Saturday, October 24, 2009

Ducati Releases New 2010 Sportbike





















It’s confirmed, Ducati’s new top secret 2010 street bike is… an 848 Superbike. Yes you’ve read correctly, what was thought to be a new high-performance sport touring motorcycle is instead a limited-edition Ducati 848 Superbike painted in special Nicky Hayden No. 69 colors. The bike commemorates Nick’s relationship with the premier Italian motorcycle manufacturer, Ducati and is similar to the colors he’s going to run at this year’s Red Bull U.S. Grand Prix.

The bike’s paint job was designed specifically for American Ducati enthusiasts and will allow just over a 100 customers to stand out from other Ducati sportbike riders with its flashy red/white/blue color scheme. In addition to its high-end paint job, the fuel tank features Hayden’s signature.

The price tag on it is $14,495, $500 more expensive than a standard 848 Superbike and will be available as soon as July 7 at your local Ducati motorcycle dealership. After the early release of the Streetfighter, the Hayden edition 848 is the second newest 2010 Ducati motorcycle to be released.

Mechanical updates new for this year include a new more legible Digitek dashboard (as used on the 2009 Ducati 1198 Superbike). Also new is a mirror extender kit that allows the rider to select between two different mirror stalk sizes for improved rear visibility. Also new are cam belt tensioner pulleys manufactured from aluminum and said to reduce rotating mass resulting in a slight increase in engine acceleration.




















The new Ducati 848 Nicky Hayden Edition enjoys all the performance advancements of the entire Superbike family, while adding its own innovations to redefine the middleweight sport bike class.

The words ‘agile’ and ‘refined’ aptly describe the 848. At 168kg (369lbs) the 848 is an amazing 20kg (44lbs) lighter than its predecessor, and a significant 5kg (11lbs) lighter than its larger capacity brother, the 1098.

The highly advanced 848 engine uses an improved method of engine case production in which cases are vacuum die-cast formed. While providing significant weight savings of more than 3kg (6.5lbs), this method also ensures consistent wall thickness and increased strength. Further refinements include a sophisticated wet clutch that offers 1kg (2.2lbs) less weight, a much higher service life, improved clutch feel and quiet operation.

With the first twist of the wrist, the powerful rush of the Testastretta Evoluzione engine confirms that the rules have changed. The 848’s 134hp is not only 30% more powerful than its predecessor, but it provides a power-to-weight ratio even better than the potent 999.

















New for 2010:

Available immediately, the 848 Nicky Hayden Edition is the first of the 2010 Ducati 848 models to arrive in showrooms. For 2010, this model features several upgrades in addition to the special Hayden livery and full specifications listed below, including:

*LED dash illumination for better visibility – particularly at night
*Inclusion of a 30mm mirror extension kit, enabling a choice of two stem lengths for better vision
*Aluminum cam belt tensioner pulleys to reduce weight and moving mass; in turn enabling better acceleration.

Engine

The 848 Testastretta Evoluzione engine becomes the benchmark for the middleweight sportbike category, benefitting from all the experience accumulated with the larger engine on the 1198. It successfully adopts the same design guidelines and the same compact cylinder and cylinder head layout, but introduces for the first time ever an innovative solution for the crankcase, which has been designed with a further weight reduction for this advanced engine in mind. The overall layout of this engine integrates a series of avant-guard solutions, confirming the close links with the experience of Ducati’s racing department.

The 849cc engine has bore and stroke values of 94mm and 61.2mm respectively, which produce a ratio that is only slightly inferior to the 1098 (1.54 compared with 1.61), while maintaining the highly ‘over-square’ layout typical of racing engines.

Power output is an impressive 134hp (98.5kW) at 10,000 rpm and maximum torque is 71 lb/ft (96Nm) at 8250 rpm. The power and torque values confirm the high performance level of this engine, especially when compared to its predecessor, the Testastretta-engined 749.

The cylinder head has been modified in line with the characteristic bore and stroke of the engine in order to optimize the fluid dynamics of the intake (straight and plunging) and exhaust ducts and combustion chamber. The compression ratio is 12:1.

The valve angle is the same as the 1198 engine and diameter is 39.5mm for the inlet valve and 32mm for the exhaust. The technology used sees the application of a bi-metallic alloy that combines increased lightness with resistance and reliability required for these particular components. The desmodromic control system has also been designed with the weight and the inertia of the new components in mind, allowing extremely efficient valve lift during intake and exhaust phases. The excellent results achieved are confirmed by the engine’s power figures, producing outstanding performance thanks also to the use of MotoGP-derived elliptical throttle bodies, which have been fitted to the 1198 engine. The 2010 model year sees the addition of new lightweight cam belt tensioner pulleys; improving performance while shaving weight.

The design of a dedicated elliptical throttle body for the 848 demonstrates the attention that Borgo Panigale engineers have devoted to the development of the Superbike range. The cross-section is reduced from the 60 sq. mm of the 1098 to 56 sq. mm so as to optimize fluid dynamics at every engine speed. Just like on the 1098, the new cylinder heads benefit from fewer components and include magnesium covers.

This Testastretta Evoluzione engine sees the introduction of a special technology for the construction of the engine crankcase: Vacural casting. This is a forced vacuum die casting method that allows jet characteristics to be improved thanks to the absence of porosity, gas inclusion and oxidation. This allows extremely high measurement precision and greater ductility for aluminum alloy. Designers have been able to harness the benefits of this innovative process by redefining the shape and the wall thickness of the new crankcase by means of FEA (Finite Element Analysis) checks, which allowed the required reliability standards to be achieved, while simultaneously obtaining a significant weight saving of 3.5kg.

The 848 engine is fitted with a silent modular wet clutch, characterized by an exceptional resistance to wear that will lead to superior duration. This solution makes a useful contribution to weight saving, estimated to be around 1.6kg, which is also due to the use of a different type of clutch cover.

The high power figures achieved by this engine also come from the use of the same type of oil cooler and coolant radiator as the 1198’s engine, with an increased surface area assisted by lightweight, high flow electric fan assemblies.

















Finally, the 848’s exhaust system follows the same layout and uses the same innovative technology as the 1198. The system terminates with Ducati’s trademark twin under-seat silencers, delivering the unmistakable signature sound of the big bore 90° L-Twin. This power unit, just like all the other Ducati engines, has been designed to comply with Euro 3 exhaust emission norms.

Chassis

Trellis frame

Developed in cooperation with Ducati Corse, the 848 Trellis frame has a simplified tube layout featuring main section tubes increased in diameter from 28mm to 34mm, while being reduced in thickness from 2mm to 1.5mm. The result is a 14% increase in rigidity and a weight saving of 1.5kg (3.3lbs).

Single-sided swingarm

The 848, as all the Superbike family, is equipped with a unique single-sided swingarm. The engineers were encouraged to re-think the construction technique of this element. The solution was to produce the main operational components using individual aluminum castings so as to ensure strength around the pivot points, wheel hub and suspension links, with fabricated aluminum sections used to complete the construction into a single, beautifully engineered component.

Rear suspension

Highlighting the way in which individual components are influenced by each other, the new lightweight Trellis frame and single-sided swingarm have enabled a more compact and further weight-saving rear suspension linkage system to be used featuring separate lower pick-up points for the push-rod and suspension unit. This ‘tandem’ design effectively reduces stress around the linkage pick-up area of the Trellis frame. Working together with this highly efficient linkage is a fully adjustable Showa single shock for the 848, the same as the 1198.

Front suspension

At the front the 848 is equipped with fully adjustable 43mm Showa forks with radial mounts. This type of front suspension is professionally track-tuned and offers superior road holding, delivers superior feedback, and helps every rider to be more confident and in control.

Control

Brembo Monobloc calipers

The 848 brake system is characterized by M4 calipers using four 32mm pistons and two radial mounted pads. Matched to the calipers are two 320mm discs and the combination of these elements achieves spectacular braking power.

Super lightweight wheels

The 848 also benefits from lightweight Marchesini Y-shaped spoke wheels. The weight saving of 250gr achieved on the front wheel substantially reduces the moment of inertia and enhances the 848’s change of direction and braking performance. The rear wheel is just as impressive with a complete redesign for its single-sided swingarm application that has resulted in a reduction of over 1kg compared with traditional Ducati single-sided swingarm fitments. Finally a 5.50” wheel fitted with a 180/55 tyre guarantees the maximum agility at the rear.

Electronics

Desmosedici-style digital instrumentation is taken from Ducati’s MotoGP GP9 project; and for 2010 now features LED backlighting for better visibility. This pure racing, minimalist solution has no switches or buttons to compromise its clean lines. Instead, information additional to the default read-outs is managed by handlebar-mounted switch gear, allowing the rider to scroll through and select from various menus. The default read-out presents rpm and speed, with the former displayed across the screen in a progressive bar graph. Optionally, the rpm and speed can be displayed in numeric values. The instrument display also doubles as a control panel for the activation of the data acquisition system as well as listing lap times recorded by using the high-beam flash button as a stopwatch.

With the purchase of the Ducati Data Analyzer (DDA), which includes PC software, a USB-ready data retrieval card and instructions, owners are ready to review and analyze the performance of the bike and its rider, and make comparisons between various channels of information. The DDA is available from Ducati Performance.

Normally used on race bikes only, the system records numerous channels of data including throttle opening, vehicle speed, engine rpm, engine temperature, distance travelled, laps and lap times. The system also automatically calculates engine rpm and vehicle speed data so as to also display gear selection as an additional channel of information. At the end of a ride or track session, up to 2mb (approximately 3.5 hours) of data can be downloaded to your PC ready to compare, analyze and get an inside view of you and your 848’s performance.

Data can be analyzed in graphic form with options to zoom into detail of specific sections. Dragging a trace along a timeline to reveal individual values of the above listed channels enables the user to analyze performance in the same way that data technicians are able to do in factory teams.
















www.motorcycleusa.com

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2010 Honda CBR600RR First Look

Courtesy of Honda

CBR600RR

No other 600cc machine has won more magazine comparisons and AMA championships than Honda’s CBR600. Striking the ideal balance of power and handling, the new CBR600RR blends a light and compact chassis with impeccable power delivery for a combination that’s hard to beat. Also available with the Honda’s unique Combined ABS for the pinnacle of sportbike braking performance, the 2010 CBR600RR continues to set the standard for the middleweight class.
















New for 2010


- Exciting new colors: Pearl Orange/Black and Leyla. C-ABS model available in Red/Black only.


2010 Honda CBR600RR Specifications

Model: CBR600RR / CBR600RR C-ABS

Engine Type: 599cc liquid-cooled inline four-cylinder

Bore and Stroke: 67mm x 42.5mm

Compression ratio: 12.2:1

Valve Train: DOHC; four valves per cylinder

Induction: Dual Stage Fuel Injection (DSFI) with 40mm throttle bodies, Denso 12-hole injectors

Ignition: Computer-controlled digital transistorized with 3-D mapping

Transmission: Close-ratio six-speed

Final Drive: #525 O-ring chain

Suspension
Front: 41mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.7 inches travel
Rear: Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability; 5.1 inches travel

Brakes
Front: Dual radial-mounted four-piston calipers with 310mm discs
Rear: Single 220mm disc; Honda Combined ABS

Tires
Front: 120/70ZR-17 radial
Rear: 180/55ZR-17 radial

Wheelbase: 53.9 inches

Rake: 23.5°

Trail: 97.7mm (3.9 inches)

Seat Height: 32.3 inches

Fuel Capacity: 4.8 gallons, including 0.9-gallon reserve

Colors:
CBR600RR:
Pearl Orange/Black, Leyla
CBR600RR C-ABS: Red/Black

Curb Weight*: 410 pounds (CBR600RR) / 432 pounds (CBR600RR C-ABS)

*Includes all standard equipment, required fluids and full tank of fuel--ready to ride.
















source: motorcycleusa.com

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2010 Honda VFR1200F First Look

Honda's 2010 VFR1200F "officially" breaks cover.
Honda just unveiled its all-new 2010 VFR1200F sport touring bike and MotoUSA got a chance to check it out at Honda's U.S. headquarters in Torrance, California.

Starting with a blank sheet of paper and highlighted by a V-4 engine and optional dual-clutch automatic transmission, Big Red calls this machine a future look into for their two-wheeled brand. Can you say: V-4 powered CBR sportbike? Who knows, but it sure makes my glands salivate. For now, here’s a look at the details on the 2010 VFR.

According to Honda, the idea was to create “a futuristic sport motorcycle for the sheer joy of riding, custom tailored for experienced hands who ride hard, ride long, ride far and ride often.” With a “MotoGP derived” V-4 engine at the heart of this mega-mileage sportbike, it features “a unique cylinder layout with rear two cylinders located innermost on the crankshaft and front cylinders located outboard.” This is said to narrow the rider interface aboard the VFR1200F.
2010 Honda VFR1200F looking straight at ya. Love it or hate it.

Honda says styling comes from “GP technology a with layer-concept aero fairing for unrivaled air management.”
















The 76-degree liquid-cooled V-4 engine is designed to be as light and compact as possible, measuring 1237cc by virtue of an 81mm x 60mm bore and stroke. Compression ratio is 12.0:1, while it has a single overhead Unicam valvetrain setup with four valves per cylinder. The crankshaft is what Honda calls a “Symmetrically Coupled Phase-shift unit, using a 28-degree crankpin offset to eliminate primary engine vibration.” In other words, no counterbalancer is needed. Delivering fuel to the engine is “Throttle By Wire” technology that is mated to four 44mm throttle bodies, each with a single 12-hole injector spraying fuel.

Spent gasses exit via an asymmetrical-length exhaust system between the front and rear cylinders, said to “boost power production and enhance power feel.” Transmission is either a standard 6-speed unit with back-torque limiting clutch on the base model, or Honda’s all-new automated-manual dual-clutch setup. (For full Auto Clutch details go here.) Final drive comes in the form of shaft drive for this model, most likely to keep maintenance to a minimum.

Suspension is handled via a 43mm inverted cartridge fork up front with adjustable spring preload and 4.7 inches of travel. Out back is Honda’s Pro Arm single-sided swingarm suspended via single gas-charged shock with remote spring preload adjuster, rebound damping adjustability and 5.1 inches of travel.

A view from the cockpit of the all-new Honda V-4. The gauges and controls are all very clean and very precise. Very Honda.











Exhaust gasses at expelled from the V-4 powerplant via a very interesting looking muffler.











The most noticeable difference on the new VFR is styling, which Honda says comes from GP technology "with a layer-concept aero fairing for unrivaled air management.” We're guessing this means the goal is to be both slippery through the air and comfortable behind the screen. The ergonomic package is also totally new, designed to aid in a more comfortable rider interface while remaining sporting. The new hand and foot controls are “smoother and more precise tactile feel to enhance the riding experience,” while new seat construction “permits a higher level of seat shaping and forming details,” says Honda's PR men.

The VFR will come standard with saddlebag mounts on both versions. Claimed ready-to-ride weight is 591 lbs for the standard VFR1200F, while the dual-clutch is only slightly heavier at 613 lbs. Price has yet to be announced, but it will be available in Spring 2010.
















Specs:
Honda VFR1200F / VFR1200F with Dual Clutch Automatic Transmission
Engine Type: 1237cc liquid-cooled 76° V-4
Bore and Stroke: 81mm x 60mm
Compression ratio: 12.0:1
Valves: SOHC; four valves per cylinder
Induction: PGM-FI 44mm throttle bodies
Ignition: Digital electronic
Transmission: 6-speed (VFR1200F) / Six-speed automatic with two modes and manual mode (VFR1200F with Dual Clutch Automatic Transmission)
Final Drive: Shaft
Suspension
Front: 43mm; 4.7 inches travel
Rear: Pro Arm single-side swingarm with Pro-Link® single gas-charged shock; 5.1 inches travel
Brakes
Front: Dual 320mm discs, CBS 6-piston calipers with ABS
Rear: Single 276mm disc, CBS two-piston caliper with ABS
Tires
Front:
120/70 ZR17 radial
Rear: 190/55 ZR17 radial
Wheelbase: 60.8 inches (1545mm)
Rake: 25-deg
Trail: 101.0mm (4.0 inches)
Seat Height: 32.1 inches (815mm)
Fuel Capacity: 4.9 gallons
Color: Candy Red
Curb Weight: 591 lbs (VFR1200F) / 613 lbs (VFR1200F with Dual Clutch Automatic Transmission)*
*Includes all standard equipment, required fluids and full tank of fuel--ready to ride.

source: motorcycleusa.com