2010 Ducati Hypermotard 796

It’s hard to believe that almost three years have passed since Italian motorcycle manufacturer Ducati released its original Hypermotard 1100 motorcycle. This machine created a new class in motorcycling—a mechanical and aesthetic fusion between the world of high-performance sportbikes and supermotos. Starting next year, Ducati expands the category with the introduction of the 2010 Ducati Hypermotard 796.
The 796 was designed to allow a wider range of motorcyclists to experience the unique thrill of a Hyper. To do this, engineers outfitted it with a friendlier powertrain including a smaller engine and easier-to-use clutch, decreased weight, different suspension components, and a lower seat. To see if Ducati got it right we traveled to its home in Borgo Panigale (an enclave of Bologna, Italy) to experience it in the adjacent foothills of this legendary motorcycling company.

(Top) The 796 gets an instrument display similar to the Streetfighter only it features orange backlighting. (Middle) Aside from the suspension and tires, it can be difficult to discern the differences between the Hypermotard 796 and the 1100. (Bottom) The 796 has mirrors that can be folded in based on rider preference.

Propulsion is provided by a redesigned L-Twin engine based off the unit used in the Monster 696. The engine utilizes the same 88mm bore but has an 8.8mm-longer stroke (now measuring 66mm total). Different pistons with a reshaped crown boost compression to 11.1:1. Other updated internals include the connecting rods, crankshaft, as well as the cases which are lighter and more compact. One of the key components that is still shared is the 696’s relatively low-tech 2-valve cylinder heads which use Ducati’s proprietary Desmodromic valve actuation system. Despite the engine actually growing, Ducati claims that this engine gets superior fuel mileage as compared to the 696 engine.
Fuel is pumped down from the 3.3-gallon plastic fuel tank into 45mm throttle bodies, each equipped with its own fuel-injector. Meanwhile, exhaust is purged through a 2-1-2 stainless-steel exhaust system and is expelled from Ducati’s signature twin under-tail mufflers. The exhaust uses a sculpted metal pre-silencer which also houses the catalytic convertor for Euro 3 emissions conformity. Furthermore each pipe is fitted with an oxygen sensor in order to help facilitate optimum engine fueling. A 6-speed transmission transfers power back to the rear wheel via a chain final drive, while a hydraulically operated APTC wet clutch with slipper-action functionality augments the gearbox.
The engine is hung within a steel frame of identical measurement as the 1100. The 796’s frame however benefits from a new forming process which reduces weight without compromising rigidity. Both the top and bottom fork clamps are also new. The clamps hold a new non-adjustable 43mm Marzocchi inverted fork. Above is a tapered aluminum handlebar. Rear suspension consists of a Sachs hydraulic shock absorber that moves through a linkage and connects to the aluminum single-sided swingarm. As opposed to the fork, the shock offers adjustment for spring preload and rebound damping. Lastly, the seat itself was shortened by 0.8 inches and now measures 32.5-inches from the ground.
The 796 rolls on similar-spec aluminum wheels as the 1100, measuring 3.5 x 17-inches up front and 5.5 x 17-inches at the rear. The rims are shod with Bridgestone BT-016 multi-compound tires in sizes 120/70 front and 180/55 rear. Brakes consist of twin 305mm rotors up front, which are controlled by radial-mount 4-piston Brembo calipers. The rear brake disc measures 245mm in diameter and is independently controlled by a twin-piston caliper. Stainless-steel brake lines front and rear complement the set-up.
Visually, it’s difficult to distinguish the 796 from the 1100 as the majority of its parts are shared including its plastic hand guards with integrated LED turn signals, flip-out mirrors, and LED taillight that glows brighter during braking. Aside from those components a keen eye will see the differences in suspension, tires, and belly exhaust pre-silencer, as well as the updated orange-backlit instrument panel as used on the Streetfighter (Learn more about it in the 2010 Ducati Streetfighter First Ride.) Likewise, it shares the same slim-line switchgear. Another subtle difference is the conventional box shape of the front brake and clutch master cylinder reservoir. All said and done, the 796 is claimed to weigh 27 lbs. less than the 1100, which means its curb weight should measure just over 400 lbs.

The hills surrounding Ducati’s Borgo Panigale factory put a real emphasis on a bike’s low-speed maneuverability. Here the 796 didn’t disappoint.

On paper, the 796 has everything it takes to be classified as an entry-level motorcycle within Ducati’s model line-up. A lower 32.5-inch seat height, 803cc air-cooled engine, minimally adjustable suspension, and a price tag of $9,995. Although it is in fact not as sharp-edged as its larger displacement sibling, it isn’t what we’d exactly term a motorcycle for beginners.
Jump into the saddle and one will notice its hybrid seating position. It feels like a cross between the flat pinion of a sportbike and the narrow seat of a dirt bike. Yet it is clearly more aligned with the pavement realm. Equally as apparent is the lower position of the seat. The difference is two-fold: First, it allows a six-foot tall rider to plant both feet firmly on the ground. Second, it elevates the position of the handlebar slightly, which is well appreciated considering how awkwardly low it feels on the 1100. Even though the seat has been lowered it isn’t so much to make the cockpit feel cramped even for a taller rider. Wrap your fingers around the control levers and you’ll be able to adjust their position fore or aft in four increments. Sliding the red starter “trigger” up reveals the starter button. Press it and you’re off and running.
The 796’s APTC clutch makes the clutch lever feel almost weightless. Its first gear matches well allowing the rider to motor away from a stop easily with little clutch slippage. Twisting the throttle reveals an engine that churns out an impressive amount of power. It presents none of the lethargic qualities of the 696 mill, but at the same time it might be too robust for an inexperienced rider. The engine’s rough running manners at low rpm only exacerbates this and makes us wonder why Ducati motorcycles can’t run smoothly at low rpm. Keep the revs above 4000 however, and the engine shows none of the aforementioned characteristic, instead delivering a smooth, fat spread of power all the way to the top of the tachometer. Overall engine sound is throaty but we did hear an irritating metal vibration-type noise that sounded like it was being emitted from the pre-silencer.

Although we appreciated the 796’s overall suspension balance front-to-rear it could be significantly improved with even more initial damping front and rear.

Shorter final-drive gearing assists the bike in gaining momentum fast. Unfortunately, its transmission lacks the precision of its Japanese rivals plus it’s almost impossible to find neutral at a stop. Based on previous experience, however, the gears feel like they move more freely after break-in. Despite the clutch offering an extremely light lever pull, we weren’t wowed by the vague feel when the clutch is engaged aggressively or by the ineffectiveness of the “slipper-action” clutch.
The foothills to the south of the Ducati factory put a real premium on a nimble-handling motorcycle and it is here that the 796 really shines. As soon as you even think about changing directions, the bike is already there. Yet its handling manners are neutral and the bike never turns more or less than what the rider inputs. Equally as pleasing is how stable the chassis is, especially considering how softly sprung both the fork and shock are. An elevated pace will cause the rearend to G-out and drag hard parts. Yet, despite the undersprung spring rates, the overall balance front-to-rear is a massive improvement over the 1100.
Although the fork offers zero adjustability, we actually prefer the stock-for-stock damping characteristics of the 796’s fork as compared to the adjustable one found on the 1100. Specifically it offers slightly more initial damping and significantly more return damping. Granted you can achieve a similar set-up with the adjustable unit but you have to literally close the compression and rebound damping circuits to do so. The shock on the other hand offers adjustment for spring preload and rebound damping, but we didn’t have time to adjust it. Overall, the only complaint we have with the suspension is that both ends still lack sufficient initial damping. For instance, whenever you slam open the throttle, the weight transfers rearward and the rearend instantly squats. Conversely, when you let off the throttle the weight instantly transfers forward and causes the frontend to dive excessively. If engineers could just dial in more initial damping front and rear we’d think they’d have a terrific overall package. Lastly, traction afforded by the stock Bridgestone tires is literally amazing especially when you consider just how dirty and wet some of the roads we encountered were.

The 796's seat height was lowered by 0.8 inches and it pays big dividends on the road.

We’ve never been a fan of the lower-spec non-monobloc Brembos that come on the base Hypermotard 1100 or 848 Superbike, but on the 796 they’re remarkable. No doubt the 796’s lowered terminal velocity and reduced unsprung weight tax the braking system less, nonetheless they are effective at quickly shedding speed while offering a confident lever feel. We also love how visible the instrumentation is and the high-tech feel of the handlebar mounted switch gear. While we really appreciate the flip-out mirrors, their outright functionality is questionable as they make it more prone for you to clip cars while slicing through traffic and the view they provide isn’t very clear.
A Better Hypermotard?
That depends. There’s no doubt that the Hypermotard 796 isn’t without fault. Its low rpm engine manners definitely could be improved upon, as could its suspension which lacks adequate damping through the top of suspension stroke. Then there is the weird exhaust vibration noise...

The Hypermotard 796 is without question the ideal sport motorcycle around the tightest, most windy backroad you can find.

At the end of the day the most important single feature of the bike is that it’s a blast to ride. Even better is that Ducati has made its level of performance more accessible to all riders. Keep the rpms up and you’ll be amazed at how much power the engine cranks out. Conversely, its brakes are strong enough to keep you throughly entertained when slowing becomes a priority. The chassis confidently inhales tight, backroads like few other sport motorcycles, plus it looks awesome and can be mistaken for no other machine on the road. If you’re planning on doing trackdays or blasting around fast sections of roadway then you’re going to want the extra speed generated by the Hyper 1100. However, if your riding game takes place primarily in the city or on the tightest, sketchiest backroads you can find, than the 796 is the motorcycle for you.

2010 KTM 450 SX-F

For all of KTM’s success in the enduro world, serious growth in the fickle motocross market remains elusive. After the introduction of the new generation bikes in 2007 the Austrian maker has continued to work on improving the moto lineup and the latest version of the 450 SX-F is a pretty serious contender.

The new KTM 450 SX-F is a blend of technology from the cross country and motocross models.

Things are tough all over. Like everyone else, KTM has had to take a hard look at its vast model line up and make some tough choices. For 2010 the XC-F line of 4-strokes is gone. The 450 and 505 were popular choices for serious racers, having the weight and power of a moto bike and only the bare minimum of off-road essentials.
The reality was that the XC-F was more or less the SX-F with a five speed transmission. So instead of continuing with two separate lines, KTM choose to give the SX-F five cogs and consolidate the models. Completely gone this year is the 505 model.
While it may have been cutting back on the lineup, KTM has been hard at work in the R&D department. For a number of years now test riders and engineers here in the states have been hard at work to improve the handling characteristics of the orange bikes. Much of what is new this year was developed right here at our local tracks.

The 450 SX-F is steathly fast. It's going faster than it seems, but competitors will certainly take notice.

The biggest news for ‘10 is the change to the frame. The main body of the Chromoly frame is now welded to the steering head 10mm lower. This lowers the overall height and center of gravity of the 450. This change is mated to all new design triple clamps with a 22mm offset. A lower bend Renthal bar is also included to compensate for the lower seating position.
Internally the motor gets a number of updates. New piston rings are designed to eliminate oil and compression loss due to blow-by. The big end of the connecting rod gets a Diamond-Like Coating (DLC) for reduced wear, especially during cold startup. The piston also gets a thicker crown. Then, of course, the new five-speed close-ratio transmission completes the internal changes.
It looks like KTM will be the only girl at the party this year not sporting fuel injection. The good news is, as delivered, the SX-F runs great. The new addition of a leak jet to the Keihin carburetor gives super-smooth low end response. That magic starter button also helps ease the pain of not having EFI.
Europeans take the noise issue pretty seriously. Once again KTM leads the way with the “Header Pipe Resonator System.” This little closed-end canister mounted on the titanium header is for the sole purpose of reducing sound. While it looks similar to the Akrapovic factory header, it actually serves a different purpose. The muffler core is now similar to what was on the XC-F models, making for a stealthy package.
Topping off the package is a stellar front brake. The SX-F gets the shiny gold Brembo “SXS” machined caliper this year. Even by KTM standards this bike stops wonderfully. The 48mm closed chamber forks get new seals and bushings to reduce friction. The PDS shock has a larger needle and a little more valving to get more damnping early in the stroke. This extra valving means that the relatively light 7.2 n/m spring rate will be suitable for most riders.

Power delivery is smooth and strong, so there is not guess work on when it hits; it's just always there.

I got the opportunity to spin some laps at two different tracks. Glen Helen is open and rough where Pala Raceway has more jumps and tight corners with plenty of lines to choose from. As first impressions go the 2010 KTM 450 SX-F is all about the motor. It is smooth, almost too much, which makes it deceptively fast. The lack of noise contributes to this sensation.
The power delivery is very linear from the bottom all the way to the top. The spot-on carburetion pulls strongly without the clutch. There is no distinct hit anywhere in the power curve, just strong and deliberate delivery. The five-speed transmission gives a little more flexibility in gear selection. I found that often it was faster to not downshift in a corner, just a quick stab to the clutch on exit and let the strong bottom end do the work.
This year’s model comes with the Brembo hydraulic clutch master cylinder. The pull is a little stiff but the lever feel is crisper than that of the Magura model KTM has used off and on the last few years. The cure for the stiff pull is to swap to the smaller-bore KTM 125 SX master cylinder.
The changes to the frame and triple clamps amount to subtle improvements in the overall handling. A little bit of the “feel” has been taken away from the front tire so it does not provide quite as much feedback. Just a little time is needed to gain confidence in the front tire and then things are good.
The cornering is light and precise with a compact feeling. The sliding characteristics are good and predicable. This bike flat-tracks better than any previous KTM, comfortably drifting both wheels through a corner. The package seems as if it is finally able to fully exploit the benefits of the new style chassis.

Watch as Chilly White takes a ride on KTM's latest 450 dirt bike and puts it to the test in our 2010 KTM 450 SX-F First Ride Video.

No small part of that improvement is the continued development of the closed chamber fork. It is plush in just about any condition, be it little square edges or large flat landings. For that matter, the shock does equally as well. About the only place where I could get the chassis upset was in large braking bumps.
It looks like pretty much a done deal that KTM is going to a linked rear suspension in 2011, at least for the moto lineup. After riding the latest PDS settings of this bike and also the Husaberg FX 450, I am left wondering why? The change will certainly make a huge marketing splash and perhaps that is reason enough. These bikes work really well. The stock spring rates are right in the ballpark. I rode the bike just as it was delivered, never feeling the need to play with any of the clickers.

The new triple clamp is a major change for the 2010 machine.

I have been hesitant to commit to owning a full moto bike, preferring to use an enduro bike even for track riding. However, I’ve had the opportunity to spend time on some current model MXers and I am really impressed with how much they are improving in rideability for the average weekend warrior.
My confidence level was very high riding the SX-F. On one particular jump, this was the first bike that I could clear the jump and still make the very tight inside line through the following 180-degree corner. I could brake and turn just as hard as on a 250F machine that I have been riding recently.
The changes for 2010 have made the SX-F a great motocross bike, but the new KTM 450 SX-F could also be the ultimate off-road crossover bike. Smooth enough for enduro, just lighter, faster and more nimble. Just look at the starting line at any professional GNCC or WORCS race, there won’t be an enduro bike in sight; they are all converted motocrossers. I spent a vast amount of time last season on a 2009 450 XC-F and this bike is significantly more user-friendly.
It will be interesting to see how it stacks up against the other 450 motocross bikes. One of the pressing questions is whether or not combining the XC-F and SX-F works as well for top-level moto guys, because this is certainly a bike that makes the average rider go faster.

Performance Upgrades For Kawasaki ZX-6R

It’s difficult to find a flaw in the 2009 Kawasaki Ninja ZX-6R. After all it took top honors in our 2009 Supersport Shootout. But, as they say, even the best can get better. It’s the same mentality that pushes the OEMs to fine-tune their motorcycles year after year and it’s the same mentality that keeps the aftermarket performance accessories companies in business too. We are here to bring you the scoop on installing a few key bolt-on components, what you might want to look out for if you are doing it yourself and what you might expect to gain from these particular pieces of hardware.

One of the most common performance upgrades is the exhaust and fuel-delivery systems. In the past, with carbureted street bikes, jetting changes were the norm: But these-days motorcycles feature fuel injection, so the Power Commander has become the FI-accessory of choice. The tastiest piece we added is a Leo Vince SBK Factory Race Exhaust System ($1,169.99) replete with our own MotorcycleUSA logo etched into the side of the titanium canister.

You too can get whatever you want etched on a Leo Vince of your own. Maybe your mom’s mug shot or your inmate ID number would be a nice addition to your pipe? The truth is, they envisioned racing team logos or favorite graphics would be popular with riders. If you’re interested, the bad news is you can only get the stainless Unlimited Slip-On engraved at this time. But that’s still pretty cool. Basically any late model sportbike with a side-exit exhaust is a candidate. Once you get your pipe you simply ship it off to Leo Vince and then go to their site, find your bike and upload the image of your choice. Cost is negligible at $100 plus shipping and typical turnaround time is under two weeks.

Leo Vince prides itself on building systems that work well with the stock ignition/FI mapping but we went full-bore on our bike by installing a Power Commander 5 ($279.99) from Dynojet as well. The PC-V allows you to install customized maps so you can tune the power delivery to your needs plus it is possible to add in a Quick-shifter, speed sensor or any other of a half-dozen gizmos available from Dyno-Jet for the PC-V. We also added the Dynojet Auto Tune ($279.95) which allows the PC-V to automatically adjust the fuel mapping while you are riding. Pretty cool but the real added bonus is the range of tuning it offers when used in conjunction with the PC-V. Technophiles will have a field day with these electronic upgrades. Check out the details on Powercommander.com

The Dyno Jet Power Commander PC-V and Autotune components are a nice compliment to each other. It takes a while to install but the range of tuning options these components open up is endless.

Before you begin swapping the exhaust system, be sure to get your tools in order. A small ratchet with 10-12-14mm sockets and an assortment of Allen-wrench-drivers or T-handles, size 4-5-6mm will keep you from going back and forth to the tool box. Oh yeah, and a small flashlight can be helpful too. The light will help you get the right wire picked out when installing the PC-V.

Installing this system was relatively easy. It took approximately 2.5 hours, including removal of the bodywork and the OEM exhaust system. The most difficult part is disassembling the ZX-6R bodywork. These days, everyone is limiting and hiding fasteners in an effort to make the bikes more-sleek, so it becomes a real pain in the butt. Our best advice is to be patient, look at every angle as you’re tearing the bike down and make sure to tape the fasteners to the pieces they belong to, or screw them back into the bosses on the frame so you don’t lose track of where they all go. After that, removing the stock exhaust is straight forward. Start with the muffler and work your way to the header. Take note of the flapper-valve drive cable down by the brake pedal. You’ll need to re-install that later on.

The nuts that bolt the header to the head are easier to get to if you remove the lower radiator bracket so you can swing it up and out of the way a bit. The Leo Vince system comes in eight pieces that are individually stamped and marked so it is very easy to follow the instructions step-by-step. It’s like a model kit and the instructions are very easy to follow and are clearly represented in the diagrams. First, you bolt the head pipes in place loosely. Then slide the two 2-into-1 couplers onto the end of each pair of head pipes. After that the main 2-into-1 collector slips on. Although this part requires a little effort to get it all to line-up, take your time, tap it into place and it is air-tight and very tidy.

Be sure to check your placement of your logo several times before it is etched into place. It still looks sleek and sexy though.

Finally, the tail pipe goes in place followed by a bit of alignment to get it all perfect. Now ours has a carbon fiber hanger, which is cool, but once we bolted it up, the hanger conceals part of our logo that’s etched on the side of the pipe. If you pay for etching, be prepared to experience this same thing if you don’t take care to pin-point exactly where you want the graphic placed – you can’t exactly give it a do-over.

The stock air-fuel sensor screws into a boss that comes on the Leo Vince system. Make sure to get that in place. We had difficulty getting the 2-into-1 collectors to slide into each other so we used a light tapping from rubber mallet to guide the pieces together. Be careful not to dent the pipe though, these are precisely machined parts that simply need a little nudge to slide into place. After the exhaust installed, go through the bolts from head pipe to muffler and torque them down per the manual specifications.

If you plan to have the system installed at the dealership or a shop, you can expect to pay for three hours of work or roughly $200-$250 to have the system installed by a professional. But where’s the fun in that? We weighed the entire stock system at 25 lbs compared to the Italian crafted Leo Vince which tips the scales at a scant 6 lbs. That’s a weight savings of 19 lbs and big difference on a motorcycle that competes in a market where the three heaviest bikes are all within three lbs of each other. Changing the exhaust alone drops the 2009 Kawasaki ZX-6R to 377 lbs, which would make it the lightest of the bikes we tested in Supersport Shootout VII.

Leo Vince claims an average 10% increase in horsepower over the stock system and doesn’t require any changes to the stock fueling system. But if you want to get the most out of your full exhaust, you should invest in a Power Commander or some variation thereof.

Now it’s time to install the Power Commander V ($279.99). This ECU-supplement works in-line with the existing wiring harness and while it’s more technical than the exhaust install, it also takes about the same amount of time as the exhaust, and it is very compact compared to the previous generation PCIII. Follow the Power Commander V installation directions closely and you shouldn’t have any trouble. It’s not rocket science but you have to pay attention and not be afraid to dismantle a few key pieces of your motorcycle to make the install process go easy. It took approximately two hours from start to finish to complete this project.

Beware: When you unplug the stock wiring harness it seems that disconnecting the tip-over switch has become a very common oversight. If you do this, the bike will run for a few seconds and then die. We did it and thought we screwed something up. It turns out we unplugged one thing we shouldn’t have unplugged. It’s back by the taillight, so is clearly not the taillight plug. The moral of the story being, don’t undo it if it’s not on the list from Dyno Jet.

Now that we added some goodies, it's time for the real work to begin.

Once the exhaust and PC-V are installed it was time to run the ZX on the dyno and see what we gained. In stock trim the 2009 Kawasaki ZX-6R horsepower was 105.8 @ 12,200 rpm and torque was 42.7 lb-ft. With the Leo Vince horsepower increased to an impressive 114.8 hp @ 14,200 rpm and torque climbed a bit to 44.6 lb-ft. Out on the track the bike feels even stronger than the dyno reveals. The system itself is not significantly louder than stock, which is nice, plus it seems to rev-out a lot better with peak power coming later than it does with the stock system, so when you are screaming in the upper end of the rev-range you have a bit more over-rev to work with.
After adding the Power Commander and full Leo Vince exhaust system we are happy to report that there is a noticeable increase in power, yet throttle response is still quite smooth. Not dealing with an abrupt throttle is always important when you are trying to pare tenths off lap times. Overall, we are satisfied with the performance gains associated with the additions and the associated performance advantage it gives our 2009 Kawasaki Ninja ZX-6R Project Bike.

Want to be your Sportbike as a Project Bike?

First Look For 2010 Kawasaki KLX110L

2010 Kawasaki KLX110L

Do people even buy minibikes anymore? Didn’t that fad pass? Should a major manufacturer really be expending resources on a playbike that might’ve seen its glory days gone by? Apparently so because Kawasaki revamped the king of playbikes, the KLX 110, and the minimoto warrior comes into 2010 with a fresh attitude. Not only that, it gets a big brother, the KLX110L!

Kawasaki bumped the SOHC four-stroke motor to 111cc and replaced the three-speed transmission with a four-speed unit. Best of all, it gets the magic button! Electric start now comes standard and the rear shock gets updates for better bottoming resistance. Kawi wants the 110 to be kid-friendly, but it knows that grownups are out there bashing these things to death and that’s where the KLX110L comes in. The 110L gets a manual clutch to better handle abuse and longer-travel, upgraded suspension raises the seat height nearly two inches over the 110 (26.8 vs. 28.7 inches).

Watch your local Kawasaki dealership for the new 2010 KLX110 and KLX110L with their new graphics. They will be joining an unchanged KLX140 and KLX140L in the green pitbike lineup.

2010 Kawasaki KLX110L Specs:
Engine: Four-stroke, SOHC, two-valve single
Displacement: 111cc
Bore x Stroke: 53.0 x 50.6mm
Compression Ratio: 9.5:1
Cooling: Air
Carburetion: Mikuni PB18
Ignition: CDI
Transmission: Four-speed manual
Final Drive: Chain
Frame: Backbone frame, high-tensile steel
Rake / Trail: 24.2 degrees / 1.9 in.
Front Suspension / Wheel Travel: 30mm hydraulic telescopic fork / 5.2 in.
Rear Suspension / Wheel Travel: Swingarm with single hydraulic shock / 5.1 in.
Front Tire: 2.50x14
Rear Tire: 3.00x12
Front Brake / Rear Brake: Mechanical Drum / Mechanical Drum
Overall Length: 61.4 in.
Overall Width: 25.6 in.
Overall Height: 39.0
Ground Clearance: 10.4 in.
Seat Height: 28.7 in.
Curb Weight: 168 lbs.
Wheelbase: 42.3 in.
Fuel Capacity: 1.0 gal.
Color: Lime Green

New 1597cc Triumph Thunderbird

Spanish sunshine reflects off the monolithic stone face of Montserrat, 40 miles west of Barcelona. The tarmac shadowing the mountain route is pristine, with long sweeping bends and narrow turns delivering panoramic views of the Catalan countryside below and glimpses of the famed Montserrat monastery, nestled high in the rock cliffs above. It’s one of those moments riding a motorcycle, when all the white noise of life is gone. The only sounds registering are the playful rumble of a Parallel Twin, and the occasional footpeg scrape as I toss the 2010 Triumph Thunderbird around the bends.
The new 1597cc Thunderbird represents Triumph’s entry into the mid-displacement cruiser market, revitalizing a historic model name first affixed to the firm’s 1951 6T performance model. Splitting the ample difference between the three existing Triumph cruiser model lines, the 865cc America and Speedmaster and the 2294cc Rocket III Triple, how critical was filling that 1429cc chasm in the Triumph lineup?
“The Thunderbird is our mainstream cruiser offering, our spearhead into the cruiser market,” answered Triumph Motorcycles project manager Simon Warburton at the Barcelona press launch. Warburton reckons that of the 500cc-

See and hear the new Thunderbird in action in the 2010 Triumph Thunderbird Review Video.

and-over cruiser market, 50% of total sales are models between 1401-1700cc – only 7% is credited to the massive 1701cc and higher segment, with the 500-900cc and 901-1400cc models claiming a respective 22 and 21%. If you want to carve out a piece of the pie, it only makes sense to aim at the biggest, most lucrative piece. The Thunderbird project, began in 2004, looks to stake a claim by targeting three distinct riders:
1) Triumph riders who want a mainstream cruiser
2) Cruiser riders who want to stand out from the crowd
3) Non-cruiser riders who are not satisfied with the riding experience on other cruisers
The first group are an easy mark and undoubtedly comprises those who have already plunked down deposits on the Thunderbird – set to make its trans-Atlantic crossing this summer. That leaves Group 2 and 3…
So what makes the Thunderbird stand out from the crowd?

The Thunderbird sports traditional styling but with an non-traditional Parallel Twin powerplant at the center.

“It’s a Parallel Twin because that’s what we do,” said Warburton on the definitive feature of the T-Bird. The chosen engine configuration continues a conscious corporate decision made earlier this decade, the boys at Hinckley rightly realizing brand identity rests with the Parallel Twin and Inline Triple platforms. So with the configuration a foregone conclusion, the only real question at Triumph was the Twin’s size.
The Thunderbird T-16 Twin opts for a 1597cc (98 ci) displacement – a near perfect match to the Harley Twin Cam 96. The Thunderbird’s side-by-side 800cc cylinders house 103.8mm-wide pistons blowing through 94.3mm strokes. The pistons thump up and down to turn a 270-degree crankshaft and twin balancer shafts. Meanwhile the center chain-driven dual-overhead cams actuate four-valve heads.
The PR talking points for the T-16 engine are “emphasis on torque, character and refinement.” And on the road, the Twin does lump out satisfying torque and power delivery. Does the T-Bird’s Twin brim with the same cantankerous potato-potato character of an American V-Twin? We can say the Thunderbird mill had us smiling.

The decision to use a Parallel Twin was easy for Triumph, the British firm decisive in casting its lot behind the distinctive Twin configuration along with the Inline Triple that powers its street and sportbike lines.

It didn’t hurt that our first stint was aboard a T-Bird equipped with optional accessory pipes, which enhance the auditory appeal of the Twin and give it a wonderful rumbling backbeat on deceleration (something we absolutely love on the Triple-powered Trumpets – like the Speed Triple.) The sound emanating from the stock twin-skinned stainless steel exhaust ain’t half bad either, and Triumph’s homologated two settings, one for Europe and one to take advantage of the slightly higher decibel limits in the US.
The headlining option on the new Trumpet, however, is the 1700cc big bore kit, which bumps displacement up 100cc with a corresponding jump in claimed horsepower (85-100 hp) and torque (108-115 lb-ft). The kit, which is EPA and CARB compliant, costs $899, with riders also paying for the approximate day’s worth of installation labor at a Triumph dealer. Ride the 1700 and the difference is palpable, the Bird churning out more grunt, in particular while rolling out the throttle in the higher gears.
The Thunderbird’s EFI system controls fueling and ignition independently in each cylinder. Aside from improved engine response, the system claims 20% fuel efficiency gains over competitors (not that American riders are picking up mid-sized cruisers based off of MPG stats). In its stock 1600cc setting, the Bird’s fueling is immediate, very responsive at the throttle. The mapping for the big bore kit is still being refined, with some herky-jerky response on both the 1700 and the 1600 with accessory pipes – though Triumph promises a mapping fix before delivery.
The ample torque from the T-16 lump is shelled out by a precise 6-speed gearbox and final belt drive - the first belt in the Triumph lineup since the 1920s. The helical gears are smooth and easy to find, and while freeway commuters and tourers will appreciate the sixth-gear overdrive, I rarely found need to get into fifth, much less sixth. For the leisurely cruise around Montserrat, I preferred to leave it in second and third gear letting the Twin rev in its responsive mid-range up to the 6500 redline.

Footpegs hinder the Thunderbird's cornering prowess far sooner than any other chassis deficiency.

Twin 310mm discs with four-piston Nissin calipers and steel-braided lines handle braking up front. The beefy binders hammer the claimed 746-lb curb weight to a stop, while the Brembo 2-piston single disc rear is less forceful. Overall Thunderbird braking package is impressive – even more so when supplemented by the $800 optional ABS system.
The Thunderbird rolling chassis is a twin-spine steel frame and swingarm mated with Showa suspension and five-spoke cast wheels (19-inch front/17-inch rear). The wide 200mm rear tire was developed for the Thunderbird in tandem with Metzeler. And while the 200mm width may be unnecessary on the Trumpet, the handling is little affected – lacking the drama sometimes accompanied when leaning over a cruiser with a fat rear.
The Showa components are a non-adjustable 47mm fork and chromed twin spring shocks, five-position adjustable for preload. The T-Bird’s wheelbase stretches to 63.6 inches, with a cruiser-ish 32-degree rake and 19-inch front wheel that turns in without trouble. Unless the rider is excessively heavy, the suspension is more than adequate for the cruiser application, with the limits of the footpeg ground clearance reached well before any other chassis inadequacy. Warburton stated the Thunderbird intends to be the “best handling bike in its class” – a claim we’d love to test, as Triumph seems to have good reason for its confidence.

It's no sportbike but the Thunderbird can hustle around the bends with the best of the cruiser crowd.

The feet-forward ergonomics place the Thunderbird squarely in the cruiser domain. At 6’1” I felt well-tailored to the T-bird’s riding position, albeit the pegs were fractionally higher than I would have preferred. The handlebar rests exactly at my natural reach, with wide leverage for turning - the only downside being low-speed steering and U-turns make for a long reach on the opposing bar (i.e. wide reach to right bar while sharply turning to left).
Seat height, at 27.6 inches, is quite low. The seat itself is comfortable, with no complaints after well over 100 miles in the saddle – and this coming from a notorious whiner when it comes to motorcycle perches! Looking down from behind the saddle is a circular instrument cluster, with analog speedo on the top half and matching tach underneath – a small LCD display is housed to the middle right. The instrumentation looks good, but rests on top of the 5.8-gallon fuel tank and requires looking down from the road ahead to glance, at least for me while wearing a full face helmet.
Los Angeles designer Tim Prentice penned the T-Bird’s lines, seeming to aim at the American cruiser clan’s conservative styling sensibilities. The radiator does its best to be unobtrusive, the design focusing instead on the distinctive side-by-side cylinders, with header pipes leading out to slightly upswept, flared mufflers.

The Triumph Thunderbird's side by side cylinders and header pipes garner the most attention in the looks department.

One big tip of the importance Triumph places on the Thunderbird is that more than 100 accessory T-Bird products are already developed, the most ever for a Triumph model. The aforementioned 1700cc Big Bore performance kit gets top accessory billing, but a multitude of cosmetic bolt ons bearing Prentice’s stamp of approval are also available. Options include chrome bits, along with bodywork, windshields and bags to create either an edgy muscle cruiser or a light-duty tourer. A standard touring version is almost certain to follow in the years to come.
The real test of the Thunderbird will be on the sales floor, where its attractive $12,499 base MSRP compares well with the H-D Dyna line and has the potential to make the British firm some serious dollars. True, some, strike that, most of the H-D market is sewed up for life – with riders having inflexibly strong opinions about where their motorcycles are made, or at least the nationality of the brand... Yet, even cutting into a small portion of H-D Big Twin sales would be a remarkable coup.
“We’re not going to dislodge Harley anytime soon, probably never,” admits Warburton, before adding of the Thunderbird's expectations. “In 10 years time, I hope we’re going to be in a very good position within the cruiser market.”
The Thunderbird certainly makes an intriguing case: It looks good, challenges V-Twin cruiser conformity and, most important, delivers a satisfying riding experience. Triumph staff and executives sure seem confident of their finished product and its expected contribution to the British marque’s future, and after a memorable day in the Thunderbird saddle, under that sweet Spanish sun, we can understand why.

How about you?

Yoshimura with BMW’s G450X

Yoshimura, legendary for performance and quality, has mated the race-proven RS-2 with BMW's all new G450X. The ultra lightweight titanium tailpipe and muffler on the RS-2 exhaust system will not only shed some weight from your G450X but it will also give you performance gains as well, creating the ultimate dirt-riding monster from Munich.

Add some bling to your BMW G450X with Yoshimura's new titanium RS-2 slip-on exhaust.

The 2009 G450X is the latest in BMW's brand-new line of cutting-edge motorcycles, and their first serious foray into the off-road arena for consumers. Yoshimura is right there with them, offering increased performance and improvement on an already groundbreaking bike. With the Yoshimura RS-2 titanium slip on, you get some "go" to go with the show!

BMW S1000RR Superbike

Long known for its extensive line of precision-built automobiles and motorcycles, BMW Motorrad adds to its versatile model line-up with the S1000RR Superbike. The S1000RR is Bavarian Motor Works all-new entry into the burgeoning sportbike market and is sure to introduce many new cutting-edge motorcycle technologies, such as ride-by-wire and traction control that the German company has become renowned for.

The BMW S1000RR is BMW's all-new entry into the sportbike market and is sure to introduce many new cutting-edge motorcycle technologies.

As opposed to its European competitors, the new Beemer 1000 superbike will utilize a traverse-mounted liquid-cooled Inline-Four displacing 999cc’s, just under the limit for World Superbike competition. Like its Japanese competitors the BMW S1000RR engine makes use of dual overhead camshafts and 4-valves per cylinder. A six-speed transmission and a conventional chain final drive complete the S1000RR powertrain.

For the chassis, the BMW S1000RR will use a unique twin-spar frame and long boomerang-shaped double-sided swingarm both constructed out of aluminum. BMW’s proprietary telelever and paralever suspenion components which it uses on other road-going models will be ditched on the S1000RR and replaced by conventional components including an inverted fork and a monoshock working through a linkage.

Although not yet released, BMW has committed to producing a minimum of 1000 S1000RRs for worldwide release before December 2009 in order to meet the FIM’s homologation requirements for World Superbike Racing.

First Look For 2010 Kawasaki ZX-10R

2010 Kawasaki ZX-10R

Kawasaki’s ZX-10R liter-class sportbike gets an array of small upgrades for 2010. Although the aim is to offer maximum performance on the racetrack, “the same power and handling that provide such amazing on-track performance also make it more fun for riding on the street,” says Kawasaki’s PR team.
Inside the engine the 10R receives the same transmission technology used on the 2009 ZX-6R. These internal modifications are designed to reduce play in the shift mechanism and give the rider a more precise feel through the lever. The Ohlins twin-tube steering damper also receives internal modifications for improved performance. A separate spring and free piston were added to the reservoir tube for more damping, while a titanium finish

This is the new green colorway for 2010.

and laser-etched logo highlight the external differences.
Other external differences include a lighter, single-piece front fairing, said to “reduce the visual weight of the ZX-10R’s front end.” New inner panels also provide a “tidier look” around the handlebar area, while sharper side panels now feature more black in their design, further helping the bike look more compact. This is rounded out with a new muffler that has a dimpled surface pattern, metallic grey finish and a more compact end cap – all aimed to make it look smaller and more “sinister” according to Kawasaki.

Key New Features:

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  Upgraded Ohlins Twin-Tube Adjustable Steering Damper
  
  
  
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  Upgraded Transmission for Smoother, More-Precise Shifting
  
  
  
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  Upgraded Bodywork for Appearance and Aerodynamic Improvements
  
  
  

Please comment for this!

Aprilia Dorsoduro 750 vs KTM 690 Duke

Aprilia Dorsoduro 750

A motorcyclist living within the concrete urban confines faces a unique set of challenges. Narrow streets and hordes of traffic going in each direction necessitate the use of a small motorcycle to easily slice in and out of traffic. However, given the saturation of stoplights at every corner you’ll need a machine that not only has some serious intersection escaping power, but solid stopping force when you inevitably reach the next red light. Then there’s the matter of flair. After all, being in-style has its place within the modern rider’s way of life. Thus, your street bike not only has to perform well, but look cool too. I mean, that’s why you ride a motorbike in the first place – to have fun and look cool, right? As such, welcome our challengers in this urban Supermoto motorcycle comparison: the Aprilia Dorsoduro 750 and the KTM 690 Duke.

The Dorsoduro represents an all-new entry for the 2009 US model year from the Italian motorcycle manufacturer Aprilia. Although it is based off the Shiver 750 (which it shares its unique hybrid steel/aluminum frame and liquid-cooled 750cc V-Twin engine), it utilizes different longer travel suspension pieces, higher-spec brake components and radical Supermoto-inspired styling, which equates to a substantially different motorcycle.

Like the Aprilia, KTM’s 690 Duke is also an imaginative motorcycle that shares a few element s from other road-going KTM bikes, including its 654cc single-cylinder engine, which, like the Aprilia features a 4-valve cylinder head and liquid-cooling. It’s hung within a chromium-molybdenum trellis frame, featuring racetrack-spec suspension bits and forceful braking set-up. Opposite the Dorsoduro, though, its ergonomic theme is pure Supermoto: narrow seat, slim dimensions and dirt bike-style handlebars.

KTM 690 Duke

The KTM 690 Duke goes head-to-head against the Aprilia Dorsoduro 750. Will it have what it takes to win in this comparison? Click to the next page.

To discover how these bikes measure up, we spent a few hundred miles in the saddle jetting around town, racing down the freeway and carving across our favorite backroads. We even brought them out to the closed confines of Grange Motor Circuit to see how they fare blasting around the racetrack. So flick your cursor over to the next page and let’s examine each bike in detail.

How’s your opinion about this?

Comparison For Streetfighter

From Left: Ducati Streetfighter, Buell 1125CR, Aprilia Tuono 1000R

To fairing or not to fairing?

This is the biggest question a sport motorcyclist faces when choosing a new high-performance street bike. Indeed, there was a time when a rider might choose a fully faired motorcycle based on the assumption that more bodywork equals more speed. But with the performance gap virtually the same between Streetfighter motorcycles and that of their fully-covered sportbike brethren, picking your next bike is more a matter of visual preference than anything these days.
Transplanted from deep inside Europe’s dense cities, the Streetfighter motorcycle is essentially a modern sportbike stripped of its main bodywork components and fitted with a standard, upright-style handlebar. It’s the motorcycle of choice for those who want the performance of a sportbike, but the more relaxed riding position of a standard; and a style all its own. Although they haven’t truly caught on here in the States, these motorcycles are not only entertaining to ride but stand out from the norm.
Italian motorcycle marque Ducati enters the category with its all-new 2010 Ducati Streetfighter. It replaces the previous generation Ducati Monster S4R and is virtually a carbon copy of last year’s Ducati 1098 Superbike, but with slight frame and swingarm tweaks. It’s decorated in stunning eye-catching bodywork, a rerouted shotgun-style exhaust and fitted with a tapered aluminum handlebar. Besides those changes, the liquid-cooled 1099cc L-Twin engine, 6-speed transmission with racing inspired dry clutch, tunable Showa suspension parts, wheels and Brembo brakes are all the same as used on the Superbike. We tested it in Spain earlier this year and were enamored by its racetrack-bred performance, albeit with an elevated level of everyday comfort. Read more about it in the 2010 Ducati Streetfighter First Ride motorcycle review.

Leave it to your buddies at Motorcycle-USA to put the latest and greatest Streetfighter motorcycles to the test on both the streets and the racetrack all to discover which one is the best.

The other all-new contender making waves in this comparison is from what you could call the perhaps “biggest little” motorcycle manufacturer around—Buell Motorcycles. Like the Streetfighter, its 1125CR is based off the American manufacturer’s own sportbike, the 1125R. It shares its Rotax-built liquid-cooled 1125cc Helicon V-Twin engine, twin-spar aluminum frame and swingarm, adjustable Showa suspension components, wheels, brakes and tires. In fact, the only difference between it and the 1125R comes down to the bodywork, lower final-drive gearing, and the style of handlebar. Last year we tasted it on the once mean streets of Berlin, Germany. To discover what it was like when ridden in the former Iron Curtin read our 2009 Buell 1125CR First Ride motorcycle review.
Our third and final contender has long been the gold standard in this class. Originally released in 2002, Aprilia’s Tuono 1000R is currently in its second iteration after an update three years ago. It holds top honors in our 2006 Streetfighter Comparison and the 2007 Streetfighter Shootout. But since its ’06 makeover, it has literally been unchanged except for colorways and the type of tires it rolls on.
Centered on the Aprilia RSV1000R sportbike, the Tuono uses the same polished twin-spar aluminum frame and swingarm, but features different steering geometry for a more stable ride. Its suspension and tires are also changed. Furthermore, its Rotax-built 998cc liquid-cooled V-Twin engine has been re-tuned for improved street performance – i.e. more torque, less horsepower. Like the competition, other changes consist of a dirt bike-style handlebar and reworked body kit sans lower fairing. It’s the oldest, most successful platform in this comparison, but will it be enough to one again reign supreme?
To find out we did what we do best here at Motorcycle-USA – shredding the asphalt on the ‘fighters to see who’s best. First up was one of our favorite Southern California motorsports compounds, Willow Springs Raceway. We spun countless laps around the 1-mile, 11-turn Horse thief Mile circuit. Its layout simulates your dreamiest canyon roads, offering a variety of corners, including uphill/downhill, on-camber and off-camber—all taken at an equally diverse speed. From there it’s on to loads of street miles all over sunny lower California, from highway cruising to canyon roads to daily commuting, in order to discover what they are like to live with day-to-day.

Which of these three motorcycles is right for you?

Ducati StreetFighter Comparison

The Ducati’s 1099cc L-Twin engine simply waxes the competition in the power department. Leave it to perhaps Earth’s most stylish motorcycle manufacturer to build something as gorgeous as the Streetfighter. It’s yet another example of how far ahead Ducati designers are when it comes to modern motorcycle design. If only these Italians could ply their trade onto more common everyday items, say office furniture, or maybe mobile phones. I mean why can’t everything in life look as cool as the Streetfighter?
On paper, the newest Ducati simply waxes both the Buell and the Aprilia. Not only is lighter, but it’s substantially more powerful. Not to mention it features some of the best production brakes you can buy and very functional suspension components. And the best part? It only costs $14,995. Based on this information you might as well just stop reading this review because you already know the result the test, right? Oh, if it were only that simple. Ducati’s Streetfighter is a prime example of why spec charts and even factual performance testing data cannot provide you with the entire story.
Hop into the saddle and if you’ve ridden one of Ducati’s new Superbike’s you’ll instantly feel at home. If you haven’t, you’ll become aware of just how high the seating position is. Equally as surprising is how narrow it feels. This is due in part to its use of Ducati’s steel trellis frame. which neatly contains the slim liquid-cooled 1099cc L-Twin engine.
Reach forward to its thick handlebar and you’ll be observe just how low it’s positioned, pulling you towards the front of the bike. It isn’t as racetrack oriented as the 848/1098/1198 lineup, yet it is still pretty assertive for the streets. Placing your feet on the footpegs complements the handlebar position and cants you forward into an aggressive attack stance. Without a doubt, the Ducati has the raciest ergos package.



“You can hop on the Streetfighter blindfolded and instantly know it’s a Ducati,” Atlas stated. “Its ergos are definitely more aligned with that of a racebike than a street bike. And while it works on the track, on the street it’s maybe a bit too aggressive for long rides.”
In fact, while it works in the closed confines of a racetrack, on public roads the Streetfighter feels top heavy. Pair that with its extremely limited steering lock and it easily becomes the most cumbersome motorcycle of the group, especially at low speeds and during parking lot maneuvers.
When it comes time to start the motorcycle, one of the first things you’ll notice is its new switchgear. Not only is it very slim in design, it appears military-esque—almost like it was pulled off of the control stick of an Apache attack helicopter. Also of note is the sculpted and symmetrical design of the hydraulic front brake and clutch reservoirs. Its compact LCD instrument display complements the cockpit and proves how detail-oriented Ducati designers were when drawing this new bike. Although all the bikes in this comparison offer an elevated degree of fit and finish, the Ducati’s is perhaps the best.
Press the red starter ‘trigger’ and the engine fires with a whirl of charming mechanical noise. If you are looking for something stealth that you can ride unnoticed, this bike isn’t for you. Getting the bike rolling from a dead stop is more tedious than the others. Its tall first gear, as well as the stiff lever actuation of its racing-style dry hydraulic clutch necessitates a bit of finesse during launching. Fortunately, the clutch offers a reasonable amount of feel, so after a few launches you become accustom to how it operates.
Yank on the throttle and the Streetfighter shoots forward with the voracity of a rocket launching into orbit. Although it uses the decommissioned 1098 Superbike engine, rest assured it’s still plenty powerful to lift the front wheel in the first three gears. Power comes on instantly and once the tach needle reaches 6500 revs it’s already pumping out more torque than any of the other bikes, eventually reaching its 77.26 lb-ft peak at 8000 rpm. With the throttle pinned the engine continues on to spool up the fastest of the bunch and cranks out 136.35 hp @ 9700 rpm before the rev limiter kicks in 1000 rpm later. We also noticed the top-end power doesn’t peter out near max rpm like it does on the Rotax-built engines of the other two.
“Fast!!!” exclaimed Garcia. “Its character felt similar to the Buell’s, only better. It didn’t run as smooth but just slam on the gas and it will pick the front end right off the ground… and that’s what I call fun.”

The Streetfigther has the raciest ergonomics making life on the street not as comfortable as the Aprilia or class-leading Buell.
In terms of overall engine smoothness, surprisingly the Ducati probably shakes and vibrates the least. What it does suffer from, though, is extra-lean engine fueling that’s just a hair better than the Tuono. And while it’s not as noticeable at a fast pace on the racetrack, cruising around at low rpm on the streets reveals its abrupt throttle.
“All of these bike's fuel-injection systems need a remap,” mentioned Atlas. “They all run too lean as delivered from the factory in order to meet noise and emission standards in America. But the ones that need it the most are the Aprilia and the Ducati.”
The gear ratios inside Ducati’s 6-speed transmission feel wider than that of the Buell and the Aprilia, but since the engine has so much power you’ll never feel like you’re between gears. Final drive gearing is also noticeably higher, which no doubt aids the Ducati in achieving almost the same fuel economy as the class-leading Aprilia even though it utilizes a bigger, more powerful engine. Although the Streetfighter maneuvers through each gear well, it doesn’t offer the same level of satisfaction as the Buell. It’s also the only bike we’d occasionally catch a false neutral on while upshifting. There’s not any from of slipper clutch to be found as well, but since it’s geared so high, we didn’t really miss it – even around the track.
In terms of its chassis, the Ducati is the only machine that uses an ‘old-school’ frame set-up, comprised of a bunch of welded together steel pipes – it’s called trellis-style and while it may look old, Ducati has it down to a science and know how to make it work, and work well. It’s attached to beautiful, black, single-sided aluminum swingarm that stretches wheelbase to 58.1 inches. Nearly 2.5-inchs longer than the Aprilia and 3.5 inches longer than the Buell.
It’s not hard to tell that the Streetfighter was born on the racetrack.
Despite this stat it, actually changes directions quickly.
When you have the Ducati cranked on the side of the tire it’s planted and the Showa suspension delivers all the right feedback. Our two concerns revolved around its slightly vague feeling front end during initial turn-in and it’s propensity to headshake under heavy acceleration on uneven pavement.
“The Ducati’s overall handling was close to the Buell’s but just not quite as good,” continued Garcia. “It lacked a little bit of front end feel and with the motor having so much torque, any slight twist of the throttle in the corners can upset the suspension. It also had issues with front end stability, as sometimes it gets a bit of headshake.”
Although the Ducati is fitted with a non-adjustable steering damper, this doesn’t seem to keep the handlebars from dancing. Fortunately when, and if, the bike does start headshaking, it does so in a very slow-motion like manner, so it’s less likely to catch a rider out than a violent, fast headshake can.
Suspension wise we’ve always appreciated the stock Showa bits on Ducati Superbikes, so it came as no surprise they work well on the Streetfighter. As delivered off the showroom floor the suspension was both soft and fast around Horsethief, much like the Aprilia. But all it took was additional clicks of damping both fork and rear shock and we were dialed. Actually, the only real issue we have with the suspension is the difficultly involved with accessing the rear shock’s rebound damping adjustment. If they could relocate that somehow we’d be 100% happy.
The Ducati Streetfighter is a stunning motorcycle from any angle. If you’re looking for the best-looking motorcycle in this test, the $14,995 Streetfighter is it.
In terms of braking performance, the Ducati is simply on another level compared to the other bikes. The 4-piston Brembo monobloc calipers not only look the part but they perform the best too. Stopping power is audacious and, better yet, the sheer sensation you get through the brake lever anywhere within its pull is out of this world. Every vehicle should have brakes this good. (It’s a safety thing, right?)
“Superbike brakes,” remarked Atlas. “When it comes to a production motorcycle that you can purchase at your dealer, it doesn’t get any better. But it should come with a disclaimer: ‘Not For Squids’. If you don’t know what you’re doing these brakes can have you on your head faster than Ruben Xaus during a World Superbike race. However, if you know how to use them, they’re simply the best.”
How Do You Think?

Test Ride Report For Official Ducati 848S

Ducati has never made an official 848S. Why not? Who the hell knows, because it would certainly answer lots of the criticism that the stock 848 has suffered from. So Ducati UK has set the record straight by pillaging the Ducati Performance catalogue and building their own 848S.

Ducati 848S

So what's on it? Well, the headline figures are a set of Ohlins forks (as found on the 1198S - and hence the 1098R, too), a trick Ohlins rear shock, lightwight alloy Marchesini wheels (from a Hypermotard S), a slipper clutch, Termignoni silencers, a steering damper, a quick action throttle, new levers and copious amounts of carbon.

So that all adds up to give you an 848 with more power (thanks to the end cans), less weight (thanks to the carbon and the new wheels) and more control (thanks to the suspension and slipper clutch changes). What's not to like.

The bike passed its first two tests at a sunny Brands Hatch where not only did it pass the noise regs (just, it hit 104 dB) but it also caught the eye of almost everyone there. It really is a stunning looking bike, the carbon extras really set the 848 off beautifully.

But how does it go? Well, I'll admit to being a bit disappointed that the engine hadn't had any work to it before I ride it, but the package that Ducati has produced is sublime. It really doesn't need any more power as it's plenty fast especially around the confined space of Brands Hatch), but it's the increased ability in the agility department that really impresses. The stock bike's standard Showa suspension is really the weak link as it doesn't offer the control that you hope for, but the work done by the Ohlins units really sets the record straight. I felt that I could put it anywhere around Brands Hatch, with zero drama.

Other additions also work really well. The slipper clutch offers great balance and accuracy, especially at the death defying Paddock Hill bend (and the less dramatic Druids), while the quick action throttle provided easy access to the delicious power available.

We've yet to see the bill for all of this work, but we suspect that it's going to be at least four grand. That ain't cheap, but aspiring for perfection never is.

For more details, or to hound Ducati UK into making a few, go to www.ducati.com/od/ducatiuk

Honda CB1100 2010 Production Bike

These leaked pictures finally reveal the production-spec Honda CB1100 plus an unseen café-racer concept.

The two CB1100s will be revealed officially at the Tokyo show next week alongside an electric Cub step-through prototype and a touring version of the automatic DN-01.

No information is available yet – though it’s clear the CB1100 uses a slightly different engine to the prototype which is believed to be physically larger.

The wheels have changed, and the stylised calipers of the concept bike have also made way for standard Nissin four-piston calipers.

But overall the look is very similar to the 2007 concept.

The CB1100 Customise Concept is based on the same parts, but demonstrates the possibility for period-style customisation.

It’s unlikely the bike will be made as a stand alone model, but it is possible that Honda will offer all or some of the parts for owners to create the bike themselves.

The DN-01 Touring Concept is also just a concept – but expect to see the parts go on sale for owners to add long-distance practicality to the quirky auto cruiser.

The electric Cub is the smallest of the new machines – but while it is just a concept now, the production version could be one of Honda’s most important machines since the original Cub.

Eco-friendly motorcycles are set to become big business – and Honda is clearly looking to make the technology more accessible.

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