Futuristic Car
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1. Porsche Cayenne gets ‘body-whale’ treatment from Russian tuning studio
I’m not sure what were the dudes from Status Design thinking when they’ve decided to name this kit for the Porsche Cayenne, “body-whale”, but it doesn’t sound too good to me. I mean, the first things that cross my mind when I hear the word “whale” are “big”, “fat” and “slow”, neither one looking good when associated with a vehicle. Anyway, back to our package, this was recently presented by Status Design, a tuning studio based in Moscow, Russia and it consists of an ultra-aggressive body kit made of high-quality plastics and carbon. No word about any performance or interior upgrades, which makes us think this was done only as an exercise after a few bottles of vodka. So, what do you think? How would you feel if you’d see this appearing suddenly in your side mirror?
2. GMC Denali XT Hybrid debuted at the Chicago Auto Show
At the Chicago Auto Show, which is currently taking place in Windy City, GMC presented the Denali XT Concept hybrid pickup truck. Designed by GM Australia’s Holden Design team, The Denali XT is, according to Jim Bunnell, GMC general manager, “about working hard, playing hard and enjoying an active lifestyle. It is the same philosophy that has helped make the GMC Acadia crossover a huge hit with consumers.”
3. Gemballa Tornado 750 GTS: the 750 hp beast based on the Porsche Cayenne Turbo
5. GTbyCITROEN to appear at several events this summer
Last Autumn, at the Paris Motor Show, we were really stunned by the GTbyCITROEN concept, a full size replica of the car from the Playstation 3 video game, Gran Turismo 5. At that time, we believed this will be just another breath-taking concept which will never see production, but it looks like the French car maker has some serious plans for the car, because they announced today the GTbyCITROEN will make several appearances at racing events, this summer.
The first one will be the 24 Hours Nürburgring race on May 23rd, where the concept will take a lap of honour before the race. Then, on June 12th, the car will join other supercars in the “Grande Parade des Pilotes” at the Le Mans 24 Hours, taking part in the presentation of the drivers and teams. And finally, the third announced event will be the Goodwood Festival of Speed in the UK, between July 3-5. So, if you’re lucky enough to take part at these events, make sure you don’t miss the GTbyCITROEN, because it’s a magnificient car.
I’m not sure what were the dudes from Status Design thinking when they’ve decided to name this kit for the Porsche Cayenne, “body-whale”, but it doesn’t sound too good to me. I mean, the first things that cross my mind when I hear the word “whale” are “big”, “fat” and “slow”, neither one looking good when associated with a vehicle. Anyway, back to our package, this was recently presented by Status Design, a tuning studio based in Moscow, Russia and it consists of an ultra-aggressive body kit made of high-quality plastics and carbon. No word about any performance or interior upgrades, which makes us think this was done only as an exercise after a few bottles of vodka. So, what do you think? How would you feel if you’d see this appearing suddenly in your side mirror?
2. GMC Denali XT Hybrid debuted at the Chicago Auto Show
At the Chicago Auto Show, which is currently taking place in Windy City, GMC presented the Denali XT Concept hybrid pickup truck. Designed by GM Australia’s Holden Design team, The Denali XT is, according to Jim Bunnell, GMC general manager, “about working hard, playing hard and enjoying an active lifestyle. It is the same philosophy that has helped make the GMC Acadia crossover a huge hit with consumers.” The concept is powered by GMC’s new 326 hp 4.9 liter V8 engine which is capable of running on E85 fuel and which uses GM’s Active Fuel Management system. The Denali XT also has an electrically variable transmission which enhances fuel efficiency in city and highway driving (in city driving, all-electric propulsion is used at low speeds, while on the highway, fixed-gear operation enables efficient performance even when towing a trailer).
The Denali XT concept measures 55 inches long (1,397 mm) by 47.5 inches wide (1,206 mm), has an estimated payload capacity of 1,100 pounds (499 kg) and a towing capacity of an estimated 3,500 pounds (1,587 kg).
3. Gemballa Tornado 750 GTS: the 750 hp beast based on the Porsche Cayenne Turbo
My God, have you ever seen something more terrifying? And I’m not sure if it’s in a good or a bad way. I mean, imagine cruising down the highway and spotting this thing in your mirrors. Must be pretty scary. Call me crazy, but I absolutely love this, the Gemballa Tornado 750 GTS. Based on the Porsche Cayenne Turbo, the car features an impressive and extremely aggressive body kit, with a front apron extended by 60 mm with integrated aero lip, extensive air inlets, a completely new bonnet which opens forward, body extensions mounted all the way from the front to the rear, new side skirts, rear skirt extended by 40 mm, race diffuser and new rear spoiler with carbon flanks, the exterior package being completed by huge 22-inch GT SPORT forged rims. All the body parts are made of carbon fiber, which means the whole car is 250 kg lighter than the serial Cayenne, which of course means performance figures go through the roof.
The main upgrade which was made to the V8 engine is the increase of its displacement, up to 5 liters. By using fortified forged pistons, special connecting rods, racing turbochargers, larger air intercooler and new engine electronics maps, the Gemballa engineers managed to squeeze 750 hp (552 kW) at 6,400 rpm and a max torque of 1,050 Nm at 3,200 rpm. This means the Tornado sprints from 0 to 100 km/h (62 mph) in 4.3 seconds and its top speed goes over 300 km/h (186 mph).
There’s no point in describing the interior, you have to look at the photos to see what they did there. So, what do you think about the car? Is it hot or it makes you feel sick? Oh, and before you answer that, we forgot to tell you there will only be 50 units made and each one’s price starts from 400,000 Euros ($522,000).
4. Honda FC Sport Concept: the hydrogen sports car of tomorrow?
In what came somehow as a suprise, Honda has unveiled an interesting new concept at the LA Auto Show, the Honda FC Sport design study. The three-passengers sportscar concept features a powertrain based on the Honda V Flow fuel cell technology, already in use on the FCX Clarity sedan. By combining lightweight materials, improved aerodynamics and a low center of gravity (due to a modular approach to fuel cell component packaging and the electric drivetrain), the concept achieves quite impressive performances, or at least that’s what Honda says, because so far there were no official specs released.
The FC Sport concept, designed at Honda’s Advanced Design Studio in Pasadena, California, by a team led by Jason Wilbure, looks pretty good, with angular shapes in the front of the vehicle that taper into geometric, hex forms in the rear (which house cooling radiators for the fuel cell), F1-style barge boards behind the front wheels and what I really like are the visible hydrogen storage tanks, somewhat similar to what Ferrari or Lamborghini are doing.
5. GTbyCITROEN to appear at several events this summer
Last Autumn, at the Paris Motor Show, we were really stunned by the GTbyCITROEN concept, a full size replica of the car from the Playstation 3 video game, Gran Turismo 5. At that time, we believed this will be just another breath-taking concept which will never see production, but it looks like the French car maker has some serious plans for the car, because they announced today the GTbyCITROEN will make several appearances at racing events, this summer.
The first one will be the 24 Hours Nürburgring race on May 23rd, where the concept will take a lap of honour before the race. Then, on June 12th, the car will join other supercars in the “Grande Parade des Pilotes” at the Le Mans 24 Hours, taking part in the presentation of the drivers and teams. And finally, the third announced event will be the Goodwood Festival of Speed in the UK, between July 3-5. So, if you’re lucky enough to take part at these events, make sure you don’t miss the GTbyCITROEN, because it’s a magnificient car.
2009 1000 cc Motorsport Review
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1. BMW S1000RR 2009 $16,000-$17,000
The brake system on the new S 1000 RR lives up to the high standard of performance on the drivetrain and suspension in every respect. Here again therefore the development specialists at BMW Motorrad have given utmost attention to meeting all the demands and wishes of the most discerning supersports customers.
BMW finally allows us to take a look at the 2010 BMW S1000RR in person and reveals some details on the US price.
The recent Miller Motorsports Park round of World Superbike races marked the unveiling of BMW’s new 2010 S1000RR sportbike to the US market. And while the talk and buzz surrounding the actual machine and all it has to offer was high, no doubt piquing everyone’s interest was their loose pricing claims. But not in a typical BMW-high way. Quite the opposite.
How they will do it and still make a profit? Now, that will be the tough part. And an important part at that. According to De Waal the success of the entire BMW Motorrad division rests in some part on the success of the S1000RR. Talk about pressure.
After four years in the making, a chance to get a close-up look at the new Beemer in the flesh at MMP to see what all one gets for supposedly “under $14,000.”
Technical Features
Titanium valves both intake and exhaust are actuated by equally small and light single cam followers. Valve play is compensated by means of adjustment platelets running on the spring plates.
Titanium valves, both intake and exhaust, are actuated by equally small and light single cam followers. Valve play is compensated by means of adjustment platelets running on the spring plates.
“For us the key is to come to market with a product that will out-perform the competition in your (magazine and website) shootouts, as this is what the consumer basis a lot of their buying decisions on,” continued De Waal. “Most people will not go to the track and may not be able to push a bike like this to 99% of its limits, so it is important to us to set the fastest lap times and make the most horsepower in your comparisons as this show the buyers which bike is most capable.”
Starting with the engine, BMW is claiming a strong 193 horsepower at the crank, putting it right in the mix, or even at the upper end of the liter-class competition. Not to mention they claim a whopping rev-ceiling of 14,200rpm, well over that of the competition. Bore and stroke comes in at a very oversquare 80mm x 49.7mm, making for a displacement of 999cc. In fact, at 80mm it’s the biggest bore in the literbike segment. But much of the BMW S1000RR engine’s capability is the result of their Formula-1 derived valvetrain system.
Exiting spent gasses is a uniquely-designed 4-2-1 exhaust system featuring a host of race technology mixed in with the emissions requirements designed to meet government regulations while still providing as much usable power as possible.
Exiting spent gasses is a uniquely-designed exhaust system, featuring a host of race technology mixed in with the emissions requirements.
Titanium valves, both intake and exhaust, are actuated by equally small and light single cam followers. Valve play is compensated by means of adjustment platelets running on the spring plates. On the intake side the spring plates are made of light aluminum-fiber material. Combined with a small sprocket driving each cam via an intermediate gear and lightweight cam followers, it allows higher revving of the engine with equal reliability.
Another design highlight of the cylinder head is the arrangement of the cam follower axes, as both the intake and the exhaust followers are facing to the rear in the direction of travel. This keeps the cylinder head slimmer. All told this also means the engine weighs a feather light 132 lbs.
Exiting spent gasses is a uniquely-designed 4-2-1 exhaust system, featuring a host of race technology mixed in with the emissions requirements designed to meet government regulations while still providing as much usable power as possible. It uses a short rear end muffler, pre-silencer and electronically controlled interference pipe flaps, as well as a fully controlled exhaust gas manifold and two fully controlled three-way catalytic converters.
Active safety when braking is signifi cantly enhanced by Race ABS developed especially for the S 1000 RR as a genuine supersports and available as an option straight from the factory.
Active safety when braking is significantly enhanced by Race ABS developed especially for the S1000RR as a genuine supersports and available as an option straight from the factory.
Slowing things is an available race-capable ABS braking system. While still keeping the machine’s weight at a claimed 450 lbs, BMW claims it is the lightest supersport 1000 with ABS, and they developed the system almost entirely on the racetrack, to aid in track prowess instead of take away from it. Part of the optional add-ons is the DTC (Dynamic Traction Control) system, which features settings from Rain to Sport to Racetrack and Racetrack Slicks. Included in the system are wheel-speed sensors that provide the rider a host of TC (Traction Control) options at the flick of a switch. While unconventional as to how it’s displayed, we can’t wait to try the systems. BMW has it down to a science on the M-series high-performance sports cars, so it will be extremely interesting to see how it works on their first true supersport motorcycle.
As a stressed-member of the aluminum frame, the engine sits a 32% angle for claimed optimum weight distribution, while suspension up front is the latest in inverted fork fare, sitting 46mm in diameter. Out back a fully-adjustable race-bred shock controls a “very torsionally-stiff” box-type aluminum swingarm.
Supreme aerodynamics and sporting ergonomics ideal for both the tall and short rider.
Supreme aerodynamics and sporting ergonomics ideal for both the tall and short rider.
Further keeping weight down is an aluminum gas tank, something not regularly seen in this market due to cost. Gauges feature an almost overwhelming amount of information, traditional BMW-style, though we would venture to guess once used to the interface they would come in quite handy. Rounding out the new machine is revolutionary-styled bodywork. Showcasing an asymmetrical design with one side of the fairing slightly different than the other and two different headlights up front, the angular skins have been much talked about since the bike first broke cover.
“For us we needed to come up with something different,” De Waal said of the design. “If we make a Japanese lookalike then people would quickly criticize and with it being different people may not love it right away, but we are better off doing our own thing than making another Japanese bike. It’s already an Inline-Four, so it was important for us to separate ourselves from the competition with regards to styling.”
As for the pricing, considering current Japanese literbikes come in right around $12,999 on average, that would currently put the S1000RR at $13,999 in base from. Of course optional equipment like DTC will come at a cost, though according to BMW these will be very competitively priced. It’s reasonable to assume that a fully-loaded S1000 would hit dealerships around $16,000-$17,000, putting it well under the equally-equipped $21,795 Ducati 1198S. We’ll believe it when we see it. But if so, BMW could have a real winner on its hands in the 1000RR.
2. Yamaha YZF R1 2009 $12,390.00
This year Yamaha uses its new drive mode (D-MODE), allowing the rider to select between three different throttle response settings via a right-side handlebar-mounted switch. Unlike Suzuki’s S-DMS system that limits actual power production, the R1’s system modifies the intensity of throttle response. By default when you start the R1 it’s in standard mode. By selecting A-mode the engine becomes more responsive to throttle input, conversely in B-mode the engine doesn’t responds as instantaneously when the throttle is twisted.
Although the difference between each of the three separate throttle settings is noticeable, our testers all agreed that A-mode was too sensitive, especially when riding through the city or in situations that require delicate throttle response. On the other hand B-mode left us feeling like we had to twist the throttle more than necessary. We can see the benefit for a less experienced rider or for perhaps riding in the rain, but the standard default setting became our preferred choice.
While we really enjoyed the R1’s immediate throttle response, and decent low-end grunt, we weren’t that impressed by its outright acceleration. Sure, its bottom-end is effective, but as the tachometer needle climbs the R1 doesn’t reward you with that same rush of endorphins like the other bikes. It leaves you wanting more. Ridden alone you’d think the Yamaha was the fastest thing in the world, but compared directly to the other bikes the engine feels sluggish.
“The R1 is a difficult bike to figure out this year,” says Hutch. “First off it sounds so gnarly that I would make one my own based on that alone. It gets off the line pretty good despite the tall first gear and seems to accelerate pretty good out of the hole. But then it kinda peters out while the other bikes are still making steam. Don’t get me wrong, this is all relative because it hauls ass – it just doesn’t feel as fast as the other bikes here.”
2009 Yamaha YFZ-R1 Street Comparo
Although the Yamaha's six-piston calipers are the biggest they don't provide as good braking performance as the other four Japanese bikes. Specifically, they lack just a bit of feel.
Last year our testers griped about excessive heat coming off the fairing and from the underseat exhaust. While engineers seemed to do-away with most of the lower fairing heat issues the heat radiating from the exhaust pipes is downright unbearable: Especially on the warm 90-degree days we experienced during our first street ride. It was funny how at the track we were fighting over who got to ride it first, but on the street we were fighting over who had to ride it at all.
“This may be the hottest underseat exhaust set-up I have ever felt,” whines Hutchison. “Seriously, I was wondering if the exhaust valve was stuck or something because it was so insanely hot. It would be great for anyone living in cold weather or commuting to work on a cool morning but if you live where the temps reach triple digits, all I can say is, have fun.”
We were also less than enthused by the R1’s fuel consumption. On average we got 29.6 mpg, so it’s a good thing the R1 has the biggest fuel tank (4.8 gallons) because next to the Ducati it guzzles the most gas.
Yamaha has built a reputation for building precision-tuned instruments (no pun intended), so it comes as no surprise that the six-speed gearbox feels exquisitely accurate. Each gear change is accompanied by a positive feel and its slipper clutch alleviates any error you could possibly make while downshifting.
Next to the Ducati 1198 the Yamaha YZF-R1 has the best looking instrument display.
Next to the Ducati 1198, the Yamaha YZF-R1 has the best looking instrument display. We appreciated how bright it is and features such as a programmable shift light and instant and average MPG functions.
Following in the R1’s futuristic theme, its white-backlit instruments are by far the coolest looking. Similar to Honda, the tach is huge and inset with a gear position indicator. It’s flanked on the right by a multi-function LCD housing a speedometer and double trip meters. You also have the ability to view instant MPG and average MPG. Even cooler is the horizontal bar-type throttle position indicator that displays how much throttle is dialed in. I don’t really know what its purpose is, but it sure looks cool when you’re going for it on the road. We also really dig the R1’s humongous programmable shift light.
Although some aspects of the new R1 were appreciated by our testers such as its more sedate riding ergonomics and amazing new engine sound, many of us weren’t impressed enough with its outright engine power not to mention the constant barrage of heat radiating off the machine. Still we’ve got to hand it to Yamaha for creating something new and most importantly different as compared to your cookie cutter sportbike. We’re also happy that the price didn’t increase too much with the new R1 starting at $12,390 depending on color. That positions it between the Kawasaki ($11,799) and the Honda ($12,999).
3. Honda cbr 1000 2009 $12,999.00
The release of Honda's 2008 CBR1000RR represented the pinnacle of litre bike performance and as far as Honda were concerned the tag 'superbike' did not do the machine justice. They had designed it to be the most compact, lightest and best performing motorcycle in the 1000cc class and Honda have further improved it for 2009.
Not only have Honda released new colour schemes they have also given new owners the option of having Combined ABS on the machine. The ground-breaking Combined ABS will prevent the bikes wheels locking up in situations calling for emergency braking, giving an remarkable confidence boost to the rider. It has taken many years for Honda to develop a system with the refinement, performance and the necessary low weight essential for a bike in this category.
Specifications
Engine Type: 999cc liquid-cooled inline four-cylinder
Bore and Stroke: 76mm x 55.1mm
Induction: Dual Stage Fuel Injection (DSFI)
Ignition: Computer-controlled digital transistorized with three-dimensional mapping
Compression Ratio: 12.3:1
Valve Train: DOHC; four valves per cylinder
Transmission: Close-ratio six-speed
Final Drive: #530 O-ring chain
Front Suspension: 43mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.3 inches travel
Rear Suspension: Unit Pro-Link® HMAS™ single shock with spring preload rebound and compression-damping adjustability; 5.4 inches travel
Front Brake: Dual radial-mounted four-piston calipers with 320 mm discs
Rear Brake: Single 220 mm disc
Front Tire: 120/70ZR-17 radial
Rear Tire: 190/55ZR-17 radial
Rake: (Caster Angle): 23.3°
Trail: 96.2mm (3.8 inches)
Wheelbase: 55.4 inches
Seat Height: 32.3 inches
Curb Weight: 439 pounds (Includes all standard equipment, required fluids and full tank of fuel--ready to ride.)
Fuel Capacity: 4.7 gallons, including 1.06-gallon reserve
The 2009 Honda CBR1000RR ABS and non ABS equipped models have just been unveiled. The addition of Honda Combined ABS adds 11kg to the kerb weight (the standard model weighs 199kg), a continuation of the front fairing to cover the front power unit and a bulge in the black underseat cowl to house the systems ECU. The non-ABS model is largely unchanged mechanically, but, in the UK at least, it gets new colors, including an awesome tricolor HRC scheme while the Repsol replica is available on either bike. Additionally, the engine is now painted matte black. You’ll be able to tell the bikes apart because the ABS model uses bronze-painted calipers, while the standard version’s are black. 2009_Honda_CBR1000RR_ABS_2.jpgHonda’s optional C-ABS system (As used on the 2009 Honda CBR600RR ABS) is designed to boost both performance and safety, allowing riders to brake later and harder with more confidence. The company says:
"A Super Sports ABS system must allow the rider to brake very close to the limit before activating, and when it does, the reduction in braking force must be very smooth in order not to unsettle the machine, or rider.
In addition the extreme pitching forward of weight under braking, which enhances the braking ability of the front wheel while reducing traction from the rear, calls for a very subtle and advanced system in order to provide an acceptable level of performance from a Super Sport braking system.
"Honda’s new electronically-controlled "Combined ABS" provides just this level of performance. All the basic ABS and CBS functions are provided, including the prevention of wheel lock, improved balance and easy operation. This is achieved without any compromise to stability during ABS operation. Pitching is minimised so that the bike keeps its normal position. Overall, sport riding performance is uninterrupted – cornering feel remains the same and controllability is enhanced."
4. Ducati-Desmosedici-09
SUSPENSION
Ducati doesn’t skimp when it comes to suspension and this is where things start to merge a bit more between the street and race bikes. The suspension on the GP8 is only a couple generations in front of that on the D16RR. In other words, a few years back the GP boys were riding on the exact same gas-charged Ohlins fork and Ohlins TXX rear shock the D16RR hits showroom floors with. Where the real difference comes from is in the setup and tire grip. Stoner’s ride felt compliant and amazingly balanced no matter what I threw at it, though slightly loose on corner exit. This comes from loads of testing data at the Valencia track where I rode it and a seasoned team, one which just won a world championship.
On the other hand, the stock Desmo’s settings were so incredibly far off it was almost scary to ride at first. The whole thing was stiff as a board and the bike would instantly stand up when any amount of brakes were applied at lean. It took the better part of a day for us to get it properly set up, as the gas-charged Ohlins are tricky. Some extreme preload reduction and pulling the compression back several clicks on both ends resulted in a much more complaint machine, one which would actually allow trail-braking.
The bike’s limitation then became the tires. Due to an odd-sized 16-inch rear wheel, the only tires currently available for the D16 are the stock Bridgestones, which have to be ordered from a Ducati dealership at a fairly steep price. I guess anything associated with this bike fits the, “If you’ve got to ask, you can’t afford it,” adage. They are a mix of street and track, and are quite competent on the road but leave something to be desired on the track. When wailing away at 150mph through Turn 8 at Willow on an $85,000 motorcycle, the last thing you want to worry about is tire grip. Not to mention the rear wears extremely fast when pushed hard, a result of the massive power being pumped through the back rubber. This added a fairly nerve-racking element to the two days of track testing.
Ducati Desmosedici D16RR
Waheed: It’s impossible not to notice those long, gold gas-charged canisters behind each fork leg. Although they’re standard issue in professional Superbike and MotoGP circles, I was really skeptical of how they would perform on the Desmo. Are they even real? After two stints at Willow International Raceway the answer is: Yes!
Even for my 180-pounds, the bike was really stiff with the front end never really compressing even under hard braking. Thus, getting the bike to change direction took plenty of muscle. When you did finally get the bike to turn, once you’d reach a certain threshold the bike would fall into the corner, which was unpredictable and not very confidence inspiring to say the least.
Fortunately, the Ohlins FG353 pressurized fork has a versatile window of adjustment. We backed out the preload and low-speed compression on both the fork and Ohlin’s TTX rear shock which drastically changed the Desmo’s handling characteristics. While it still required a bit of input to change direction, once turned it would fall into the corner predictably.
On the street, there’s simply no way to dial down the suspension to a comfortable level. Out on the highway, road bumps that you would typically glide over on a normal street bike are big enough to get the rear wheel to momentarily lose contact with the pavement. And, unless you’re coming into a cloverleaf hot, triple-digit speed-style, you never really notice the benefits of the fork. But they sure look the part.
CHASSIS
Another area where the two feel nearly identical is the chassis, probably even more so than suspension. They kept every last ounce of the GP8’s rigidity on the street machine, making probably the stiffest street-legal bike currently (or maybe ever) produced. While this makes for a harsh ride when going to the coffee shop, on the track it translates every last bump and imperfection right to the rider. Coming from mostly soft street bikes recently, this took a few sessions to get used to, but I became quite fond of it, bringing me back to relive my 15 minutes of GP fame.
Waheed: From the moment you lift the kickstand and slip out onto the road, there is no way to mask how rigid the Desmo’s chassis is. Even softening the suspension has little change on how unyielding it feels as a whole. On the flip side, when you’re lapping around Willow’s 2.5-mile road course, the Desmo feels more solid than a high-end European sports car. The tiniest body movement or control input yields an equally exact response from the machine. All the while an almost overwhelming level of road and machine feel is delivered through the control surfaces on a level higher than most full-on production-based road racers! Perhaps what’s even more amazing is just how much feedback is delivered considering the less than optimum racetrack performance delivered from Bridgestone’s D16RR-spec BT-002 tires. I could only imagine how incredible it would feel with some of Bridgestone’s racing slicks.
Like the chassis, the ergonomics remain unchanged from the GP rocket to the street rocket. Ducati was smart – when they said they were going to build a direct replica they did exactly that. No disappointment here. Again this instantly brought me back to my GP ride, right down to the material the seat is made from. It’s quite aggressive for the street, but who cares? This is about having a radical race-replica machine and the Italians know exactly how to do that. Give the consumer the real thing.
Waheed: A self-confessed, Ducati-phile, it appears that the Ducati Corsa engineers designed the Desmo specifically for me. Although the seat height will be tall for many, it’s spot-on for my six-foot frame; so is the extended reach to the low-slung handlebars. The bike is much narrower between your legs than any new 1000cc Inline-Four, yet is still slightly wider than Ducati’s own super-slim 1098/1198. With feet propped on both pegs there was just enough room for my lower body, which made it just plausible enough for some sport-touring. When the road starts zigzagging, however, the ergonomics are not only perfect but it’s literally impossible to drag any hard parts … unless you’re moments away from crashing.
FUN QUOTIENT
Atlas: For those who ride at the racetrack on a regular basis and TIVO every motorcycle race they can get their hands on, plus have a good paying job, the Desmo may just be the perfect motorcycle. Who cares if it’s uncomfortable on the street and costs a truckload of money; those thoughts will quickly be erased the second your right wrist is pinned to the stop. The power is smooth and relatively easy to control, but the monstrous torque slams you back in the seat with vigor.
Functional art, the Desmosedici is as photogenic as it is thrilling to ride.
The real GP steed, on the other hand, is almost too much. The sheer speed and effort it takes to comprehend the velocity it produces is extremely taxing. That said, the exhilaration is unrivaled, with one’s adrenal glands pumping gallons of the good stuff straight into your blood the entire ride. It’s for this reason that I’ve been in withdrawal ever since. At least until we got our hands on the D16RR.
Waheed: If God were to ever ask me what my perfect motorcycle would be, Ducati’s Desmosedici D16RR would be it. It’s perfect when you’re wheelieing down the freeway, spinning laps on the racetrack or scaring soccer moms as you zip through rush-hour traffic. It embodies everything awesome about sportbikes and does so at the rawest, most pure level. It’s sensitive, loud, flashy, fast, expensive and completely impractical – except for those 1500 or so lucky people who realize how much of a bargain an $85,000 MotoGP bike is.
BELIEVE THE HYPE?
We all want to be Valentino Rossi or Casey Stoner. It’s why we follow the sport religiously, it’s why we put stickers on our sportbikes, and sometimes it even dictates which brand motorcycle we buy. Ducati has given us as close an option as there has ever been, and maybe ever will be, to experiencing a true GP machine. The cost is extremely steep, but so is the performance. If I could honestly come anywhere close to 85K, I would flat out have to have it. In fact, I even considered getting a loan – and I have access to just about any new sportbike at any given time, for free. But there is only one Ducati D16RR. I yearn to have it back, I want that rush! What can I say, I’m an addict
5. Suzuki GSX-R1000 $12,899.00
Identification
Model Type Sport
BASE MSRP(US) $12,899.00 Free Dealer Quote
Dealers Suzuki Dealers
Warranty 12
Insurance Get a Quote Get a Quote
Engine:
Engine Type Horizontal In-line
Cylinders 4
Engine Stroke 4-Stroke
Cooling Liquid
Valves 16
Valves Per Cylinder 4
Valve Configuration DOHC
Compression Ratio 12.8:1
Starter Electric
Fuel Requirements Regular
Fuel Type Gas
Transmission:
Transmission Type Manual
Number Of Speeds 6
Primary Drive (Rear Wheel) Chain
Wheels & Tires:
Front Tire (Full Spec) 120/70 ZR17M/C 58W
Rear Tire (Full Spec) 190/50 ZR17M/C 73W
Brakes:
Front Brake Type Dual Hydraulic Disc
Rear Brake Type Hydraulic Disc
Technical Specifications:
Wheelbase (in/mm) 55.3 / 1405
Fuel Capacity (gal/l) 4.6 / 17.5
6. Aprilia RSV 1000R
Identification
Model Type Sport
BASE MSRP(US) $13,999.00 Free Dealer Quote
Dealers Aprilia Dealers
Warranty 24
Insurance Get a Quote Get a Quote
Engine:
Engine Type V Twin
Cylinders 2
Engine Stroke 4-Stroke
Cooling Liquid
Valves 8
Valves Per Cylinder 4
Valve Configuration DOHC
Compression Ratio 11.8:1
Starter Electric
Fuel Requirements Premium
Fuel Type Gas
Transmission:
Transmission Type Manual
Number Of Speeds 6
Primary Drive (Rear Wheel) Chain
Wheels & Tires:
Front Tire (Full Spec) 120/70 ZR17
Rear Tire (Full Spec) 190/50 ZR17
Brakes:
Front Brake Type Dual Disc
Rear Brake Type Disc
Technical Specifications:
Wheelbase (in/mm) 55.8 / 1418
Fuel Capacity (gal/l) 4.8 / 18
The brake system on the new S 1000 RR lives up to the high standard of performance on the drivetrain and suspension in every respect. Here again therefore the development specialists at BMW Motorrad have given utmost attention to meeting all the demands and wishes of the most discerning supersports customers.BMW finally allows us to take a look at the 2010 BMW S1000RR in person and reveals some details on the US price.
The recent Miller Motorsports Park round of World Superbike races marked the unveiling of BMW’s new 2010 S1000RR sportbike to the US market. And while the talk and buzz surrounding the actual machine and all it has to offer was high, no doubt piquing everyone’s interest was their loose pricing claims. But not in a typical BMW-high way. Quite the opposite.
How they will do it and still make a profit? Now, that will be the tough part. And an important part at that. According to De Waal the success of the entire BMW Motorrad division rests in some part on the success of the S1000RR. Talk about pressure.
After four years in the making, a chance to get a close-up look at the new Beemer in the flesh at MMP to see what all one gets for supposedly “under $14,000.”
Technical Features
Titanium valves both intake and exhaust are actuated by equally small and light single cam followers. Valve play is compensated by means of adjustment platelets running on the spring plates.Titanium valves, both intake and exhaust, are actuated by equally small and light single cam followers. Valve play is compensated by means of adjustment platelets running on the spring plates.
“For us the key is to come to market with a product that will out-perform the competition in your (magazine and website) shootouts, as this is what the consumer basis a lot of their buying decisions on,” continued De Waal. “Most people will not go to the track and may not be able to push a bike like this to 99% of its limits, so it is important to us to set the fastest lap times and make the most horsepower in your comparisons as this show the buyers which bike is most capable.”
Starting with the engine, BMW is claiming a strong 193 horsepower at the crank, putting it right in the mix, or even at the upper end of the liter-class competition. Not to mention they claim a whopping rev-ceiling of 14,200rpm, well over that of the competition. Bore and stroke comes in at a very oversquare 80mm x 49.7mm, making for a displacement of 999cc. In fact, at 80mm it’s the biggest bore in the literbike segment. But much of the BMW S1000RR engine’s capability is the result of their Formula-1 derived valvetrain system.
Exiting spent gasses is a uniquely-designed 4-2-1 exhaust system featuring a host of race technology mixed in with the emissions requirements designed to meet government regulations while still providing as much usable power as possible.
Exiting spent gasses is a uniquely-designed exhaust system, featuring a host of race technology mixed in with the emissions requirements.
Titanium valves, both intake and exhaust, are actuated by equally small and light single cam followers. Valve play is compensated by means of adjustment platelets running on the spring plates. On the intake side the spring plates are made of light aluminum-fiber material. Combined with a small sprocket driving each cam via an intermediate gear and lightweight cam followers, it allows higher revving of the engine with equal reliability.Another design highlight of the cylinder head is the arrangement of the cam follower axes, as both the intake and the exhaust followers are facing to the rear in the direction of travel. This keeps the cylinder head slimmer. All told this also means the engine weighs a feather light 132 lbs.
Exiting spent gasses is a uniquely-designed 4-2-1 exhaust system, featuring a host of race technology mixed in with the emissions requirements designed to meet government regulations while still providing as much usable power as possible. It uses a short rear end muffler, pre-silencer and electronically controlled interference pipe flaps, as well as a fully controlled exhaust gas manifold and two fully controlled three-way catalytic converters.
Active safety when braking is signifi cantly enhanced by Race ABS developed especially for the S 1000 RR as a genuine supersports and available as an option straight from the factory.
Active safety when braking is significantly enhanced by Race ABS developed especially for the S1000RR as a genuine supersports and available as an option straight from the factory.
Slowing things is an available race-capable ABS braking system. While still keeping the machine’s weight at a claimed 450 lbs, BMW claims it is the lightest supersport 1000 with ABS, and they developed the system almost entirely on the racetrack, to aid in track prowess instead of take away from it. Part of the optional add-ons is the DTC (Dynamic Traction Control) system, which features settings from Rain to Sport to Racetrack and Racetrack Slicks. Included in the system are wheel-speed sensors that provide the rider a host of TC (Traction Control) options at the flick of a switch. While unconventional as to how it’s displayed, we can’t wait to try the systems. BMW has it down to a science on the M-series high-performance sports cars, so it will be extremely interesting to see how it works on their first true supersport motorcycle.As a stressed-member of the aluminum frame, the engine sits a 32% angle for claimed optimum weight distribution, while suspension up front is the latest in inverted fork fare, sitting 46mm in diameter. Out back a fully-adjustable race-bred shock controls a “very torsionally-stiff” box-type aluminum swingarm.
Supreme aerodynamics and sporting ergonomics ideal for both the tall and short rider.Supreme aerodynamics and sporting ergonomics ideal for both the tall and short rider.
Further keeping weight down is an aluminum gas tank, something not regularly seen in this market due to cost. Gauges feature an almost overwhelming amount of information, traditional BMW-style, though we would venture to guess once used to the interface they would come in quite handy. Rounding out the new machine is revolutionary-styled bodywork. Showcasing an asymmetrical design with one side of the fairing slightly different than the other and two different headlights up front, the angular skins have been much talked about since the bike first broke cover.
“For us we needed to come up with something different,” De Waal said of the design. “If we make a Japanese lookalike then people would quickly criticize and with it being different people may not love it right away, but we are better off doing our own thing than making another Japanese bike. It’s already an Inline-Four, so it was important for us to separate ourselves from the competition with regards to styling.”
As for the pricing, considering current Japanese literbikes come in right around $12,999 on average, that would currently put the S1000RR at $13,999 in base from. Of course optional equipment like DTC will come at a cost, though according to BMW these will be very competitively priced. It’s reasonable to assume that a fully-loaded S1000 would hit dealerships around $16,000-$17,000, putting it well under the equally-equipped $21,795 Ducati 1198S. We’ll believe it when we see it. But if so, BMW could have a real winner on its hands in the 1000RR.2. Yamaha YZF R1 2009 $12,390.00
This year Yamaha uses its new drive mode (D-MODE), allowing the rider to select between three different throttle response settings via a right-side handlebar-mounted switch. Unlike Suzuki’s S-DMS system that limits actual power production, the R1’s system modifies the intensity of throttle response. By default when you start the R1 it’s in standard mode. By selecting A-mode the engine becomes more responsive to throttle input, conversely in B-mode the engine doesn’t responds as instantaneously when the throttle is twisted.
Although the difference between each of the three separate throttle settings is noticeable, our testers all agreed that A-mode was too sensitive, especially when riding through the city or in situations that require delicate throttle response. On the other hand B-mode left us feeling like we had to twist the throttle more than necessary. We can see the benefit for a less experienced rider or for perhaps riding in the rain, but the standard default setting became our preferred choice.While we really enjoyed the R1’s immediate throttle response, and decent low-end grunt, we weren’t that impressed by its outright acceleration. Sure, its bottom-end is effective, but as the tachometer needle climbs the R1 doesn’t reward you with that same rush of endorphins like the other bikes. It leaves you wanting more. Ridden alone you’d think the Yamaha was the fastest thing in the world, but compared directly to the other bikes the engine feels sluggish.
“The R1 is a difficult bike to figure out this year,” says Hutch. “First off it sounds so gnarly that I would make one my own based on that alone. It gets off the line pretty good despite the tall first gear and seems to accelerate pretty good out of the hole. But then it kinda peters out while the other bikes are still making steam. Don’t get me wrong, this is all relative because it hauls ass – it just doesn’t feel as fast as the other bikes here.”
2009 Yamaha YFZ-R1 Street Comparo
Although the Yamaha's six-piston calipers are the biggest they don't provide as good braking performance as the other four Japanese bikes. Specifically, they lack just a bit of feel.
Last year our testers griped about excessive heat coming off the fairing and from the underseat exhaust. While engineers seemed to do-away with most of the lower fairing heat issues the heat radiating from the exhaust pipes is downright unbearable: Especially on the warm 90-degree days we experienced during our first street ride. It was funny how at the track we were fighting over who got to ride it first, but on the street we were fighting over who had to ride it at all.
“This may be the hottest underseat exhaust set-up I have ever felt,” whines Hutchison. “Seriously, I was wondering if the exhaust valve was stuck or something because it was so insanely hot. It would be great for anyone living in cold weather or commuting to work on a cool morning but if you live where the temps reach triple digits, all I can say is, have fun.”We were also less than enthused by the R1’s fuel consumption. On average we got 29.6 mpg, so it’s a good thing the R1 has the biggest fuel tank (4.8 gallons) because next to the Ducati it guzzles the most gas.
Yamaha has built a reputation for building precision-tuned instruments (no pun intended), so it comes as no surprise that the six-speed gearbox feels exquisitely accurate. Each gear change is accompanied by a positive feel and its slipper clutch alleviates any error you could possibly make while downshifting.Next to the Ducati 1198 the Yamaha YZF-R1 has the best looking instrument display.
Next to the Ducati 1198, the Yamaha YZF-R1 has the best looking instrument display. We appreciated how bright it is and features such as a programmable shift light and instant and average MPG functions.
Following in the R1’s futuristic theme, its white-backlit instruments are by far the coolest looking. Similar to Honda, the tach is huge and inset with a gear position indicator. It’s flanked on the right by a multi-function LCD housing a speedometer and double trip meters. You also have the ability to view instant MPG and average MPG. Even cooler is the horizontal bar-type throttle position indicator that displays how much throttle is dialed in. I don’t really know what its purpose is, but it sure looks cool when you’re going for it on the road. We also really dig the R1’s humongous programmable shift light.
Although some aspects of the new R1 were appreciated by our testers such as its more sedate riding ergonomics and amazing new engine sound, many of us weren’t impressed enough with its outright engine power not to mention the constant barrage of heat radiating off the machine. Still we’ve got to hand it to Yamaha for creating something new and most importantly different as compared to your cookie cutter sportbike. We’re also happy that the price didn’t increase too much with the new R1 starting at $12,390 depending on color. That positions it between the Kawasaki ($11,799) and the Honda ($12,999).
3. Honda cbr 1000 2009 $12,999.00
The release of Honda's 2008 CBR1000RR represented the pinnacle of litre bike performance and as far as Honda were concerned the tag 'superbike' did not do the machine justice. They had designed it to be the most compact, lightest and best performing motorcycle in the 1000cc class and Honda have further improved it for 2009.
Not only have Honda released new colour schemes they have also given new owners the option of having Combined ABS on the machine. The ground-breaking Combined ABS will prevent the bikes wheels locking up in situations calling for emergency braking, giving an remarkable confidence boost to the rider. It has taken many years for Honda to develop a system with the refinement, performance and the necessary low weight essential for a bike in this category.
Specifications
Engine Type: 999cc liquid-cooled inline four-cylinderBore and Stroke: 76mm x 55.1mm
Induction: Dual Stage Fuel Injection (DSFI)
Ignition: Computer-controlled digital transistorized with three-dimensional mapping
Compression Ratio: 12.3:1
Valve Train: DOHC; four valves per cylinder
Transmission: Close-ratio six-speed
Final Drive: #530 O-ring chain
Front Suspension: 43mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.3 inches travel
Rear Suspension: Unit Pro-Link® HMAS™ single shock with spring preload rebound and compression-damping adjustability; 5.4 inches travel
Front Brake: Dual radial-mounted four-piston calipers with 320 mm discsRear Brake: Single 220 mm disc
Front Tire: 120/70ZR-17 radial
Rear Tire: 190/55ZR-17 radial
Rake: (Caster Angle): 23.3°
Trail: 96.2mm (3.8 inches)
Wheelbase: 55.4 inches
Seat Height: 32.3 inchesCurb Weight: 439 pounds (Includes all standard equipment, required fluids and full tank of fuel--ready to ride.)
Fuel Capacity: 4.7 gallons, including 1.06-gallon reserve
The 2009 Honda CBR1000RR ABS and non ABS equipped models have just been unveiled. The addition of Honda Combined ABS adds 11kg to the kerb weight (the standard model weighs 199kg), a continuation of the front fairing to cover the front power unit and a bulge in the black underseat cowl to house the systems ECU. The non-ABS model is largely unchanged mechanically, but, in the UK at least, it gets new colors, including an awesome tricolor HRC scheme while the Repsol replica is available on either bike. Additionally, the engine is now painted matte black. You’ll be able to tell the bikes apart because the ABS model uses bronze-painted calipers, while the standard version’s are black. 2009_Honda_CBR1000RR_ABS_2.jpgHonda’s optional C-ABS system (As used on the 2009 Honda CBR600RR ABS) is designed to boost both performance and safety, allowing riders to brake later and harder with more confidence. The company says:"A Super Sports ABS system must allow the rider to brake very close to the limit before activating, and when it does, the reduction in braking force must be very smooth in order not to unsettle the machine, or rider.
In addition the extreme pitching forward of weight under braking, which enhances the braking ability of the front wheel while reducing traction from the rear, calls for a very subtle and advanced system in order to provide an acceptable level of performance from a Super Sport braking system.
"Honda’s new electronically-controlled "Combined ABS" provides just this level of performance. All the basic ABS and CBS functions are provided, including the prevention of wheel lock, improved balance and easy operation. This is achieved without any compromise to stability during ABS operation. Pitching is minimised so that the bike keeps its normal position. Overall, sport riding performance is uninterrupted – cornering feel remains the same and controllability is enhanced."
4. Ducati-Desmosedici-09
SUSPENSION
Ducati doesn’t skimp when it comes to suspension and this is where things start to merge a bit more between the street and race bikes. The suspension on the GP8 is only a couple generations in front of that on the D16RR. In other words, a few years back the GP boys were riding on the exact same gas-charged Ohlins fork and Ohlins TXX rear shock the D16RR hits showroom floors with. Where the real difference comes from is in the setup and tire grip. Stoner’s ride felt compliant and amazingly balanced no matter what I threw at it, though slightly loose on corner exit. This comes from loads of testing data at the Valencia track where I rode it and a seasoned team, one which just won a world championship.
On the other hand, the stock Desmo’s settings were so incredibly far off it was almost scary to ride at first. The whole thing was stiff as a board and the bike would instantly stand up when any amount of brakes were applied at lean. It took the better part of a day for us to get it properly set up, as the gas-charged Ohlins are tricky. Some extreme preload reduction and pulling the compression back several clicks on both ends resulted in a much more complaint machine, one which would actually allow trail-braking.
The bike’s limitation then became the tires. Due to an odd-sized 16-inch rear wheel, the only tires currently available for the D16 are the stock Bridgestones, which have to be ordered from a Ducati dealership at a fairly steep price. I guess anything associated with this bike fits the, “If you’ve got to ask, you can’t afford it,” adage. They are a mix of street and track, and are quite competent on the road but leave something to be desired on the track. When wailing away at 150mph through Turn 8 at Willow on an $85,000 motorcycle, the last thing you want to worry about is tire grip. Not to mention the rear wears extremely fast when pushed hard, a result of the massive power being pumped through the back rubber. This added a fairly nerve-racking element to the two days of track testing.
Ducati Desmosedici D16RR
Waheed: It’s impossible not to notice those long, gold gas-charged canisters behind each fork leg. Although they’re standard issue in professional Superbike and MotoGP circles, I was really skeptical of how they would perform on the Desmo. Are they even real? After two stints at Willow International Raceway the answer is: Yes!
Even for my 180-pounds, the bike was really stiff with the front end never really compressing even under hard braking. Thus, getting the bike to change direction took plenty of muscle. When you did finally get the bike to turn, once you’d reach a certain threshold the bike would fall into the corner, which was unpredictable and not very confidence inspiring to say the least.
Fortunately, the Ohlins FG353 pressurized fork has a versatile window of adjustment. We backed out the preload and low-speed compression on both the fork and Ohlin’s TTX rear shock which drastically changed the Desmo’s handling characteristics. While it still required a bit of input to change direction, once turned it would fall into the corner predictably.On the street, there’s simply no way to dial down the suspension to a comfortable level. Out on the highway, road bumps that you would typically glide over on a normal street bike are big enough to get the rear wheel to momentarily lose contact with the pavement. And, unless you’re coming into a cloverleaf hot, triple-digit speed-style, you never really notice the benefits of the fork. But they sure look the part.
CHASSISAnother area where the two feel nearly identical is the chassis, probably even more so than suspension. They kept every last ounce of the GP8’s rigidity on the street machine, making probably the stiffest street-legal bike currently (or maybe ever) produced. While this makes for a harsh ride when going to the coffee shop, on the track it translates every last bump and imperfection right to the rider. Coming from mostly soft street bikes recently, this took a few sessions to get used to, but I became quite fond of it, bringing me back to relive my 15 minutes of GP fame.
Waheed: From the moment you lift the kickstand and slip out onto the road, there is no way to mask how rigid the Desmo’s chassis is. Even softening the suspension has little change on how unyielding it feels as a whole. On the flip side, when you’re lapping around Willow’s 2.5-mile road course, the Desmo feels more solid than a high-end European sports car. The tiniest body movement or control input yields an equally exact response from the machine. All the while an almost overwhelming level of road and machine feel is delivered through the control surfaces on a level higher than most full-on production-based road racers! Perhaps what’s even more amazing is just how much feedback is delivered considering the less than optimum racetrack performance delivered from Bridgestone’s D16RR-spec BT-002 tires. I could only imagine how incredible it would feel with some of Bridgestone’s racing slicks.
Like the chassis, the ergonomics remain unchanged from the GP rocket to the street rocket. Ducati was smart – when they said they were going to build a direct replica they did exactly that. No disappointment here. Again this instantly brought me back to my GP ride, right down to the material the seat is made from. It’s quite aggressive for the street, but who cares? This is about having a radical race-replica machine and the Italians know exactly how to do that. Give the consumer the real thing.
Waheed: A self-confessed, Ducati-phile, it appears that the Ducati Corsa engineers designed the Desmo specifically for me. Although the seat height will be tall for many, it’s spot-on for my six-foot frame; so is the extended reach to the low-slung handlebars. The bike is much narrower between your legs than any new 1000cc Inline-Four, yet is still slightly wider than Ducati’s own super-slim 1098/1198. With feet propped on both pegs there was just enough room for my lower body, which made it just plausible enough for some sport-touring. When the road starts zigzagging, however, the ergonomics are not only perfect but it’s literally impossible to drag any hard parts … unless you’re moments away from crashing.
FUN QUOTIENT
Atlas: For those who ride at the racetrack on a regular basis and TIVO every motorcycle race they can get their hands on, plus have a good paying job, the Desmo may just be the perfect motorcycle. Who cares if it’s uncomfortable on the street and costs a truckload of money; those thoughts will quickly be erased the second your right wrist is pinned to the stop. The power is smooth and relatively easy to control, but the monstrous torque slams you back in the seat with vigor.
Functional art, the Desmosedici is as photogenic as it is thrilling to ride.
The real GP steed, on the other hand, is almost too much. The sheer speed and effort it takes to comprehend the velocity it produces is extremely taxing. That said, the exhilaration is unrivaled, with one’s adrenal glands pumping gallons of the good stuff straight into your blood the entire ride. It’s for this reason that I’ve been in withdrawal ever since. At least until we got our hands on the D16RR.
Waheed: If God were to ever ask me what my perfect motorcycle would be, Ducati’s Desmosedici D16RR would be it. It’s perfect when you’re wheelieing down the freeway, spinning laps on the racetrack or scaring soccer moms as you zip through rush-hour traffic. It embodies everything awesome about sportbikes and does so at the rawest, most pure level. It’s sensitive, loud, flashy, fast, expensive and completely impractical – except for those 1500 or so lucky people who realize how much of a bargain an $85,000 MotoGP bike is.
BELIEVE THE HYPE?
We all want to be Valentino Rossi or Casey Stoner. It’s why we follow the sport religiously, it’s why we put stickers on our sportbikes, and sometimes it even dictates which brand motorcycle we buy. Ducati has given us as close an option as there has ever been, and maybe ever will be, to experiencing a true GP machine. The cost is extremely steep, but so is the performance. If I could honestly come anywhere close to 85K, I would flat out have to have it. In fact, I even considered getting a loan – and I have access to just about any new sportbike at any given time, for free. But there is only one Ducati D16RR. I yearn to have it back, I want that rush! What can I say, I’m an addict
5. Suzuki GSX-R1000 $12,899.00
Identification
Model Type Sport
BASE MSRP(US) $12,899.00 Free Dealer Quote
Dealers Suzuki Dealers
Warranty 12
Insurance Get a Quote Get a Quote
Engine:
Engine Type Horizontal In-line
Cylinders 4
Engine Stroke 4-Stroke
Cooling Liquid
Valves 16
Valves Per Cylinder 4
Valve Configuration DOHC
Compression Ratio 12.8:1
Starter Electric
Fuel Requirements Regular
Fuel Type Gas
Transmission:
Transmission Type Manual
Number Of Speeds 6
Primary Drive (Rear Wheel) Chain
Wheels & Tires:
Front Tire (Full Spec) 120/70 ZR17M/C 58W
Rear Tire (Full Spec) 190/50 ZR17M/C 73W
Brakes:
Front Brake Type Dual Hydraulic Disc
Rear Brake Type Hydraulic Disc
Technical Specifications:
Wheelbase (in/mm) 55.3 / 1405
Fuel Capacity (gal/l) 4.6 / 17.5
6. Aprilia RSV 1000R
Identification
Model Type Sport
BASE MSRP(US) $13,999.00 Free Dealer Quote
Dealers Aprilia Dealers
Warranty 24
Insurance Get a Quote Get a Quote
Engine:
Engine Type V Twin
Cylinders 2
Engine Stroke 4-Stroke
Cooling Liquid
Valves 8
Valves Per Cylinder 4
Valve Configuration DOHC
Compression Ratio 11.8:1
Starter Electric
Fuel Requirements Premium
Fuel Type Gas
Transmission:
Transmission Type Manual
Number Of Speeds 6
Primary Drive (Rear Wheel) Chain
Wheels & Tires:
Front Tire (Full Spec) 120/70 ZR17
Rear Tire (Full Spec) 190/50 ZR17
Brakes:
Front Brake Type Dual Disc
Rear Brake Type Disc
Technical Specifications:
Wheelbase (in/mm) 55.8 / 1418
Fuel Capacity (gal/l) 4.8 / 18
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