Best Motorcycles For Touring

An update from the world market has come to introduce motorcycle brands from Asia. As per reports, these motorcycles are made with great quality. But the best thing about these is their affordability. Yes, you read it right! As it is, they never fail to make affordable yet high quality products.

There is a country considered to be one of the leading countries in the world when it comes to economic stability. What's the reason behind this? The answer boils down to one simple answer - this country is home to the strongest manufacturing industries across the globe. Annually, it exports a tremendous amount of goods to the global market thus you can find different products in all four corners of the world.

new motorcycles  2014

With the past issues and controversies surrounding the poor quality of the goods they produce in the past decades, the country has now become more stringent exporting top-notch products. And this is where they started to gain their momentum in the world market that led to the country's rise as a great economic power.

Motorcycles are made right to address the motorcycle needs of the people despite the doom and gloom of the general economy. Even with the economical price, their motors can definitely compete with brands that have been around for a very long time.

Their motorcycles come in great designs, quality and super affordable prices. In the market today, you can find motors of very high quality but will definitely come with very expensive price tags. However, you don't have to shell out a lot for these vehicles because they offer the same quality at a fraction of the cost.

For people in the Asian country, allowing them to navigate traffic easily makes motorcycles a great investment. Aside from that, the designs of their motorcycles are fashioned according to the modern tastes of motorists nowadays. The motorcycle industry became big especially in developing countries where roads and transportation are a major problem. Issues on transportation like narrow, rough and congested roads will not be a big deal anymore.

Now, what are you waiting for? Enjoying high quality products doesn't have to come with a hefty price, and motorcycles from the country can prove this point. Make your investment worthwhile without spending your retirement fund. Get yourself a high quality and greatly designed motorcycles at a price that you will definitely love. Visit this site for more info.

new motorcycles  2014

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MV Agusta F4 1000 RR

MV Agusta F4 1000 RR

SOUL FOCUS

MV Agusta F4 1000 RR

When editor Groff asked me to test the F4 1000 RR I was instantly excited. Who wouldn’t be? It’s MV Agusta’s flagship and one that’s sure to stir the soul with its hardcore, track focus.

The Italian brand has an enviably rich racing history that includes classic race footage of Giacomo Agostini piloting a 500cc MV to Isle of Man TT victory in the 1960s.

Massimo Tamburini, the man responsible for the original design of this bike, deserves credit as it’s one of the best-looking motorcycles I’ve laid eyes on. Beauty is, of course, in the eye of the beholder but, seriously, how could you not appreciate the angular bodywork in its pearl-white hue, contrasting black highlights and bright-red trellis chassis?

MV Agusta purists will surely prefer the bike in its iconic red and silver livery but I’d take this colour scheme in a second; it looks mint!

IF LOOKS COULD THRILL

High-spec components such as Öhlins 43mm upside down forks, TTX36 rear shock and Brembo GP Radial-type front calipers top off the visual package. I instantly knew I was dealing with a purpose-built, thoroughbred machine. If it goes as half as good as it looks I was in for an impressive ride.

Heading out on the open road for my first sample of this exotic piece of hardware was an interesting experience. There are three things that instantly grab my attention when I ride a bike for the first time: throttle response, riding position and braking power.

Of course, to properly assess these things you need time on the bike at a broad range of speeds but, within a few kilometres, I’ll already have an idea of what I’m dealing with.

The MV left me puzzled. I’ll explain.

Throttle response from the F4’s fly-by-wire throttle is unlike anything else I’ve tested. All major motorcycle manufacturers these days are using electronic or cableless throttle systems which work well by offering a very similar feel to a conventional, cable-actuated throttle. Not so with the F4 1000 RR. Its system is far from smooth.

It begins at the first twist of the wrist with virtually no resistance, giving the throttle a feel so light it takes some time to adjust to. This means the slightest bump or wrist movement gives a heap of unwanted throttle response, learner-like jerkiness and lots of action on the digital tacho.

As power is applied the delivery is snatchy to begin with and, as revs built, a trough reveals itself at around 6500rpm. It clears itself from there, though, and rapidly builds revs from 9000rpm and beyond. From 9000rpm the F4 1000 RR’s 198-horsepower engine literally screams and you’d be a brave pilot to ask for more.

As the bike quickly reaches its 14,000rpm limiter you’ve passed the optimum shift point, but you learn to tap the gearlever and grab the next cog just before reaching max revs. If the throttle is still wide open and the road ahead clear, this can be repeated all the way to top gear. From here, you’ll find yourself rapidly covering distance at top speed – less than three kays shy of 300km/h.
There’s no denying the 998cc inline four-cylinder engine with its short-stroke and DOHC is powerful and I had no reason to dispute MV’s claims of 147.7kW (198hp) straight off the showroom floor.

POLE POSITION

A tall and hard seat paired to low ’bars keep you perched high in a pure Superbike riding position. This cockpit is hardcore sports and comfort is unapologetically not in the equation.

Cruising city streets at slow speed you’ll feel every bump and road ripple. Even after softening the fork and shock settings via the electronic dash, the bike is still firmly sprung.

But, like a good Superbike, the harder I rode it the better it behaved, so I guess the moral of the story is if you feel it’s too bumpy, go faster!

As you turn into a corner, the scalpel-sharp RR quickly responds to your request. With your body well forward due to the seating position, there’s plenty of weight over the front tyre giving a planted feel through corners.

Brakes are extremely effective so no complaints there with excellent feel and big stopping power from the 320mm discs combined with the four-piston, GP-style radial calipers.

I would mention, however, that with your weight positioned forward and so much bite available from the Brembo stoppers, it’s easy to get the rear tyre off the ground under hard brakes, which quickly upsets stability. This reminds me that the RR is built for experienced riders and the ride will certainly keep you on your toes.

BELLES AND WHISTLES

The F4 1000 RR clearly doesn’t like being ridden slowly and throttle response and suspension will protest at around-town speeds. Find yourself some open road – or better yet, a track day – then the RR will feel at home and let you experience its sharply honed prowess.

Japanese sportsbikes used to boast the latest techno features but that accolade these days goes to BMW’s ballistic S 1000 RR HP4. The Bavarian brand’s flagship sportsbike offers a level of electronics not yet seen from Japan including self-adjusting electronic suspension, a quick shifter and launch control, to name a few. Now we have MV Agusta offering similar wizardry.

This sexy spec sheet includes Öhlins race-spec suspension front and rear that’s fully adjustable via the dashboard – no spanners or screwdrivers needed here. An Öhlins steering damper is also electronically adjusted. Then there are the multiple engine modes (‘Sport’, ‘Normal’, ‘Rain’ and ‘Custom’) incorporating traction control and an anti-wheelie function. There are also two engine-braking modes (amount of clutch slip), throttle sensitivity and engine response settings. You can even select a ‘Soft’ or ‘Hard’ rev limiter.

The quickshifter comes into its own for clutchless upshifts without closing the throttle. Also, for the first time on a production superbike, the RR features an auto-blipping function on the downshifts.

While the quickshifter features a gearlever sensor to interrupt ignition, the auto-blip function uses another sensor when shifting down. It’s used by all MotoGP and WSBK teams with the idea of allowing the rider to concentrate on braking and the task at hand.

e-HARMONY

The F4 1000 RR has the full bells and whistles you could imagine, but how well does it all work? Despite brimming with a high-tech electronics package, riding the bike was a bemusing experience.

If a cutting-edge sportsbike is to offer such advancements then you’d expect them to seamlessly enhance the riding experience and – more importantly for somebody looking to buy a racing thoroughbred such as this – to improve laps times. On the bike I tested, they did not (we didn’t test it on a track). Both gear-shifting systems were intermittent in their performance and, as great as it is to be able to adjust everything via the digital dash, this needs to be more user-friendly, too.

Even once familiar with the functions, I struggled to make adjustments ‘on the fly’ despite wearing only medium-thickness gloves, and it was near impossible to operate the dash buttons without removing my mitts.

HAPPY FUN TIME?

We’re spoilt for choice these days with all major manufacturers offering sportsbikes with serious performance and function.

The MV has huge amounts of performance but it lacks in the function department. Sure, it offers features the others don’t, but if they’re not user-friendly and faultless in doing their job, then why offer them?

So was my time with the MV a happy one? It was frustrating. The bike offers so much yet struggles to deliver in certain, key areas.

On the track or un-policed, smooth, roads the F4 1000 RR will be an absolute jet and, once you adapt to the throttle feel, it accelerates and stops as quickly as you dare. Around town, though, I was counting down the kays to the next open road while gawking at its stunning looks in shop window reflections. Did I mention how good it looks?

I’ve also ridden a standard F4 and, while not perfect itself, it’s streets ahead of the RR in terms of throttle connection. It’s possible the test F4 wasn’t typical of the model and other examples might be more rider-friendly. MV Agusta understands the need for constant development of its models so we’ll watch progress on the F4 1000 RR with great interest.


SPECIFICATIONS

MV Agusta F4 1000 RR

ENGINE:
Type: Liquid-cooled, DOHC, four-cylinder with four valves per cylinder
Capacity: 998cc
Bore x Stroke: 79 x 50.9mm
Compression ratio: 13.4:1
Fuel system: EFI

TRANSMISSION:
Type: Six-speed, constant mesh
Final drive: Chain

CHASSIS & RUNNING GEAR:
Frame type: Chromoly steel tubular trellis
Front suspension: 43mm Öhlins USD fork with adjustable rebound compression and damping, electronically controlled spring preload, 120mm travel
Rear suspension: Öhlins TTX progressive single shock absorber with rebound and compression damping, electronically controlled spring preload adjustment, 120mm travel.
Front brake: Twin 320mm disc with radial-mount four-piston Brembo caliper, ABS and TC
Rear brake: Single 210mm disc with four-piston Nissin caliper, ABS and TC

DIMENSIONS & CAPACITIES:
Dry weight: 185kg
Seat height: 830mm
Fuel capacity: 17 litres
Wheelbase: 1430mm

WHEELS & TYRES:
Front: 3.5x17-inch alloy with 120/70 ZR17 Pirelli Super Corsa SP tyre
Rear: 6.0x17-inch alloy with 190/55 ZR17 Pirelli Super Corsa SP tyre

PERFORMANCE:
Max power: 147.7kW (198hp) at 13,400rpm
Max torque: 114Nm ( 84ft-lb) at 9200rpm

OTHER STUFF:
Price: $33,990*
Colours: Notturno Black/Red/White or Pastel Red/White
Test bike supplied by: MV Agusta Australia
Warranty: 24 months/unlimited km
source  : http://www.mctrader.com.au/news-and-reviews/article/articleid/86439.aspx

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New BMW Naked of 300cc for the 2016th

New BMW Naked of 300cc for the 2016th

Motorcycles small volume, are all more wanted. This trend dictates that the Asian market gradually affecting the Europe, where every day we find more and more of these models of motorcycles. The Japanese are well done their homework so they dominate when it comes to motorcycles with aggregates below 600 cc.

The only competitor in this class is the KTM because Triumph has not yet completed its announced models. Late start for the European market leader BMW Motorrad who are only now entering the battle for share of the pie in this segment. BMW Motorrad and Indian TVS last year have concluded a partnership that will bring motorcycles whose volume will be less than 500 cc. While in Asia, these motorcycles sold under the TVS badge in markets that are important to BMW will bear its mark. For now it is known how have planned a small enduro and naked, and will be the first to market naked model, through two years.

According to current stories BMW naked small volume will be powered by a single cylinder 300 cc engine which means it will compete with Kawasaki, Yamaha and Honda motorcycles of the same volume.

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The new version of Yamaha R1

The new version of Yamaha R1

While we are still waiting for our Yamaha to reveal new small sport bike to us reached an interesting information related to the brand of Hamamatsu. The Japanese have recently protected names “R1S” and “R1M” which will supposedly be used to its new superbike. What is first comes to my mind is how Yamaha will offer several varieties of speeders YZF-R1





">Earlier this month, the public have become available patent documents earlier this year around the world to protect Yamaha. They reveal how the Japanese are planning several variants of Yamaha YZF-R1. At this point The terms “R1S” and “R1M” who protected the paperwork. According to what seems logical to us it is about two versions Yamaha speeders with different performance and components.

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Aprilia RSV 1000 Mille R

Aprilia RSV 1000 Mille R

Exotic R
Aprilia's RSV-R is one of the world's most desirable sportsbikes, winning head to head shootouts around the globe. For 2003, the $31,490 RSV-R just got better...

Things were rapidly going from bad to worse. It was late afternoon and I guess the track temperature was a little cooler than I'd anticipated.

What had started out as an occasional rear-wheel 'slip' exiting a couple of the off-camber corners suddenly became a battle for survival as the front-end let go three corners in a row - the last one with my foot flailing off the peg.

Surely Pirelli Super Corsas are supposed to have more grip than this. It was time to pull over and spit the dummy before the mega-dollar RSV-R spat me.

"What the f#$% is going on," I blurted. "This is a thirty two grand motorcycle and it sure as hell shouldn't be on a road like this - I'll get more sense out of those couple of goats over there than I will out of you three idiots!"

"Hey, it was you who turned right instead of left back there - so who's the goat," responded one of my three Nakedbike companions. "We're having fun, so stop your whinging and get back on the bike..."


MOUNTAIN DETOUR

They may well have been having fun (see Nakedbike comparo, page 20), but when the hard-packed gravel surface turned into losse marbles and then even worse, wet and slimey clay, the Super Corsas may well have been race slicks. Come to think of it, that's what they look like anyway! In their element at Phillip Island a week later for our track session, the somewhat interesting detour through the mountains had me wondering how the Super Corsas got road homologation with such minimal tread. However, they did, and as I survived my unexpected trail-ride on Aprilia's 2003 RSV-1000R, I guess I have no grounds for complaint. Nor are there any grounds for complaint about the latest version of Aprilia's range-topping RSV-R.
Well, range-topping if you overlook the limited edition short-stroke RSV1000-SP which formed the basis of Troy Corser's, then Nori Haga's, World SBK foray. That model never made it to Oz, nor into many garages worldwide.



INSTANT SUCCESS

When it was released towards the end of 1999 the RSV-R immediately started winning sportsbike shootouts around the globe, including those involving its Latin arch-rival. It was an instant success.

Surprisingly sporting the very same mechanical package as its cheaper RSV Mille cousin, the $6600 more expensive RSV-R justifies its $31,490 pricetag via its up-spec chassis componentry - Öhlins suspension, OZ forged wheels and top-spec Brembo brakes being the major differentiation, with a fair smattering of carbon-fibre as well.

And it's in these areas that the RSV-R has copped most of its changes for the 2003 model year. Most visible change are the radial-mount Brembo calipers up front, but look closer and you'll also find new Öhlins forks and a revised front wheel design.

There are new footrest heelguards, a redesigned slimmer rear cowl and lower passenger seat, restyled front guard, new anti-vibration handlebar ends, revised rear suspension and a matt black frame.

Internally there's a closer-ratio gearbox, with fifth and sixth closer together and first to third taller - the net result being to have first to sixth gear more closely bunched. Otherwise the powerplant remains as is - you'll need to stump up the $37,490 for the Edwards Replica if you want an RSV-R with a tweaked donk.

NOT LACKING

Not that the RSV-R is lacking in the donk department. The booming 60¡ Rotax-built V-twin engine provides deceptive horsepower - don't be fooled by that peak figure of 'only' 119ps at the rear wheel. It may be 20-30ps shy of a big Jap four, but what's there is all usable. As for torque, at 7000rpm the RSV-R's got more pulling power than a R1 or Blade, and about the same as Suzuki's GSX-R1000 rocketship. And let's face it, if you're scratching up your favourite racer road on a Sunday afternoon that's the zone you're likely to be operating in.

Rather surprisingly the testbike had an uncharacteristic substantial 'dip' that bottomed out around 5200rpm. As long as I accelerated through the 4700-5700rpm 'dip zone' it wasn't all that noticeable, which is what you do on race tracks and twisty backroads anyway. As the testbike sported an optional-fitment Aprilia 'Race Use Only' pipe, I can only assume some fiddling with the mapping would eradicate the glitch.

My only other complaint with the engine is that I find RSV throttles to be quite heavy compared to the opposition. Call me limp-wristed (most people do!), but a lighter throttle would allow better feel and control of that impressive powerplant. It's between 6000rpm and 9500rpm that the RSV-R really gets up and boogies, with a flat and progressive power curve all the way through to its 9500rpm power peak. There's no real advantage in revving the V-twin past there (unless you like hitting the revlimiter!), although that usable 500rpm over-rev facilty may be handy in rideday traffic.

SOMEWHAT BULKY

I've always found the RSV family to be somewhat bulky compared to the Ducati equivalents, with a taller seat height and a more top-heavy feel. However, what the RSV loses in perceived 'litheness' it scores with more room for my lanky limbs, and better protection from the elements.

That was particularly handy after my day in the mountains, the fairing helping to keep the evening chills at bay as the sun disappeared and the RSV-R's headlight was called into play. It's a good 'un, too.

I'm not that fussed about the RSV dash though - it's not the easiest to read, and although progess has been made I reckon the finish of the cockpit can be improved still further.

I was fortunate to sample both a stock 2003 RSV Mille and 2003 RSV-R Edwards Replica at the recent Master Bike shootout (see next issue), and like the RSV-R, it's hard to fault the handling of one of the best sportsbike chassis round. Predictable and stable, yet precise, the RSV chassis has earned a deserved reputation.

And that perceived bulkiness soon disappears after a few laps, with the RSV-R arguably a quicker steerer than the Duke. Truth be known I've generally lapped fractionally quicker on Ducatis at track tests than I have on Aprilias as I seem to adapt to the Duke's lower racer crouch quicker and better. The RSV is a bike that takes me a few laps to get comfortable with before my aggression and confidence levels rise, probably due to that taller seating position. However, a few laps in and things begin to flow.

There's no comparing the two Latins for comfort on the open road though - the RSV accommodates my 187cm frame a lot better.

Not sure how jockey-sized Shaun Geronimi gets by on his RSV-R racebike in Formula Xtreme and the new Supertwin class in the Aussie Superbike Championship though...

NICE TOUCHES

There are a couple of engineering touches which make punting a RSV-R quickly an enjoyable experience - be it track or road. And I had ample opportunity to sample both on a variety of tracks and roads. One is Aprilia's PPC (Pneumatic Power Clutch) system, which limits rear-wheel lock-up on downchanges. The PPC system uses the variation in pressure generated in the intake manifolds when the throttle is closed to relax the load on the clutch springs, thus reducing engine braking at the rear wheel. How does it work? A pipe connects the intake manifolds to a reservoir alongside the clutch so that when the throttle is closed the vacuum created in the reservoir reduces the pressure that the springs apply on the clutch plates. When the throttle is opened again the clutch returns to its normal operating conditions, transmitting all available power to the rear wheel. Neat.

NO HIDING...

While the PPC is hidden from view, the radial-mount front calipers certainly aren't - they stick out like the proverbial canine gonads.

Along with Suzuki's GSX-R1000 and Kawasaki's ZX-6R, Aprilia's RSV-R is using the much-touted radial-mount calipers as a big step forward for 2003.

But it's not the first time Aprilia has used radial-mount calipers. Way back in 1997 Aprilia was the first manufacturer in the world to fit radial calipers. The bike in question was the RSW250 GP racer, the bike that won the 250 world title for Aprilia with Max Biaggi, Valentino Rossi and Loris Capirossi.

Truth be known, in 'normal' usage by mere mortals there's probably no great advantage - other than the sheer pose factor. Most sportsbike conventional four-piston calipers these days have ample power.

The advantage of the radial-mount system is a more progressive action at the 'outer limits' of operation due to reduced system flexing and a more linear response.

With radially-mounted calipers the pads work in a more precise alignment with the disc, as the caliper is rigidly aligned with its theoretically optimum working position, even during hard braking. That means more constant braking effect with less difference in efficiency between hot and cold.

Does a top rider really notice any difference? They sure do. Not so much in terms of total braking power, but in precision, lever response, braking control, and fatigue resistance. If it's good enough for them, then it's good enough for me - and if the top-spec brakes help justify the premium price over the standard RSV Mille, all the better.

Oh, and if you were wondering, the RSV-R's brakes are simply sensational...

LITTLE TO FAULT

Of the other upgrades for 2003, the fully-adjustable 43mm TIN-coated Öhlins forks have had their outer legs lengthened by 15mm and the stanchions shortened accordingly, with the bottom bushings moved down 15mm to reduce friction.

There's an Öhlins unit at the rear as well, with revised linkages for 2003.

Like the rest of the chassis package, the suspension is the best you can get - and adjustable for a wide range of weights and riding styles.

Which leaves very little on the RSV-R to fault. But there are some irks. Personally, I don't like the matt black frame - the polished alloy item is a work or art, and painting it black detracts from the craftmanship.

I'm not a fan of the RSV looks either, even with the slimmer rear-end, and I reckon Aprilia's graphics leave a bit to be desired. But they're all subjective assessments, and open to debate. What can't be disputed is the RSV-R's dynamic abilities, helped by the best components money can buy.

During its tenure at Horror HQ the RSV-R handled flat-knacker laps at Phillip Island, sporting strops into the mountains, daily commuting - and even that abbreviated trail-riding soiree. Narrow focus it ain't.

Sure, at $31,490 the RSV-R is expensive - and it won't lap a race track faster than a top-class rider on a Suzuki GSX-R1000. But what price do you put on exotic excellence?
source of: http://newmotorcycles2014.blogspot.com/2014/05/newmotorcycles2014.html

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The New BMW K 1200 S

The New BMW K 1200 S

The challenge begins 

Sport is about being number one - on the BMW K 1200 S. Its main aim is: never trail the pack. It was created as a masterpiece of engineering for a thrilling riding experience, featuring a hitherto unknown combination of technology, performance and design. This innovative powerhouse on two wheels represents a challenge for every ambitious sports riders.
A slight turn of the throttle and the 123 kW (167 bhp) of the new 4-cyclinder engine catapults the BMW K 1200 S to the front of the pack. With a torque of 130 Nm it does the 0 - 100 km/h sprint in 2.8 seconds. The transverse installed power-plant offers everything a sports rider could wish for. The cylinder bank is tilted forward by 55°, the motorcycle’s center of gravity is very low due to the engine's extremely narrow width, and its leaning angle and ergonomics are excellent. The engine's power turns to precision in the newly designed 6-speed gearbox which works almost silently, with very short shift distances.

A new era has begun for ambitious sports riders. At the front the BMW K 1200 S features a world first in serial motorcycle production with the unique BMW Motorrad Duo-lever, as well as the newly designed and extremely light sports shaft drive, and BMW Motorrad EVO Para-lever at the rear. This sports suspension responds with extreme sensitivity and provides perfect feedback. The suspension of the BMW K 1200 S is also extremely adaptable to ensure safe road contact. An innovation which is unique in the motorcycling world is responsible for this: ESA (Electronic Suspension Adjustment - optional). The rider can adjust both the damping of the front and rear suspension while riding as well as the spring pre-load when stationary with the engine on. In this way the rider and machine can respond even more precisely to the road conditions.

Overall concept and model features 

The new BMW K 1200 S sports machine with an engine power output of 123 kW (167 bhp) and a dry weight of 226.5kg (248 kg wet, including fuel) offers the highest standard of dynamic performance.
By introducing the BMW K 1200 S, Europe's largest and most successful manufacturer of motorcycles has enlarged its model range and entered the sporting high-performance motorcycle class, so far dominated by Japanese manufacturers. The BMW K 1200 S is a synthesis of high performance, precision, and safety.
Conceived as a sports machine from the start, the BMW K 1200 S is a singular and independent motorcycle within BMW's K family. It is radically new and innovative in every respect. The BMW K 1200 S has no predecessor in the current BMW Motorrad model range and follows no role model. On the contrary, the BMW K 1200 S is BMW's concept of a sports motorcycle - supreme riding precision and agility, high engine power output (specifically for road performance) and safe and superior handling in all practical situations.
The BMW K 1200 S does not compromise. Instead, it combines all the features previously regarded as largely incompatible. For example: sports performance and dynamism are combined with comfort, agility and ease of handling; supreme riding stability and high performance are coupled with everyday riding qualities; a slim-line sporting appearance is combined with efficient protection from wind and weather and superior rider ergonomics.

The BMW K 1200 S has all the virtues typical of BMW motorcycles but these have now ascended to a higher level. The new machine is fully suited to riding with a passenger and covering long distances; it offers a long service life and maintenance is minimal; it complies fully with environmental requirements (thanks to highly advanced emission management and a fully controlled three-way catalytic converter); and it offers active safety of the highest standard when braking (assured by the most advanced braking system on the market - BMW Motorrad Integral ABS).
The BMW K 1200 S is the only sports motorcycle to feature a maintenance-free shaft drive. In conjunction with the Para-lever swing arm (developed to an even higher standard and reduced in weight) the driveshaft has been optimised to a higher standard than before - its higher level of unsprung mass is virtually imperceptible even when the rider adopts a sports style of riding. Featuring innovative technology, and a new standard of riding characteristics in the sports bike segment, the BMW K 1200 S redefines the criteria for its class. The BMW K 1200 S will open up new customer potential for BMW Motorrad.

Unique concept for ideal riding dynamics and ergonomics 

The first decision in the approximate five-year development period (from the initial idea through to production reality) was to carefully consider the overall concept regarding the drive-train, configuration and arrangement of the engine, and the overall package. It soon became clear that the advantages of a low centre of gravity, typical of all flat-twin and existing K-models, had to be retained on the new motorcycle. Research and fundamental examination of different engine concepts confirmed that (from the perspective of power, weight and space requirements) a four-cylinder power unit fitted crosswise was the optimum solution for high-performance motorcycles.
The only drawback with that configuration was a high centre of gravity. However, by tilting the cylinder bank forward to an extreme 55 degrees, and fitting the engine at it lowest possible point, BMW's engineers overcame that particular disadvantage. In addition, the entire engine block is extremely narrow to ensure adequate clearance when leaning into bends - allowing an exceptional angle of lean. Together with the extra-low, V-shaped radiator, the configuration interacts with the wheel suspension and guidance units to allow ideal frame curvature above the cylinder head to keep the motorcycle slim and narrow. With the frame profiles running close together at the rear, the new BMW K 1200 S shape also enables the rider's knees to be tightly pressed against the machine.
The overall result of this re-thought package is optimum geometric configuration of riding dynamics and ergonomics. The perfect seating position is tailored for the rider and allows an active riding posture with clear vision of the front wheel. It also has an appropriate standard of comfort and relaxation. The result is that the BMW K 1200 S handles dynamically and safely in every situation, making riding on the road confident and stress-free.

Innovations on the running gear and electronics 

The BMW Duo-lever marks a quantum leap in technology in front-wheel suspension and makes a significant contribution to the motorcycle's excellent riding characteristics. By introducing this all-new, front-wheel suspension system BMW Motorrad has enhanced its leadership in suspension and running-gear technology and still ensures a sensitive response, at all times, with clear feedback from the front wheel. In conjunction with the four-cylinder concept, it also offers the advantage of compact dimensions.
BMW Motorrad is now introducing another world-first in motorcycle production with the ESA Electronic Suspension Adjustment which has advantages not previously seen. Based on CAN-bus technology, the advanced on-board network provides a wide range of different functions and reduces the procedures required for diagnostics by intelligently combining the motorcycle's electrical and electronic systems.



Highlights in technology at a glance
•    supreme performance ensured by a free-revving, high-output straight-four power unit with features carried over from Formula 1
•    cylinder bank of the four-cylinder, in-line engine tilted 55 degrees for an optimum centre of gravity
•    engine output 123 kW (167 bhp), maximum torque 130 Nm (96 lb-ft) at 8,250 rpm
•    Digital Motor Electronics and three-way catalytic emission management to the strictest environmental standards
•    supreme riding precision and maximum riding stability provided by extra-rigid aluminium suspension with Duo-lever wheel guidance at the front and Evo Para-lever wheel guidance at the rear
•    superior agility ensured by low, fully fuelled weight of 248 kg (547 lb) in road trim (DIN unladen weight including ABS)
•    supreme handling thanks to ideal running gear geometry, optimum mass distribution, and a balanced all-round concept
•    perfect balance ensured by a low centre of gravity
•    ergonomically enhanced seating position for relaxed, active riding
•    Electronically Adjustable Suspension (ESA) available as an option
•    Integral ABS (part-integral system) available as a deletable option for superior active safety
•    on-board network with electronic management; CAN-bus technology for enhanced functions combined with simple and straightforward wiring and low weight
•    electronic immobiliser as standard
•    maintenance-free, weight-optimised shaft drive
•    enhanced aerodynamics with good protection from wind and weather
•    wide range of features and accessories of the usual BMW standard dedicated to the K1200S.

Drive-train 

Second generation of BMW four-cylinder motorcycle engines - radically new and with unique technical solutions
Fitted crosswise, the straight-four power unit of the BMW K 1200 S displaces 1157 cc. Maximum output is 123 kW (167 bhp) at 10 250 rpm; maximum torque of 130 Nm (96 lb-ft) is delivered at 8 250 rpm - with more than 70 per cent of the engine's maximum torque available from just 3 000 rpm. The engine power is easy to control at all times, which was BMW Motorrad's clear-cut objective when developing the new machine. Weighing just 81.3kg (179.3lb) including the clutch and gearbox, the engine is one of the lightest of its size in the market.

A well-conceived overall configuration, plus space-saving arrangement of auxiliary systems and the integrated gearbox enables a compact drive-train with ideal concentration of masses in the middle of the motorcycle. The crankshaft of the BMW K 1200 S is just 430 mm wide, placing the engine of the BMW K 1200 S closer to current 600cc power units than engines in the            1000cc-plus segment.
A wide range of exceptional and innovative details and solutions - with design concepts carried over from the BMW's motorsport technology - added up to the creation of a unique drive system. And, as in Formula 1, it is not individual features and qualities but the perfect interaction of technical solutions and the optimum integration of the chassis and suspension. In this respect, BMW's engineers overcame the inherent disadvantage of the relatively high centre of gravity of a conventional four-cylinder engine by applying a solution of typical BMW ingenuity: the engineers intelligently built on a well-known principle, enhancing its design concept to an even higher standard, by tilting the cylinder axis 55 degrees forward. This not only ensured a low centre of gravity but also provided the desired load on the front wheel - ideal for a sports riding - giving a precise feel of the surface and clear feedback from the front end. The more acute angle also provided space for an aerodynamically-efficient intake system (directly above the engine) to ensure an ideal flow of power.

This second generation of four-cylinder engines, in more than 80-years of BMW Motorrad, again lives up to BMW's principle of offering unique solutions superior to the usual standard. It is fair to say that in concept and design, the engine of the BMW K 1200 S must currently be the most advanced and engineered power unit of its kind in the world of motorcycling.

Crank drive and engine block - slim and slender despite its 1200cc capacity 

The crankshaft of the BMW K 1200 S power unit is forged from one piece of heat-treated steel. It comes with eight counterweights and the usual crank angle of 180° for consistent firing intervals. The stroke / bore ratio ensures adequate overlap of the bearing journals for superior stiffness. The crankshaft runs in anti-friction bearings with the main and conrod bearing journals measuring 38mm in diameter.
The principle of supplying oil to the crankshaft and bearings has been adopted from Formula 1. Instead of feeding lubricant conventionally in a radial flow via the crankcase to each main bearing and from there via a ring groove to the bores on the conrod bearings, lubricant for the bearings is fed directly into the crankshaft in an axial flow. From there the lubricant flows through holes in the crankshaft and onto the conrod bearings. This makes the usual ring groove superfluous and keeps the bearing slimmer and more compact (even though it carries the same load on the same width otherwise occupied by the groove).
The advantage is adequate freedom of design for a very short and compact crankshaft and a minimum distance between cylinders to keep the overall engine slender and compact. Another advantage of this oil supply concept is that the oil entering the crankshaft no longer acts against centrifugal forces but is supported by those forces. This allows the oil pump to run at a much lower pressure - pump characteristics and the supply volume being optimised for minimum power loss. Finally, oil supply to the main cylinders follows the usual pattern via the main oil pipes in the crankcase, to where oil supply bores lead to the bearings.

Two of the crankshaft counterweights serve as gears for the primary clutch drive and for driving the two balance shafts. The other counterweights are perfectly designed for smooth-flow dynamics - the ratio between mass and inertia radius being optimised.

The camshafts in the cylinder head are driven by a chain running on a sprocket bolted to the right end of the crankshaft. Running in anti-friction bearings, the connecting rods are lightweight forged components made from heat-treated steel. Measuring 120mm in length, they interact with the short stroke of the engine to enhance running smoothness. Together with the anti-friction bearings, the connecting rods weigh a mere 413 grams.

Again, taking a typical BMW concept, the upper conrod opening has a bearing bush for a running life of more than 100,000 kilometres. The connecting rods are split horizontally by proven crack-technology breaking through the large conrod opening specifically on the middle level by means of a tensile force applied suddenly and instantaneously in a hydraulic process. The fracture surface provided in this way subsequently allows extremely accurate assembly without any further centring of components.

The engine has lightweight box-type pistons featuring an extra-short piston skirt and three rings (two compression and one oil removal ring). Despite the high compression ratio, the piston base and valve pockets are flat in configuration thanks to the flat surface of the combustion chamber. This enhances the thermodynamically-efficient combustion process and allows weight-optimised contours on the bottom of the piston. Piston weight, complete with the pins and rings, is only 299 grams. To dissipate heat on the piston base surface subject to high thermal loads, the surfaces are cooled by oil-injection nozzles in the crankcase and therefore extend service life.

To eliminate second-order free mass forces inevitable on a straight-four power unit, the crankcase, operating via a tooth belt, drives two balance shafts positioned below the crankshaft. This ensures 100 per cent balance and force compensation - the balance shafts running in roller bearings spaced symmetrically in front of, and behind, the crankshaft to avoid additional mass momentum. The balance shafts run at twice the speed of the crankshaft. To minimise dissipation of sound waves and noise, the balance weights are connected via elastomer elements to the balance shafts.

Horizontally divided cylinder crankcase in open-deck design 

The two-piece crankcase is made of high-strength aluminium alloy with the two sections split down the middle of the crankshaft. Die-cast, the compact upper section forms an extremely stable structure made up of the four cylinders and the upper bearing frame for the crankshaft. The cylinder block, complete with water jacket, is an open-deck design. The cylinder liners are finished with a wear-proof, low-friction nickel-silicon dispersion coating. The lower section, made as a pressure-casting, forms the counterpart for the main crankshaft bearing and serves as a mounting point for the gearbox.

Cylinder head and valve-drive based on Formula 1 design and construction principles 

The output, performance features, quality of combustion and fuel economy of an engine depend to a large extent on the cylinder head and valve drive. In its design and construction, the four-valve cylinder head of the BMW K1200S is conceived to ensure optimum duct geometry, compact dimensions, optimum thermodynamics, and a reliable thermal balance. The single design feature absolutely crucial to optimum design and configuration of the cylinder head is the valve angle. A particularly tight or narrow valve angle, for example, will provide a straight intake duct and compact combustion chambers for high compression and optimum efficiency. The criteria crucial to valve drive and optimum output at smooth and unproblematic engine speeds (not affecting the valve drive) are stiffness, the minimisation of moving masses, and maximum overlap on the valves.

In choosing the configuration of the BMW K 1200 S power unit, BMW's engine specialists have opted in favour of follower arm timing with two overhead camshafts. This offers the perfect combination of maximum stiffness and minimum weight on the moving valve drive components, together with compact design of the cylinder head. Indeed, it is no coincidence that this principle has become the usual standard on today's Formula 1 power units. BMW Motorrad's engine specialists were, therefore, able to capitalise on all BMW's experience in motorsport in terms of lubrication and surface coating.
The valve angle on the BMW K 1200 S power unit is 10 degrees on the intake and 11 degrees on the outlet side - figures so far not produced by any other contemporary engines. Out of the two overhead camshafts, only the outlet camshaft is driven by a chain from the crankshaft, the intake camshaft being driven by gear drive from the outlet shaft. The big advantage is that this requires only one sprocket on the cylinder head. The entire concept thus provides an even greater precision in valve timing and keeping the width of the cylinder head to a minimum.

The camshafts are located directly above the valves. The overall layout of the cylinder head allows an ideal 1:1 transmission ratio on the follower arms, thus keeping flexural tension to an absolute minimum and allowing the use of extremely delicate, lightweight levers. The speed limit chosen for practical purposes on production models is 11 000 rpm, while in mechanical terms the parts and components are able to take and withstand far higher speeds.

Valve diameter is 32mm on the intake and 27.5mm on the outlet side.

Record compression ratio 

As already mentioned, the narrow valve angle keeps the combustion chambers compact with a flat upper surface. This is the prerequisite for a high level of geometric compression with a thermodynamically designed, largely flat piston floor. The compression ratio of 13:1 is unprecedented on a standard-production petrol engine, clearly confirming the ideal geometry of the combustion chambers with an ideal combustion process and optimum efficiency.

Oil supply identical to a race engine 

The BMW K 1200 S comes with dry sump lubrication, otherwise found mainly on race engines. The advantages of this principle are supreme dependability with a steady oil flow, even under extreme conditions, and the flat design of the crankcase, keeps the entire engine in a flat and low position enabling a low centre of gravity. Not requiring an oil sump, the power unit is 60mm  lower than with conventional construction. The oil reservoir is situated in the frame triangle behind the engine. The dual oil pump, driven by a chain from the clutch shaft, is housed in the rear crankcase area, drawing lubricant from the oil reservoir and feeding it under pressure initially to the oil filter (main flow filter) on the lower left side of the crankcase (within easy access from outside). From there, the pressurised oil flows into the main oil line in the crankcase and is spread out through internal holes leading to the lubrication points. The oil flowing back gathers at the lowest point in the crankcase in a recess within the bottom cap. The second pump delivers the oil flowing back, first to the oil cooler and then back to the oil tank through a patented re-flow system. The oil cooler is in the front fairing in a favourable flow position beneath the headlight. Finally, reflecting the overall philosophy of the machine, the oil cooler pipes are made of aluminium.
In an ingeniously simple process, the oil level is checked through a transparent, patented plastic tube outside the oil tank - used in service to drain oil from the tank with an overall volume of 4.2 litres or 0.92 Imp gals.

Engine cooling - keeping a cool head and good thermal balance 

An intelligent cooling concept ensures a perfect thermal balance within the engine. The flow of coolant between the cylinder head and the cylinders is subdivided 73:27 by appropriately dimensioned flow cross-sections. The coolant flows crosswise through the cylinder head with re-cooled coolant entering the cylinder head on the "hot" outlet side.

This means that thorough cooling of the cylinder head ensures rapid dissipation of heat and an optimum temperature balance precisely where the thermal load is greatest.
The reduced flow of water on the cylinders enables the engine to warm up more quickly and reduces cold running wear and friction, also improving fuel economy.

The water pump is mounted on the left side of the cylinder head, where it is driven by the intake camshaft. This configuration and direct injection of cooling water into the cylinder head render the usual hoses superfluous and keeps the remaining hoses (leading to the radiator) extremely short. With the engine requiring only two litres of coolant, weight is once again reduced. The patented radiator also boasts motorsport technology: trapezoidal and appropriately curved in design, the radiator is fitted at the front lower end of the fairing - again for a lower centre of gravity. Thanks to the high degree of efficiency and aerodynamic optimisation of the fairing and flow conditions, a relatively small surface of only 920 sq cm ensures adequate dissipation of heat under all conditions. The integrated thermostat allows the engine to warm up quickly and the dirt trap fitted in front of the radiator has been optimised for perfect aerodynamics.

Alternator and starter 

To keep the BMW K 1200 S slender and dynamic, the electrical ancillary units (as well as the drive systems) are fitted behind the crankshaft in the open space above the gearbox. The alternator is driven by the primary gear on the clutch and has a maximum output of 580 watts and maximum power of 42 amps. The layshaft starter is connected by a free wheel running on the alternator drive gear.

Power transmission - multiple-plate oil bath clutch and cassette-type gearbox 

The BMW K 1200 S is also unique among production motorcycles in its gearbox technology: for the first time in the history of BMW shaft drive, the BMW K 1200 S features a multiple-plate oil-bath clutch (the diameter of the friction plates is 151mm), and a gearbox fully-integrated with the angle drive in the engine housing. The big advantages of this configuration, of course, are compact dimensions and efficient concentration of mass weight.

By introducing this concept, BMW Motorrad has not taken the usual approach. Instead, the gearbox is a separate, built-in unit commonly referred to as a cassette gearbox. This concept comes from motorsport where it allows rapid and efficient replacement of parts. On a production machine it offers advantages in the assembly process because the gearbox can be pre-assembled as a single unit. With the gears shifted by claws, the two-shaft gearbox is slender and light. The natural process of shifting from one ratio to another is conducted by a gearshift cylinder, gearshift forks, and slide wheels to provide positive engagement. To save weight the hollow gearshift cylinder is made of a high-strength aluminium alloy running in roller bearings. The shift forks are also made of aluminium and are lubricated by oil, supplied under pressure. A particularly smooth gearshift is ensured by anti-friction bearing bushes featuring a smooth bronze/teflon surface coating for minimum friction.
To keep the gearbox short and compact, the two transmission shafts run above one another. The gears themselves are straight-toothed, which not only improves transmission efficiency - albeit by only a minor factor - but also helps to keep the gearbox slender and avoid extra width. Thanks to the compact structure of the transmission and the minimisation of noise from the gearbox housing, running noise is reduced to a suitably low level.

Driveshaft to the rear wheel - indispensable and unique in sports machines 

Like all large BMW motorcycles, the BMW K 1200 S features a driveshaft to convey power to the rear wheel. With the engine fitted crosswise, the shaft drive configuration requires two pivot points - the pivot unit leading from the gearbox is fitted in the gearbox cover.

The loss of efficiency resulting from such double-pivotal transmission is often overestimated because, in practice, it is only a few per cent. In comparison, studies confirm that because of a certain degree of wear and contamination, chain drive suffers a significant increase in friction. This reduces the degree of efficiency. Shaft drive operates without wear and maintains a consistent standard of efficiency throughout its full service life. The entire rear-wheel drive system is described in detail in the Suspension / Para-lever chapter.
New engine management - now featuring individual cylinder management with anti-knock control
The BMW K 1200 S boasts the most advanced digital engine management currently available on a motorcycle. Indeed, BMW's BMS-K (BMW Engine Management with Anti-Knock Control) Digital Motor Electronics is an in-house development specifically for motorcycles. The new generation of BMS-K technology was featured for the first time on the BMW R 1200 GS and has now been upgraded for four-cylinder power units. Its most significant advantages are fully sequential, cylinder-specific fuel injection, integrated anti-knock control, rapid processing of comprehensive sensor signals by means of the most advanced micro-electronics, compact layout, low weight, and self-diagnosis. By introducing this sophisticated management system, BMW Motorrad is further enhancing the unique qualities already held for so many years in electronic engine management.

Momentum-based engine management with alpha-n control 

Momentum-based engine management evaluates a whole range of parameters and delivers torque and drive power specifically geared to running requirements while finely adjusting the engine running conditions.

The alpha-n management principle - with indirect determination of air volume intake as a function of the throttle butterfly angle and engine speed - has been exported from BMW's existing models and enhanced to a higher degree. Engine speed and the throttle butterfly angle are as before and (by means of a potentiometer) remain the basic factors for determining the engine operation. Then, by assessing additional engine and ambient parameters (including engine temperature, air temperature, ambient air pressure) the engine management system, focusing on control maps and built-in corrective functions, tailors the volume of fuel injected and the ignition timing point to specific, real-time requirements. Fuel injection is fully sequential so that fuel is injected individually into the intake ducts, precisely geared to the intake stroke in the respective cylinder.

Variable pressure control for optimum fuel supply 

Variable fuel pressure control in the supply system is another first-time achievement on a production motorcycle. The system does not have a re-flow pipe or function, but delivers only the amount of fuel consumed by the engine. In practice, this highly efficient control of fuel supply allows fuel pressure to be varied almost at random for optimum fuel / air mixture formation. Fuel supply is thus tailored to actual requirements by the electrical fuel pump, applying a principle unique on a production machine (and protected by patents). The fuel / air mixture is masterminded by an oxygen sensor fitted at the junction point of the four exhaust manifolds for precise determination of exhaust emissions and their composition. The result is greater riding pleasure combined with even better environmental compatibility ensured by exemplary emission management and low fuel consumption, and enhanced by precise riding and a sensitive response.
BMS-K also comprises the automatic idle speed and cold-start control functions. Idle speed is increased automatically whenever required in the warming-up process. It is controlled by an idle speed stepper (bypass ducts for additional air) integrated into the airbox, and by specific adjustment of fuel injection volume. Measuring 46mm in diameter, the throttle butterflies come with patented operation featuring progressive adjustment. The butterfly position is predetermined by the rider turning the throttle and is controlled with greater precision by a step motor optimising engine response and fuel amount.
Incorporating various functions as one, the entire system is lighter than ever before. The three-piece injection rail, made of plastic, incorporates the fuel pressure sensor and rod-shaped high-energy ignition coils housed in the cylinder head enhance efficiency of the new engine management system.

High compression and anti-knock control for superior fuel economy 

Fuel consumption of the BMW K 1200 S is 4.7 litres/100km at 90 km/h and 5.5 litres/100 km at 120 km/h. Considering the engine's power, performance and free-revving behaviour, this is truly outstanding in the supersports segment.

A major contributory factor to this superior efficiency is the unusually high geometric compression ratio of 13:1, a new record made possible only by anti-knock control. Following the BMW R 1200 GS, the BMW K 1200 S is the second BMW motorcycle to feature this protective function as standard. Two solid body sound sensors positioned between cylinders 1/2 and 3/4 detect any knock effects in the combustion process. The engine's electronic system responds by retarding the ignition and thus protecting the engine from possible damage. Conceived for unleaded premium-plus fuel (98 RON) under normal conditions, the engine, thanks to its efficient knock control, is able to run without the slightest problem and without manual intervention on premium (95 RON) or regular (91 RON) fuel. The only difference when using lower quality fuel is a slight decrease in maximum output and a slight increase in fuel consumption.
http://www.courantmotors.co.za/index.php/news/courant-bike

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Kawasaki Ninja 300

Kawasaki Ninja 2014 

At first glance, the Kawasaki Ninja 300 might be mistaken for a middleweight sportbike, and studying its spec sheet isn’t going to offer many clues to the contrary. The Ninja 300 boasts many performance-enhancing features found on larger Ninja models, such as a digital fuel injection system, an F.C.C. clutch with assist and slipper functions, and an incredibly light and compact motorcycle ABS brake system. Not only is the Ninja 300 the best lightweight sportbike available today, it is also more than capable of surprising hard-edged competitors with twice its displacement in tight and technical corners. Compared to most sportbikes, the Ninja 300 ABS also offers a more comfortable seating position and an easy reach to the ground, for ease of use and maximum day-to-day riding enjoyment.

Ninja 300’s hearty 296cc liquid-cooled, parallel twin is tuned to deliver strong low-end and mid-range torque for around-town rideability as well as excellent high-rpm power for spirited riding, yet this over-achieving performance is silky smooth, thanks to its digital fuel injection (DFI®) system, which helps ensure easy cold starting, excellent throttle response and great fuel efficiency.

In addition to its long-stroke 296cc displacement, other Ninja 300 engine features include: a low-friction cam chain for maximum power and efficiency, a moderate 10.6:1 compression ratio that allows the use of regular gasoline, and lightweight pistons that feature a hard anodized coating for low-friction and maximum performance at all rpm.

Those high-tech pistons are effectively cooled by a crankcase design that directs a spray of cooling oil across their bottom surfaces. Lightweight piston pins help reduce reciprocating weight without sacrificing an impressively high redline, and the sleeveless “open-deck” die-cast aluminum cylinders feature a friction-reducing “T-treatment” plating for maximum durability. A large-volume, 2.4-liter oil pan with cooling fins helps keep operating temperatures in check, but is shaped to allow maximum ground clearance. An easy-to-access cartridge type spin-on oil filter helps simplify maintenance.

Its six-speed sequential transmission features Kawasaki’s positive neutral finder to make finding neutral a cinch when stopped. This efficient engine and transmission help the Ninja 300 provide plenty of enjoyment from the initial learning curve, all the way through advanced sport riding, track days, and club racing.

A premium quality F.C.C. clutch with assist and slipper functions helps reduce lever effort by up to 25%, and helps the clutch plates handle the 300’s engine output. The clutch’s unique “slipper” design also helps reduce rear wheel-hop that can be caused by aggressive downshifting.

Anti-lock front and rear disc brakes are equipped with a compact, lightweight Nissin ABS system for extra peace of mind when road conditions are questionable. Its 290mm front and 220mm petal-type rear brake rotors are gripped by powerful two-piston hydraulic calipers. Like all Kawasaki Ninja models, the 300 is equipped with high-quality components that were tuned using feedback from professional riders at Kawasaki’s incredible Autopolis race circuit to help ensure class-leading performance and an entertaining ride for even the most advanced riders.

Though the main frame is highly rigid for optimum handling, not all rigidity is positive; that’s why Kawasaki engineers designed special front engine isolation mounts that help make this Ninja noticeably smoother than the lightweight sportbike competition, despite the extra power produced by its 296cc engine.

The Ninja 300 sportbike’s front and rear suspension is tuned to complement that rigid frame. Its spring rates provide a comfortable ride on rough city streets, without compromising the legendary sportbike handling that makes it a true Ninja.

Aggressive bodywork features a sharp-edged design and offers effective heat management with superb aerodynamics. This modern sportbike not only looks great, but also features a modern floating windscreen design that helps minimize buffeting for smooth airflow around the rider’s helmet.

The Ninja 300’s digital/analog combo instrument panel features a large easy-to-read analog tachometer coupled with a digital multifunction display that includes speedometer, odometer, dual trip meters, fuel gauge, and digital clock functions. The attractive instrument panel also features indicator lights, while the digital screen incorporates a handy economical riding indicator (ECO) that illuminates to alert riders when they are operating the Ninja 300 in a manner that will maximize fuel economy.

A natural riding position and comfortable ergonomics combine with lightweight handling and nimble response to deliver pure pleasure everywhere from city streets and highways, to twisty backroads and even racetracks. Full-size, 17-inch, 10-spoke wheels contribute to this great handling package.

Lightweight and agile, the Ninja 300 delivers low ownership costs coupled with effortless class-leading sportbike performance!

An extensive range of Genuine Kawasaki Accessories are available through authorized Kawasaki dealers.

Key Features

 Kawasaki Ninja 300
ABS brakes boost rider confidence
Low 30.9-inch seat height and tapered seat boosts confidence for smaller riders
296cc liquid-cooled, parallel-twin design offers far superior highway passing power and clearly dominant acceleration compared to other lightweight sportbikes
Digital Fuel Injection (DFI®) system uses dual 32mm throttle bodies and provides outstanding throttle response and superb fuel economy
F.C.C. clutch with assist and slipper functions provides excellent power handling capabilities with a light feel at the lever. Design also makes clutch easy to modulate and reduces the effect of back-torque to help minimize wheel hop when downshifting
Sportbike bodywork features an aggressive and edgy design with strong Ninja family DNA that sets the Ninja 300 apart from its lightweight sportbike competitors
High-tensile frame provides optimum flex for superior feel and agility compared to the competition
10-spoke 17-inch sportbike wheels look great and can fit premium sportbike rubber for optimum handling
Six-speed transmission features a roller-type shift drum for smooth actuation coupled with strong gears for maximum durability. It also offers wide selection of ratios to match varied riding conditions and its positive neutral finder makes it easy to find neutral when stopped

Kawasaki Air Management System (KAMS) uses a special deflector to channel hot air from the back of the radiator, so that it exits the bottom of the motorcycle, instead of being blown onto the rider when the fan is active. This makes hot days and slow traffic much cooler than it would be if riding another brand of lightweight sportbike
296cc Parallel-Twin Cylinder Engine

 Kawasaki Ninja 300

Compact parallel-twin design offers good mass centralization for nimble handling
Tuned to deliver smooth, step-free power with excellent mid-range and high-rpm power for effective highway performance
Low-friction cam chain design promotes maximum power and efficiency
Moderate 10.6:1 compression ratio allows the use of regular 87-octane unleaded gasoline and helps reduce operating temperatures
High-tech pistons reduce reciprocating weight and feature a hard anodized coating to minimize friction and boost performance at every rpm
Sleeveless “open-deck” die-cast aluminum cylinders are minimize weight and feature a friction-reducing “T-treatment” plating
Crank journal bearings are made from a strong alloy for maximum durability
Large-volume 2.4 liter oil pan features cooling fins and excellent ground clearance
Easy-to-access cartridge type spin-on oil filter helps simplify maintenance
Exhaust System

 Kawasaki Ninja 300
Long, curved 2-into-1 header design contributes to the Ninja 300’s low
and mid-range torque and smooth, step-free power curve
Complex geometry silencer design offers modern styling and meets all regulations without compromising engine performance
Large brushed-finish metal silencer guard reduce noise and helps protect passenger from exhaust heat
Meets strict Euro 3 emission standards with a single catalyzer in the collector section
Liquid Cooling with KAMS

 Kawasaki Ninja 300
Kawasaki Air Management System (KAMS) uses a special deflector to redirect hot air from the radiator fan, so it exits the bottom of the motorcycle instead of being blown onto the rider
Lightweight Denso radiator offers effective engine cooling with minimal space and weight
Fan design uses a quiet-running motor that also saves space
Fins on the lower side of the crankcase provide additional engine cooling Six-speed Transmission with F.C.C. Assist & Slipper Clutch
Premium F.C.C. clutch with assist and slipper functions can handle more power with significantly less lever effort than traditional clutches
Clutch design also makes it easy to modulate and helps reduce the effect of back-torque for reduced wheel-hop when downshifting
Six-speed transmission features a roller-type shift drum for smooth actuation and strong gears for maximum durability. It also offers wide selection of ratios to match varied riding conditions and its positive neutral finder makes it easy to find neutral when stopped
Involute splines minimize friction and backlash between gears and shafts for easy gear-meshing and smooth shifting under power
Digital Fuel Injection (DFI®)

 Kawasaki Ninja 300
Dual 32mm Keihin throttle bodies and a digital ECU offer easy starting, crisp throttle response, and help provide low fuel consumption ABS Disc Brakes with Petal-type Rotors
ABS brakes feature an incredibly compact Nissin ABS unit.
The entire ABS system weighs only 4.5 lbs.
Large-diameter, 290mm front petal disc and a balanced action two-piston caliper offer excellent braking performance and a natural, direct feeling at the lever
Two-piston caliper grips the rear 220mm petal disc Rigid Sportbike Chassis
High-tensile steel frame uses rigid main pipes for optimum chassis response and steering precision
Frame design and chassis tuning offer confidence-inspiring stability at both high and low speeds
Beefy swingarm bracket contributes to the frame’s rigidity and helps achieve an optimal balance of chassis stiffness
Square-beam swingarm complements the frame’s rigidity Suspension
37mm telescopic front fork complements the rigid frame and wide rear tire
Uni-Trak® rear suspension linkage helps provide predictable sportbike handling and good ride comfort
Rear shock features 5-way adjustable preload to help manage rear ride height whether riding solo or with a passenger
Wheels & Tires

 Kawasaki Ninja 300
Attractive 17-inch 10-spoke wheels allow fitment of modern sportbike tires
IRC RX-01R tires were developed in conjunction with Kawasaki and are a perfect match for the sporting dynamics of the 2014 Ninja 300 sportbike. They also provide excellent performance over a very wide range of operating conditions High-Tech Instrumentation
Large easy-to-read analog tachometer
Multifunction digital display features an easy-to-read speedometer, odometer, dual trip meters, fuel gauge, digital clock and warning lights
Economical riding indicator (ECO) illuminates to let the rider know when they are operating the Ninja 300 in a manner that will maximize fuel economy Aerodynamic Bodywork
Sportbike bodywork features an aggressive and edgy design with strong Ninja family DNA that sets the Ninja 300 apart from its lightweight sportbike competitors
Modern floating windscreen design helps reduce turbulence and rider fatigue
Aggressive dual-lamp headlight design, minimalist tail section and separate seats further enhance this sportbike’s aggressive appearance
Two helmet holders conveniently located under the rear seat
Two-stage under-seat storage compartment can hold a small U-lock or similar device and is hinged for easy access to the tool kit
Two hooks under the tail, plus two behind the rear passenger pegs provide anchor points for securing items to the rear of the bike
Ergonomics

 Kawasaki Ninja 300
Rider’s seat design is narrower near its front section, making it easier for riders to reach the ground
Passenger seat features a flat angle which makes it easy to secure cargo or soft luggage
Slightly forward-slanting seat and wide, slightly raised handlebars give the Ninja 300 a naturally comfortable riding position Genuine Kawasaki Accessories
All accessories approved by Kawasaki engineers
Color Matched Seat Cowl is factory designed with integrated styling cues and molded pad perfectly color matched to your Ninja 300
Tank Bag and Soft Top Case custom designed tank bag made exclusively for the Ninja 300. Can be installed or removed quickly, multiple storage areas for your gear expandable for carrying larger items
“Tall” Windscreen factory designed for easy installation 3” taller bubble design adds wind protection. Features an optically correct 3-D curvature
Fuel Tank/Knee Pad features matching graphics and helps protect the paint on the fuel tank while also providing better grip at the rider interface. A touch of personalization to enhance its sportbike styling
Engine Guards factory designed for easy installation helps reduce the possibility of bodywork damage in case of tip over
Specifications

Engine	Four-stroke, liquid-cooled, DOHC, parallel twin
Displacement	296cc
Bore x Stroke	62.0 x 49.0mm
Compression ratio	10.6:1
Cooling System	Liquid
Fuel Injection	DFI® with dual 32mm throttle bodies
Ignition	TCBI with digital advance
Transmission	Six-speed
Final drive	Chain
Frame Type	Semi-double cradle, high-tensile steel
Wheelbase	55.3 in.
Rake / trail	27 degrees / 3.7 in.
Front suspension / wheel travel	37mm hydraulic telescopic fork / 4.7 in.
Rear suspension / wheel travel	Uni-Trak® with 5-way adjustable preload / 5.2 in.
Front tire	110/70-17
Rear tire	140/70-17
Front brakes	Single 290mm petal-type disc with two-piston hydraulic caliper and ABS
Rear brakes	Single 220mm petal-type disc with two-piston hydraulic caliper and ABS
Overall length	79.3 in.
Overall width	28.1 in.
Overall height	43.7 in.
Seat height	30.9 in.
Curb weight	383.7 lbs.
Fuel capacity	4.5 gal.
Color	Ebony
Warranty	12 months
Optional Good Times™ Protection Plan	12, 24, 36 or 48 months

http://www.topspeed.com/motorcycles/motorcycle-reviews/kawasaki/2014-kawasaki-ninja-300-ar160322.html

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Road test: Ducati 1098S

Road test: Ducati 1098S

Ducati had every right to crow, with the 1098 representing the road equivalent of the bike Troy Bayliss took to World Championship winning status.

Get aboard a 1098S and twist the throttle with a little enthusiasm and you’ll be prepared to start believing some of the hype.

There’s no doubt it’s an impressive bit of kit, backing up the maker’s claim that, at the time, it was the most powerful V-twin road bike ever. Not only does it have grunt, but it can underpin its performance with some tidy handling.


UNDER THE PAINT

Launched in 2007, the 1098S will be, for many of us mere mortals, as close as we’ll get to a pukka superbike. The model was a critical one for the firm, since the 999 series failed to light a fire under the customer base in the same way the earlier (and beautiful) 916 series did.

With the 1098 we saw the return of some important visuals, such as a variant on the slightly angry horizontal twin-lamp snout, dual under-seat exhausts and a single-side rear swingarm. This design is much closer to the original 916, which was always going to be a hard act to follow.

However, it was in the powerplant that that real action is happening. The S is significantly more powerful than the previous range-topping 999R, through a variety of means. Bore and stroke are lifted, while the cylinder heads are redesigned to allow for narrower valve angles and a more direct path for the fuel charge into the combustion chamber. Semi-elliptic throttle bodies claim a massive 30 per cent lift in airflow over conventional items. In addition, some 5kg has been lopped off the engine weight.

While the engine is the same for the S and the ‘cooking’ version of the 1098, the chassis sports some upgraded goodies. You score top-line Ohlins suspension at both ends: the 43mm FG511 fork up front and 46PRC rear monoshock, both of which are fully adjustable. That lot is held off the ground by lighter than stock Marchesini forged wheels, which look great and weigh a claimed 1.8kg less than the stockers. The front sports a carbon fibre guard.

A final bit of tinsel for this particular Christmas tree is the Ducati Data Analysis dash, which is derived from the GP7 Desmosedici MotoGP bike. It flashes up SBK 1098 on start-up and runs a digital readout for everything. The usual tacho/speedo set is there, plus fuel, temp and so on. Its party trick is it can provide you with detailed lap data.


FRENETIC

So, you start a big V-twin and get a nice, lazy beat from the engine, right? Not in a million years. On this toy, you can feel your pulse jump as the thing bursts into life with what, for the uninitiated, will be some mildly alarming cackles, rattles and general thumping around. Ducati’s performance bikes have long had a tendency to snap and snarl when woken, and this one continues the tradition.

The ride position is head down and bum up, with a fairly high seat. It is, however, slim, with well-located controls, belying the fact you’re on an 1100 – it feels tall but sylph-like.

First impressions are going to depend completely on where you ride it. If it’s in traffic, there’s a good chance you’ll end up hating it. The Ducati simply isn’t happy in stop-go snarls, mixing it with the tin-tops, and will let you know all about it. The ride position is wrong for this kind of task, while you rarely get a chance to let the engine and chassis work hard enough to make any sense of what they’re capable of.

Fuelling at low revs is a little uneven, while the suspension really isn’t getting into the swing of things at typical metro speeds.

Get it out onto a clear bit of tar, however, and the whole new ball game. The engine truly lights up in the midrange and loves to be revved. The 160hp claim becomes entirely believable, with good flexibility for playing through a set of turns. Keep it above 3500rpm, and you’ll be impressed with the precise throttle response.

The chassis chimes in with firm but really well-sorted suspension. It gets better as the speeds creep up, with the front end in particular delivering a very good sense of what was going on underneath you (the lighter wheels no doubt help here), while offering pretty decent compliance over the odd ripple or pothole. We had a little play with the adjustment, and found it really worked, probably offering far more options than any of us will ever need.

Steering is quick. The initial turn-in is very fast – surprisingly so at first – but is predictable with a little experience. Once heeled over, it holds its line nicely and you’re left with the option of changing line mid-corner without hassle.

As a package, it’s a far less stressful machine to ride in a sports environment than in traffic. In fact, you’d be signing up for track days at every opportunity, as they’d be about the only chance you’d get to truly explore its considerable potential.


CHEQUE OUT

So is it perfect? No, not really, but it’s fair to say that the designers never intended it to be. It dislikes traffic, and the fuel range (15.5lt at around 15km/lt) is hardly going to win any touring friends. There’s no doubt it can and will commute and tour, but there is far better kit for either task, and much more capable all-rounders even in the Ducati catalogue.

But if your idea of a good time is throwing it on a trailer and heading for the nearest track day, or even a gentler cruise through some twisties to a favoured café, you’ll have a ball.

The cruncher for many will be whether this version is worth the $5000 leap in price from the stocker – also a very capable bit of kit. It’s certainly debatable, but I lean towards the theory that if you want something exotic with a really serious performance bent, this fits the bill. So try very hard not to think about what you’re writing as you fill out the cheque.

What the hell, any reservations you may have had will disappear the first time you fling it into turn one at Phillip Island…


LOOKS DO MATTER

Ducati received a very harsh lesson on how important looks are to the success of a motorcycle, with the predecessors to the 1098 series.

The all-time winner was the 916 of 1995, which had some timeless lines that still make it look fresh today. It was penned by Massimo Tamburini, who went on to draw the MV Agusta F4.

While the motors were upgraded over time, the styling didn’t get its first major rework until the release of the 999 of 2002. This one, designed by Pierre Terblanche, was hailed for its technical prowess, including a huge reduction in the number of parts. However, it was very controversial in the looks department and it struggled in the showrooms.

While Terblanche is highly regarded in the industry, it’s interesting to see Ducati head back to 916 looks for its 1098 series.



SPECIFICATIONS

Ducati 1098S


ENGINE
Type: Liquid-cooled, desmodromic, DOHC, eight-valve V-twin
Bore and stroke: 104mm x 64.7mm
Displacement: 1099cc
Compression ratio: 12.5:1
Fuel system: Marelli electronic fuel-injection

TRANSMISSION
Type: Six-speed, constant mesh, dry clutch
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Steel trellis
Front suspension: Ohlins 43mm, fully adjustable
Rear suspension: Ohlins monoshock, fully adjustable
Front brakes: Twin 330 discs with four-piston Brembo calipers
Rear brake: Single 245mm disc with twin-piston Brembo caliper

DIMENSIONS AND CAPACITIES
Dry weight: 171kg
Seat height: 820mm
Fuel capacity: 15.5 litres

PERFORMANCE
Max power: 119.3kW (160hp) at 9750rpm
Max torque: 12.5kg-m at 8000rpm

OTHER STUFF
Price when new: $31,490 plus ORC
Test bike supplied by: NF Importers
Warranty: 24 months, unlimited kilometres

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 Aprilia RSV1000R vs Ducati 1098S

Since the inception of the Superbike World Championship, Twin-cylinder motorcycles have claimed 16 of 20 series titles, including fourteen by Ducati alone. Many a mortal man has been transformed into a legend thanks in part to the rider-friendly nature inherent with sporting Twins. Fogarty, Roche, Bayliss and Toseland all won championships on either the 916 or 999 platforms and starting in 2008 the new 1098 will fly the tri-color in competition for the boys of Bologna.

After watching its cross country rival enjoy a great deal of success with these machines, Aprilia decided to follow suit and entered the fray with a sporting Twin of its own in 1998 - and a rivalry was born. Unfortunately, despite the best effort of riders like Troy Corser, Regis Laconi and Noriyuki Haga, racing success didn't come easy for the company from Noale. Aprilia has enjoyed a successful run on the sales floor and in the eyes of journalists around the world, but those accomplishments didn't correlate to similar success on the track. After accumulating eight wins, 26 podiums and finishing third in SBK twice between 1999 and 2003, the plug was pulled on the Superbike racing program in order to focus on the company's more-successful 250 MotoGP effort. Fortunately for carving connoisseurs, the Mille lives on as one of the longest-running V-Twin sportbikes in production today.


2007 Aprilia RSV1000R - Wallpaper

The 2007 Aprilia RSV1000R (Left) and 2007 Ducati 1098S are both dark & sinister looking. But we want to know which is the bad-ass because we simply cannot stand not knowing. During the 2007 season, neither of the these machines participated in SBK, with Aprilia having pulled out of the series and Ducati's all-new 1098 not conforming with the current rules so the 999 represented Bologna one final time. That doesn't mean the two most current offerings from Italy's premier sportbike manufacturers don't deserve to have their day in the limelight. Relax and enjoy MotorcycleUSA.com's Battle of the Twins between the venerable Aprilia RSV1000R Mille and the new Ducati 1098S. Over the course of two days at Buttonwillow Raceway courtesy of Pacific Track Time, we blew through four sets of medium compound Pirelli Diablo Supercorsa tires, two clutches, a bit of elbow grease and few notepads in an effort to find out just how these bikes stack up on the track, street and the drag strip.

Aprilia RSV1000R

The Aprilia RSV 1000R as undoubtedly made its mark on the history of performance Twins. Its combination of an agile chassis, top-shelf brake and suspension components coupled with a 120-horsepower motor has been tough for consumers to ignore for nearly a decade. If there are any doubters among us, look no further than the results of the 2006 Master Bike competition for proof that the Mille is still an elite superbike in this age of In-Line repli-racers. The 2006 RSV1000R Factory was chosen as the bike of choice by a contingent of international moto-journalists and who are we to question their conclusion.


Although we were hoping to procure the Factory version of the mighty Mille for this two-bike review, there is simply not enough of them to go around. Fortunately, the majority of the differences between the two models are primarily cosmetic, with an adjustable Ohlins steering damper, rear shock and Super Corsa Pro tires at the top of a list of 'Factory' pieces which includes gold painted forged wheels, frame and carbon fiber kit bodywork components.


Aesthetically the Mille's more traditional looking design is still quite sharp. Its massive aluminum frame, dual up-swept 2007 Aprilia RSV1000R - Wallpaper
A nice back-side goes a long ways in the style department. exhaust and matte-black finish will attract attention from anyone who is drawn to exotic equipment. Fire-up the fuel-injected 60-degree V-Twin and you are rewarded with the staccato purr and rumbling engine pulses that make these performance Twins so stirring. But there's a lot to like about the Mille other than just the way it looks, feels and sounds - starting with the way it consumes corners.


On the twistiest sections of track the Mille is in its element and puts some distance on the less-nimble Ducati. The clip-on bars are set wide and low which, when combined with the nimble nature of this chassis and its short 55.8-inch wheelbase, allow it to switch side-to-side with relative ease despite weighing in at a portly 476 lbs with a full tank of fuel. Pare out the petroleum from the equation and it tips the scales at 447 lbs - still 37 more than our 1098S.
The fully-adjustable TiN coated inverted Ohlins fork and Sachs shock do an admirable job of soaking up the terrain and keeping the rubber on the road.


"I really like the way the Aprilia maneuvers in the corners. For how big of a machine it is, it turns incredibly fast: Faster than the 1098," explains our second test rider, Associate Editor Adam Waheed.


Despite the fact that the motor sounds raucous and ready to go, it doesn't exactly come on with authority compared to the 1098S - and that's where it loses the ground it gained in the corners. Considered on its own, the Mille makes pretty good power, pulling in a very linear fashion until its 117-horsepower peak at 8300 rpm. The 64.8 lb-ft of torque seems impressive too, but it gives up 15 lb-ft from seven grand through redline to the 1098. As you can s Once in a while a comparison of dyno results doesn t always reflect how different two bikes feel in the real world but that is not the case here. The Ducati 1098S has the Mille covered from start to finish and once the revs climb past 7K the Ducati leaves the Mille in its dust.
The Aprilia RSV1000R delivers its muscle best when the tach is above 9 grand, but even then the Ducati 1098S takes the Horsepower Dyno bragging rights with an impressive 140 reading. ee in the accompanying dyno graph, the Mille is at its best when kept above nine grand. It's crucial to keep it in the meat of the power if it wants to keep the lighter and more powerful Ducati in its sites on the track.


Even at the drag strip, the Mille is at a disadvantage as it finishes a half second and eight mph behind the Duc with a best uncorrected run of 11.03 at 127 mph.


"The 1000cc engine was lifeless compared to the 1098," explains Waheed. "It had a very flat midrange and seemed to only accelerate at a decent clip when the engine was kept at the upper edge of the rpm. Gearing was very tall and the gears were widely spaced too. This makes it hard to keep the engine in the meat of the power."


Ground clearance is certainly not an issue on either of these bikes. Here s Adam doing his best to try and grind down the peg feelers anyway.
The RSV1000R is a serious carving machine. An interesting side-effect of the less aggressive power delivery is the need to keep corner speeds high and the stellar Brembo front brakes allow for very precise modulation of scrubbed-off speed. The braking prowess of the four-piston radial-mount calipers, braided steel lines and 320mm rotors provides a level of feel and control most sportbike riders can only aspire to be able to use completely. The rear brake is absolutely worthless though. Literally, it does not work worth a hill of beans, continuing the long-standing tradition of miserable rear brakes on Aprilia sportbikes. Corner entry is definitely a thrill on the Mille. Aided by its PPC power-assisted pneumatic version of the slipper-clutch and an OEM steering damper, the Aprilia is right at home hustling along on either the tightest streets or the most technical tracks. It's easy to ride smooth and is forgiving enough that even when you get things wrong these components help keep things manageable.


In a nutshell, the $13,699 Aprilia RSV1000R is an incredible sportbike wrapped in bold bodywork that turns heads and conjures up images of apex strafing for the knee-draggers among us but, where it comes up a bit short, is in the motor department. Our Dynojet 200i revealed a best run of 117 hp and that is just simply not enough to give the more powerful Testastretta Evoluzione motor of the 1098S a run for its money on the street or the track. These numbers are all relative, however, as a skilled rider can squeeze the best out of a bike like the Mille and have little to complain about because the base platform is there - it just needs a bit more motor to keep us happy.


Ducati 1098S 

After `suffering' with Pierre Terblanche's 999 for over a half decade, Ducatisti have been rewarded for their unwavering dedication and support of the controversial design with a new and improved sporting Twin to hang their hopes on: The 2007 Ducati 1098 and 1098S. In the hearts of our testing crew the Triple Nine was an exciting bike but like most good things, it wasn't without faults. Despite three World Superbike titles, the 999 was often maligned as not being a proper heir to the Ducati sporting legacy. While Terblanche abandoned the sexy lines and single-sided swingarm for an industrial-looking Formula 1 freight train on the 999, the 1098 Project Design Leader Gianandrea Fabbro brings the single-side swingarm, dual exhaust and plain and simple styling back with a vengeance. Whether the Ducati 1098S or the Mille are your cup of cappuccino depends on your taste in motorcycles, because they take very different approaches to their styling.


Climb on board the 1098S, turn it on and you are treated to a symphony of whirling electronic gizmos and lights that let it be known you have a technological marvel at your disposal. The bodacious Digitek LCD dash board has the text `1098S SBK' scrolling across it while it goes through its ritualistic diagnostic cycle upon start up. Besides that bit of blatant self promotion, the info system is actually one of the most useful on the market today with a speedo, tach, cool gear-position indicator, clock, gas gauge, trip meters and nifty features like remaining fuel range, oil temp, average fuel consumption, average speed and the immobilizer. What's next? Integrated iPod docking station with Bose sound system? It also doubles as the DDA data acquisition system, which combined with the adjustable Ohlins fork, shock, steering damper and forged Marchesini wheels (rather than cast) are the difference between the $14,995 standard and the $19,995 `S' version.


When sampling the 1098S for the first time the initial taste of Italian cuisine is the sensory assault that the Testastretta Evoluzione motor offers. The mill rumbles in concert with the incessant rattling of that Ducati dry clutch. Dab the adjustable shift lever and the bike quivers as it notches precisely into first gear. Release the somewhat stout radial-actuated clutch lever and dial in some throttle and things get underway without as much drag as the long-legged Mille requires. Gearing feels a bit tall, but the bike has the motor to torque past the surges from it resisting rolling at any speed under 30 mph. Twist that right grip and the front wheel comes up quickly. Run the 1098S through a few of its remaining five gears at even three quarter throttle and there will be no doubt that this bike means business. You had better be on your toes because the new flagship Ducati wants to haul ass even if you don't. The growl emanating from the dual underseat exhaust is music to wail by. 2007 Ducati 1098S - Wallpaper
After loyal Ducatisti lamented the lines on the 999, Ducati designer Gianandrea Fabbro delivers a lust-worthy looker in the 2007 Ducati 1098S.
And wail it does. It's difficult to let it all hang out on a stock bike, let alone one worth twenty grand, but we did the best we could. Generally speaking, the 1098S hauls the mail. This bike has narrowed the gap on the In-Line competition not only in terms of outright production of power but also in terms of sheer speed. Plus, it does so in a bit more usable fashion than the Big Four bikes do. Get a good drive and the Ducati is going to give any literbike a run for its money, which means it leaves the Mille sucking fumes. Even if you don't get a good drive, the Aprilia just doesn't have the snort to hold this bad boy off. It simply owns the RSV in the motor department.


This latest iteration of the Evoluzione features a high-revving oversquare design with a 104mm x 64.7mm bore and stroke. The 1099cc of actual engine displacement gets squeezed to a high 12.5:1 compression ratio. Above, redesigned heads house Ducati's distinct Desmodromic valve train and redesigned, more-direct intake tracts which increase airflow to the massive 42mm intake valves. The L-Twin is fed by a Marelli electronic fuel injection system featuring large elliptical throttle bodies. The 34mm exhaust valves unleash spent gasses through a pair of dual underseat mufflers. The new layout feels much more powerful than its 140 horsepower would lead you to believe.


"The Ducati motor pulls like a tractor. I love this engine! It's the equivalent of a 450cc motocross machine wrapped up in sexy Italian bodywork. It's got a super wide powerband and pulls cleanly from around 5000 rpm," comments Waheed.


The new 1098 chassis traces its heritage directly to the track. Both World Superbike and MotoGP racing experience combine to improve the overall handling of the 1098S. It steers a bit quicker and is much more stable as well. Between the fully-adjustable 43mm inverted Ohlins fork, matching rear shock and retuned frame, feedback and stability are excellent. Too bad this impressive combination doesn't match the Mille in the more busy sections of Buttonwillow. While the 1098S requires a bit more effort to muscle around than the Mille, it still is an improvement over the sluggish feeling we recall whining about on the 999. But there's something inherently good about this bike, an intangible characteristic that encourages the rider to push harder and harder because it's a very capable bike - whether or not the rider is up to the challenge is the biggest obstacle.


"The Ducati turns side-to-side well, but it's still slower than Aprilia," explains Heed of the 1098's agility. "It feels very good when cranked over on its side and inspires a lot of confidence. However, while the fork has very smooth action it does have a weird feel to it when it's close to bottoming out."


Other than quick side-to-side transitions, everything just seems to happen more rapidly on the 1098S. The new chassis invites the rider to go faster through the turns and the mondo motor can just as easily get you into a corner too hot or make a good drive out of nothing if you panic brake too hard on the way in.


Who is this guy and why does he insist on looking at the camera all the time  Oh yeah  here s the 1098S on one wheel.

With its sexy lines and monster motor, the 2007 Ducati 1098S earns top honors it this battle of the Italian Twins.

"Throttle, engine, chassis and the rider-bike relationship has a very intimate feeling," gushes Mr. Waheed. "I've never felt that kind of response and feedback from any other motorcycle, period."

While the brakes on the Aprilia are good, the Ducati's Brembo Monobloc 4-piston caliper and 330mm rotors brakes are the heat. Every session we gained more confidence in the Duc's binders - going deeper and faster into Buttonwillow's fourteen bends. Not once did the new brakes waver or fade. However, they howl louder and wilder the harder the radial-actuated lever is pulled. Scary? You bet. Awesome? Uh, yeah. The 1098S elevates class standards in braking performance - and guess what? The rear brake works too.


In fact, every piece of the Ducati 1098S works, from the headlights to its entirely new styling. The swingarm is a piece of art, and the slick-looking wheels are considerably lighter than the units on the Mille. Even the return of the dual underseat exhaust system this bike is purpose built - it's intended to rekindle the relationship between Ducatisti and Ducati's flagship Superbike. With showrooms devoid of any 1098s and a waiting list three times as long as the number of units the company is even capable of producing, it's a safe bet to say Fabbro accomplished the task and solidified his place in Ducati history before the bike has even had an opportunity to turn a wheel in competition.


Conclusion

That really sums up this battle of the Italian Twins. While the Aprilia has all the goods on paper and was the bike to beat in the discerning minds of journalists from around the world, it's feeling a bit long in the tooth compared to the new kid. The 1098S is an amazing motorcycle. It holds its own in the handling department, which makes it a formidable track tool in the hands of any competent scratcher with a taste for the finer things in life. Additionally, this motor has closed the gap on the open-class sportbikes and distanced it from the traditional Twins. All this and it boasts a fresh new look that seems to be quite a hit with the Terblanche-haters of the past generation. A return to the gimmick-free design and wildly popular single-sided swingarm combine to give it an advantage in the techo-trickery category over the comparatively basic Aprilia.


With its decided advantage on the dyno, scales and at the drag strip supporting its better overall rating on the track, the 2007 Ducati 1098S wins this Twins comparison going away.

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