to be realistic too, but for the fans it's got to be fun for sure.

GSUK: Your season has started very strongly--do you feel confident about retaking the Superbike World Championship this year?

TB: Well, we've made a strong start and I am happy with the points advantage that I have at the moment, but things can change and it'll be a tough year--we've only done five rounds, so there's still a long way to go!

GSUK: New riders/drivers such as MotoGP's Jorge Lorenzo and Formula One's Lewis Hamilton are getting motorsport back into the headlines. Who do you think are the new stars of Superbikes?

TB: Well, Neukirchner is obviously the young guy who's going strong at the moment--he's the one who stands out so far this year.

GSUK: Can a game ever re-create the buzz of the speed and adrenalin experienced during real-life racing?

TB: Well, no, it will never be exactly the same, but as most people will never race in real life, it's the next best thing!

GSUK: What's your favourite circuit in the game? Is it the same in real life?

TB: Yeah. I'd say Monza and Phillip Island--tracks I like in real life too.

GSUK: Thanks for your time.

Honda and Kawasaki: coming soon

Honda has released pictures and details of its much anticipated VFR1200F, the sophisticated sports-tourer with the daunting task of replacing the aclaimed VFR800F.

The bike is powered by a 1.2-litre, 76-degree V-four with offset crankpins designed to give it the smoother balance characteristics of a 90-degree V, and single overhead camshafts are used for their compactness compared with more common double overhead cams.


Related Articles
Ducati Hypermotard 796
MotoGP Malaysian round preview
Safer riding
MV Agusta Brutale 1090RR review
Agni X01 review Honda says that the bike is an all-rounder with a sporting bias, in the same vein as the current VFR but with a lot more power. Output is quoted as 170bhp at 10,000rpm with a healthy torque peak of 95lb ft of torque at 8,750rpm.

The styling takes its cues from the Fireblade superbike, characterised by its blunt nose, a look which has polarised opinion but which Honda is clearly happy with.

The throttle uses a fly-by-wire system while the brakes are a sophisticated linked front-rear design combined with anti-lock, although other expected advances are likely to appear on later, higher-spec models. These include an automatic twin-clutch transmission and fuel-saving cylinder shut-down on low throttle openings.

The fuel-tank capacity is disappointing at 4.1 gallons. Honda quotes an economy of 43.7mpg, but we generally expect to achieve 10 per cent less, meaning the range will be only 160 miles.

The bike is likely to be available at the end of this year. No price has been announced.

Meanwhile, Kawasaki is introducing an all-new Z1000 street bike for 2010 with radical styling and a 90cc bigger engine at 1,043cc than the current model. The capacity increase is designed to improve low- and mid-range power rather than the peak, although the claimed 136bhp at 9,600rpm should give it strong performance for an unfaired machine.

The engine is all new and features a balance shaft to reduce vibration, with additional mounting points to enhance chassis stiffness. The frame features twin aluminium spars which curve over the top of the engine rather than to either side, as is more usual, a move made to help keep the bike slim and easy to handle.

But it's the style that will grab most attention. The bike has an overtly aggressive look with a menacing visage and its visual weight carried well forward for a muscular, bulldog stance.

It will be available early next year, with the price yet to be announced

Halo leathers is a new British company offering made to measure one-piece suits at off the peg prices. Damn clever

Halo leathers is a new British company formed by a young British designer, Adam Kemp who also happens to be a more than decent club racer. "As a racer, if I wouldn't wear it then I wouldn't sell it," Adam told me at Brands Hatch last weekend. Which seems like a reasonable thing to say.

Adam has come up with a exhaustive set of measurements which are much more comprehensive and sophisticated than simply 'length of back and inside leg measurement', when it comes to sizing riders up for a proper custom fitting suit. In fact, there are no fewer than 26 different measures and, if you still aren't happy, there's a free alteration service as part of the price.

There are a number of basic suit templates and, if you go online, you can get all manner of logos, names and badges and whatnot in your design and the turnaround should be about two to four weeks depending on the complexity of the design and the type of suit. Adam is fiercely proud of his quality control and insistent that his suits will stand up to repeated crashes (useful in club racing...), and there are a number of, ahem, crash test dummies in the UK who have already thrown themselves down the tracks of Britain in what constitutes the ultimate test of a one piece leather suit.

All suits feature Halo-spec leather, Kevlar stitching as well as fluid armour in arms and hips. All the suits are available in two-piece zip-together apart from the twin zip SBK model, while made to measure is £130 extra over the price of a standard suit.

So, if you want well-made suit that will fit you in the colour and shape you want, might we suggest you check out the website and take it from there. We've seen the kit, spoken to riders who've used it and it all looks good. We'll get a set in to have a look as soon as possible.

The 2006 Ducati Desmosedici RR is a road legal superbike built using the technology and aerodynamics of the Ducati MotoGP race bike. Ducati are the first to bring such an extreme top level race bike within the general publics grasp.

Power for the Ducati Desmosedici RR comes from a 989cc L-Four cylinder featuring 16 titanium valves, gear-driven double overhead cams, and quadruple 12 hole 'micro-jet' fuel injectors. Although it should be noted that the race bike and road bike have many different internal components. Most of the differences are a by-product of the compromises needed to allow the bike to pass European emissions and noise regulations, Others are to ensure longevity and reliability. A Ducati Moto GP race engine is toast after 400 miles, completely unfeasible and unwanted for a road bike.

However, the chassis components and hybrid carbon-fibre/steel trellis frame of the Ducati Desmosedici RR are almost identical to the race bike. Highlights include nitrogen pressurised 43mm Ohlins FG353 PFF forks, Ohlins four-way adjustable rear suspension, Brembo front calipers and magnesium Marchesini wheels.

The carbon-fibre bodywork of the Desmosedici RR features the first self-supporting carbon fiber tail unit fitted to a road bike, it also hides the unique exhaust which exits through the top. No chance of getting laden with a pillion.

The dash of the Ducati Desmosedici RR is taken directly from the racer and displays amongst other things, oil pressure, trip, fuel, air temperature and lap times.

As further proof that this is an exceptional bike with as few compromises as possible, Brigestone were drafted in to create tires specifically designed to fit the bike.

The Ducati Desmosedici RR comes painted in one of two color combinations; 'Rosso GP' (red) with white rear race number plates, or 'Rosso GP' with white rear race number plates and a broad white stripe on the side fairings. Whatever colors chosen the bike comes with Ducati MotoGP team sponsor decals to further affirm its racing roots.

Ducati plan to only produce around one Desmosedici RR per day with reservation priority going to Ducati 999R owners

Introduction

Ducati has the good custom of creating one hell of a bike and then add a special version next to it in order to keep things interesting for a larger crowd of potential buyers. They do so with the all-new 1198 and 1198 S models that come to continue the 999’s and 1098’s legacy in the style that consecrated those models.

There’s simply no other L-Twin engine that is more refined than the 1198.4cc Testastretta Evoluzione unit powering the 1198 models. Thanks to that, the two new bikes benefit of 170hp at 9,750rpm and of an incredible 97lb-ft of torque at 8,000rpm.

28. 2009 Ducati 1198 S
2009 Ducati 1198 S

Not only the new engine is powerful, but it is also claimed to be the lightest ever used in Ducati Superbikes. Using a new crankcase manufacturing technology, which reduces weight by a significant 3kg (6.5lbs), we have the main reason to believe that, while the magnesium-alloy cam covers and alloy outer clutch help too.

The engine’s pistons are derived from the world of racing and feature a distinctive double-ribbed undercrown in order to reduce friction. A system inaugurated and made famous on this last mentioned model is the Desmodromic system, also present in 1198’s engine configuration. This opens and closes the valves mechanically, ensuring great effectiveness at high rpm and so bringing a major contribution to the engine’s impressive performance.

For the 1198s, Ducati had the elliptical throttle bodies of the Marelli electronic fuel injection system enlarged with 13.3 per cent compared to the 1098, while the new models get an aggressive 2-1-2, exhaust equipped with a catalytic converter and two lambda probes, ensuring smooth engine performance and helping meet Euro3 regulations.
21. 2009 Ducati 1198
2009 Ducati 1198

The racy engine is coupled to a close-ratio six-speed transmission through a dry multiplate clutch, meaning that riders will get a very accurate impression of what riding a racing bike actually means.

Competing in MotoGP and the World Superbike has made Ducati very perseverant in developing new systems and now, in 2009, we’re witnessing the first ever production motorcycle fitted with a traction control system being available to the large public. The Ducati Traction Control (DTC) is standard on the 1198 S and comes as an option on the simple 1198. This intervenes mostly during mid-corner acceleration and prevents the rear wheel from sliding. The rider will be aware of the system’s intervention thanks to a warning light.

Also, the Ducati Data Analyzer is another justification for the S model’s much bigger retail price and is optional on the standard model. The system automatically records information such as throttle opening, vehicle speed, engine rpm, engine temperature, distance travelled, laps and lap times in order to make it possible for everyone to lay back and analyze their performance to see what more can be improved. The usual answer to that is the rider’s aggressive style.
11. 2009 Ducati 1198
2009 Ducati 1198

While both 1198s feature the same Brembo braking system acting on two 330mm discs up front and a single 245mm one at the rear, the wheels and suspension differs much. On the 1198 it is all about the fully adjustable 43mm upside-down Showa fork with TiO and a progressive linkage with fully adjustable Showa monoshock as well as stylish light alloy 17-inch 10-spoke wheels. On the 1198 S you get the same front and rear suspension capabilities, but with the Ohlins name on as well as also 17-inch, 7-spoke in forged light alloy wheels that are veritable GP replicas.

Speaking of MotoGP derivations, the digital dash (displaying all possible information) definitely fits in this category.

Features such as the suspension and wheels set a slight weight difference between the 1198 and 1198 S. Be it wet or dry, the S model weighs 4 pounds lighter than its standard sibling.

BST Carbon Fiber Wheels - Honda CBR1000RR (2004-2007)

Product Information

BST Carbon Fiber Wheels - Honda CBR1000RR (2004-2007)

The BST 5 spoke carbon composite wheel is made using the latest technology, materials and manufacturing processes. This lightweight and exceedingly strong wheel is suitable for both racing and street racing use. The wheels have been tested at Rim Technology, Eurotype Test Centre and German TUV, and passed all the tests for road certification. And most important of all, our wheels are unique in that they are created as a single unit - we dont bond pieces together.

* BST Set includes Front and Rear Wheels
* Unique - monococque (single unit) design with 5 hollow spokes and are suitable for both street and race use.
* Save you anything between 40- 60 per cent in weight, and more importantly, are designed to deliver the lowest Moment of Inertia - the critical factor that affects the performance of the bike.
* Engineered with carbon fibre and maximise on its properties of high strength and low weight. We have reduced the weight in the spokes and rim without compromising strength. The weight is therefore concentrated in the hub, which means that rotational inertia is reduced, making the bike easier to handle, and allowing you to accelerate quicker and brake later. So not only is the wheel lighter, but it is engineered for maximum performance.
* Entire process is managed under ISO9002 standards. BST designs the tooling, molds, wheel, hubs and manufactures them onsite.
* BST Carbon Fiber Wheels are cured in an Autoclave at 125 degrees C and 6 bar of pressure. This ensures the best compaction and surface finish.
* The carbon fiber that BST uses is a woven and unidirectional format, and is embedded in a resin matrix made from toughened epoxy. Pre-preg is used as the machine application of the specific resin systems ensures the most controlled and even application and therefore the highest quality material for use in the BST wheels.
* TUV certification for wheels (GSXR1000 front and rears, Ducati 916-998 series and 748 fronts and rears, others in process).
* DOT and JWL compliant.
* Aerospace FAR25 qualified materials.
* Manufacturing facility is TUV certified, and ISO 9002 compliant.
* Complete traceability in manufacturing process and materials used including the hubs.
* Manufacturing process allows for full identification (each has its own Serial No) and traceability (based on the process used for critical parts in the aerospace industry).
* Nesting and cutting machines are the same as those used in the aerospace industry - each wheel pattern is cut and the part is numbered simultaneously guaranteeing correctness and uniformity.
* Wheels passed all tests for road certification carried out by Rim Technology (UK government certified facility) and Investmech test center.
* Corner fatigue carried out as specified in BS. AU. 50.
* Radial fatigue carried out as specified in BS. AU. 50.
* Torsional fatigue carried out as specified in BS. AU. 50.
* Impact test carried out as specified in Jwl

ducati

Dozens of red Ducati flags whip in the wind along the front straight of the Autodromo Internacional Algarve circuit as a row of pristine 2009 Ducati 1198S superbikes glisten in the morning light below them. This is Portimao, a region near the southern edge of Portugal, and this is a big day for Ducati. It’s the international press launch for the new 1198, the latest in an ever-growing line of Italian superbikes that has taken the world by storm. Only two years removed from the arrival of the brilliant 1098, the 1198 is thoroughly redesigned and this is the first opportunity for the press to sample the goods. In brief, the new 1198 feels like its predecessor with a confident front-end and serious stability, but this bike is more powerful, faster and gnarlier than ever before.

At the heart of this new motorcycle is a stroked version of the Testastretta Evoluzione engine. It revs quicker, makes ten-more horsepower and is lighter and more durable than its predecessor. The S-version we will be testing is equipped with top-shelf suspension and wheels, as well as the latest Ducati Traction Control (DTC) and Ducati Data Acquisition (DDA) systems. This Ducati Corse racing technology has again spilled-over and sprinkled us with its scientific splendor.

Feeding fuel to the L-Twin are a pair of 63.9mm elliptical throttle bodies, now with one injector per cylinder, that are the same size as those on the 1098R. No swapping ECU and exhausts to get the full benefit on the 1198S is required, with the DTC system refined for the street right out of the box. The engine is lighter, stronger and more powerful. Like the 1098R, this engine is closer to the power output of the Inline-Four mills it is inevitably compared with. The question is whether the added displacement and slightly reduced weight of the base Ducati 1198 will close the gap enough on the competition in our annual Superbike Smackdown.

Accelerating out of a turn is one of the easier ways to drop lap times or get high-sided depending on how it plays out. The 8-way adjustable DTC system cuts ignition at the first three levels of retardation before cutting fuel as a last resort.
The Ducati 1198S cranks out 170 horsepower, ten more than its 1098 predecessor and it's a tad bit lighter as well.
We’ve long been fans of the way Ducati L-Twins accelerate and as their traits have evolved over the years, so too has our taste for Italian power. This year the 1198 connects corners even faster and with less effort than before. It revs quicker, so the 10,500 rpm redline arrives sooner. Fortunately, the 6-speed transmission is slick and precise because keeping this baby in the right gear to take full advantage of the heaps of torque it churns out is a recipe for success. Internally, gears three through six are physically thicker than the 1098 to counter stresses from the extra hp and torque. Gear ratios are now identical to the 1098R. The dry clutch proved durable and effort at the lever is still quite light. There is no slipper clutch to be found.

Row through a few gears on Algarve’s smooth surface and you’re hauling serious ass when the brake markers arrive (They start at 100 meters here, so there’s not much warning). The bike howls proudly under acceleration, it pulls linearly, always building power quickly until the mandatory cut-off after 10 grand. The 1198S and 1198 feature 1198.4cc of displacement, up 99cc over last year, and the same 106mm bore and 67.9mm stroke dimensions as the R model. Weight savings start with the use of a vacural-casting process, first seen on the Ducati 848, which shaves 4 lbs (2kg) off the crank cases alone. The 1198S/1198 engines are essentially 1098R engines without the expensive top-shelf internals. There are no Titanium connecting rods or valves on the 1198 models, among other R-specific internal mods that push it to the 180-hp range.
2009 Ducati 1198S First Ride
Did we mention the brakes are awesome?


The Brembo brakes are superb, offering loads of power without a bunch of initial bite, which can make the front end dive abruptly under hard braking. The brakes and suspension combination invite the rider to trail-in deeper than they maybe should but don’t give any reason not to either. These brakes are insane and one of the high points of the 1198.

Grab too-much throttle on the exit and the DTC keeps you in check, another highlight for this racing thoroughbred. Three small indicator lights on the top right corner of the information-laden dash board tell the rider the first of three DTC levels is in effect, as well as a larger red light that informs you that maximum DTC, fuel-injection cut-out, has been employed. Yes, friends, the traction control works incredibly well.

Ducati had us seeing red in Portugal with Motorcycle USA tesing the Italian marque s latest superbike at the new Autodroma Internacional Algarve circuit in Portimao.
Getting on the gas hard out of the corners is much more manageable for mere mortals thanks to the DTC.
Accelerating out of a turn is one of the easier ways to drop lap times, or get high-sided, depending on how it plays out. The 8-way adjustable DTC system cuts ignition at the first three levels of retardation before cutting fuel as a last resort (restricting fuel supply is how the previous generation 1098R DTC system worked and the reason why it could not be used on the street without the upgraded exhaust and ECU). For those who ride smooth or slow the DTC will not seem to interfere much because there will not be significant wheel spin to set it off. When you push hard, however, trying to get good drives and pick-up the throttle while leaned over, then the DTC becomes an ally - a safety net of sorts. It is not highside control though, so don’t think you can just hold the throttle pinned and hope for the best – that only works for dudes like Casey Stoner. DTC is a tool - a technological, race-bred instrument of speed intended to make riding the 1198S a more enjoyable event.

During early sessions getting acquainted with the track, the DTC came on occasionally. After the break, while we were really trying to push harder, get good drives and attempting to tap into what the 1198 can really do, then it was working quite a bit. Setting 4 of 8 is not too intrusive, allowing for largely uninterrupted throttle application. The final four settings are intended for racers. As with any new toy it takes some getting used to. It does kill your drive sometimes, but is losing a tenth-of a second during a trackday better than replacing the bodywork, side cover or a bar? We think so.
2009 Ducati 1198S First Ride
The Ducati 1198S handles great, is quite stable through the corners and the feel from the front brake helps the rider feel confident to trail brake deeper and deeper every lap.


Make no mistake the engine is the soul of the 1198. Power is simply fantastic and the combination of this and the DTC seems to increase confidence, allowing the rider to focus more on entry speed and lines to dial in lap times. Add into the mix the really trick Ducati Data Acquisition (DDA) and you learn exactly where the DTC comes into play, how fast you are in each turn, where the throttle is, what rpm you are at – it’s a technophile’s wet dream. You can mine data until you are sick of looking at it but beware – there’s no bullshitting the computer and everyone who sees the data will know exactly how fast you were going and how you got there.

Chassis remains a constant of the Ducati Superbike family. No significant changes to the geometry ensure the 1198S is as stable as the 1098. Toss this bike into a corner and the first thing you notice is that it seems to turn-in with less effort. Having recently ridden an 848 to bone-up on my Ducati turning traits it seems the Ducati 1198, with its forged 7-spoke GP-replica wheels, 43mm Ohlins fork, Ohlins shock and four-lb weight reduction, reacts quicker to rider input than the sum of its parts would suggest. Imagine a 1098 that turns-in ‘better’.

Stability, a trademark of this brand over the years, is not noticeably affected by these changes. In fact, the 1198S begs to be ridden harder than any insignificant specs on Bayliss’ ass will ever be able to do. Check this interesting fact: Bayliss, who was riding with us at the intro, lapped the Algarve track on the same 1198S with the Pirelli Supercorsa SP
Hutch sizing up Bayliss for an inside pass! No this is Troy Bayliss letting us play with the big kids - proving what the racing paddock already knows - that the three-time SBK champ is one of the nicest guys to ever turn competitive laps.
Hutch sizing up Bayliss for an inside pass! No, this is Troy Bayliss letting us play with the big kids - proving what the racing paddock already knows - that the three-time SBK champ is one of the nicest guys to ever turn competitive laps.
tires we had at our disposal to within a mere 5-seconds of the pace he set while winning both races a few weeks earlier. Talk about the untapped potential of a stock motorcycle on full display. The easy-to-ride nature of the 1198 is backed up by the fact that over 20 journalists had their way with these machines over the course of a week, with a grand total of zero crashes.

In true Ducati fashion the 1198S does not disappoint. The additional power is very noticeable and after riding the Ducati Traction Control equipped 1198S it is clear the superbike ante has been upped. While we can’t say where it will stand in the competitive 2009 Superbike Smackdown rankings, we are sure it will be a hit with racers, fans and consumers alike. It retains the widely accepted appearance of the 1098 and features increased performance across the spectrum in terms of outright power, torque, lighter weight and track-bred electronics from the DDA to the DTC. The 2009 Ducati 1198S is truly a Superbike for the masses.

Spies Takes the Championship Lead at Nurburgring

Yamaha's Ben Spies has done his best at the Nurburgring GP circuit this weekend, as he managed to take the World Superbike Championship lead from Nori Haga. Ducati’s Japanese rider, however, did ‘help’ Spies a bit, as he scored an unfortunate DNF in the second race. The American rider therefore turned a seven point deficit into an 18-point advantage.

Race one saw Spies notching his 12th win of his rookie year, and Haga crossing the line almost four seconds behind. Meanwhile, Honda HannSpree Ten Kate’s rider, Carlos Checa, made his way to the third-place podium finish. American John Hopkins (Stiggy Honda) and Kawasaki’s Makoto Tamada both retired from Race 1 after a crash, but worldsbk.com reported they were both taken to the hospital for concussions.

As for the second race, Rea made his way to an impressive victory for the HannSpree Honda team, leaving Spies to be the second that crosses the finish line, while Checa clinched the third place once again. But as we said, the headline of the race was Haga’s DNF that let Spies heading to Imola from a leading position.

“It’s fantastic to be leading the championship, it’s what we came here to do, so we’re looking forward to getting to Imola and seeing if we can build on this. The team have been brilliant, and have worked really hard all weekend,” said Spies after the race.

On the other hand, Haga’s disappointment is quite understandable. "I'm not so happy, I wanted to win and I felt sure I could win that race. I tried to overtake Ben everywhere but in some parts he was quicker than me and in some parts my bike was quicker than his, but I couldn't get past him, he was a little faster than me so I had to settle for second place," he said.

New Arai lid uses RX-7GP technology in road-biased design

New Arai lid uses RX-7GP technology in road-biased design ... Scroll down for the full story
2009 Arai Quantum V DNA Black helmet

Top Japanese helmet maker Arai has released details on its new Quantum helmet. It's what Arai calls a 'sport-touring' helmet, which is to say it uses technology from the firm's top-end RX-7 GP race lid, but in a more road-biased design. That means more padding, more comfort, a little more weight, and less noise from its less radical venting system.

The new design incorporates the firm's new, larger visor aperture, as seen on the GP, which gives more peripheral vision, and revised venting locations in the brow. The chin vent is a new screw-in fitment, and the outer shell is an all-new design, incorporating a Super-Complex Laminate Construction build, a stiffening 'Hyper-Ring' in the base, and five shells for different head sizes.

Prices are £469 for graphics, £399 for plain colours - not cheap, but ballpark for a high-end Japanese helmet. Talking of graphics, this 'DNA Black" scheme is very sweet - and it even includes an imprint of designer Aldo Drudi's thumbprint on the side...

We've got a new Quantum to try out, and we'll give you the skinny on the new lid soon. In the meantime, here's more PR talk from the Arai folks. Even more at www.whyarai.co.uk.

THE NEW ARAI QUANTUM

When Arai developed the new Quantum model, they set the benchmark very high: it had to be the best sports-touring helmet on the market today. To achieve that goal, they used all their knowledge gained in years of building the finest touring helmets, and added something only Arai could add: the know- how and experience of their MotoGP riders who helped to develop the already legendary RX-7 GP racing helmet. The result? A premium sports-touring helmet that offers comfort, features and technology like no other.

As with every Arai, the stiff and strong outer shell forms an integral and very important part of the total construction. For the Quantum the tried and trusted ''Super cLc'' system was chosen. The ''Super Complex Laminate Construction'' consists of three layers. Two layers of Super Fibre with a middle layer of an exclusive, patented Arai fibre layer. Unlike other brands, each and every Arai is penetration tested and approved. The Arai ''Hyper Ridge'' construction of the bottom of the outer shell further improves stiffness. Much of the technology of the RX-7 GP can be found in the Quantum outer shell resulting in an exceptionally stiff and strong shell. Another development that designates directly from the RX-7 GP is the wide aperture or visor opening. It offers the widest field of view in the industry with up to 5 mm extra view in the important corners of the aperture opening. This wider field of view improves safety, especially on crossings and when overtaking, while sports riders value the fact that you can see deeper into and out of bends for a more consistent, and therefore faster, ideal line. Just as the RX-7 GP, the Quantum uses Arai's latest shield, the extra wide SAI visor. It comes standard with mounted pins for the Pinlock inlay visor that is provided, but not fitted, with every Quantum helmet. The Pinlock anti-mist inlay visor effectively prevents fogging and misting of the inside of the visor, enhancing safety and comfort. Together with the defog position of the visor lock, fogging of the visor is minimalized.

Ultimate comfort

Also the inner shell is worth mentioning. This foam liner is made of EPS, but what makes it remarkable is the fact that three to five (sizes XL and XXL) different densities are combined in one integrated shell. Quite different from the method used by many other brands where separate parts with different densities are assembled together.

Much attention has been paid to a very comfortable fit. Important for every helmet, but especially for a touring helmet where all day long comfort is an absolute must. Liner material is improved two-tone Dry-Cool that always feels cool and dry to the skin, while dispersing moisture and perspiration efficiently into the Quantum ventilation system. Just as with any Arai, the interior is washable and therefore easy to clean. All interior parts are not only removable, but also interchangeable with different thicknesses for a perfect personal fit.

An extra safety feature is the Emergency Release cheek pads. They can be removed in a matter of seconds by pulling the orange tabs. After the cheek pads are removed, it's much easier to take the helmet off preventing additional injury in case of an accident.
Optimized ventilation

Next to a perfect fit, an efficient ventilation system contributes significantly to the total comfort experience of a helmet. For the Quantum a complete new ventilation system has been developed. At the front fresh air enters the helmet through the improved three position chin vent. This vent is screwed, not clicked, into position for an enhanced quality feel. Fresh, cool air is guided to the inside of the visor or straight into the chin piece. An integrated filter prevents the entry of insect's or road dirt. Of course also on the Quantum the familiar Arai brow vents are present, guiding fresh air to temple and forehead area. On top of the helmet two large TDF3 ducts catch the cooling wind, but they can be closed, just like all vents on the Quantum, when the weather cools down. Large push buttons are used on all ventilation devices, making them easy to use even with gloves on. Moist and warm air must be removed from the interior as quickly and efficiently as possible, and in the case of the Quantum no less than three different exhaust vents are used. On the back there is the large DDL4 one-piece duct, with a big, easy to use three position switch button. New IQ side ducts draw hot air out of the lower part of the helmet while even the neck roll is provided with an integrated exhaust vent, made of soft material to enhance the comfort.

Colours and designs

The new Quantum is available in a wide range of colours and designs. The colours match the colour schemes of the popular touring bikes with a choice (delete 'out') of several distinguished grey and black variants. For those wanting a bolder helmet, there are several very interesting, or should we say intriguing, designs available. The ''Flag Series'' for instance with the UK or Italian flag is an emotive option. The ''DNA'' from our master designer Aldo Drudi who is also the originator of the very novel ''Oriental'' design, will surely attract attention. Whatever your taste is, there is a Quantum that will match it.

Special features

The new Quantum is fully loaded with special features such as the retractable chin spoiler that offers improved aerodynamic properties at high speeds while enhancing the comfort at the same time. Another first for Arai is the one-piece trim rubber, that finishes the bottom of the helmet. This new rubber eliminates the joint, offering a more smooth and streamlined appearance. On the inside the integrated breath deflector, identical to the one used in the RX-7 GP, combines several duties. First it prevents the hot, moist air from the nose and mouth causing misting of the visor, by guiding the air downwards. Then it functions as a guide for the fresh air from the chin vent guiding it to the inside of the visor and to the mouth area of the wearer. Also the new SAI visor can be removed in a matter of seconds thanks to the LRS (Lever Release System) system. No tools are needed, perfect for easy cleaning of the visor or replacing your dark smoke visor for a clear one when the sun sets down after a wonderful day of fast touring!

ducati

Ducati have already showed us their first litre+ bike ever in the Multistrada 1100. That was a upgrade of the 1000DS air-cooled Desmo that is expected to be carried on to both a Monster S2R and possibly to the Supersport.
The Ducati sports classic remains as they are today with the 992cc engine.

The new air-cooled engine based on the DS is now of 1078cc displacement. The liquid cooled performance engine is a brand new engine destined for Superbike racing. For some reason it looks like we will get an 1100 in 2007 and a 1200 in 2008. This might be a strategic move by Ducati to distinguish the range-topping R model from the standard and S versions. Only the 2008 1200cc R version (or 1198-1199) will be raced in WSBK according to our sources. This makes sense as both Aprilia and KTM is aiming at 2008 with their new superbike weapons and another years development is needed to get the best out of a new engine.

In 2007 the 999 will continue as the factory race bike as regulations have not changed yet.

Words: TS
CG: Robert O'Brien

Kawasaki WSB Team Satisfied with BSB Results

Instead of taking their August WSB break, the Kasawaki World Superbike Team decided to race and headed to the Brands Hatch track, where they tested the Ninja ZX-10R in real race conditions. The results were satisfying for the team, as Broc Parkes secured three second place finishes.

The event also marked the return of the former double British Suberbike Champions, Paul Bird Motorsport, in the BSB. The team also had a new sponsor and a replacement rider at the Brands Hatch BSB. Supported by the British clothing brand Henleys, the team had to bring South African Sheridan Morais to replace the injured Makoto Tamada and to line up alongside Parkes.

Tamada is still recovering from his Brno injury, as he was hit by another rider on lap three and broke his middle finger again, therefore unable to finish the race. Nevertheless, he will be back on time to compete at Nurburgring for the next round of WSB on September 6.

"The improvements made recently are really starting to show returns and the bike was the best it has been all year. I was able to battle with the factory Yamaha for the first time and really pushed them all weekend," said Parkes.

"We intended this weekend to be an opportunity to test and confirm many of the recent changes to the bike and the three-race format gave us a great opportunity to try a number of new settings. We expected tough competition and knew we would need to be at the top of our game to get a result but we have to be encouraged by the way the Kawasaki performed around a very technical circuit," stated Paul Risbridger, the Team Manager.

Superbike

MORE WORLD CHAMPIONSHIP-WINNING RACE TECHNOLOGY THAN EVER BEFORE
The new Superbike range presents five models: The lightweight and agile 848, the awesomely powerful new 1198, and for those who demand the ultimate in specification, the 1198 S and 1098 R, both now with race-level Ducati Traction Control systems for the road. To mark his 3rd Superbike World Championship and to celebrate the career of Troy Bayliss, who will now retire from motorcycle racing, Ducati will build a 1098 R Bayliss Limited Edition.

The Ducati Traction Control (DTC) system further underlines Ducati's technology flow from racing to production and demonstrates how solutions developed for the track can be applied to enhance safety on the road.

Download PDF

Suzuki's new GSXR125 sportsbike for 2010 - first official pics ... Scroll down for the full story
Suzuki\'s 2010 GSX-R125

Here's Suzuki's riposte to the Yamaha YZF-R125 and Honda CBR125R; a miniaturised GSX-R carrying an all-new engine and aimed squarely at the young rider market.

These new images, taken by Suzuki and leaked onto the internet, reveal that the bike is virtually complete – with its chassis, engine and styling all in a production-ready state, and only lacks the final headlight and windscreen, replaced on the photographic bike with mirrored plastic. And while there are no specs available yet to go with the pictures, there's plenty to indicate this could be the most high-spec road-going 125cc machine on the market.

The chassis, for instance, appears to be an extruded and cast aluminium beam frame, although there remains a chance it could be made from steel. Yamaha's R125 shows that a pressed-steel chassis can be made to look convincingly like an alloy frame, but if Suzuki is pulling the same trick, it's done so in a breathtakingly convincing manner. The swingarm, with its pronounced curve in the right hand side to clear the exhaust, again mimics the fashion of far larger bikes.

Although mainly hidden, the engine doesn't seem to share anything with Suzuki's other motors, pointing at it being an all-new unit. Certainly, it's water-cooled, which immediately distances it from Suzuki's only other 125cc bikes, the DR125 and VanVan 125, since they both use a much older air-cooled motor. Water-cooling also suggests it should have no problem matching the power output of its rivals, which all easily hit the European 15bhp limit for learner riders, and should be easy to tune for more grunt.

The rest of the running gear follows the 125cc recipe used by all its rivals; simple, non-adjustable suspension at both ends and a single disc and 2-pot sliding brake caliper both front and rear. But while its styling is nearly as aggressive as a “full-size” GSX-R, Suzuki has managed to incorporate a level of practicality that should make it an easier machine to live with that the more radical R125, and closer in spirit to the big-selling CBR125R. The pegs are relatively low, giving space for long legs, while the highish bars aren't going to bang your wrists against the tank every time you make a U-turn. There's even a decent-sized pillion seat, complete with grab rail and comfortably low pegs.

Despite its practical nature, the bike doesn't lose the GSX-R look, and if you can ignore the pencil-thin 130-section rear tyre could easily pass as a much bigger machine. Information from inside Suzuki says it was designed by Satoshi Miyake, who is also responsible for the forthcoming GSR250.

On-board, you're greeted by a conventional, part-analogue, part-digital display, with a large rev counter and smaller LCD speedo, just as you'd find on a GSX-R1000 or virtually any other sports bike, but don't expect the lap timers and other gizmos that come as standard on many bigger bikes – this machine's price has to be kept down to near the £3000 mark if it's to compete with the CBR125R and R125, which are currently fighting it out to be the best-selling machines in the 125cc sports bike market. And since that's one area of bike sales that recent figures show to be bucking the recession trend, Suzuki is sure to be keen to get in on the action as soon as possi

Pedrosa Ready For Second GP Win In America

The Repsol Honda team rolls through the gates of the world-famous Indianapolis Motor Speedway this week ready to contest round 12 of the Motorcycle World Championship at the spectacular venue. It will be MotoGP's second visit to North America this season and the factory Honda squad will be looking to repeat its victory at the US Grand Prix at Laguna Seca in July. On that occasion Dani Pedrosa led from start to finish on board his RC212V to record Repsol Honda's maiden win of the 2009 season.

After his second place at the last round in Brno in the Czech Republic, Pedrosa is ready for a return to the top step of the podium this weekend. The Spaniard has proved that when everything slots into place he's capable of taking the fight to his championship rivals and he'll be looking to show that his previous victory on American soil was no fluke. And if Pedrosa finishes on the podium in Indianapolis he will overtake the absent Casey Stoner for third place in the championship standings.

Dovizioso is also confident of putting on a strong display this weekend at a circuit he enjoys. The Italian led the first two laps of last year's weather-affected race at Indianapolis while riding for the satellite Scot Honda team, before finishing fifth as the conditions deteriorated rapidly. After a win and a fourth place in the two races running up to Indy, a strong result for Dovizioso this weekend would give him a good chance of moving ahead of Colin Edwards and into fifth place in the world championship points standings. The Texan lies just five points in front of Dovizioso after 11 rounds of the season completed.

This will be MotoGP's second visit to the famous banking of the Indianapolis Motor Speedway, and the entire paddock will be hoping for better weather this time after last year's race was cut short by hurricane Ike, which lashed the circuit with torrential rain and high winds. Weather permitting, the first practice session for the Grand Prix of Indianapolis takes place on Friday at 13.55 local time (GMT - 4 hours).


DANI PEDROSA - World championship position: 4th, 135 points

"I'm really looking forward to riding in America again because the last time we were in the States - at Laguna Seca in July - we won the race. A result like that would be great for me and the team and that's what we'll be aiming for, though we know we'll have to work hard for it because our rivals have proved they are very strong in the last few races. I don't think the gap they had at the last race in Brno was a true reflection of our pace compared to theirs though, so I expect we're going to be closer to them at Indy. The circuit itself is largely made up of second and third gear corners so it's not one of my favourites to ride, but the venue itself it very impressive. I really hope the weather is going to be better than last year because the conditions in the race were pretty terrible and the organizers were forced to stop it early because it was so dangerous. The team is motivated for Indy - we made some progress in the test after Brno, so we're looking for another strong weekend."

ANDREA DOVIZIOSO - World championship position: 6th, 107 points

"This is the second time that we race at Indianapolis and I have to say that last year I immediately found a good feeling with this new track. It's a typical American venue with great facilities and huge grandstands so the experience of riding there is special. I like this racetrack and it will be important for me and the team to have a good result here. I was fourth in the last race at Brno but that was actually a little disappointing because I was so close to the podium again, so I'm look forward to getting back on track and putting that right. It won't be easy, especially during the first practice session because it's a different type of circuit and it's not so easy to dial into the layout at the beginning. However, I expect us to be closer to the front at this race because the track is quite slow and I think that we will have fewer problems than in Brno where the track amplified our issues. So I'm really looking forward to a good result at Indy."

Super sport

Super sport bikes (also known as middleweight sport bikes) are designed for optimal performance on a race track. They are generally built around a high revving, small displacement powerplant that is usually sized around 600 cc (36.6 cu in) to 800 cc (48.8 cu in). Most super sport bikes will carry a wet weight between 375 lb (170 kg) to 450 lb (204 kg) and produce around 110 bhp (82 kW). Because of how strongly focused super sport bikes are on race track performance, riders below 5 ft 3 in (1.6 m) in height will generally not be able to flatfoot (the placement of both feet completely flat on the ground while sitting on a motorcycle) these types of sport bikes. Taller and heavier riders may find the rider ergonomics in the default position to be cramped and uncomfortable.

Examples include the Honda CBR600RR, Suzuki GSX-R600 and Triumph Daytona 675.

2007 Ducati 1098S Superbike

The new 1098 S has achieved the status of the highest performance Ducati street bike ever by reducing weight to the max and adding world-class components to an already record-breaking design. If owning the ultimate Superbike is your dream, the ‘S’ is ready to deliver.

Suspension is of the very highest performance standard. The fully adjustable 43mm Öhlins FG511 forks, which sport low friction Titanium Nitride fork sliders, respond effortlessly to every imperfection in the tarmac. Beyond their advanced engineering solutions, one of the most important characteristics of Öhlins forks is their ability to communicate the condition and quality of the tyre-to-road contact patch, a feature that puts every rider in superior control. The suspension system is completed and perfectly balanced by using a fully adjustable Öhlins 46PRC rear shock with a ride enhancing top-out spring, controlling the single-sided swingarm for outstanding drive, traction and steering precision. The Öhlins package is completed with a control-enhancing adjustable steering damper.

The ‘S’ also sets a new standard for lightweight performance. On any sport or race bike, the most effective area to reduce weight is its “unsprung weight”. These are components like tyres, brakes and wheels. Lighter wheels have a lower ‘moment of inertia’ that is beneficial with every direction change and application of the brakes. The 1098 addresses this important area by mounting Marchesini forged and machined wheels, reducing weight by 1.9Kg (4lbs). Both front and rear are super lightweight and their benefit is immediately apparent. The weight saving is further enhanced with the application of a carbon fibre front fender.

The 1098 S is also supplied with the Ducati Data Analyzer system as standard equipment. The DDA package supplied with the ‘S’ version enables the retrieval of data and analysis of data collected from your previous track session or road trip. The DDA package includes software for your personal computer on CD, a data retrieval USB key and instructions.




Features and Benefits:

ENGINEERED BY THE STOPWATCH
The priority in every step of the 1098 development has been performance first. Every system, every detail and every component has been studied and pared down to its essence and performance increased to the maximum. If it didn’t make the 1098 lighter, faster or deliver quicker lap times, it wasn’t considered.

The result: the 1098 is the most powerful twin-cylinder motorcycle in the world with the highest torque-to-weight ratio of any sport bike. The 1098 is the lightest, fastest stopping, quickest lapping Ducati in history. For the first time Ducati MotoGP and World Superbike technology have been combined to create a premier street bike. The results are stunning.

DESIGNED BY THE RACETRACK
The look and stance of the 1098 were designed by the combination of race track technology, track-derived components and Ducati heritage. The 1098’s striking aerodynamic shape naturally embraces its riding position, configured by our racers and test riders for optimum speed and agility. The racing spirit takes form.

2007 RANGE MODELS
The Superbike is available in three versions: the awesome 1098; the 1098 S, for those who demand the ultimate in performance with the very best suspension, lightweight wheels and components; and the special 'Tricolore' in green white and red - the colours of the Italian national flag - with "Racing Gold" frame and wheels, plus Termignoni racing muffler kit with dedicated ECU.



1098 HIGHLIGHTS

THE NEW TESTASTRETTA EVOLUZIONE ENGINE


The Testastretta Evoluzione engine is the crowning glory of Ducati’s development and perfection of the L-Twin engine. World Superbike dominance for the last 15 years is the result of continual commitment to twin-cylinder technology and the 1098 Testastretta Evoluzione, the most powerful twin-cylinder production engine in history, is a fitting reward to our engineers’ continued ingenuity.

CHASSIS AND SUSPENSION


The 1098 chassis and suspension have received the same detailed study and performance first priority approach. The goal was to achieve considerable weight saving while building-in strength and rigidity to manage the new high-powered Testastretta Evoluzione engine. Each and every component not only contributes to achieving superior road holding and stability, but when assembled, become a system with value far greater than the sum of all its parts.


BRAKES WHEELS AND BODY

With a Superbike as capable as the 1098, superior stopping power is fundamental. The 1098 is the first production street bike to use Brembo’s Monobloc caliper racing technology. The M4-34 calipers are machined from a single piece of alloy, vs. the bolt-together construction of conventional calipers. The Monobloc design has much higher rigidity and resistance to distortion during extreme braking, and therefore gives a much more precise feel at the brake lever.

INSTRUMENTS, DATA AND LIGHTING

Desmosedici-style digital instrumentation is taken from Ducati’s MotoGP GP7 project. This pure racing, minimalist solution by Digitek has no switches or buttons to compromise its clean lines.

With the purchase of the Ducati Data Analyser (DDA), which includes PC software, a USB-ready data retrieval card and instructions, owners are ready to review and analyse the performance of the 1098 and its rider, and make comparisons between various channels of information.



Readers of “Motorrad” and “In Moto” vote their “Motorcycle of the year 2007”

This time it was the votes of readers of two top-flight international magazines - the German publication “Motorrad” and the Italian mag “IN MOTO” - that decreed which would be the best motorcycle of 2007. Once again Ducati played a leading role, stealing the scene and winning both consensus and awards – clear indicators of the continuing worldwide success enjoyed by the latest “made in Borgo Panigale” models.

This international award involves some of the most important magazines in the industry. In Italy votes were gathered by the monthly magazine IN MOTO: on Tuesday 13th March, after counting up the 24,853 ballot papers sent in to the editors, the “Motorcycles of the year 2007” were finally made known.


Ducati triumphed in a good three of the eight categories into which the motorcycles were divided, winning first place among the sports models (with the superbly stylish and high performance 1098 of course) with 29.9% of the vote. The runner-up was the MV Agusta F4 1000 R and in third place it was Ducati yet again with the Desmosedici RR, the esoteric and exclusive MotoGP road replica. The Multistrada 1100 - in the road bikes category– also came up trumps by coming first with 12% of the votes, ahead of the Yamaha FZ1 Fazer and the Moto Guzzi 1200 Sport. In the enduro/supermotard category it was a landslide victory for the all-new Hypermotard (to be launched on the market in May): sweeping aside the competition, it took a massive 33.5% of the votes, beating the BMW R 1200 GS and KTM 950 Supermoto hands down.

During the night of 15th March, the renowned German magazine MOTORRAD which, with a circulation of 200,000 copies, is Europe’s most-read bike mag, also elected the best motorcycles of 2007: readers sent in a whopping 36,672 ballot papers.
Once again, there were eight categories and, once again, Ducati cornered the votes.

In the sports motorcycles category awards were won by two Ducatis; in first place came the 1098, with 12.1% of the vote, followed by the Desmosedici RR (11.2%). Like in Italy, it was a surprise victory for Ducati in the enduro/supermotard category where, with a percentage of 18.3%, the Hypermotard beat – playing away! – the German BMW GS 1200 (16.8 %).
Acknowledged by 29% of readers as the best sports motorcycle brand, Ducati trounced the opposition in this segment, too, winning over 29 % of the readers of this authoritative German publication, who preferred the “Reds of Borgo Panigale” to Suzuki (12.2%) and Yamaha (10.1%).

Click to enlarge

2008 Ducati 1098 *CLEARANCE PRICED* Call us for the best prices of the year!

YEAR: 2008

TYPE: Motorcycle

MAKE: Ducati

STOCK NUMBER: 010711

MODEL: 1098

PRIMARY COLOR: Red

SUB-CATEGORY: Sport

MILEAGE: 1

PRICE: $*CLERANCED PRICED* Call us for the best prices of the year!

*We can help you with financing to come up with low monthly payments*

Don't let distance get in the way of buying a bike. We ship bikes to all four corners of the country. Delivery of this motorcycle is available via secure, enclosed trailer at the rate of $1.50/mile or less. Please call for more details and other shipping options.

we have other great motorcycles on our website! Check us out http://azsbk.com/

Call at 480-898-0559

or... come by and see the bike at Arizona Superbike 3245 N. Arizona Ave. Suite E-8 (Arizona Ave and Elliot) Chandler Arizona 85225

*Price, if shown, may not include government fees, taxes, dealer vehicle freight/preparation or dealer document charges or finance charges (if applicable).

superbike

New Superbike Structure In 2009
by staff
Wednesday, March 21, 2007

Well, it looks like they decided to fix some old problems first.

This just in from the AMA:

AMA TO ROLL OUT NEW SUPERBIKE CLASS STRUCTURE IN 2009

PICKERINGTON, Ohio (March 21, 2007) - AMA Racing announced today that it will implement a new class structure for the AMA Superbike Championship beginning with the 2009 season. The new class structure will feature three championship classes with accommodations in place to run developmental/support classes as part of the overall series. The new championship classes are as follows:


AMA Superbike
AMA Supersport
AMA Formula Xtreme


AMA Superbike will remain the series' leading class and continue to be based primarily on 1000cc equipment. In its new iteration, AMA Superbike pulls from existing Superbike and Superstock rules resulting in an all-new premier class. Supersport and Formula Xtreme will remain similar to their existing structure but will also be refined.


In making the announcement AMA President, Rob Dingman, acknowledged the dynamic nature of motorcycle development as well as the motorcycle marketplace. "We're seeing unprecedented gains in the levels of performance by modern motorcycles," said Dingman. "Also, as motorcycle sales have remained robust, the manufacturers have sought to accelerate their competitive advantages, not to mention market share, by improving key products even more."


Dingman added that AMA Racing's objective is to recognize and respond to these changes while considering such factors as rider safety, quality of competition, cost, and the overall health and growth of motorcycle road racing, among other criteria.


In developing its new class structure, AMA Racing officials looked outward. "We considered the class structure and rules packages of other leading sanctioning bodies worldwide as part of this process," said Dingman. "Ultimately, we need to do what is in the best interest of the riders, teams, manufacturers and sponsors competing in the United States but, at the same time, this cannot be done in a vacuum."


Dingman said World Superbike as well as leading national series like British Superbike, German Superbike and Australian Superbike were examined.


In 2006 AMA Racing adopted new procedures for rules development. In addition to a Racing Committee whose role is to determine and set strategic direction for all AMA Racing properties, separate rules committees were developed for each racing discipline. The new Superbike class structure was presented to the Road Race Rules Committee on March 21 at a meeting at AMA offices in California. Feedback provided by the committee will be used in determining final class structure details.


Specific equipment standards and technical rules remain under development and will be finalized in the near future. Additionally, AMA Racing is evaluating several options for developmental/support classes. A main objective for these classes is to create an improved process for the growth of younger riders and their ability to compete at the national level. As always, AMA Racing will continually monitor its class structure and rules packages and modify as necessary.


Dingman stated that strengthening the AMA Superbike Championship overall is at the core of these changes. "We see great opportunity for AMA Superbike to continue to expand," said Dingman. "Throughout 2006 and early 2007 we have made a number of changes to our organization and staff all in the name of improvement. We see this new class structure as part of that evolution. 2007 will be an important year as we prepare for our future."

ENDS

Akrapovič Exhaust Systems Technology is a manufacturer of top-quality exhaust systems for motorcycles, sports cars and carbon parts.

We accept no compromises! The company’s vision was clear from the very beginning, and we have not faltered. What started as an innovative, driven group of six, is now a modern prominent company of more than 13,000 m2 of production and commercial space and with 450 employees, all of us aware that we produce exhaust systems for customers who simply do not accept mistakes – the most demanding racing teams and riders from around the world.

Only the best is good enough for us. But the best is not just the exclusive privilege of the factory teams. Now it is available to everyone!

BMW's 2010 S1000RR superbike - full details released

BMW's S1000RR 1000cc superbike might not be making big waves in World Superbike competition just yet, but today's release of photos, specifications and a hugely detailed press pack leaves us in no doubt that the new Beemer flagship will be an absolute monster on the road. A massive 193 horsepower is just the beginning - the S1000RR packs a combined ABS that's lighter and smarter than Honda's, variable intake tracts and exhaust butterflies that outdo the Yamaha and MV Agusta systems, a 4-mode variable engine mapping system that seems a lot better thought-out than Suzuki's, and a very clever traction control system that's integrated into the mind-boggling fly-by-wire engine management system in a way that seems much more logical than Ducati's. Brand new in every way, this purpose-built German superbike is set to hit showroom floors well before the end of the year.

As Troy Corser and Ruben Xaus quietly go about the long and arduous task of developing the S1000RR into a World Superbike title contender, BMW are getting set to release the brand new superbike to showrooms worldwide.

The bike is packed with some of the most sophisticated and complex technology ever seen in the motorcycle world, all tightly integrated and kept out of the rider's way in the name of huge, controllable power, the cutting edge in safety and sweet handling on wet or dry roads.

To say that the S1000RR features traction control, fly-by-wire throttle management, variable engine mapping or linked ABS braking seems woefully inadequate - BMW have integrated all these systems in a clever and rider-focused way. "Rain" mode, for example, still gives the rider access to a 150 horsepower, but puts traction control and ABS on a hair-trigger.

At the other end of the scale, "slick" mode delivers the full complement of horsepower, with the most direct and aggressive throttle response, while tuning the traction control to allow controlled sliding and power wheelies for up to 5 seconds on a lean under 20 degrees before the computer starts retarding the spark and altering the fuelling to get things under control. Grabbing the front brake in "slick" mode sends a proportion of braking force to the rear wheel as well to maximise braking stability - but then, if the rider applies the rear brake lever, the rear wheel ABS circuit is switched off so an experienced rider can lock up the back wheel and back the bike in to a corner on the racetrack.

Both the Dynamic Traction Control and ABS systems can be switched on and off at will - so presumably you'll be able to do burnouts on the S1000RR - an activity which has caused much mirth and many burned-out clutches when attempted on a linked-brake Honda.

The new BMW's amazing electronics are just one part of an overall package that seems set to deliver big-time on rideability, power, safety and giggle factor when it hits the showrooms before the end of 2009. For a more thorough review of the available information, plus lots more full-resolution photos and the full (and incredibly detailed) BMW press release, pop over to TheBikerGene.

Crescent Worx Suzuki's French superbike ace fit and ready to ride again

Following a track test late this afternoon, the Worx Crescent Suzuki team have confirmed that Sylvain Guintoli will be returning to race at the next round of the British Superbikes championship at Cadwell Park on August 29-31.

Guintoli, who suffered a broken tibia and fibula in an incident at round three of the BSB championship at Donington Park, today put in 45 laps of testing at the Lincolnshire track. After three months of recuperation and rehabilitation Guintoli expressed his delight in being back in the saddle, and his relief in being able to demonstrate his leg is now back to strength.

Sylvain Guintoli: "It's great to be back, I've missed this a lot. I've been a long time not on a bike and while I could deal with it at the start, to be honest, it got worse as the time dragged by.

"I did a brief ride last week on a superstock bike at a Mallory Park track day just to see if I could physically ride. That went okay so we came here today with the BSB bike and went for the full test. This really is some track and so I gave my leg a full workout what with the Mountain and all, and it feels alright. Mentally, too, I found I had no hang ups.

"Now I'm looking forward to the racing in two week's time. And I'm not coming back for fifth place or anything like that – I'm not making up the numbers – I'll be as I always am, 100% into it."

Jack Valentine, team manager: "Sylvain's passed today's test with flying colours. We set the bike up just as he last had it and he got on and rode it like he's never been away. He did 45 laps and at the end he wasn't even sweating.

"His lap times were excellent as well. He's been away for three months, the track looked decidedly green and he's only been here once before for a few laps on a road bike, so his pace today was impressive, not exactly lap record, but fast enough to say this is the Sylvain we know and love. We're really looking forward to the Cadwell races now!"

Proton has expanded its GEN-2 range with the addition of two dual fuel models, 'ecoLogic' is able to run on either LPG (Liquefied Petroleum Gas) or petrol, offering customers significant savings on their fuel costs as a result.

• LPG at no additional cost
• Cheaper fuel
• Lower emissions
• Lotus-engineered for exceptional handling
• Practical, comfortable family car

• ABS, EBD and twin airbags
• Full range of safety and security features
• 1.6 litre 16V CamPro engine
• 15" alloy wheels
• Blaupunkt radio/CD player with steering wheel controls

• "The GEN-2 makes a lot of sense for motorists wanting an affordable car." The Sun
• "If you want to clean up your act in the New Year, the Proton GEN-2 is worth considering."

  Evening Standard

Tell me more

Tell me more

Tell me more