Motor Modification

Thursday, October 7, 2010

2010 BMW S1000RR

BMW's motorcycle division hasn't enjoyed the worldwide performance reputation of its automotive sector, but that all changes with the incredible S1000RR, introduced to journalists last week at the equally impressive Portimao race circuit.

BMW Motorrad hits the literbike market hard with its race replica, as the S1000 employs class-leading power, a stout chassis beyond reproach, and a techie electronics package second to none. This bike is the real deal.

We've been teased with details of the bike for well over a year. Our first glimpse came in April of 2008 when I wrote the S1000RR Preview, and then we brought new insight last December in our Closer Look article. Then we finally got to see the bike in the flesh at its U.S. introduction where Pete elaborated on the RR's features and specs.

After all of that, we were already quite up to speed on what the bike consists of. Now all we needed to know is how it performs.

The new S1000RR fires a potent salvo into the literbike market, and it's set to blow away perceptions of what a BMW motorcycle is.

Morning at Portimao

Rolling into the Autodromo Internacional do Algarve in Portimao, Portugal, its extreme elevation changes promise an entertaining day, even if we weren't to ride one of the most anticipated sportbikes to come along in years. .

The S1000RR in BMW's Motorsports color scheme.

The base S1000RR retails in America for $13,800, but the bikes we'd be riding were equipped with BMW's optional electronic rider aids. As with 98% of S1000RR pre-orders, our bikes had the $1,480 traction control and Race ABS option, plus the $450 Gearshift Assistant that allows full-throttle upshifts without backing off the throttle or using the clutch. The only thing missing from a fully optioned RR is the white, red and blue BMW Motorsport color, a $750 option that has been selected in about 50% of pre-orders thus far. The test bikes were flavored in a unique Acid Green Metallic, but other color choices include a classy Mineral Silver Metallic or a sinister Thunder Grey (black) Metallic

Advanced technology features heavily on the S1000RR. Base models include electronics that influence power and throttle response over four possible modes: Rain, Sport, Race and Slick. It's simple to select while stationary, but they can be changed even while riding. A press of the nicely damped right-side switchgear selects the desired mode, then you have 60 seconds in which to close the throttle and pull in the clutch which triggers the new mode you've chosen.

The Dynamic Traction Control/ABS option (either of which can be disabled if desired) adds to the four riding modes a few other rider aids, including varying ABS settings and a form of wheelie control. Wheel-speed sensors supply info for the ABS and traction control, and a gyro mounted under the seat provides additional data to the bike's ECU to influence throttle response and to provide a measure of wheelie control.

With more computers than the Starship Enterprise, the S1000RR can nearly ride itself.

Instrumentation is robust. An analog tach features prominently, with LCD displays for speed, an easily read gear indicator, and an adjustable (for both brightness and frequency) shift light. Lap times can be logged by engaging the high-beam flash trigger or by a trackside beacon and can display last lap time, best lap, number of laps, accelerator position in percentage per lap, time per lap the brakes were applied, minimum and maximum speeds and the number of gearshifts. Whew!

Session One – Rain Mode

A centrally located ram-air duct provides pressurized cold air through the steering head into the airbox.

A stainless steel four-into-two-into-one exhaust system keeps its weight low and centralized. Three exhaust valves enhance its power production and sound.

As we were learning a new bike and a new track, we were advised to begin with the ECU set to the Rain mode. This smooths throttle response and limits engine output to a maximum of 150 horsepower. And with the DTC/ABS option, it also restricts throttle application at lean angles greater than 38 degrees; making it ideal when riding on low-adhesion surfaces.

However, on a dry and grippy racetrack like Portimao, the system proved way too intrusive. Especially off-putting was the ghost in the machine that prevented application of throttle when at a corner's apex while the bank-angle sensor was beyond the 38-degree threshold. Then, once at 37 or fewer degrees, power comes on suddenly and gives the pilot the feeling that he's not fully in control.

Still, there was much to appreciate from this restricted first session. BMW's RR feels as nimble as a Honda CBR1000RR, the most agile of existing literbikes, and it continues steering well even while trail-braking. It feels lighter than its fully fueled 450-pound weight would indicate. Ergonomics feel racy but not brutal, with pegs set back quite far.

Although the engine is detuned in Rain mode, there is still plenty of power on tap. BMW's RR has the largest bore (and, correspondingly, shortest stroke) of its competition, and this usually hinders low-end and midrange power. BMW fills in those low-rev holes with technologies that alter the flow of air in and out of the engine.

On the intake side are variable-length throttle trumpets, using a longer, torque-enhancing configuration at lower revs before splitting apart to reveal a short intake runner for maximum power at high rpm. Spent gasses are at the mercy of three exhaust valves. A butterfly valve bridges the header tubes of cylinders 1 and 4, and a second butterfly joins cylinders 2 and 3. A third exhaust valve located ahead of the tailpipe is described by BMW as an “acoustic flap,” which is in place only to limit sound emissions at lower revs.

Session Two – Sport Mode

It only took a few corners to realize the Sport setting is much preferable in dry, high-traction settings than the Rain mode. Throttle response is still smooth and the bank-angle sensor is still in play, but in Sport mode it only limits throttle openings at lean angles beyond 45 degrees. Within these parameters, a rider is still able to cut fairly quick laps

Without the Rain setting's restriction of power output, the S1000RR is able to unleash its full 193 claimed crankshaft horsepower, although throttle application is more progressive than the Race or Slick settings. Full-throttle acceleration is something near ferocious, and I'd estimate a rear-wheel horsepower number near 170, which would make the S1000RR the most powerful literbike available.

The S1000RR is remarkably easy to hustle around a racetrack, with or without its many electronic rider aids.

The S1000RR proves BMW knows how to build a high-performance engine. It likely has about 170 horses at the rear wheel, which is more than any of its competitors.

In its spec chart, BMW states the S1000's maximum speed is “over 200 kph,” which is a bit of a joke because the uber-sport Beemer was carrying its front wheel up the front straight beyond 240 kph – that's 150 mph to us Ah-mer-cans. Peak torque of a brawny 82.6 ft-lbs arrives at 9750 rpm, while 193 ponies are bolting the corral at 13,000 rpm, 1200 revs short of its lofty rev limit.

A limitation of Sport and Rain modes is a form of wheelie control based on wheel-speed sensor data. If acceleration forces the front tire off the ground, it soon will be spinning slower than the rear. The ECU perceives this data as a loss of traction, and the DTC cuts power and therefore brings the front wheel back in contact with the tarmac, sometimes ungracefully.

With the most powerful engine in its class, this is a pose the S1000RR frequently makes.

In the lower gears where acceleration is strongest, a rider can be presented with a wheelie followed by a fairly aggressive intervention of power, then, once wheel speeds are equalized, full power resumes that can again initiate another wheelie and another power interruption. Disabling the DTC prevents such histrionics.

Another rider aid, this one based on the Race ABS, is present in Rain and Sport modes. If the ABS senses the rear wheel is lifting off the ground during hard braking, it will subtly release a bit of front brake pressure to bring down the rear end, an operation that is transparent to the rider. .

Session Three – Race Mode

The unfastening of three bolts quickly removes the license-plate mount, fender and rear turnsignals.

Stefan Zeit, Project Manager for the S1000RR, says Race mode is best for 90% of trackday riders. It offers more aggressive throttle inputs, nearly the one-to-one ratio of Slick mode. A rider is aware of the higher state of tuning by throttle response that is occasionally but not always slightly abrupt upon reapplication.

The DTC in Race mode allows 48 degrees of lean before affecting throttle application, and that's a fairly deep angle of dangle for most riders. Even with excellent grip from the standard-equipment Metzeler Racetech K3s, the DTC is reassuring and really aids confidence on corner exits. This higher-performance mode also enables bigger wheelies before power is reduced.

The parameters of the Race ABS is also geared toward faster riders in the Race mode, so the rear-wheel lift-off detection is disabled. I'm happy to report the S1000RR has very little of the oft-maligned pulsing feel of some anti-lock systems. Only a few times while bleeding off 170 mph into Turn 1 did I feel any mediation of the ABS. Kudos to BMW for building such a clever system that adds only 5.3 pounds to the bike. The performance anti-lock system on Honda's CBRs add 22 pounds of ballast to its RRs.

The S1000RR at Portimao – two of Duke's new favorite things.

Speaking of rider aids, it was a pleasure to be turning laps with the help of BMW's Gearshift Assistant. The quickshifter simplifies upshifts by briefly cutting the ignition to enable grabbing the next gear without using the clutch or letting off the gas – seamless acceleration is available by simply kicking the foot lever. It makes a squeaky-squooshy sound faintly akin to a turbo's wastegate letting off excess boost

Session Four – Slick Mode

You gotta be serious if you want to get into Slick mode – you can't even access it unless it is enabled by an optional accessory to plug into an underseat port. The “Slick” part refers to racing tires, not traction.

Slick mode allows 53 degrees of lean angle before throttle application intervention, and you've got to be a moderately heroic rider to be demanding more power while leaned over at, say, 55 degrees. If you are that person – perhaps factory BMW rider Troy Corser – you're free to disable the DTC with a long push of a single button.

Lean angle is plentiful.

The new Beemer's ergonomics are compact but not overly cramped.

Slick mode also allows access to wheelies without disabling the DTC, but there are still a couple of electronic nannies in place to keep a rider safe. Mono-wheeling remains verboten if the bike is at a lean angle greater than 23 degrees, and the duration of a wheelie is limited to five seconds of fun before the electronic cops are called in to spoil the party. If wheelies are a prerequisite in your hooligan world, simply turning off the DTC will enable your Jason Britton imitations.

One other noteworthy trait of Slick mode is that the rear brake loses its anti-lock control so your inner Ben Bostrom can pull hackers on corner entries. Truth be told, I barely remember even using the rear brake. The Brembo radial-mount front calipers and 320mm floating front rotors are deliciously powerful, exhibiting exemplary feel through steel-braided lines without a harsh initial bite.

I spent the rest of my day in Slick mode, as it was the closest comparison to the literbike rivals without disabling the traction control entirely. Positive impressions were plentiful.

First off, I was amazed at the grip and durability of the Racetech K3s. Good front-end feel and feedback through the beefy 46mm inverted fork inspired confidence, and the S1000 needed to be ridden quite aggressively before I could get the footpeg feelers to skim the pavement. Corner entries are aided by a back-torque-limiting (slipper) clutch that performed well.

Not a lot of time has passed since the recent construction of the Portimao circuit, so there weren't many bumps on which to test the S1000's fully adjustable suspension. As set up, it performed perfectly, and we award BMW kudos for giving each compression and rebound damping adjuster clearly labeled numbers from 1 to 10 to simplify keeping track of your settings. Front and rear ride heights are also adjustable.

Multiple trips to the S1000's redline gave plenty of opportunities to sample the characteristics of BMW Motorrad's highest specific-output engine ever, and I was surprised the non-counterbalanced engine didn't give off objectionable vibration at any speed. Christian Landerl, Executive VP Development and Model Lines, BMW Motorrad, told us it was because of the engine's lightweight components and the particular frame design.

Although it's BMW's first foray into the liter-sized sportbike market, the S1000RR is already a well-honed package.

Landerl, who began work on this project nearly five years ago, pointed out the Formula 1-influenced valvetrain that uses finger followers made of forged steel and treated with DLC to toggle the four titanium valves per cylinder – many engines with Ti poppets use steel valves on the exhaust side. Landerl claims the S1000's design allows valve actuation components to be 30% lighter than a conventional shim-under-bucket design, key to the high 14,200-rpm redline. Landerl says it could safely rev to 15K. As it is, the S1000 has fairly lengthy 12,500-mile valve adjustment intervals.

A View From The Paddock

Whether a winking pirate can be attractive is up to the eye of the beholder.

David Robb, BMW's VP of Motorcycle Design, is a man accustomed to critiques of his innovative and somewhat unusual styling touches, often characterized by asymmetry like the headlights of the successful R1200GS. The S1000RR exhibits this somewhat peculiar element, seen most clearly in the headlights that some have described as “a winking pirate.”

The fairing's sidepanels also don't match. The duct in the left side fairing panel does the bulk of the work to vent heat generated from the radiator and engine, so much so that it was determined that the same design wasn't needed on the other side. Instead, the right side features a distinctive gill pattern

I was among those who was dubious of Robb's design when I first saw it in photos, but I've become a fan after seeing it in the flesh under many different lighting conditions. It is a compact, aggressive and purposeful design, with several smaller elements providing additional eye candy.

The black-anodized aluminum frame is nicely sculpted, and Robb says he went through about 47 frame designs before all performance and packaging requirements were met. My favorite component, looks-wise, is the brawny aluminum swingarm that is as cool as anything on the market. Thin-spoke wheels look and are lightweight. A large under-engine silencer box with a catalyzer allows a more fashionable stubby muffler than we've seen from several other manufacturers.

The Verdict

Purists might decry the litany of electronic rider aids available on BMW's first ultra-sportbike, but it's notable that not a single S1000RR hit the ground after two launch waves and some 80 journalists – even the Brits and Italians, who have a reputation for bending bikes, remained unscathed.

We applaud the way BMW has incorporated the electronics into the S1000, as the selectable modes essentially provide four motorcycles in one. And if you're too cool for DTC or traction control, they can be switched off with a push of a button.

I wasn't the only journalist at the launch who was highly impressed with BMW's new supersport literbike. It's devastatingly powerful yet easy to manage, and its electronics package is more advanced than anything from its rivals. It's also a responsive handler, its brakes are as good as they get and have the added safety benefit of ABS. I can't really think of any single thing it lacks.

The S1000RR is ready to race. Factory rider Troy Corser says a top-5 championship finish in the 2010 World Superbike series is “realistic.”

Here's some perspective: The most annoying aspect of the bike was its sidestand's lack of a tang, making it mildly difficult to deploy with a race boot!

It's safe to assume that the Berlin-built S1000RR is going to blow away perceptions of BMW motorcycles, not the least of which is an MSRP that is only slightly higher than the Japanese competition.

“In my opinion, it's the most important product launch in our 85-year history,” Pieter De Waal, VP of BMW Motorrad USA, told Motorcycle.com.

De Waal added that BMW is only looking to nab about 10% of the lucrative literbike market. And if it doesn't?

“If it doesn't sell in high volume, you can probably talk to my successor to ask more questions,” he joked.

Source : motorcycle.com

2009 Ducati Streetfighter

With apologies to one of the greatest bands ever, this time around in Andalucía it was an Italian bombshell that was stealing hearts. Ducati’s new Superbike-based Streetfighter truly is the bomb.

Unlike nearly every naked bike we can think of, Ducati has created a stripped-down, super-sporting roadster without excuses – no tuning for torque, and no dumbed-down suspension.

The Streetfighter’s engine is ripped nearly unchanged from the 1098 sportbike, differing only in shorter intake tracts that knock off a scant 5 hp. The result is a claimed 155 hp at 9500 rpm, aided by a midrange-inducing exhaust valve. The use of the 1198’s Vacural cast-aluminum crankcase shaves nearly 7 pounds from the engine.

The new Streetfighter and the lovely Marta - eye candy that works on a couple of levels.

“It’s like 100 liters of adrenaline,” Giulio Malagoli, the Streetfighter’s project leader, told Motorcycle.com about his latest creation. Malagoli is also the inspired mind behind the recently launched Monster 696 and 1100 air-cooled models. The new Streetfighter is now the most radical of Ducati’s naked bikes, replacing the discontinued Monster S4RS that measures up 25 hp short of the SF’s 1099cc Testastretta Evoluzione powerplant.

The standard Streetfighter retails for $14,995, and it boast a fully adjustable Showa suspension and lightweight magnesium for the headlight bracket and clutch and cylinder-head covers - magnesium is about 30% costlier than aluminum but is about 20% lighter, says Malagoli. The higher-end S version’s V-Twin powerplant is in an identical state of tune, but it includes top-shelf Ohlins suspension, lighter forged-aluminum Marchesini wheels and tasty carbon fiber for the front fender and cam-belt covers.

The S version of the Streetfighter is upgraded with Ohlins suspension, special wheels and carbon fiber bits. Unseen is the S’s traction-control system.

This is quality stuff, but it’s not enough to justify the $4,000 price increase of the S model. Helping it earn its lofty $18,995 MSRP are the most sophisticated electronics offered on any sportbike. DDA is the Ducati Data Analyzer, which records various channels such as lap times, throttle and gear positions, and the speeds of the engine and bike – it’s an extra-cost option on the standard Streetfighter.

DTC thankfully doesn’t prevent wheelies or burnouts!

But the S’s piece de resistance is Ducati’s traction control as used on the recent 1198 superbike. It first softly retards ignition timing, but if slippage is still detected by the wheel-speed sensors, the fuel injection will cut out to varying degrees to inhibit wheelspin. There are eight settings on the DTC, ranging from “It’s either raining or you shouldn’t be on a bike like this” to “Let’s spin up the rear tire on our way to victory circle.”

The Test
The rain in Spain may fall mainly on the plain, but we found out the wind can howl like a banshee in the Spanish hills. We were greeted at the fabulous Ascari Race Resort near Ronda, Spain, by 50-mph gusts that shook our confidence but didn’t dampen our enthusiasm for this most potent of naked bikes.

The Streetfighter’s riding position is decidedly sporty yet fairly accommodating.

Big-time V-Twin torque is available at the flick of a wrist.

The Streetfighter’s riding position lives up to its name, with a tapered-aluminum handlebar placed sportily forward yet several inches higher than the 1098/1198 model. There’s more distance between the seat and its footpegs than the old Monster S4RS, but that’s mostly because the seat is way up at 33.1 inches. This is surprisingly tall for a bike without undertail exhaust pipes, but the Streetfighter’s lean and unfaired design forced the tailsection to contain the electronics, battery and exhaust valve servo. The SF’s fuel tank is an inch shorter than the 1198, allowing a rider to get closer to the front wheel, and its extra height isn’t a problem with the taller bars.

The handlebar is graced with new, compact switchgear. Flicking down the kill switch covers the starter button which is meant to emulate the “trigger catch” of a fighter plane. The instruments are contained in a tidy gauge pack that includes a wealth of information, including a lap timer and a low-fuel tripmeter for the 4.4-gallon tank. Its mirrors are fairly useable, even if they aren’t very pretty.

Pulling out of the pits at Ascari reminded me that the ’Fighter uses a dry clutch system, as it proved to be a bit grabby when taking off from a stop. Toggling through the transmission requires considerable effort in relation to a Japanese literbike, but gearshifts are nonetheless positive. Dialing on the throttle reveals the massive torque (a claimed 87.5 ft-lbs at the crankshaft) offered by the booming V-Twin that easily lofts the front wheel in the first two gears.

We knew, even before riding the Streetfighter, that its engine was going to impress – we fell in love with it when we first tested the 1098. And the note from the stacked twin mufflers is satisfyingly deep and soulful. The major unknown element prior to our ride was its handling qualities.

The SF uses a frame very similar to the 1098/1198 series, but it differs substantially in the steering head area. While the 1198’s fork is set at a moderately sporty 24.5-degree rake, the Streetfighter’s is kicked out at a slower-steering 25.6 degrees. The amount of trail correspondingly is lengthened from the 1098’s 94mm to 114mm. Additionally, a 35mm longer single-sided swingarm extends the wheelbase from 56.3 inches to 58.1 inches.

With these specs rolling around in our heads, we were worried this relaxed chassis geometry might result in a piggish-steering motorcycle. Not to worry.

The Streetfighter’s relaxed chassis geometry pays dividends at racetrack speeds.

The SF’s wider and taller handlebar offers much more leverage than the 1098’s low clip-ons, and this enables the ’Fighter to ably carve up the variety of corners offered up on the Ascari circuit’s 26-turn layout. And the forged-aluminum wheels on the S model we tested are a few pounds lighter than the cast-alloy rims of the standard model (and are in fact mostly responsible for the 4.5-lb reduction from the base model’s 373-lb claimed dry weight). The reduced gyro effect of the lighter wheels can readily be felt by a rider (I’ve done back-to-back testing of a similar bike), and they also have a beneficial effect on a suspension’s control of the wheels.

The benefit of the Streetfighter’s more conservative chassis geometry becomes apparent while riding the several fast sections of the Ascari racetrack. Unlike most streetfighter-type bikes, this new Ducati remains sure-footed at high speeds.

The absence of wind protection is the Streetfighter’s only impediment to high-speed travel.

“It’s very strange,” said Ducati test rider Vittoriano Guareschi at the bike’s launch about the SF’s stability relative to similar naked sportbikes. A non-adjustable steering damper keeps dreaded headshake at bay.

The Streetfighter’s only high-speed problem is the complete lack of wind protection. This was quite unsettling in our first track session during startling wind gusts. It wasn’t until we adjusted our riding positions by laying on top of the tank that we were able to become comfortable at highly elevated speeds. It would seem unfair to condemn an unfaired bike for the lack of a fairing, but the wind deflection offered by the small proboscis of the Aprilia Tuono is an excellent compromise for this category.

The Streetfighter’s front end sports a stylized aerodynamic headlight underlined by a pair of LED position lights that mimic the headlights on the 1198. It’s actually designer Malagoli’s favorite part of his mechanical baby.

“You can recognize this bike from its face,” the Italian told Motorcycle.com about the intended family resemblance. “Its face is wonderful,” he said proudly.

If you squint your eyes, you’ll see the face of the Ducati 1198 superbike.

The powerful Streetfighter is capable of Big Speed (Guareschi reportedly got up to an indicated 168 mph at Ascari), so it’s helpful the bike comes with the superb brakes of the 1198. Brembo radial-mount 4-piston monobloc calipers squeeze huge 330mm rotors up front and are actuated by a radial master cylinder and braided-steel brake lines. They deliver immense strength and major-league feedback. The rear brake needs a good stomp to lock the tire, which is just how we like ’em.

It was in this corner where the DTC indicator lamps regularly illuminated.

With all this high-spec, high-performance capability, it should be no surprise this bike shines when ridden hard. We’re confident there isn’t another naked that will lap a track as quick, except perhaps the MV Agusta Brutale 1078RR. MV claims 154 hp and 86.3 ft-lbs of torque for the Brutale, figures nearly identical to the Streetfighter.

On the Streetfighter S, a rider has the soothing benefit of DTC. I spent my time playing it conservative in the #6 setting, and I was surprised how often the traction control kicked in. This was especially evident in some of the banked turns at Ascari when even mild throttle application lit the gauges’ indicator lamps while leaned over. The DTC intervention is imperceptible in its initial stage of ignition timing retardation, but a rider can feel the fuel cutout when aggressively twisting the throttle that results in a lurchy response. The adjustability of the DTC system allows it to be useful for even the fastest of riders.

Style-wise, we think the Streetfighter is a hit. Ducati’s trademark trellis frame is clearly on display, and the single-sided swingarm shows off a sweet Marchesini behind the shotgun mufflers. It’s not easy to package a big liquid-cooled powerplant nearly inside an unfaired bike, and the exposed rubber hoses on the left side of the engine detract from its otherwise clean looks. The chin fairing is slightly ungainly, but it disguises awkward bits like the oil cooler and filter and the lower section of the dual radiator setup.

One area of common complaint was the bike’s too-smooth footpegs. They proved to be quite slippery, a situation made worse by the right-side heel guard that forces a rider’s foot outboard. Ducati techs filed notches into them as an improvised solution for better grip.

But this is one of our few criticisms of this exciting new expression of Italian sportbikes. We were already thrilled with the sporting balance of the new Monster 1100, and this new super-naked brings it to a higher level via a 50-horsepower surplus. The Monster, however, is nimbler and might be quicker on a really tight canyon road.

Style and performance unlike any other naked sportbike.

Ducati has created yet another lust object for sportbike pilots with a flair for Italian machinery. Well-heeled, middle-aged sportbike jockeys with bad backs are ideal candidates for Streetfighter pleasure, but there’s enough performance on tap to thrill anyone of any age.

The base Streetfighter is a relative bargain at just under $15K, although it certainly can’t be called cheap. But those with deep pockets will want to ante up for the S version. Its Ohlins suspension is exemplary, especially in conjunction with the S’s lightweight wheels, and its traction-control system is a technological leap forward in rider aids.

If you can live without wind protection from your sportbike, the Streetfighter should be at the top of your list of dream motorcycles.

Ducati Streetfighter at the Ascari Race Resort: both are worthy of your dreams.

Source : motorcycle.com

Ducati 848 EVO

With an impressive exhibition presence of approximately 400m2, stand D-040 in hall 8 of Cologne’s INTERMOT 2010 show now plays host to exciting new arrivals in the Superbike family in addition to new colours and updates for both the Streetfighter and Monster range. With new models, accessories and apparel, the Italian motorcycle manufacturer from Bologna is showing a wide range of new 2011 products at this major international show.

“We decided to consolidate our presence here in Cologne because we believe in the importance of this exhibition event, which opens the European motor show season,” stated Gabriele Del Torchio, President of Ducati Motor Holding, during the opening press conference. “Our presence at the show is proof of our commitment to customers in Germany and northern Europe, and underlines our aim to expand in Germany, which is the second most important market in Europe for Ducati. For this reason we decided to preview here some of the new products scheduled for 2011, such as the new additions to the Superbike family with the 848EVO and 1198 SP, and new liveries for the Monster and Streetfighter models.”

Gabriele Del Torchio also commented on the results of the first eight months of 2010: “Despite a shrinking global motorcycle market, we have used Ducati’s product policy and the quality of its distribution network to improve both our market share, now at 8.5%, and also to increase our sales by 5% compared to this period 2009.”

A huge attendance is expected at the German show and visitors to the Ducati stand are sure to admire the innovative and ground-breaking Multistrada 1200, which made an immediate impact on the market upon debut in March 2010. The current model will not undergo any changes for 2011, confirming its proven design and high standard of quality. INTERMOT is also the first European event to celebrate the Multistrada’s victory at the “Pike’s Peak International Hillclimb”, the famous annual race held high in the Colorado mountains, where riders have to quickly adapt to changing road surfaces. The Multistrada on which American, Greg Tracy, took victory has been specially flown in to Cologne from the US so that fans can share in this major celebration and see further proof of the Multistrada 1200’s incredible versatility.

Important additions to the Ducati Superbike family are on show in an exclusive preview of the 2011 range, including the new 848EVO which boasts 140hp and is equipped with Brembo Monobloc callipers and steering damper. The performance-enhanced model celebrates the INTERMOT show by revealing a stunning new “arctic white” livery with sporty red wheels and red frame.

The Ducati 2011 models:

The standard 1198 is also ready to satisfy an ever more demanding market, with the addition of Ducati Traction Control (DTC), the Ducati Data Analyser (DDA) and the brand new Ducati Quick Shift (DQS) fitted as standard equipment on all versions. For 2011, the improved 1198 is joined by the exciting new 1198 SP, which enhances the previous ‘S’ version by rolling out equipped with DTC, DQS, DDA, Ohlins TTX rear suspension, slipper clutch and aluminium fuel tank in addition to the usual Ohlins front suspension, forged Marchesini wheels and lightweight carbon fibre components.

The 2011 Streetfighter is presented with a new arctic white colour scheme while the Streetfighter S looks impressive in its new colour schemes of red with red frame or diamond black with racing black frame, both with black wheels. A black radiator cover on all versions completes the Streetfighter’s aesthetic updates.

Enhanced comfort and safety, in addition to new colour schemes, headline the main updates to Ducati’s naked icon, the Monster. The entry level 696 gets new 43mm Marzocchi forks and enhanced ergonomics, including 20mm higher handlebars and a new rear sub-frame designed to accept the user-friendly passenger grab-rail kit available as a Ducati Performance accessory. The Monster 696 presents the two new colour schemes of “dark stealth” and “stone white”, perfectly complementing the new matte chrome handlebar finish. The Monster 796, which was launched in April 2010 as an early entry model year 2011, also adopts Marzocchi front suspension and continues its incredible success. Along with the Monster 1100, the 696 and 796 complete the 2011 range, confirming the family’s status as a style and design icon, backed-up by 17 years of Ducati Monster heritage.

Source : ducaticorsefriends.com

Honda CBR 600 Motor Sport, King of the Open Class

You want performance? You want style? Then you want a Honda CBR1000RR. Designed to be the ultimate streetbike, it’s been refined to perfection on World Superbike tracks across the globe. In addition to its powerful engine and refined chassis the CBR1000RR showcases state-of-the-art features no other sportbike can match, like our electronically controlled Combined ABS and the revolutionary Honda Electronic Steering Damper (HESD). The result is one of the most awesome literbikes on the planet, but also one that’s so refined it’s a joy to ride. And after all, isn’t that exactly what you’d expect from a Honda?

Stop That!
The CBR1000RR (along with the CBR600RR) are breaking new ground by offering one of the most innovative braking systems ever: Honda’s revolutionary Combined ABS. How does it work? Click here to learn all about it.
Learn More
Honda Electronic Steering Damper
Power is one thing, but the key to a great sportbike is how it handles, and that’s where the Honda Electronic Steering Damper (HESD) comes in. Compact, unobtrusive and super-smart, it helps maintain smoothly predictable high-speed handling and low-speed maneuverability.
Learn More
Follow The Leaders
Honda has always used racing to improve our sportbikes, and the CBR1000RR is a great example. A major force in the World Superbike Championship, you can follow Honda’s performance and catch up on Team Honda's highlights on our racing pages.