Benelli has coaxed 155hp (up from 137hp) out its 1130cc triple, which puts the R160 right in-line with the Ducati Streetfighter power-wise, but R160 is still a little bit of a porker, with a dry weight of 458lbs, and a curb weight of 474lbs.

Despite being a big girl, she makes up for it with personality. For potential Benelli purchasers the design of the bike is its biggest attraction, and of course there’s also the unique three-cylinder motor. Maintaining the same TnT lines, the R16 gets a healthy dose of carbon fiber treatment, which culminates in maybe one of the sexiest tails we’ve ever seen.

Quality, reliability, and distribution are still issues that Benelli owners must face, as when we saw the R160 up close, we were a little disappointed with the fit and finish of the bike. More on that in another post.

Benelli has yet to release a price on the 2010 Benelli TnT R160, but expect an MSRP in the $17,000 area.

For more discussion on the 2010 Benelli TnT R160 go to link

Source: Benelli

A press conference, eagerly anticipated and rich in content, took place immediately prior to the official opening of the trade show. Gabriele Del Torchio, President of Ducati Motor Holding, met with representatives of the international media to present the company’s recent sporting and commercial results, confirming the Italian manufacturer’s strength and performance, despite the difficulties that the sector is currently experiencing.

“In 2009 Ducati has faced a year of important challenges but also one of important opportunities,” stated Gabriele Del Torchio, President of Ducati, during the conference. “The challenges arrive from a market that has entered a significant worldwide slump and where the segment in which we operate could have dropped by 35% by the end of this year. In this scenario Ducati knew how best to react, so much so that our shares have continuously grown and in 2009 we will register a record share of 7.2% on a worldwide level. This result was achieved by sticking strictly to the objectives we had set ourselves, in relation to the company’s three fundamental pillars. Firstly, product, with the 2010 innovations the clearest demonstration of how we have followed an intelligent plan for continuous renewal. Then the distribution network, constantly renewed and reinforced to improve and expand the service. Thanks also to the recent opening of stores in Shanghai, Mexico City and in Vietnam, Ducati today distributes in 80 countries of the world. Last but not least, the brand. We continue to work on the recognition of our brand name, and above all, on the role that Ducati has as an ambassador of Italian style across the world, a factor that is of fundamental value to us.”

Claudio Domenicali, General Director of Ducati Motor Holding, then presented the many new bikes lining-up in Ducati’s 2010 Model Year.

“We are present at EICMA with a series of important innovations, in accordance with our strategic industrial plan,” declared Claudio Domenicali, Ducati’s General Director, while presenting the 2010 Model Year. “The new Multistrada 1200 provides Ducati with an important opportunity to penetrate what is, for us, a completely new market segment, with a totally innovative concept, in terms of performance, usability and technological content. Four bikes in one, with four different riding modes, traction control and electronic suspension but, most importantly, a true Ducati, in its style, design and advanced technology, derived directly from Ducati’s racing experience on tracks across the world. The Hypermotard 796 e 1100 evo, the new “Corse” liveries for the 1198 S and 1198 R, as well as countless technical and style updates, complete the 2010 line-up of which we are so proud.”

2010 Special Editions celebrate the historic Ducati Corse logo change and two world titles in Superbike and Superstock. The 1198 S Corse Special Edition and 1198 R Corse Special Edition, both equipped with factory team-style aluminium fuel tanks, Ducati Traction Control and a special celebratory Ducati Corse livery, now complement the lightweight and agile 848 now in Dark colour scheme, the awesomely powerful 1198, and the high-spec 1198 S to complete the 2010 Superbike model line-up.

For more dicussion on Ducati Motorcycle go to link

Though the very popular 320i here has a four-pot, BMW cars are very much well-known for their silky smooth inline-6 engines. BMW is now trying to bring inline-6 into bikes in a big way, as according to them it is the packaging issues that have prevented the cylinder format from really going anywhere when installed in a bike, whether in a production model or in motorcycle racing.

BMW claims that the BMW Motorrad Concept 6’s inline-6 engine is approximately 10cm slimmer than any production inline-6 engine coming before it, and it is only a bit wider than a large-capacity inline-4 engine with conventional technology. BMW has used a slightly over-square bore to stroke ratio measurement with a relatively long stroke and small gaps between cylinders. Electrical ancillaries and drive components are situated behind the crank in the open space above the transmission in order to minimize width.

The engine’s construction uses lightweight materials in as many areas as possible in order to keep the engine relatively light. Some weight-reduction techniques include hollow-drilled camshafts and light conrods. The engine’s inline-6 configuration does not require the use of a balance shaft. The block uses dry sump lubrication, helping lower the engine installation position. Like inline-4 installed in the BMW K 1300 series, the engine is tilted forward by 55 degrees for a lower center of gravity and better weight balance. The tilt angle also allows extra space for the aerodynamically-positioned intake manifold.

And now for some numbers. The inline-6 has 1.6 liters of displacement and can produce 130Nm of torque from just 2,000rpm. It revs up to nearly 9,000rpm. Look after the jump for photos of the Concept 6.

For more discussion on BMW Motorcycles go to link

With a 998cc motor, the new F4 makes 3hp more with less cubic-centemeters than the 2009 MV Agusta R 312. The 2010 F4 also weights less, dropping 22lbs for a dry weight of 424lbs.

Like the Brutale, a new engine, chassis, and swingarm have been designed for the 2010 model. These changes make the 2010 MV Agusta F4 4cm narrower, while making the chassis more rigid.

Riders should find the new chassis more comfortable, and will be able to make use of the F4’s new 8-way adjustable traction control unit and twin-map ECU. Helping get the power to the ground is bike’s

New Features

• Power supply with TSS variable length intake system
• TC MK II traction control system, adjustable on 8 levels
• Two injectors per cylinder
• New electronic injection system with 49-mm throttle bodies
• New Magneti Marelli 7 SM ECU
• New 4-1 exhaust system with valve

2010 MV AGUSTA F4 1000 R Technical Specs:

ENGINE

Type: Four cylinder, 4 stroke, 16 valve

Timing system: “D.O.H.C”, radial valve

Total displacement: 998 cm3 (60.9 cu. in.)

Compression ratio: 13.1:1

Starting: Electric

Bore x stroke: 76 mm x 55 mm (3.0 in. x 2.2 in.)

Max. horse power – r.p.m. (at the crankshaft) Full power version: 137 kW (186 HP) at 12900 – Lim. 13500 r.p.m. / Restricted power version: 73 kW (100 HP) at 9200 – Lim. 10800 r.p.m.

Max. torque – r.p.m. Full power version: 114 Nm (11.4 kgm) at 9500 r.p.m. / Restricted power version: 90 Nm (9.0 kgm) at 5500 r.p.m.

Cooling system: Cooling with separated liquid and oil radiators

Engine management system: Magneti Marelli IAW 7BM ignition – injection integrated system with Mikuni throttle body; induction discharge electronic ignition;
Sequential timed “Multipoint” electronic injection ; Variable height intake ducts with Torque Shift System (TSS)

Clutch Wet: multi – disc

Gear Box Cassette: gearbox; six speed, constant mesh

Primary drive: 50/79

Gear ratio
•  First gear: Speed* 13/38 128,2 km/h (79.6 mph) a t 1 3 5 0 0 r. p . m .
•  Second gear: Speed* 16/34 176,4 km/h (109.5 mph) a t 1 3 5 0 0 r. p . m .
•  Third gear: Speed* 18/32 210,8 km/h (130.9 mph) at 1 3 5 0 0 r. p . m .
•  Fourth gear: Speed* 20/30 249,8 km/h (155.1 mph) at 1 3 5 0 0 r. p . m .
•  Fifth gear: Speed* 22/29 284,3 km/h (176.5 mph) a t 1 3 5 0 0 r. p . m .
•  Sixth gear: Speed* 19/23 305,0 km/h (189.4 mph) at 1 3 5 0 0 r. p . m .
•  Final velocity ratio 15×41

ELECTRICAL EQUIPMENT

Voltage: 12 V

Alternator: 350 W at 5000 r. p . m .

Battery: 12 V – 8,6 Ah

DIMENSIONS AND WEIGHT

Wheelbase: 1430 mm (56.27 in.)

Overall lenght: 2100 mm (82.63 in.)

Overall width: 750 mm (29.51 in.)

Saddle height: 860 mm (33.84 in.)

Min. ground clearance: 115 mm (4.52 in.)

Trail: 100,4 mm (3.93 in.)

Dry weight: 192 Kg (423 lbs.)

Fuel tank capacity: 17 l (4.49 U.S. gal.)

PERFORMANCE
Maximum speed* Full power version: 305,0 km/h (189.4 mph) / Restricted power version: 249,0 km/h (154.6 mph)

FRAME
Type CrMo Steel tubular trellis (TIG welded)
Rear swing arm pivot plates: material Aluminium alloy

FRONT SUSPENSION
Type “UPSIDE – DOWN” telescopic hydraulic fork with rebound-compression damping and spring preload external and separate adjustment
Rod dia. 50 mm (1.97 in.)
Travel on leg axis 120 mm (4.72 in.)

REAR SUSPENSION
Type Progressive, single shock absorber with rebound and compression (High speed / Low speed) damping and spring preload adjustment
Single sided swing arm: material Aluminium alloy
Wheel travel 120 mm (4.72 in.)

BRAKE
Front brake Double floating disc with Ø 320 mm (Ø 12.6 in.) diameter, with steel braking band and aluminium flange
Front brake caliper Radial-type, single-piece with 4 pistons – Ø 34 mm (Ø 1.34 in.)
Rear brake Single steel disc with Ø 210 mm (Ø 8.27 in.) diameter
Rear brake caliper With 4 pistons – Ø 25,4 mm (Ø 1.00 in.)

RIM
Front: Material / size Aluminium alloy 3,50 ” x 17 ”
Rear: Material / size Aluminium alloy 6,00 ” x 17 ”

TIRES
Front 120/70 – ZR 17 M/C (58 W)
Rear 190/55 – ZR 17 M/C (75 W)

FAIRING
Material Thermoplastic

For discussion on the MV Agusta F4 go to link

Dream bikes, the fruit of Italian ingenuity and creativity, and destined to become new points of reference on the international market, are ready to take the spotlight at EICMA 2009, the 67th edition of the International Motorcycle Exhibition, taking place at the Fiera Internazionale di Milano in Rho, from 10 – 15 November.

Before the unveiling of the 2010 line-up, the new Ducati Corse logo was presented to the international press, an evolution of the historic brand in the form of a new graphic, following on from the launch of the new Ducati logo at last year’s EICMA show.

A press conference, eagerly anticipated and rich in content, took place immediately prior to the official opening of the trade show. Gabriele Del Torchio, President of Ducati Motor Holding, met with representatives of the international media to present the company’s recent sporting and commercial results, confirming the Italian manufacturer’s strength and performance, despite the difficulties that the sector is currently experiencing.

“In 2009 Ducati has faced a year of important challenges but also one of important opportunities,” stated Gabriele Del Torchio, President of Ducati, during the conference. “The challenges arrive from a market that has entered a significant worldwide slump and where the segment in which we operate could have dropped by 35% by the end of this year. In this scenario Ducati knew how best to react, so much so that our shares have continuously grown and in 2009 we will register a record share of 7.2% on a worldwide level. This result was achieved by sticking strictly to the objectives we had set ourselves, in relation to the company’s three fundamental pillars. Firstly, product, with the 2010 innovations the clearest demonstration of how we have followed an intelligent plan for continuous renewal. Then the distribution network, constantly renewed and reinforced to improve and expand the service. Thanks also to the recent opening of stores in Shanghai, Mexico City and in Vietnam, Ducati today distributes in 80 countries of the world. Last but not least, the brand. We continue to work on the recognition of our brand name, and above all, on the role that Ducati has as an ambassador of Italian style across the world, a factor that is of fundamental value to us.”

Claudio Domenicali, General Director of Ducati Motor Holding, then presented the many new bikes lining-up in Ducati’s 2010 Model Year.

“We are present at EICMA with a series of important innovations, in accordance with our strategic industrial plan,” declared Claudio Domenicali, Ducati’s General Director, while presenting the 2010 Model Year. “The new Multistrada 1200 provides Ducati with an important opportunity to penetrate what is, for us, a completely new market segment, with a totally innovative concept, in terms of performance, usability and technological content. Four bikes in one, with four different riding modes, traction control and electronic suspension but, most importantly, a true Ducati, in its style, design and advanced technology, derived directly from Ducati’s racing experience on tracks across the world. The Hypermotard 796 e 1100 evo, the new “Corse” liveries for the 1198 S and 1198 R, as well as countless technical and style updates, complete the 2010 line-up of which we are so proud.”

The undeniable star is the eagerly awaited Ducati Multistrada 1200, already in the running to take the prize for “best bike in show.”

Faithful to the original intuition, which combined sport bike technology with comfort and versatility, Ducati now extends the concept further with a brand new Multistrada 1200 designed to satisfy the demands of all motorcyclists.
Ducati have designed a motorcycle to tackle all kinds of journey and road surface using technology derived from the Bologna made race bikes in MotoGP and World Superbike.

A bike with no limits, that can transform itself to suit the rider’s demands, from a supersport to a tourer for long journeys with a passenger and luggage, to an everyday bike which can breeze through the daily commute and also tackle off-road routes with the agility of an enduro; in other words, four bikes in one!

Ducati have once again pushed the limits of motorcycle design by adding Italian innovation to the elegance, style and technology which characterise the motorcycles that leave the Bologna factory.

All it needed was a heart, the perfect engine to fulfill the potential of this new design. The obvious starting point was the World Championship-winning engine, the Testastretta, used on the Superbike 1198. Engineers in Bologna have succeeded in harnessing the immense power of this engine, making it smooth and adaptable to any situation. The new Testastretta 11° engine is thus born, and represents a milestone in combining performance with usability.

2010 Special Editions celebrate the historic Ducati Corse logo change and two world titles in Superbike and Superstock. The 1198 S Corse Special Edition and 1198 R Corse Special Edition, both equipped with factory team-style aluminium fuel tanks, Ducati Traction Control and a special celebratory Ducati Corse livery, now complement the lightweight and agile 848 now in Dark colour scheme, the awesomely powerful 1198, and the high-spec 1198 S to complete the 2010 Superbike model line-up.

There are more exciting new products in the Ducati Hypermotard range that now becomes a fully-fledged family of bikes in 2010. No longer just one, but three versions, designed to suit different needs, but each with the same specific objective: to provide excitement and fun. So here is the new, agile Hypermotard 796, which joins the new and even more powerful Hypermotard 1100EVO as well as the extreme version, the as yet unseen Hypermotard 1100 EVO SP.

Hot on the heels of its early model year 2010 launch in October, the lightweight 796 is now joined by an evolution of the 1100 model that rolls out at an incredible 7kg (15.5lb) lighter and 5hp more powerful than the original.
And if further weight reduction and more punch wasn’t already enough on a bike that was built to thrill, the Hypermotard 1100EVO SP pushes the limits even further with a model intended to perform on the track as well as the street.

The exciting introduction to the Monster family for 2010 are the ABS equipped versions of the 696 and 1100 (basic and S), the first time that Ducati has ever equipped the Monster family with a safety-enhancing anti-lock braking system.

Other 2010 introductions to the Monster family include new exhaust guards, which feature a longer shape and provide improved heat protection.

Brand new crankcases for the 696, which are an impressive 1.2kg (2.6lb) lighter and, furthermore, the user-friendliness of the controls has been improved with 4-point adjustable clutch and brake levers to suit all hand sizes.

In addition, Ducati presents many new accessories, special components and a new collection of Ducati clothing.

For more discussion on the New Ducati go to link

Source: Roadracing World

The engine now has a maximum speed of 8,500 RPM, up from 8,000 RPM in last year’s version.  BMW says that the engine design provides a wider range of useful engine speed and significantly better acceleration, torque and pulling power.

With the introduction of the new BMW R 1200 GS, BMW is writing yet another chapter in the story of its highly successful GS models which, for almost three decades, have been the epitome of the large-capacity grand touring Enduro.

Building upon the former generation of the R 1200 GS, which already offered supreme power and performance as well as a broad range of practical riding qualities for long tours combined with supreme pleasure on winding country and mountain roads, BMW is now enhancing this standard to an even higher level.  A more powerful engine with extra torque, results in even greater driving dynamics both on-road and off-road.

More new features include

• Electronically controlled exhaust flap for a “more muscular sound”.
• Color variants of the 2010 R 1200 GS include Alpine White non-metallic, Magma Red non-metallic, Ostra Grey matt metallic and Sapphire Black metallic.
• Color variants of the R 1200 GS Adventure are Smoke Grey matt metallic, Brilliant Yellow metallic.
• Optional extras and accessories are available, also tailored to each model with BMW’s usual high level of quality.
• New additional headlight using LED technology for the R 1200 GS is an available accessory.

The 2010 BMW R1200GS: Details

Introducing the new BMW R 1200 GS and the new R 1200 GS Adventure, BMW Motorrad is opening up yet another chapter in the story of highly successful GS models which, for almost three decades, have been the epitome of the large-capacity grand touring enduro.

Moving on from the former generation of the R 1200 GS and R 1200 GS Adventure, which already offered supreme power and performance as well as a very broad range of practical riding qualities for long tours combined with supreme pleasure on winding country and mountain roads, BMW Motorrad is now enhancing this standard, as impressive as it already is, to an even higher level.

In its construction principle and fundamental layout, the new fl at-twin power unit is the same as the DOHC engine on the BMW HP2 Sport.

But marking the new generation, the engine has been carefully updated and optimized for the R 1200 GS and the R 1200 GS Adventure, tailored to the specific requirements of a grand touring Enduro.

With the 1,170-cc Boxer engine on the former models already ensuring supreme power under all conditions and in all situations, the new R 1200 GS and R 1200 GS Adventure have even more to offer in virtually every respect.

The new engine delivers a maximum output of 110 hp, reaching top engine speed at 8,500 RPM (up by 500) and with an even broader range of engine speed, the new GS models are even more dynamic, powerful and muscular in terms of both torque and acceleration throughout the entire speed range.  This sets the standard once again for the gran

2010 BMW R1200GS Options Include

• Enduro ESA.
• BMW Motorrad Integral ABS (semi-integral, on-demand).
• RDC and ASC.
• Chrome-plated exhaust system.
• Heated hand grips.
• Hand protectors (Adventure: standard).
• Case holder (Adventure: case support for aluminum case).
• Cross-spoke wheels (Adventure: standard).
• On-board computer with oil level warning.
• Low rider’s seat (R 1200 GS).
• Lowered suspension (R 1200 GS).
• Anti-theft warning system with remote control.
• LED direction indicators.
• Off-road tires (Adventure).
• Enduro transmission (provides a short first gear on the Adventure).
• Additional halogen headlight (Adventure).
• Availability of power reduced to 98 HP and 91 RON.

2010 BMW R1200GS Luggage Options

• Vario case (GS) / aluminum case (Adventure).
• Case holder (GS) / case support for aluminum case (Adventure).*
• Vario Topcase (GS) / Aluminum Topcase (Adventure).
• Topcase fastening elements replacing passenger seat (R 1200 GS).
• Topcase support.
• Inner bags for Vario and aluminum case/Topcase.
• Back padding for Vario and aluminum Topcase.
• Carrier handle for aluminum case.
• Watertight tank bag.
• Watertight tank bag, small (R 1200 GS).
• Softbag 2, large, 51 liters.
• Softbag 2, small, 19 liters.

2010 BMW R1200GS Design Details and Options

• Cylinder head covers chrome-plated.
• Wheel cover, front, in carbon.
• Splashguard, rear, in carbon.
• HP Carbon cover for engine housing.
• Headlight protector (for off-road use only).
• Cap for Telelever and fork bridge.
• Additional LED headlight.
• Holder for additional headlight.
• LED direction indicators.
• Akrapovi? sports muffler.
• Windshield, tinted.
• Wide Enduro footrests (Adventure: standard).
• Adjustable footbrake lever (Adventure: standard).
• Handlebar cross reinforcement.
• Padding for handlebar cross reinforcement.
• Rider’s seat, low (820 mm/32.3″) in Black or Grey (R 1200 GS). Rider’s seat, Grey (R 1200 GS).
• Additional power socket.
• Heated hand grips.
• BMW Motorrad Navigator IV and Holder for BMW Motorrad Navigator.  Navigator function bag.
• Hand protectors (Adventure: standard).
• Spoiler guards, large, for hand protectors.
• Aluminum cylinder head cover protection (Adventure: standard).
• Plastic cylinder head cover protection.  Engine protection hoop (R 1200 GS).  Enduro under-engine protection, aluminum.  Frame guard.  Safety bolts for oil filler manifold.
• Anti-theft warning system with remote control.
• Reduction in power to 98 hp.
• Paddock stand.
• On-board toolkit/service kit.
• LED light for on-board power socket, 410 millimeters/16.1″.

For more discussion on the BMW R1200GS click on link

The Mavizen TTX02 unveiled Tuesday in Las Vegas marries top-shelf components and racy styling with a lithium-ion battery pack and two electric motors in a package Mavizen says can do 130 mph. Azhar Hussain built it to provide a ready-made machine that anyone can ride in the 2010 TTXGP, the second running of the green grand prix he launched this year.

“We want the TTxGP eGrandPrix to be affordable and accessible,” Hussain told Wired.com. “The TTX02 is a step toward that goal.”

Mavizen joins Mission Motors in the quest to electrify high-performance motorcycles. But while the Misson One is a street-legal machine, the TTX02, like the one-off Bramo Enertia TTR we saw last year, is meant primarily for racing. What really makes it unique, however, is its interchangable drivetrain and open-source software that allows riders to customize their machines to suit their needs.

“It’s a competitive platform to start developing and tweaking,” Hussain said. “This is about giving everybody access to the best tools so they can go racing and have a stab at making history.”

In that way, the TTX02 is a seed from which Hussain hopes the future of the GrandPrix and electric motorcycle racing will grow. And the kernel of that seed was provided by KTM, a company most famous for its dirtbikes.

The rolling chassis is a KTM RC8 street bike, and they’re sent directly to Mavizen from the KTM factory. They arrive without the engine and other bits needed for internal combustion, but everything else — from the chrome-moly trellis frame and WP suspension to the Brembo brakes, cast aluminum wheels and slick bodywork — is exactly as you’d find it in a KTM showroom.

“This way we benefit from one of the best chassis in the world married up with a boosted version of the drivetrain that won the Isle of Man TTXGP,” Hussain said.

Propulsion comes from a pair of Agni 95 electric motors, each producing 22.5 kilowatts continuous power (about 30 horsepower) and 36 kilowatts peak (48.2 horsepower). Hussain says the bike weighs “about 160 kilograms” ready to ride.

Riders will choose one of three lithium-ion packs, each developed specifically for one of the TTXGP’s three racing classes. The biggest pack, the Snaefell, is an 11 kilowatt-hour unit designed for the 38-mile Isle of Man TT course. The 6 kilowatt-hour Circuit pack is for the 25-mile course. A smaller “Sprint” pack is being developed for the eGrandprix’s six-mile course. There’s no word yet on who’s building the batteries.

“The technology is moving too fast to commit to one manufacturer,” Hussain said. “For us, performance is key and price second, so our design is flexible enough not to lock down to a particular battery.”

The drivetrain is swappable, allowing racers to mix-and-match packs and motors to suit the circuit and their riding style. The software controlling it all runs on Linux — Hussain says it boots up in less than three seconds — and the system bus for power and data features a USB port.

“This allows all kinds of peripherals to integrate into a single command system,” Hussain said. “So, for example, a camera feed can integrate with battery management and GPS to form a single view of the race.”

Mavizen included a web browser into the system to allow remote login, configuration and system diagnostics. Hussain says that will make it easier to provide software upgrades and for racers to customize the software. The command system is called Chewii, and Hussain says it will be available in March at no cost to anyone who wants it.

Hussain plans to build the TTX02 in the United Kingdom. Volume will depend upon demand, but Mavizen has set an initial goal of 50 bikes. The first of them will be delivered in April. The price will depend upon what battery pack is ordered, but Hussain said “a typical circuit configuration will be about $40,000.”

Although the bike is designed specifically for the TTXGP, you don’t have to race on the Isle of Man to buy one.

“Anybody who wants to get into electric bike racing or just wnats to get the bike on the road is welcome to come and we’ll get them going,” he said.

For more discussion on the TTX02 click on link

MV Agusta holds onto a precarious position as the company has defined itself in the industry with its breath-taking designs. In many ways, the lines of the F4, with its stacked headlight, single-sided swingarm, and 4 pipe under-seat exhaust, have become a part of MV’s brand identiy, making it difficult for the company to move past Tamborini’s original piece of art into new revisions.

When the new Brutale copied almost exactly the lines of its predecessor, despite being 80% new in design, we were worried that the 2010 MV Agusta F4 would follow a similar fate. There’s a strong possibility that will be the case come a week’s time, but it does seem that MV Agusta has done a little work under the hood.

It’s being rumored that MV Agusta has re-worked the 998cc inline-four motor to make 186 hp at 12,900 rpm. Engine features include two fuel-injectors, variable throttle bodies, a slipper clutch, and 8-way adjustable traction control system that is supposed to be the best the market has seen to date.

The F4’s chassis has also supposedly gotten the once-over, with a longer and lighter single-sided swingarm and more slender overall profile. A “bi-xenon” head lamp (seen already in MV’s teaser photo) follows similar lines of the previous F4, and we can expect to see the same 4 tip exhaust cans under the F4’s seat.

According to Managing Director of MV Agusta, Enrico D’Onofrio:
“The launch of the new F4 continues the path of success started with the new Brutale MV Agusta to return to writing new pages in its glorious history and rich tradition of victory. The F4 comes from an entirely new project with the aim of improving excellence as an extreme mixture of art of design and sport performance. Continue in future to invest in developing new projects to broaden the range of our amazing motorcycles.”

We’re still hopeful that the new MV Agusta F4 will live up to the hype, but considering how many parts the new bike will likely share with the Brutale, we’re still having a hard time believing we’ll be “wowed” in Milan next week. Stay tuned for photos and a detailed write up.

For More discussion on the new MV Agusta click on link

Source: OmniMoto

Ian wanted to put the Subaru WRX engine into a motorcycle, and he wanted to see beforehand how the result would look. So, he decided to use Solidworks for the job, a nice choice, but Ian had to learn using the software along the way as he created the motorcycle. He gets brownie points for the hard work he put in, and the fact that the motorcycle looks awesome just makes things better.

Proposed Specifications of the KickBoxer:

Engine: stock Subaru WRX
Turbo: stock IHI
Wheels: 5Ziggen “ProRacer”
Wheelbase: 56.5?
Rake: 20 degrees
Right angle gearbox: from a Mitsubishi AWD car
Transmission: Baker Torquebox
Belt drive: BDL
Front hub: rear hub, 1980’s GM car
Rear axle: modified Datsun 280Z stub axle
Rear shock: aftermarket Buell type pull shock

For more discussion about the Kickboxer Click on link.

The 987 C3 4V is the latest evolution of Vyrus’s radical Ducati-engined superbike, replacing the 985’s 999R engine with the latest homologation-special 1198cc motor. An all-new electronics package – as well the 987’s inherently stable chassis, which doesn’t dive or squat – makes the bike’s monstrous power controllable, says boss Ascanio Rodorigo. “Everybody will be able to ride it without killing themselves,” he claims.

Three versions of the new 987 are planned, with deliveries of the ‘basic’ 987 – offering 170bhp and 163kg – beginning in the New Year, with two hotter versions commencing in April. An ‘R’ version is tuned for 184bhp and weighs 158kg (6kg less than a Yamaha R6), while the hottest ‘Kompressor’ version has just 154kg holding back its 211bhp. Prices are expected to be £44k, £50.5k and £71k, (US$112,000) respectively.

Vyrus boss Rodorigo says the supercharged version has stretched chains and spun tyres on their rims in testing, and a new generation of electronics has been required to bring the power in check: “The dramatic increase in power of this bike has meant we need very advanced traction control and settings to keep its behaviour ‘human’.”
Race-spec traction control including sensors for wheel speed and suspension stroke, plus a gyroscopic lean-angle sensor combine with three different engine maps to make the most of the power in the broadest range of conditions.

Chassis-wise the 987 has a new swing- arm, geometry and different weight distribution to the 985. Buyers will get bespoke engine maps to suit their riding style and weight. “This is essential when you are dealing with 107ftlb of torque,” says Rodorigo. That’s 26% more than an R1.

Rodorigo believes the bike’s hub-centre-steered chassis is better suited to cope with near-MotoGP levels of poke on the road than conventional designs: “It’s curious at first, but it turns easily into corners, and the stability grows the closer you get to the limit. It’s incredibly confidence-building. The main drama is the light weight, not so much the power,” he adds. The 987’s predecessor, the similarly near-naked 985, topped out at 181mph – Vyrus has yet to speed test the new bikes.

Rodorigo, whose firm designed the famous Tesi 2D for Bimota, says he’s convinced the hub-centre-steered path is the true one, albeit a lonely one at the moment.

“The advantages of this type of design are evident when riding the bike at any level. The front end of a Vyrus doesn’t dive when you brake into the corners, which means you don’t get the weight transfer on the front wheel.

“This allows you to brake later and corner harder and always keeps the bike tremendously stable and safe. At the same time when accelerating, the rear end, doesn’t ’sit down’. The result is an experience that always feels easy and secure.”

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Source: MCN