(Images taken from Honda UK)

What is it about naked sportbikes that make me drool and get all excited? And I don’t think it’s just because of the word ‘naked’…

Here are some pictures, specs and reviews of Honda’s latest naked sportbike -- the 2008 Honda CB1000R Hornet…

What’s with the pukey, olive colour you say? Not too sure about that but here’s more pics of the 2008 Honda CB1000R Hornet in cooler colours…

Full Specifications

Here’s a detailed and super review of the 2008 Honda CB1000R Hornet taken from Motorcycle USA written by Marc Potter:

Way back in the ’60s, when men had quiffs and woman wore beehives, the Japanese bike manufacturers invaded Europe. Their bikes looked strangely like the ones made in the midlands but they had funny winged logos on the tanks. And they worked come rain or shine.

The copycats were laughed off at first and then makes like Honda, Kawasaki, Yamaha and Suzuki started landing on our shores in big numbers, at the right price, with the right kit (like electric starters that worked) and engines that didn’t leak. And they took over the world of motorcycling forever.

It stayed that way for the last 40 years until a small manufacturer in Hinckley started making a bike called the Speed Triple and essentially created the Super Naked bike. Having been the first person in the world to ride the prototype, I remember that moment well. Okay, so the Ducati Monster was the original but that didn’t have the same sort of sports bike horsepower linked with quality suspension and brakes, and the kind of style reminiscent of a crashed GSX-R1100 with bug-eye headlamps.

And now the tables have turned again, as the world’s biggest bike manufacturer looks down from its ivory tower to a small industrial unit in Leicestershire and decides it’s very interested in a bike called the Speed Triple. Combine it with a healthy respect for bikes like the MV Agusta Brutale and the Monster and you’re starting to get the measure of Honda’s new CB1000R.

Big H won’t admit their influences but an off the record chat with a few people confirmed what I just said, and it’s not going on sale in Japan because the emissions laws are so strict it would have to have an exhaust the size of a small car. This bike is for Europe only and that’s where most of the design work and development was done.

Forget the fact it has the same name as the dinosaur CB1000 of the early nineties, or that it’s a spine-framed, FireBlade-engined naked like the now defunct 900 Hornet. This is a whole new bag for Honda. A bike designed with Europe in mind and one that uses a retuned version of the 2007 FireBlade CBR1000RR engine and runs 2008 FireBlade forks, 2008 FireBlade brakes, a beautiful single-sided swingarm and styling tailored to the decor of the very best designer cafes in Milan. In green it looks purposeful, in white it looks as good as anything on the road.

And then there’s the bike’s heritage. It was developed by Tetsuya Kudoh, the man who was chief engineer and test rider on such bikes as the VFR400, RC30, NR750, CBR600F and VFR750F, so nothing much good in there then. And as such it’s one high-spec piece of kit. The single-sided swingarm is one of the things that gives away the fact this isn’t your average fat and lazy naked bike.

Then there’s the short stubby attitude of the CB100R: the tiny seat unit designed as a token gesture to attract nubile Italian goddess’ who may want to perch on your steed, so to speak. (But in reality no real human would want to sit on the back and you’d never get a tail pack on it, but Honda designed it that way.) It’s all about being purposeful, minimal, and saying to everyone watching that you’re a no compromise kind of guy who likes to ride fast and look good. The CB1000R weighs in wet at 217 kg (478 lbs), which is just 18 kg (40 lbs) more than the super lightweight 2008 Blade and most of that extra weight is in the heavily braced single-sided swingarm.

Check out the swoopy four-spoke rear wheel, the LCD clocks that are claimed to be the most expensive Honda make, the jagged lines of the bodywork and the aggressive ‘ready-to-attack’ stance, and you can tell this is no normal Japanese naked bike. It’s designed to give a sporty ride with the stylish looks of a naked, and it more than delivers.

Undoubtedly it’s a serious bit of kit that aims to do a totally different job to the old Hornet 900, and it’s a bike that I’m slightly afraid of riding when I get handed the keys in the center of Milan on a wet and slippery Saturday morning.

But fearful is not one of the things that enters your head when you start riding the tiny Honda. Filtering through Milan in convoy behind a mad Welshman intent on showing us his knowledge of Milan’s backstreets, the bike is gentle, easy and torquey. The fuelling is perfect, the grunt is huge and I’m already starting to think that for most people, most of the time this engine would be better in a FireBlade than the super-powerful motor de rigeur of bikes that say you’re a real man, even if secretly the amount of horsepower terrifies you. Or is that just me?

130 hp is plenty but it’s more about the torque and the way the power is delivered that impresses. It comes on clean and fat to the point where sixth gear will pull 30 mph with no shakes from the transmission, no rattles, just clean drive. Try that on a FZ1 Fazer and you’ll be reaching for an asthma inhaler to spray down its air intakes. Hit 8000 rpm and there’s no noticeable switch in delivery but by then it’s pulling strongest and doesn’t ease off till 10,000 rpm. Compared to the 2007 Blade, the CB uses a different cylinder head (made of magnesium), different inlet and outlet ports, a different ECU and compression ratio. As an engine it’s one of the finest in any production bike and hits way harder than you expect.

As we cut through the Milan traffic towards the twisty roads near Lake Como I realise I never actually checked whether or not I was riding the bike with combined brakes and ABS or the standard FireBlade braking system. As we pull up to the next lights, I grab a handful of front and lock the front tire I realise it’s the standard bike. The CBS/ABS model puts an extra £500 on the price. But as standard the brakes don’t feel super sharp like on the Blade, that’s because the master cylinder and brake lines are changed to soften it up a little. If it had exactly the same kit as the Blade you’d be a world stunt champion or lying in the road with the bike on top of you.

We head out of town and the CB1000R comes into its own as the road sweeps into fast dual-carriageway corners and you can feel how agile it is when cutting through traffic. It steers quickly yet the team behind the bike have managed to make it stable at motorway speeds, quite a feat when you consider how quickly it turns into a corner. Sit at 80 mph and the Honda is surprisingly comfortable. You feel close to the headstock of the bike yet deep enough in the seat to not feel the full force of the wind.

The pace slows through yet more industrial towns on the outside of Milan and we slide our way through roundabouts, dial in the smooth torque and power out the other side. Short shift and you almost forget the clutch as the gearbox is so light and precise on every shift, feeling like a well set-up racebike shift rather than your standard roadbike fare.

When the road opens up the CB1000R really comes into its own and it’s here where it needs to live. The big Honda is so easy to ride fast that you really don’t have to think about what gear and when to get on the throttle. It seems to let you get away with riding the road and not thinking about the bike -- if there are any faults with the bike that’s one of them.

The motor is amazing but it doesn’t howl or really get you excited. It has the looks of something really aggressive but it never really wants to kick off. If it were in a fight the CB1000R would be the good-looking one talking his way out of it, but knowing secretly that it could handle itself should it need to. In comparison to the Speed Triple it’s not quite as raw, not quite as bolshie and looks a little softer. But that makes it easier to ride than all its rivals. Kawasaki’s Z1000 is heavier, less torquey and doesn’t handle as well. Yamaha’s FZ1 has most of its power at the top and lacks bottom end, that makes it hard to ride on the roads where it wants to be ridden and it’s hard to wheelie.

The Honda on the other hand leaps out of corners piling all of its torque to the ground and is round the rev-counter before you know it. Shift at 10,000 rpm and it feels like the perfect blend of power and torque for the road. The suspension is softer than the Triumph but, for me, give the perfect blend of feel and comfort. I don’t want a bike that’s rock hard, just one that lets me know what the wheels are doing and one that doesn’t pitch around under power or braking. The Honda gets it bang on.

The only thing the CB100R lacks is a bit of soul and a bit of the noise that you get from the Brutale and the Speed Triple. But for ninety nine percent of the time it’s a better bike in every respect.

Unfortunately I never got to ride the CB1000R in true dry conditions where you can really sling it around. For that you’ll have to wait for our group test in about two week’s time. But in the real world, where cops are hiding in trailers with speed guns, the roads get ever busier and the surface isn’t racetrack smooth Honda has made a brilliant unfaired bike.

Here’s more reviews for you:

• 2008 Honda CB1000R Hornet Review at The Biker Cafe
• 2008 Honda CB1000R Hornet Review at Super Bike Magazine
• 2008 Honda CB1000R Hornet Review at The KneeSlider

And of course, here’s a video review of the 2008 CB1000R Hornet:

Final note for all you riders in Singapore: Word has it that Boon Siew Honda will be launching this bad boy in the Bike Show this September and Mah Pte Ltd may be bringing it in sometime in August. So here’s hoping to see it on the roads some time soon eh?

<Look at some other cool stuff at 33 Rebels>

Ride or own the above bike? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/2008-honda-cb1000r-hornet/feed/ 6 http://www.33rebels.com/bike-asia-2008/ http://www.33rebels.com/bike-asia-2008/#comments Tue, 15 Apr 2008 07:54:07 +0000 admin http://www.33rebels.com/bike-asia-2008/ Bike Asia 2008 – International Bicycle & Motorcycle Exhibition

Okay… So I decided to pop by at the Singapore Expo to have a look at Bike Asia 2008 – touted to be a regional trade show and the first international exhibition on bicycles, motorcycles and their respective accessories held in South East Asia. It even listed EICMA as a co-organiser. EICMA being the organisation behind the largest International Bicycles and Motorcycles show in Milan, Italy.

So with that introduction (found on Bike Asia’s website), I was expecting to be blown away by all the biggest names in the motorcycle industry, clamouring for a booth or spot in this huge event.

Boy, can I be more wrong. And disappointed. I was a little worried when I drove up to the Singapore Expo and got a parking space right outside the exhibition hall. If this were an IT exhibition, parking lots would have been in short supply and I would have been parked illegally about 500 metres away.

What the hell happened guys? The exhibition felt cold and empty and there were many empty booths littered throughout the hall. Big names were starkly missing from the lineup… I didn’t see Yamaha, Honda, Suzuki, Kawasaki, Harley Davidson…etc. Isn’t this supposed to be an international event?

Instead, there were a smattering of Vespas, a few Ducatis, Moto Guzzis and MV Agustas thrown about… These are all beautiful and well known motorcycles mind you (the limited edition MV Agusta Wally Brutale 989RR “118″ just made me drool…) but come on, what about the rest of the big boys?

• AGV and Nolan Helmet displays

• Vespas

1956 Vintage Douglas 125

GTV 125

GTS 250

Tasty in white…. and the Vespa wasn’t too bad as well…

• Some cool bikes

Marabese Bike Tailors Creations

Husqvarna…

Gilera FUOCO 500le

Moto Guzzi Griso

V11 Copa Italia

• Ducatis

Ducati 848

Ducati 1098R

Ducati 1098S

Ducati Monster 696

Ducati Monster S4RS

Ducati Sport Classic GT 1000

• MV Agustas

MV Agusta F4 1078

MV Agusta F4 Tamburini 1+1

MV Agusta F4 Brutale 1078

And lastly, my favourite – the limited edition MV Agusta F4 Brutale 989 Wally “118″

<Look at some other cool stuff at 33 Rebels>

(Text and images taken from Kawasaki)

KAWASAKI’S FORMIDABLE FLAGSHIP, THE 2008 NINJA® ZX™-14 FINE-TUNED FOR EXTRA FIREPOWER

Every champion knows sustained dominance is only possible with constant improvement. Such is the case with Kawasaki’s Ninja® ZX™-14. Since its debut in March of 2006, this motorcycle has ruled the open class sportbike roost with nearly non-stop magazine comparison victories. Even though the 1352cc Ninja ZX-14 won lavish praise for its massive torque, effortless power, agile handling and comfortable ergonomics, Kawasaki engineers were not willing to leave the door open to potential challengers.

The 2008 ZX-14 retains all the great features that made it a legend, plus more bottom, mid and top-end power. Changes to the engine and exhaust system allow it to comply with strict Euro-III emissions and tightening noise regulations. To meet noise standards, the engineers focused on reducing internal mechanical noise instead of muzzling the exhaust system. The result wasn’t a power loss, but an overall improvement of the engine character and an actual increase in the ZX-14’s legendary peak power! Yes, you read that correctly. Emissions and noise levels are lower, peak power is higher, the mid-range hit is stronger and smoother and low-end torque has been increased. A win-win solution for all, in our books.

To achieve those stringent emission levels, a third honeycomb catalyzer was added in the collector, joining the two honeycomb catalyzers already in each silencer. The secondary air ports in the cylinder head and its cover were made approximately 20 percent larger to permit an easier air flow into the exhaust system. A new Air Switching Valve (ASV) caps off the low emission updates and can handle approximately five percent more flow than the last year’s version.

Conquering the challenging Euro-III regulations is admirable, but Kawasaki took it to the next level on the ZX-14 with changes to its 1352cc engine which improve the power characteristics while meeting noise regulations. The injection system was first to receive attention in an effort to boost peak power, give a more linear mid-range and stronger low end torque with the same user-friendly personality. The fine-atomizing fuel injectors had their lateral spray angle increased from 15 to 20 degrees to disperse the atomized fuel over a wider area and the intake porting was revised to provide optimum flow characteristics.

Outside of the engine, the exhaust silencers feature refinements to the capacity of the first and third chambers and the lengths of the pipes projecting from the baffle plates have been adjusted. Next the entrances to the connecting tubes (joining header pipes 1-4 and 2-3) were enlarged approximately 75 percent to compensate for the new collector shape, which was altered to allow the inclusion of a third honeycomb catalyzer. These changes were a major component of the enhanced the torque characteristics, especially in the low rpm range.

Reducing internal mechanical noise allowed for the engineers to employ comparatively little exhaust modification to meet noise mandates and consequently the exhaust system could remain free flowing for greater power. Lower mechanical noise was attained by revising the piston profiles and adding a urethane insulation sheet to the inside of the magnesium chain cover.

The engine and exhaust system weren’t the only areas updated for 2008. The ZX-14’s chassis design is every bit the equal of its power plant. Using an advanced version of Kawasaki’s unique aluminum monocoque design, its frame is lightweight and very strong. Switching to die instead of gravity casting for the cast aluminum sections of the main frame resulted in lighter parts, allowing the Kawasaki engineers to shave weight on the already slim and compact frame.

Featuring a relaxed sport riding position, the ZX-14 is compact without being cramped, with its bars positioned within easy reach. The narrow engine, monocoque frame, and fuel tank provide a slim rider interface. Footpegs are low-set to give ample legroom and the low seat height and narrow seat front make it easy to plant both feet on the ground when stopped. Comfort levels are high enough that riders might think they’re on a dedicated sport tourer, but one twist of the ZX-14’s throttle is all it takes to remind anyone this is the world’s quickest and most powerful production motorcycle.

Uninterrupted fairing lines give the ZX-14 a smooth, flowing appearance from front to rear due in part to the monocoque frame that goes over the engine and doesn’t protrude through the cowling. Quadruple projector beam headlights adorn the ZX-14’s front, with low beams in the two center lenses and the outer lenses containing the high beams and position lamps. The turn signals are cleanly integrated into the fairing and rear cowl with a unique “V” design LED tail lamp capping off the sleek aerodynamics of the ZX-14 that reinforces Kawasaki’s aircraft heritage.

This blending of form, power, and handling characteristics yields a motorcycle with appeal that extends far outside of its high performance audience. The Ninja ZX-14 lives up to its Ninja heritage, by surpassing the competition.

Features

Key Features:
- Reduced emissions and mechanical noise with more peak power and low-end torque for 2008
- Well-balanced aluminum monocoque frame provides superb stability and reflexive handling
- Flagship ride quality with rider friendly ergonomics and that distinctive Ninja styling
- Excellent control and feedback from the 43mm inverted fork and fully adjustable Uni-Trak rear suspension

1,352cc Four-Cylinder, DOHC Engine
- Tuned to provide smooth power across a very wide rev range while raising Kawasaki’s legendary horsepower standards to a new level
- Revised cylinder head and head cover with 20% larger secondary air ports to flow more air into the exhaust
- Carefully planned engine design keeps it compact and narrow
- Chrome composite plated aluminum cylinder bores are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability at high power outputs

Reduced Mechanical Noise
- Revised piston profile produces less noise for 2008
- New urethane insulation sheet added to the inside of the magnesium chain cover to aid in reducing mechanical noise

Exhaust
- Third honeycomb catalyzer added to the collector help meet strict Euro III emissions standards
- Revised internal silencer construction minimized impact of emissions regulations, preserving top-end power
- Exhaust connecting tube entrances enlarged approximately 75% to compensate for new collector shape (revised for the third catalyzer) for enhanced low rpm torque characteristics

Gear-Driven Dual Engine Balancers
- Already in perfect primary balance, dual secondary balancers virtually eliminate unwanted vibrations for extremely smooth engine operation and reduced rider fatigue

Ram Air Induction
- Central Ram Air duct produces a straighter path to the airbox for maximum intake efficiency
- Takes cooler, high-pressure air from in front of the fairing and guides it through the air cleaner and into the engine for maximum power output

Digital Fuel Injection
- New intake porting optimizes flow characteristics
- New injectors feature an increased lateral spray angle from 15 to 20 degrees to disperse the finely-atomized fuel over a wider area
- Fine-atomizing injectors produce 75µ droplet size
- 44mm Mikuni throttle bodies are fitted with sub-throttle valves, controlled by the ECU to provide precise response, make DFI® performance smoother, and met Euro III emission requirements
- 32-bit ECU works with dual throttle valve system to further enhance throttle response and control

Digital Ignition
- Digital Timing Advance enhances low-and mid-range power
- Four individual spark plug-mounted ignition coils fire each spark plug independently to achieve the optimum timing for that cylinder at that instant
- ECU includes an idle speed control system for easier starting and warm-up

Radial Pump Clutch Master Cylinder
- Hydraulic clutch features a radial-pump clutch master cylinder for smooth and precise clutch engagement

Next-Generation Monocoque Aluminum Frame
- Lightweight, monocoque frame is a hollow aluminum box that arches over the engine from the steering head to the swing arm pivot. It is narrow, strong, rigid and very light
- New for 2008, the frame’s cast aluminum sections -- steering head and swing arm pivot areas –are now produced with a die casting process instead of gravity casting resulting in further weight savings
- Engine is rigidly mounted to the frame to increase its torsional rigidity. Using the engine as a stressed frame member also saves approximately four pounds
- Engine positioned forward in the frame, and the wheelbase and front/rear weight balance were carefully designed to achieve high-speed stability and responsive handling
- Massive head pipe casting contributes to frame rigidity
- Houses the air box and air filter in a space-saving design that actually simplifies air cleaner maintenance. Two screws hold a plate on the left side of the frame that allows air cleaner access
- Battery is also housed within the frame and has simple access through the back side of the frame

Inverted 43mm Cartridge Type Front Fork
- Damping rates offer stiff initial action to resist front-end dive when braking
- Stepless damping adjustment improves suspension performance

Bottom-Link Uni-Trak® Rear Suspension
- Linkage rates provide linear suspension action
- Bottom-link design concentrates the weight lower in the chassis for a lower center of gravity, which makes the motorcycle more nimble

Radial Mounted Petal Front Disc Brakes
- Radial mounted four-piston front brake calipers utilize integrated mounting points at both the top and bottom of the caliper, with the mounting bolts inserted through the rear of the caliper instead of the side/front. This makes the caliper more rigid, which improves brake feel over a wider range of operation
- A separate brake pad is used for each piston. Individual pads provide increased cooling efficiency and can absorb more heat without deforming so they maintain consistent brake feel stop after stop
- Petal design brake discs provide better cooling and warp resistance
- Radial-pump front brake master cylinder improves brake performance and lever feel
- Wheel rims feature center ribs which are slightly offset so tire balance weights can be located precisely along the wheel’s centerline.

Wind Tunnel-Designed Bodywork
- Monocoque frame goes over the engine the fairing is uninterrupted by protruding frame spars, adding to the extremely long and low styling.
- Both the front and rear turn signals are integrated into the bodywork and have clear lenses to enhance the appearance
- Quadruple projector beam headlights give the ZX-14 a distinctive upper fairing. The outer lights contain position lamps and the high beams, while the low beams are in the center lamps
- Lightweight Denso radiator with high-density cores provides maximum cooling efficiency

Full Instrumentation
- Dual analog speedometer and tachometer with white faces are easy to read
- Multi-function LCD digital display includes an odometer, two trip meters, fuel gauge, gear position indicator and a clock
- Programmable shift indicator lamp illuminates at pre-set rpm to signal rider upshift
- Programmable clutch engagement lamp illuminates at pre-set rpm to signal the rider to engage the clutch
- CAN (Controller Area Network) interface between the gauges uses fewer wires while allowing a greater volume of information, such as estimated fuel mileage, to be exchanged

Full Specifications

Wanna see a video? Here’s a cool video review from Motorcycle USA…

<Look at some other cool stuff at 33 Rebels>

Ride or own the above bike? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/2008-kawasaki-ninja-zx-14/feed/ 0 http://www.33rebels.com/2008-yamaha-yzf-r1/ http://www.33rebels.com/2008-yamaha-yzf-r1/#comments Wed, 09 Apr 2008 15:59:16 +0000 33Rebels http://www.33rebels.com/2008-yamaha-yzf-r1/ 2008 Yamaha YZF-R1

(Taken from Yahama Motor)

THE EPITOME OF PERFORMANCE

Light, powerful and packed with trickle down MotoGP technology and refined fuel injection, the YZF-R1 is the most advanced Open-Class production motorcycle ever built.

Key Features:

Light, powerful and packed with trickle-down MotoGP technology, the YZF-R1 is the most advanced Open-class production motorcycle ever built. The YZF-R1 uses the YCC-T fly-by-wire throttle system for flawless response under all conditions. Inline four-cylinder engine is the most powerful, tractable R1 powerplant ever, thanks partially to the world’s ?rst electronic variable-length intake funnel system. Slipper-type back torque-limiting clutch greatly facilitates braking/downshifting from high speed. Aluminum Deltabox frame and swingarm take Open-class handling to the next performance level. Six-piston radial-mount front brake calipers and 310mm discs generate the kind of braking power a bike like the R1 requires.

Engine:

Short-stroke 998cc DOHC, 16-valve, liquid-cooled inline four-cylinder engine produces more tractable power than ever. Yamaha Chip Control Throttle controls a 32-bit ECU fuel injection system for super-responsive, smooth, instantaneous power delivery. Yamaha Chip Control Intake electronically adjusts intake funnel length between either 65 or 140mm for an amazingly broad, smooth powerband. Two-piece ergonomically designed fuel tank carries fuel in the rear section, for good centralization of mass, while the front half contains a Ram-Air-fed airbox for increased power. Lay-down-design cylinder head optimizes weight distribution, straightens intake tracts for improved cylinder filling and allows frame to pass over instead of around the engine for great strength and a narrow chassis. Closed-deck cylinder block increases strength and allows a narrow engine in spite of big, 77mm bores. Narrow-angle four-valve combustion chambers produce a highly efficient 12.7:1 compression ratio; 31mm titanium intake valves and 25mm exhausts controlled by new, high-lift cams flow plenty of air. Light and strong nutless connecting rods with fractured big ends produce a quick-revving engine with excellent high-rpm durability. High silicon-content ceramic-composite cylinder sleeves ensure great heat dissipation for consistent power delivery and reduced friction. Close-ratio six-speed gearbox with triangulated shaft layout for great strength, compactness, and quicker acceleration. Ramp-type slipper clutch makes braking from speed into tight corners while downshifting smoother and therefore faster. Titanium underseat exhaust system (with stainless steel midpipe and catalyst) provides excellent cornering clearance and a broad, seamless powerband. 13-percent greater radiator capacity and an aluminum liquid-cooled oil cooler maintain stable operating temperature. Direct ignition coils, dual-electrode spark plugs and high-output magneto deliver extremely accurate, reliable firing. AC generator behind cylinder block produces a narrow engine with excellent cornering clearance.

Chassis/Suspension:

A Deltabox frame tuned for optimal flex carries the lay-down four-cylinder stressed-member style for great handling and efficient aerodynamic penetration. A truss-type swingarm is extremely strong and tuned for optimal traction and feedback. Dual 310mm front disc brakes; new, six-piston radial-mount calipers and Brembo radial-pump front master cylinder with adjustable lever deliver amazing braking power and feel. Fully adjustable KYB inverted telescopic front fork with 43mm tubes has been revalved to complement other chassis changes. Piggyback rear shock now offers both high- and low-speed compression adjustability, rebound damping and a new, twist-style spring preload adjuster. Light, five-spoke wheels enhance acceleration, deceleration, handling and suspension action.

Additional Features:

Cool headlights provide great illumination and distinctive style, while the LED taillight is light, bright and highly efficient. Adjustable LCD illumination and multifunction digital gauges: adjustable shift light, odometer, dual tripmeters, water temperature, air temperature, full-time clock, lap timer and large 15,000-rpm analog tachometer. A fairing with big Ram-Air intakes and screwless windscreen provides maximum aerodynamic efficiency and engine performance. Sticky 120/70-ZR17 and 190/50-ZR17 radial tires for incredible grip and precise handling. Forged footpegs are extra durable and light. Extensive use of hollow bolts and lightweight fasteners helps trim overall weight. 8.6 AH battery is compact and light. Durable #530 O-ring–sealed drive chain. Standard toolkit located in convenient storage compartment under passenger seat.

Full Specifications:

Engine
Type	998cc liquid-cooled inline 4-cylinder; DOHC, 16 valves (titanium intakes)
Bore x Stroke	77 x 53.6mm
Compression Ratio	12.7:1
Carburetion	Fuel Injection with YCC-T and YCC-I
Ignition	TCI
Transmission	6-speed w/multi-plate slipper clutch
Final Drive	#530 O-ring chain
Chassis
Suspension/Front	43mm inverted fork; fully adjustable, 4.7-in travel
Suspension/Rear	Single shock w/piggyback reservoir; 4-way adjustable, 5.1-in travel
Brakes/Front	Dual 310mm disc; radial-mount forged 6-piston calipers
Brakes/Rear	220mm disc; single-piston caliper
Tires/Front	120/70-ZR17
Tires/Rear	190/50-ZR17
Dimensions
Length	81.1 in
Width	28.3 in
Height	43.7 in
Seat Height	32.9 in
Wheelbase	55.7 in
Rake (Caster Angle)	24.0°
Trail	4.0 in
Fuel Capacity	4.75 gal
Dry Weight	390 lb
Other
Main Jet	Not Applicable
Main Air Jet	Not Applicable
Jet Needle	Not Applicable
Needle Jet	Not Applicable
Pilot Air Jet 1	Not Applicable
Pilot Outlet	Not Applicable
Pilot Jet	Not Applicable
Primary Reduction Ratio	65/43 (1.512)
Secondary Reduction Ratio	45/17 (2.647)
Gear Ratio -- 1st Gear	38/15 (2.533)
Gear Ratio -- 2nd Gear	33/16 (2.063)
Gear Ratio -- 3rd Gear	37/21 (1.762)
Gear Ratio -- 4th Gear	35/23 (1.522)
Gear Ratio -- 5th Gear	30/22 (1.364)
Gear Ratio -- 6th Gear	33/26 (1.269)
Warranty	1 Year (Limited Factory Warranty)

Wanna see a video? Here’s a video review from Motorcycle USA for you…

<Look at some other cool stuff at 33 Rebels>

Ride or own the above bike? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/2008-yamaha-yzf-r1/feed/ 0 http://www.33rebels.com/2008-harley-davidson-flstf-fat-boy/ http://www.33rebels.com/2008-harley-davidson-flstf-fat-boy/#comments Tue, 08 Apr 2008 18:02:57 +0000 33Rebels http://www.33rebels.com/2008-harley-davidson-flstf-fat-boy/ 2008 Harley Davidson FLSTF Fat Boy

(Text and pictures taken from Harley Davidson)

We fattened it up quite a bit last year, and it continues to roll as the heavyweight champ of funky custom.

It’s front fender shows off the broad 17″ front wheel. Its custom skirted back fender sits above a 200mm rear tire. The wheels are solid slabs of cast aluminium, ringed with .50-caliber, bullet sized holes.

Everything about this motorcycle commands space on the road. The seat is low and wide. The thick 96-cubic inch helping of Harley Davidson V Twin engine is served up in chrome and black. There’s a shotgun exhaust. The Fat Boy is what it’s always been and more. One big-boned knockout. – Taken from the Harley Davidson website.

In the beautiful 105th Anniversary Copper Pearl / Vivid Black colours:

And here are the full specs of this model:

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Ride or own the above bike? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/2008-harley-davidson-flstf-fat-boy/feed/ 0 http://www.33rebels.com/suzuki-gsx1300bk-k8-b-king/ http://www.33rebels.com/suzuki-gsx1300bk-k8-b-king/#comments Sun, 23 Mar 2008 18:23:55 +0000 33Rebels http://www.33rebels.com/suzuki-gsx1300bk-k8-b-king/ Suzuki GSX1300BK K8 B-King

Have you ever wondered what happens if you stripped a Suzuki Hayabusa down to its bare naked glory? Well, wonder no further my friend!

Text and specs taken from the official Suzuki website…

Meet the Hayabusa’s first cousin -the all-new B-King. And while 2008 B-KING the Hayabusa is a sleek sophisticate, the B-King is its rowdy alter ego. Its aggressive styling gives it an attitude that simply says, “Don’t mess with me.” Featuring a slightly modified version of the 2008 Hayabusa’s new engine, complemented by state-of-the-art chassis and suspension systems, the B-King offers incredible all-around capabilities -- breathtaking acceleration matched by precise, responsive handling. The performance differences between the two bikes are minimal. The B-King has its own valve dimensions to produce smooth, extraordinarily strong low-end power. And it has some unique chassis components, such as its finely crafted swing arm. The real difference, though, is styling. The B-King’s imposing engine is out there for all the world to see. One look at its twin exhaust pipes is enough to know that it has the power to reward you with a one-of-a-kind sport riding experience. The new B-King -you’ve never ridden anything like it.

New Engine

• New 1340cc, DOHC liquid-cooled, 16 valve engine shared with the new Hayabusa featuring a gear-driven counterbalancer for smooth operation.
• Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox.
• S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from two different engine settings depending on riding conditions or rider preferences.
• Lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for high combustion chamber efficiency.
• High efficiency curved radiator now features dual electric fans controlled by the ECM for increased cooling capacity. Oil cooler now has 10 rows cores for increased heat dissipation.
• 32 bit ECU boasts 1024 ROM for high overall performance and to control new functions like S-DMS.
• Ventilation holes at the cylinder skirt for reduced pumping losses and increased overall performance.
• Uniquely styled exhaust system enhances the powerful styling of the B-King.
• Large volume 4-into-2-into-1 exhaust system with a large capacity catalyzer, oxygen sensors and an oval cross section canister with dual openings that meets Euro 3 and Tier 2 regulation.
• The Suzuki Exhaust Tuning (SET) valve is built into the mid-pipe for optimum exhaust efficiency.
• Slick shifting 6 speed transmission working in conjunction with an innovative back torque limiting clutch for smooth and controlled downshifts.
• Ion plating treatment utilizing PVD (physical vapor deposit) method is applied to piston rings providing a smoother surface treatment for increased durability, reduced friction loss and reduced oil consumption.

New Chassis

• All-new Twin-spar cast aluminum alloy frame features optimum rigidity balance and superb handling.
• All-new cast aluminum alloy swingarm for the B-King is constructed of 3 main sections for minimal welding lines and a clean overall look.
• New KYB inverted front forks are specifically designed for the B-King and are fully adjustable for compression, rebound damping and spring preload to suit rider preferences.
• New aluminum alloy rear shock absorber features three-way adjustability with excellent damping characteristics equivalent to those of Suzuki supersport models.
• Radial mount front brake calipers feature an all new design built specifically for the B-King and work with 310mm brake rotors to provide superior braking performance.
• Lightweight single piston rear brake caliper works with a 260mm rear disc.
• The front brake master cylinder, its reservoir tank, as well as the clutch master cylinder were designed specifically for the aggressive look of the B-King.
• The B-King features a new wheel design with a dynamic three spoke look combined with high performance radial tires boasting a massive 200mm rear tire size.
• Unique three piece front fender design for a high quality look and an aggressive look.
• All New instrument cluster features the signature strong B-King styling with an analog tachometer, digital speedometer, fuel gauge, water temperature gauge, twin tripmeters, clock, maintenance interval, running time, average speed, gear position indicator, and a S-DMS mode indicator.
• The B-King also comes equipped with a standard steering damper for maximum stability.

Check out the super cool video:

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Ride or own the above bike? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/suzuki-gsx1300bk-k8-b-king/feed/ 0 http://www.33rebels.com/honda-cbr-954/ http://www.33rebels.com/honda-cbr-954/#comments Thu, 06 Dec 2007 16:22:54 +0000 33Rebels http://www.33rebels.com/honda-cbr-954/ 2002 Honda CBR 954 RR

Ok, some of you may be wondering why the 2002 Honda CBR 954 RR is one of the first few bikes featured – it was first released 5 years ago! Well, I think the Honda CBR 954 RR Fireblade is one of the sexiest bikes ever. Not only that, it runs like a dream.

In Singapore, you’ll be lucky if you can find someone selling this bike second hand – no one wants to get rid of the 2002 Honda CBR 954 RR Fireblade…

Here’s the beauty now…

Here is a review (and pics) taken from Motorcyclist Online:

When did we first utter what’s become the standard cliche upon riding a new sportbike for the first time? “How are they going to make it better next year?” Was it the 1989 FZR1000? Or maybe the original CBR900RR of ‘93? Whatever. We liked the CBR929RR well enough in ‘00 to rank it above the Yamaha YZF-R1 and Kawasaki ZX-9R in spite of a (relative) lack of horsepower. Year-2001 ushered in the spaceship-odyssey Suzuki GSX-R1000, whose 144 rear-wheel horsies made it impossible to vote down. For ‘02, Honda closes the missile gap with a bike that’s even more precise than the 929 (which was already more precise than any of its open-class competition), and with enough new-found torque to at least hang in the GSX-R’s draft. Mr. Baba has done it again.

Honda’s goal with the CBR line has always been to produce streetbikes that can also be ridden hard at the track, rather than the other way around, and the 954 is the best example of that philosophy at work to date. Not only is the thing faster around the very fast Las Vegas Motorsports Complex’s road course and down whatever public road you aim it, it’s also more comfortable, smoother-running and more user-friendly across the whole work-a-day pantheon than before.

Pity the greasy high-school salvage-yard shopper 10 years hence when thinking this 929 side cover will fit his 954 because the two parts look identical. Wrong. Although the 929 and 954 look almost the same at a glance, save the cool new swingarm, not many parts interchange. Inside the new, lighter cases, forged pistons 1mm larger in diameter weigh 6 percent less-and look like they belong in a Formula 1 car thanks to their almost completely skirtless design. Honda took a little off the crank, too, and the result is not just more power but increased smoothness, also; at low revs you get some typical CBR buzz, but once humming along at 80 mph and 5500 rpm, the 954 is its own sweet spot.

The chassis likes that speed, too-and, come to think of it, we’ve not yet found a speed it doesn’t like. Honda says the fork springs and damping are same-same as the 929; ditto the rear spring (though it’s wound from thinner wire, which saves seven ounces). The shock now works through a less-progressive linkage, which typically makes the initial travel feel a touch firmer; this one, though, smooths out slabs of freeway and sharp-edged bumps better than before. Part of that’s simply that the 954 is just plain more comfy than the 929 because the little Honda gremlins changed the shape of the gas tank; it’s now 10mm lower and 10mm shorter. Lower’s no biggie, but scooting the rider almost a half-inch closer to the clip-ons takes a little weight off the wrists, and plants a smidge more rider weight upon the, yes, much more comfortable seat.

Shorter folks will appreciate the fact that that comfy saddle manages to somehow be pretty narrow, too, which makes reaching the ground easy and reinforces the feeling that the 954 is a tiny literbike; this is a good trick because the Honda-which lost three pounds in the transaction from 929 to 954 according to our scales-still outweighs the mighty GSX-R by a scant two pounds. Naturally, the fairing’s reshaped, too, with a taller windscreen for a quieter ride at speed.

You’ve still got your various computer-controlled flaps in the 954’s intake and exhaust tracts opening and closing like the flippers in some high-speed pinball machine, the difference now being that when you go to the whip at approximately 6000 rpm in top cog, or any cog come to think of it, the 954 accelerates substantially quicker than the 929 did-and never mind the dynamometer says the two both produce 68.4 foot-pounds at 8750 rpm. Supposedly, your HTEV (that’d be the “Honda Titanium Exhaust Valve”) goes wide open at 7000 rpm, and it probably doesn’t hurt that the bike’s second-generation computer has more memory and reprogrammed maps instructing the 12 laser-drilled fuel orifices aimed at each 42mm throttle body, either (the 929 had measly little 40mm bodies). Then there’s the old-fashioned extra compression caused when you squeeze 954cc of mixture into combustion chambers that previously held 929cc.

Did we say earlier that the 929 was down on horsepower? That’s not precisely it, because the 128 peak ponies our last 929 put out was actually right in the hunt with everything save the overachieving GSX-R. The 954 ratchets that number up to 132.1, but midrange is really the thing with these bikes; on the street, in particular, you seldom get the tach needle past 8000 rpm or so, and midrange torque is where the CBR lagged a bit. Again, our dyno numbers don’t explain why the 954 is able to run the quickest 60-80 mph top-gear roll-on we’ve seen: 2.61 seconds.

Driving from the infield onto Las Vegas’ banking with the tach needle wagging its finger between 9000 and 12,000 rpm, WFO all the way from second through sixth gears, the 929 gives up little ground to 954. Driving from lower revs in Vegas’ fast left sweeper, on the other paw, whilst gradually feeding in power from 6000 and 7000 rpm and keeping a wary butt-cheek eye on tirespin, the 954 pulls clearly away from its decrepit ancestor.

And the GSX-R would likely pull away from both, but that would be entirely dependent on who was rattling its chain, which brings us to a racing anecdote. When Rich Oliver was struggling toward a meeting of the minds with the Yamaha R7 superbike a couple of seasons ago, he related how its engineers were always striving for and excited when they extracted more low-rev power from it, the better to drive off the corners. Sadly, they weren’t the ones driving. Oliver said he’d be happier if they’d leave the bottom-end alone and look for more power in the midrange. Humongous torque down low is good if you can put it to the ground, but the margin for error grows orthopedically slim. Much better, Oliver opined, for the power to really come on when you’re just out of the corner and on the meaty part of the tire.

While the guy on the GSX-R is struggling to put that torque to the ground, the CBR pilot can devote more cerebellum to getting the line right and jetting off the corner. That seems to be the philosophy with the 954: balance. All things in moderation. OK, well, Suzuki won Formula Xtreme last season and Oliver got a one-way ticket back to Palookaville (AMA 250 being the motoequivalent), but you’re no John Hopkins, is the point. The Honda is far easier to ride, feels like it will turn rings around the inside of the Suzuki, and is therefore a more entertaining and less high-side-threatening a vehicle than the GSX-R1000.

And all of that is neither here nor there unless you’re looking to go literbike racing this season. On the street, where 99 percent of us will be riding these amazing chariots 99 percent of the time, we’d wager the 954 is the catbird seat. Ridden alongside the GSX-R, the Honda’s clip-ons feel positively dirt-bike high, and while stretched out across the fuel tank a la GSX-R is just the thing for lapping Willow Springs, roosting Latigo Canyon or the San Diego Freeway is another matter entirely. The RR design brief has always been to pack literbike power into a 600-sized package; that’s how this bike feels, more than ever before. As a matter of fact, Honda claims dry weights of 370 pounds for both the 954RR and CBR600F4i.

If the GSX-R might be a little faster around a given racetrack, the tables are turned on any public road where motorcycles congregate. Although spec charts say the CBR is an inch shorter of wheelbase than the GSX-R and three pounds heavier, with similar steering geometry, the two feel completely different. The Suzuki is by no means slow- or heavy-steering, but ridden right after the Honda it is.

Riding on its standard-issue Michelin Pilot radials, the RR is ridiculously agile and light. On our favorite twisty routes, all you have to remember to do is look where you want to go, trust the Honda’s front end (easy to do after the first couple of corners), and the bike rolls on its side and goes there. Change lines midcorner? Just do it. Unlike the GSX-R, the Honda lets you choose your mode. You can ride it like a literbike-tip-toe in and blast out-or you can treat it like an old Hawk GT and just never slow down. CBR no care.

On the track, braking from 150 mph, several riders complained of fork chatter when really hard on the front brake, which Honda attributed to most of us motojournalists being talentless hacks. Hard to argue with that, and in fact the more skilled among us reported no such problem. On the street, the 954’s new 330mm discs and Nissin calipers are scary powerful until you get acclimated. One finger gets the job done in nearly any retardation situation, with great feel and no complaints from the chassis. Could it be the new Nimuflon-coated pistons with Teflon-coated rollback seals? Hard to say.. The calipers are all-new, too, and “brake-fluid system pressure is increased 10 percent,” which must mean a juggling of master-cylinder piston sizes.

For sport-touring and long stretches, Kawasaki’s ZX-9R has lately been the literbike of choice thanks to its comfortable ergonomic layout; now the Honda is right there, with an even shorter reach to its grips. The Honda also feels quite narrow between the thighs and, again, somebody at Honda is paying attention because the CBR’s previous plank has given way to a reasonably pleasant hunk of foam, good for several hours of prostate pleasure at a time. The CBR’s suspension is one of the sweetest production setups in memory; the typical CBR excess of high-speed compression damping is nowhere in evidence. Although Honda claims nearly identical springs and damping, the less progressive linkage out back may have the rear riding a tad higher in its travel in cruise mode, and again, the more upright ergos route less road shock through the wrists. Again, engine buzz is way down compared with the 929. It’s smoooth.

Baba-san still smokes like a chimney and can’t sit still; if you expected a warmed-over, slightly more powerful 929 you were wrong again. Did we mention the new steering-head casting, with increased torsional rigidity of 10 percent? The 954’s frame looks like the 929’s until you start looking, whereupon you’ll note everything is different. Overall chassis stiffness and rigidity is the same, Honda says, but everything’s reengineered to flex in different places than before-or not flex. Did we mention you never miss a shift because of the redesigned engagement dogs, or that the new titanium muffler takes almost a pound off? That each wheel is 6.0 ounces lighter? That the cool new pressed and extruded swingarm is 9.2 ounces lighter? That single valve springs instead of the 929’s dual springs reduce unsprung valvetrain weight by 2.5 ounces? That the new neodymium-magnet starter is 14.0 ounces lighter?

We could go on, but by now you get the picture. All new. Improved. All these rule changes in various roadracing classes around the world are a tad confusing, but one clear thing is the factories are paying a lot of attention to literbikes. That makes us happier than most things. Bring us our cudgels and brown leathers..

Found another review here at MCNews.com.au.

<Look at some other cool stuff at 33 Rebels>

Ride or own the above bike? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/honda-cbr-954/feed/ 31 http://www.33rebels.com/ducati-1098-italian-superbike/ http://www.33rebels.com/ducati-1098-italian-superbike/#comments Sun, 11 Nov 2007 14:36:05 +0000 33Rebels http://www.33rebels.com/ducati-1098-italian-superbike/ What a beauty isn’t she… Just stunning…

Ducati 1098 -- Italian Superbike

“Engineered by the stopwatch. Designed by the racetrack.”

Text and pictures all provided by Ducati

The 1098 immediately strikes you with its purposeful, no-nonsense attitude. Performance is first and foremost in every detail.

Trademark Ducati features like the high tail section and compact front-end meld with twin under-seat silencers and single-sided swingarm to express its aerodynamics and agility. Add the new Testastretta Evoluzione engine at the heart of the machine and you get an all-out performance Ducati Superbike that seems to be moving fast, even when at rest.

The 1098 introduces a number of ‘firsts’ for Ducati and production sport bike design. The 1098 is the first production motorcycle to have the amazing stopping power of Brembo Monobloc brakes, the first to have a data acquisition system integrated as standard equipment and the first to use an ingenious construction method for its weight-saving single-sided swingarm. More ‘firsts’ for a road-going Ducati include the direct application of MotoGP technology, like the power producing GP6-derived elliptical throttle bodies and the use of the information-rich instrumentation originally developed for the new Desmosedici GP7.

The 1098 has the soul of a race bike, pure and simple. The riding position encourages the rider to mould to the sleek lines of the tank and seat: man and machine are made one. It transmits the quality and character of contact between road surface and tyre, it signals the way the chassis will react next and responds instinctively to rider commands.

Satisfying all the senses, the throaty roar of the twin under-seat exhausts are synchronized with the howl of the elliptical throttle bodies providing a fitting fanfare for the new 1098 Testastretta Evoluzione engine. The huge 104mm bore and all-new cylinder head design unite to produce an awesome 160hp and an arm-wrenching 90+ lb-fts of torque. Developed together with Ducati Corse, the 1098 is a masterpiece of incredible performance and innovation.

THE NEW TESTASTRETTA EVOLUZIONE ENGINE

The Testastretta Evoluzione engine is the crowning glory of Ducati’s development and perfection of the L-Twin engine. World Superbike dominance for the last 15 years is the result of continual commitment to twin-cylinder technology and the 1098 Testastretta Evoluzione, the most powerful twin-cylinder production engine in history, is a fitting reward to our engineers’ continued ingenuity.

The 1098 engine is immediately recognisable by its completely new compact cylinders and cylinder heads. Other 1098 innovations and revisions are less obvious as they reside inside the Evoluzione’s engine cases, but whether external or internal, every new development was conceived to create a lighter, more efficient, more powerful and ultra-compact engine for the new generation of Ducati Superbikes.

The 1098 capacity is a result of a significant increase in the bore and stroke of the Evoluzione motor. Highly ‘over-square’, it now sports a big 104mm bore and a relatively short 64.7mm stroke. To optimise the benefits of the new, big Ducati Twin, the cylinder heads have been completely redesigned and, when combined with advanced MotoGP induction technology, enable even the standard specification 1098 to produce more power than the previous extreme Testastretta ‘R’ engine.

The Evoluzione features a reduction in the angle between intake and exhaust valves allowing highly efficient, straight intake ducts and newly shaped combustion chambers that contain racing size ‘R’ valves (42mm inlet, 34mm exhaust), operated by radical ‘R’ derived camshafts. The new cylinder heads also benefit from fewer components and include magnesium covers to achieve a staggering weight-saving of over 3kg (6.5+lbs).

After optimising the Evoluzione cylinder heads, engineers then focussed upon releasing the potential of the new design by feeding them with MotoGP-derived elliptical throttle bodies. With a 30% increase in air flow over conventional throttle bodies, the new elliptical shape contributes an incredible 5hp increase to the record-breaking motor. 1098 owners will be the first to feel the power of this MotoGP technology on the road.

The Testastretta Evoluzione is the lightest Ducati Superbike engine ever, thanks to close scrutiny of every engine component. A total of 5kg (11.1lbs) has been saved by reducing the weight of many components, including transmission gears and the gear selector drum as well as the oil pump and primary gears.

The Testastretta Evoluzione’s increase in power is protected by a highly efficient oil cooler with increased surface area and an advanced coolant radiator assisted by lightweight, high flow electric fan assemblies. The compact and intricate design of the cooling system integrates perfectly with the 1098’s wind-cheating aerodynamics and sleek lines.

Finally, the 1098 is complemented by an all-new exhaust system. Significantly lighter, it has been engineered with a power-increasing symmetrical 2-1-2 layout that uses 52mm-57mm diameter tubing with wall thickness reduced by 30% to 0.8mm (.030in). The system terminates with Ducati’s trademark twin under-seat silencers, delivering that unmistakable signature sound of the big bore 90° L-Twin.

CHASSIS AND SUSPENSION

Advanced chassis
The 1098 chassis and suspension have received the same detailed study and performance first priority approach. The goal was to achieve considerable weight saving while building-in strength and rigidity to manage the new high-powered Testastretta Evoluzione engine. Each and every component not only contributes to achieving superior road holding and stability, but when assembled, become a system with value far greater than the sum of all its parts.

Trellis frame
Developed in cooperation with Ducati Corse, the 1098 Trellis frame has been designed with a simplified tube layout featuring main section tubes increased in diameter from 28mm to 34mm, while being reduced in thickness from 2mm to 1.5mm. The result is a 14% increase in rigidity and a weight saving of 1.5kg (3.3lbs).

Single-sided swingarm
Our engineers were encouraged to re-think the construction technique of the 1098’s unique single-sided swingarm. The solution was to produce the main operational components using individual aluminium castings so as to ensure strength around the pivot points, wheel hub and suspension links, with fabricated aluminium sections used to complete the construction into a single, beautifully engineered component.

Rear suspension
Highlighting the way in which individual components are influenced by each other, the new lightweight Trellis frame and single-sided swingarm have enabled a more compact and further weight-saving rear suspension linkage system that features separate lower pick-up points for the push-rod and suspension unit. This ‘tandem’ design effectively reduces stress around the linkage pick-up area of the Trellis frame. Working together with this highly efficient linkage is a fully adjustable Showa single shock for the 1098 and an incredible Öhlins shock for the 1098 S. A vitally important feature of the 1098’s rear suspension system is the ability to adjust rear ride height independent of spring pre-load and other suspension settings, critical when seeking the perfect set-up for personal riding style or track conditions.

Front suspension
The fully adjustable 43mm Showa forks with a special low friction Titanium Oxide-treated sliders on the 1098, and spectacular 43mm Öhlins with low friction Titanium Nitride sliders on the 1098 S, both feature radial Monobloc caliper mountings. The unique look of these mountings further underlines the no-compromise racing specification of the 1098. Both front suspension solutions are professionally track-tuned and offer superior road holding, deliver superior feedback, and help every rider to be more confident and in control.

BRAKES WHEELS AND BODY
Monobloc calipers
With a Superbike as capable as the 1098, superior stopping power is fundamental. The 1098 is the first production street bike to use Brembo’s Monobloc caliper racing technology. The M4-34 calipers are machined from a single piece of alloy, vs. the bolt-together construction of conventional calipers. The Monobloc design has much higher rigidity and resistance to distortion during extreme braking, and therefore gives a much more precise feel at the brake lever. The 1098 also introduces for the first time on a Ducati, big 330mm discs which, when matched to the Monobloc calipers, achieve spectacular braking power. Despite the larger diameter, their weight has not increased due to the use of racing-style narrow braking surfaces. The use of Monobloc technology combined with the legendary stability of Ducati’s Trellis frame and the 1098’s overall weight savings has made world championship level brake performance available for the road.

Super lightweight wheels
The weight saving of 250g achieved on the front wheel substantially reduces the moment of inertia and enhances the 1098’s change of direction and braking performance. The rear wheel is just as impressive with a complete redesign for its single-sided swingarm application that has resulted in a reduction of over 1kg compared with traditional Ducati single-sided swingarm fitments. Both the 1098 and 1098 S benefit from the lightweight Marchesini Y-shaped spoke wheels, but the ‘S’ goes even further by using machine finished forged-aluminium, a special process normally reserved for the production of race wheels. Another first for Ducati is the mounting of 190/55 rear tyres, our widest ever, and the new standard for traction and control.

Magnesium subframe
Exploiting every opportunity to reduce weight where possible, engineers chose to produce the front subframe in magnesium. While its construction ensures secure, rigid support for the headlamp, instruments and fairing, the weight-saving around this high, forward position contributes considerably to overall ‘feel’ and control of the machine.

Aerodynamic bodywork
Carefully designed not only for aerodynamic efficiency but also to hug the sleek lines of the chassis, the 1098 enables the rider to blend effortlessly into the race-oriented riding position. Great care has been taken in the design of the air supply ducts so to ensure efficient air-flow through radiator and oil coolers as well as provide ample air delivery to the airbox feeding the powerful new Testastretta Evoluzione engine. Moulded in lightweight Terblend®, the bodywork’s form becomes a considerable contributing factor to the overall performance of the machine by helping reduce weight even further while allowing the rider to effortlessly ‘tuck in’ from the wind stream and turbulence to achieve maximum straight-line track speed.

INSTRUMENTS, DATA AND LIGHTING

Instrumentation
Desmosedici-style digital instrumentation is taken from Ducati’s MotoGP GP7 project. This pure racing, minimalist solution by Digitek has no switches or buttons to compromise its clean lines. Instead, information additional to the default read-outs is managed by handlebar-mounted switch gear, allowing the rider to scroll through and select from various menus. The default read-out presents rpm and speed, with the former displayed across the screen in a progressive bar graph. Optionally, the rpm and speed can be displayed in numeric values. The instrument display also doubles as a control panel for the activation of the data acquisition system as well as listing lap times recorded by using the high-beam flash button as a stopwatch.

Data acquisition
With the purchase of the Ducati Data Analyser (DDA), which includes PC software, a USB-ready data retrieval card and instructions, owners are ready to review and analyse the performance of the 1098 and its rider, and make comparisons between various channels of information. The DDA is available from Ducati Accessories, and is supplied as standard equipment on the 1098 S.

Normally used on race bikes only, the system records numerous channels of data including throttle opening, vehicle speed, engine rpm, engine temperature, distance travelled, laps and lap times. The system also automatically calculates engine rpm and vehicle speed data so as to also display gear selection as an additional channel of information. At the end of a ride or track session, up to 2mb (approximately 3.5 hours) of data can be downloaded to your PC ready to compare, analyse and get an inside view of you and your 1098’s performance.

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

Lights and indicators
The horizontal twin headlamps, a signature Ducati style of the iconic 916, have been updated using the latest lighting technology. Two polyellipsoidal units light the way with a powerful beam while maintaining an aggressive look to the front of the machine in the Ducati Superbike tradition.

The rear light employs a specially designed strip of LEDs enhanced by a high diffusion lens shaped into the sleek lines of the tailpiece. The same LEDs are intensified under braking.

The directional indicators also employ the latest in LED technology for illumination and are beautifully integrated into the rear view mirrors.

FEATURES

1. RIMS -- Marchesini lightweight Y-shaped rims.

2. SWINGARM -- Lightweight, rigid, single-sided swingarm with unique cast/fabricated maufacturing technique.

3. REAR SUSPENSION -- The high-efficiency linkage features a fully adjustable Showa shock absorber. A strategic feature of the rear suspension linkage is the possibility of adjusting ride height without altering spring preload or any other suspension setting.

4. FRAME -- The 1098 Trellis frame has been designed in collaboration with Ducati Corse as a simple layout where the dimensions of the main tubes have been changed from 28x2mm to 34x1.5mm, with stiffness increase of 14% and a 1.5kg weight saving.

5. FAIRING -- Lightweight Terblend used in bodywork construction allows further weight saving, thus improving handling together with a better comfort for the rider.

6. MONOBLOC BRAKES -- Racing-style, radially mounted , high performance Brembo Monobloc brake techonology.

7. FRONT FORKS -- 43mm fully adjustable Showa fork with TiO inner tubes coating.

8. HEADLAMPS -- Aggressive looking horizontal twin headlamps sport the latest polyellipsoidal lighting technology.

9. DASHBOARD -- The 1098 dashboard made by Digitek comes from Ducati MotoGP GP7 project.

Other sites that have reviewed the Ducati 1098:

Motorcycle News

Web Bike World

Motorcycle USA

Top Speed

Motorcycle Daily -- Good, complete review.

Popular Mechanics

Wikipedia

About.com -- Photo galleries of the Ducati 1098

Wanna see a video? Here ya go, a video review from Motorcycle USA…

<Look at some other cool stuff at 33 Rebels>

Ride or own the above bike? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

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