2013 Honda CBR500R ABS

What’s New
The CBR500R is an all-new motorcycle and the sportiest model in Honda’s new 500 range. It was made to meet Europe’s new A2 license tier for new riders, which specifies both a maximum power output (47bhp) and a power-to-weight ratio. It was also designed to be extremely affordable, both to buy and own.
It’s no coincidence then that the 471cc, liquid-cooled parallel-twin develops precisely 47bhp. That motor only revs to a relatively low redline of 8,500rpm, where it develops that peak power. Max torque of 32lb-ft arrives at 7,000rpm. On paper, that may not sound like the most flexible motor ever, but it’ll actually pull fairly strongly from 1,500rpm or so, all the way up to the limiter.
That engine is housed in a fairly basic, tubular steel frame, suspended by non-adjustable, 41mm, right-way up forks and a preload adjustable, Pro-Link monoshock.
So far, so humble. The kerb weight (including a full tank) isn’t particularly light, either, at 425lbs.
Aside from the ABS (a $500 option), there’s no new tech features or surprises. It’s a motorcycle, plain and simple. But a brilliant one. Why?

The Ride
Every year since I moved to America in 2006, I’ve made riding from LA to Laguna Seca an annual ritual. Sure, the race is fun to watch and it’s a good place to catch up with old friends, but really, it’s just an excuse to take in some of the best riding roads in the world alongside a few buddies. Typically, I try and take something that fits a conventional idea of fun — an Aprilia RSV4 last year, a GSX-R1000 before that.
The route typically remains the same too. Cruise up to Ojai on the 33, take that to the 58. By the time that dumps you back out on the 101, we’re usually tired and hot, so we cruise up the 101 to Carmel Valley Road and arrive in Monterey exhausted and sore. But also satisfied, because those are three of the most scenic and challenging riding roads around. 33 is all high-speed sweepers, 58 is 2nd gear hairpins. Carmel Valley doesn’t have lane markers, but it does have bumps and blind corners; lots of them.
The Monday after the race, I like to head down the PCH through Big Sur, passing hoards of poorly-ridden sportsbikes while enjoying the view and, this year, headed over Nacimiento Fergusson road for the first time. That’s more single-lane hairpins, these covered in sand and loose rocks.
All in, it’s one of my favorite motorcycle trips of the year and a chance to let my hair down and go fast on fast bikes. Believe it or not, but I actually had more fun riding this little CBR than I have on any other bike yet.
33’s high speed sweepers should have proved a major challenge for a slow, basic bike. Climbing up the TopaTopa mountains, they’re typically one of the rare opportunities to use a liter bike’s full power on the road. Could 47bhp enough to make them fun? Well, that limited power output is complimented by fairly limited suspension, so it was fun. Full throttle, peg scraping, knee down fun, all at about half the speed I’d normally be travelling.
58? More of the same. Turning onto it, I’d hoped to hang with a group of fast guys on powerful sport tourers a Hayabusa and even an old Yamaha GTS1000, but they left me for dead on the road’s long, straight beginning. In 6th, the little Honda redlines at 102mph.



By the time I’d reached the corners, I was on my own and, again, spent most of the ride grabbing huge handfuls of throttle, then trying to take enough lean out in corners that hard parts wouldn’t drag. The CBR’s ground clearance is fairly limited, displaying a centimeter or so of unused rubber on both edges of the rear tire, even after removing the peg feelers, then dragging the pegs through almost every corner.
Stopping to grab knee down shots, a group on a 2013 Honda CBR600RR, Ducati 848 Evo and 900SS passed. The girl on the CBR was a friend who’d been asking about the 500, so I pulled on my helmet, hopped on my bike and chased all three of them down, passing each through subsequent corners. I was flat out with a huge smile on my face, they were a long, long, long ways from their bike’s limits.
And that difference — to and beyond the CBR500R’s full capability compared to maybe a third of the CBR600RR’s — is what makes riding the smaller, cheaper bike so much more fun. The 500 makes 71bhp less, the 500 is 15lbs heavier, the 500’s suspension is far less capable. But riding it on the street, that simply means you get to use full throttle, you get to use full lean, you get to ride the bike absolutely as hard as it will go, in safety, often while staying under the speed limit.
Then there’s the 500’s other benefits. All in, this trip totaled 780 miles. All in, I spent $46.18 on fuel, averaging 54mpg. That’s pretty good considering the type of riding described above.
Also unlike previous years, I also arrived in Monterey without any numb limbs and without back spasms. The little CBR is also the most comfortable CBR, with low pegs, a large, flat seat and a spacious cockpit. It’s also the only CBR with enough space for large luggage.
Yesterday’s ride back down Big Sur wasn’t the flat-out, high speed blast it’s been in previous years. It was cold and foggy, so we just cruised along at a reasonable pace. The CBR’s upright riding position afforded excellent views and it remained calm and confident, even in sketchy conditions. Turning up through Nacimiento Fergusson, the extreme agility created by the narrow, 160/60-17 rear tire made the tight road and limited traction easy, too. A larger, faster bike would have been ponderous there.
But perhaps the best illustration of the diverse capability of the CBR500R came at the very end of the trip. A tractor trailer had flipped on the 101 near Topanga Canyon Blvd, blocking all four lanes and halting traffic completely. Even after riding all the way back from Monterey, I was sharp and mentally acute enough to navigate 20 miles or more of totally stalled freeway traffic with the same ease as I’d had anywhere else on the trip. The CBR500R is as good in tight traffic as it is dragging knee as it is cruising down the highway.
And it would have been just as easy and fun in any of those places or on the entire trip for a new rider as it was for me. Taking that into account, this is the most diversely capable, fun bike that Honda makes.



The Good
All-day comfortable, even for tall riders like me.
Crazy fun, even at safe, legal speeds.
Extremely fuel efficient.
Flexible, responsive motor. The top speed is governed by gearing, not a limiter, so it pulls strongly up to 100mph.
Extreme agility makes navigating snarled traffic or very tight back roads super easy.
The ABS brakes are so unobtrusive, you won’t know they’re there until you come to a sharp, confident halt in bad conditions. They remain sensitive enough to trail to an apex, with your knee on the ground.
Heavy on paper, but you’ll swear it weighs 75lbs less as soon as you swing a leg over it; that weight is totally hidden.
Very confidence inspiring, encouraging you to push as hard as possible.
Looks like a much more expensive bike than it is.
Powerful highbeam works well at night on back roads.
Clear instruments instantaneously convey speed and revs.
A helmet lock positioned so your helmet rests upright, on the center of the rider seat.



The Bad
A little extra ground clearance wouldn’t go amiss.
A taller screen will add comfort on long journeys.
No external temperature gauge.
Stock tool kit includes only an allen wrench and fuse puller.
Preload collar impossible to reach without specialized tool (not included).

Thanks. http://rideapart.com

2013 Honda CBR1000RR C-ABS

The 2013 Honda CBR1000RR is mechanically identical to the 2012 model, itself a facelift of the version first released in 2008. Unlike most of its superbike competition, it’s not equipped with any electronic rider aids, with the notable exception of optional Combined ABS, and is behind all other liter bikes on horsepower. Can it still compete?
Photos: Adam Waheed
What’s New
Well, not much. For 2013, the CBR1000RR is available in a new red/white/blue Tricolor or the Orange/Blue/Red Repsol-replica. Plain black and red remain unchanged.
The 2012 facelift sounds minor — new fairings, new suspension, new wheels, revised fueling and brakes — but actually ends up being totally transformative. That suspension is now Showa’s top-drawer stuff; you’ve seen BPF forks on other bikes, but this is the first-ever use of the company’s twin-tube rear shock. Very similar to the Ohlins TTX36 (as fitted to bikes like the $22,995 Ducati 1199 Panigale S), it eliminates the possibility for damping-destroying cavitation, aiding traction as you put the power down out of corners and eclipsing all Japanese rivals on quality.


New clocks are easy-to-read and comprehensive.

Fueling was altered to make the transition from off to on throttle less abrupt. Wheels are new 12-spoke items said to be more “consistently rigid.” Pad changes should make the brakes more progressive while feedback from HRC’s endurance racing has lessened the amount of front brake applied by the rear pedal on the C-ABS model. That change was made after racers asked for the ability to use that rear brake to control power delivery on corner exits.
The rest is fairly standard Japanese liter bike formula. At 175bhp, CBR’s inline-four is less powerful than all other liter bikes, but is actually ahead of the 180bhp Yamaha R1 on power-to-weight; the Honda weighs just 439lbs (wet) to the Yamaha’s 454lbs figure.
The Ride
So much talk around superbikes centers on numbers, yet the reality of riding them couldn’t be less about that. On the road, peak horsepower is far less important than a fat mid-range. On the track, peak horsepower is far less important than suspension and tires. And it’s away from the spec sheet pissing contests where the CBR1000RR excels.
Initially, that new suspension feels like it’s going to be too soft. But with higher quality damping than anything this side of the fanciest Ohlins equipment, the Honda is free to be compliant while also exhibiting exceptional control. The suspension easily absorbs bumps, yet holds a line like something sprung much more stiffly.
Those revised brakes — this is the C-ABS model — are also noteworthy. Power and feel are both huge, with no discernable interruption to either aspect caused by the anti-lock system. We’ve ridden the standard model back to back with C-ABS and the only difference is an incrementally softer lever on the anti-lock equipped bike. Modern ABS is a major boon to even the most highly-skilled rider, allowing the full use of the bike’s massive maximum braking ability in complete safety, every time, in every condition. ABS does not remove any ability to trail the brakes hard on corner entry and the combined braking system, which sees the rear pedal operate a small amount of front brake, is not detectable in use.
The result of all that suspension and brake stuff is truly excellent communication between rider and bike. At all times you’re totally aware of what each component is doing. Communication means confidence means better informed, faster, safer riding everywhere.

Another benefit of the new shock is easily-accesible adjusters.

The new rear shock is a stand out component, working more effectively than many TC systems at seeking out grip while on the throttle, exiting a corner. We prefer rider assistance electronics on most new bikes, but on the Honda it feels as if no help is necessary, power slides are rare and, when they do occur, are immediately communicated to the rider and easily controlled as a result.
What’s Good
The CBR1000RR excels at fast, sweeping corners where its stability, full mid-range, powerful top-end and shear confidence make it flow down the road with real conviction. On the road, that compliant, controlled suspension is revelatory over all but the roughest surfaces. On the track, you can trail later and power on earlier than on bikes fitted with cheaper components.
C-ABS combined with radial four-piston calipers and 320mm discs are some of the most powerful, user-friendly, safest brakes out there. Rain or shine, road or track, they’ll stop you over and over and over.
Ergonomics are a good halfway house between outright performance and road practicality. Your ass is still up, your wrists still low and the pegs still high, but an all-day ride won’t land you in a chiropractor’s office.
The motor never wants for power, whether your flowing through the mid-range or bouncing off the rev-limiter. In the real world, user friendliness is better than just a big number.
Subtly handsome looks combine well with solid colors to create a bike that immediately evokes performance without erring into adolescence.
What’s Bad
Despite revisions designed to fix the problem, on/off throttle movements are still abrupt and can upset the bike. Aftermarket fueling control can fix this, but shouldn’t be necessary on a new bike in 2013.
While the CBR transitions between corners rapidly at higher speeds, 1st and 2nd gear corners and very tight transitions at low speed can feel slightly ponderous.
The Price
This is where the Honda really comes into its own. Starting at $13,800 for non-ABS and $14,800 for C-ABS, it’s $490 cheaper than the R1, $499 cheaper than the Kawasaki ZX-10R and on par with the GSX-R1000, but has much nicer suspension than all of those bikes. It’s our favorite non-european superbike, the cheapest of which is the BMW S1000RR, which starts at $15,050.


On track at Infineon on an identical bike.

The Verdict
Applying labels like “user friendly,” “comfortable” and “confidence inspiring,” might sound insulting to a superbike, but in reality, those traits are exactly what makes a motorcycle fast. It’s the only Japanese superbike that currently comes with suspension of sufficient quality to facilitate truly fast riding on street or track while also besting its Japanese rivals on practicality. That, combined with Honda build quality, reliability and the huge dealer network makes the CBR1000RR the no-brainer decision if you’re shopping for a superbike made by the big four. Spending up to an Aprilia, BMW or Ducati nets you a fancier badge and advanced electronic rider aids, but only equivalent quality suspension and similar outright performance.

Thanks. http://rideapart.com

2013 Yamaha FJR1300A

Over the past decade, sport-touring has been on a bit of a roll. And the one bike, more than any other, responsible for getting that ball rolling was the FJR1300. When it burst on the scene here in 2002, the FJR proved wonderfully capable of both carving up the backroads and cruising the open roads, doing it with one of the stoutest engines on two wheels and a full complement of features geared for moto-touring, all for a manageable price through a large dealer network. Not coincidentally, sport-touring soon metamorphosed from a remote niche to a 
mainstream category. In the process, the FJR won
 Cycle World’s Best Sport-Touring Bike
 award in 2002 and 2004.
Since then, the spotlight has gradually shifted to other sport-tourers that continued to push the frontiers of technology and performance while the Yamaha remained largely status quo. But the FJR is mounting a comeback. For 2013, Yamaha has gifted the 1300 with a makeover that, while well short of a full redesign, is extensive enough to breathe new life into the old girl.
A perfect example is the engine, even though it is fundamentally unchanged. According to our new Dynojet 250i dynamometer, the dohc, 1298cc inline-Four pumps out virtually the same peak horsepower (124.9 at 8200 rpm) and torque (89.3 foot-pounds at 6700) as before. But small dimensional changes to the throttle bodies and the exhaust system’s internals are designed to improve rideability. Plus, the new bike has a two-position “Drive-mode” that allows the rider to select either Touring (softer throttle response and more-gradual power delivery) or Sport (completely unrestricted power) on the fly. The ’13 model also includes a standard traction-control system that can be switched off with one push of a button.



Much like the engine, the aluminum frame also is unchanged but has revised suspension hung at both ends. The spring and damping rates were upped for better chassis control, particularly with a passenger and the saddlebags (the same hard detachables as on previous FJRs) fully loaded. The fork is adjustable for rebound and compression, but all damping takes place only via new internals in the right fork leg; both legs do, however, have spring preload adjusters. The ABS and linked braking that have been standard on FJRs since 2006 are retained.
Visually, the FJR has more-aggressive styling with a new fairing that features “cat’s eye” headlights partially surrounded by a ring of white LED running lights, with tall, thin turnsignals, also LEDs, integrated into the leading edge of the bodywork. The fairing has new side vents that can be easily adjusted to divert engine heat either toward or away from the rider. The adjustable windscreen also was
redesigned and works with an under-shield air-vent system to reduce buffeting. We found that with the shield fully raised, anyone under 5-feet-10 sits in a fairly calm, quiet zone; taller riders feel only minor buffeting.
In the cockpit, an all-new instrument cluster has a digital speedometer, an analog tach and an LCD screen that can be tailored to display the rider’s choice of the usual trip/mileage data or other information such as the adjustment range for the standard heated handgrips. The seat is essentially the same two-piece combo as before, including the two-position-adjustable rider’s section. The seat is almost all-day comfortable, usually causing a little squirming after six or seven hours on the road. The ’13 FJR also retains the three-position-adjustable handlebars used on previous models.
None of these 2013 upgrades could be considered sweeping changes, but their overall effect is very favorable. Even though the engine slams out the same gobs of diesel-semi torque as always, for example, its throttle response is sharper than ever, likely the result of those small throttle-body and exhaust-system modifications, along with refined EFI mapping.



Whatever the reason, twisting the right grip with Drive-mode in Sport is answered with a primal growl from the drivetrain and an instantaneous forward thrust that could put a huge grin on the face of the most avid Yamaha hater. Even in top gear, the acceleration often is stronger than what some bikes can manage in any gear. This means you can execute fast passes without shifting the five-speeder out of top gear and complete ultra-smooth blasts through the twisties in just one or two gears without ever nearing the 9000-rpm redline. Touring mode takes the snappiness out of the throttle response but still delivers strong, steady acceleration.
So, too, is the handling improved, thanks to the suspension revisions. The stiffer spring rates allow a few more degrees of cornering clearance than on previous FJRs, yet the ride qualities are better, front and rear. The result is a nice balance between stability during fast cornering and comfort when droning along the superslab. If slammed through a corner really aggressively on any kind of uneven pavement, the FJR will move around just a bit, but never to an unsettling degree. The BT-023F tires that Bridgestone designed just for the FJR provide excellent stick in corners, allowing the rider to develop a comforting sense of confidence.
At 673 pounds with its 6.6-gallon gas tank topped up, the FJR is almost 20 lb. lighter than its closest competitor, Kawasaki’s award-winning Concours 14, and it has a lower center of gravity. Those two factors join forces to help the FJR feel lighter and easier to flick into a corner, especially with the rider’s seat in its 1-inch-lower position. When you then consider the nature of the Yamaha’s tractor-pull engine (despite its 54cc displacement disadvantage, it makes just 8 fewer peak hp than the Concours 14 but exactly the same peak torque, and it actually generates more torque below 4000 rpm), you end up with a bike that is easier to ride, fast or otherwise. And at $15,890, it’s $309 less expensive.
So, yeah, the FJR in recent years gradually dropped behind the lead pack, but detail improvements for 2013 have helped it get back in the hunt. It now has an electronics package comparable to that on some other sport-tourers, including cruise control, and suspension upgrades seem to alleviate one of the biggest gripes voiced by some FJR owners: insufficient cornering clearance. And then there’s that motor…
Until we can conduct a complete test of the new FJR1300 or include it in a comparison, we won’t know exactly how it stacks up against the other sport-touring rigs. It will be a whole lot of fun finding out.

Thanks. www.cycleworld.com

2014 Aprilia Tuono V4 R ABS

Lean and mean in its original hornet-yellow-and-black paint scheme, the 153-horsepower Aprilia Tuono V4 R won “Best Superbike” honors in Cycle World’s Ten Best Bikes in its debut year. Based on the RSV4 Factory ABS tested this past May, the 2014 Tuono V4 R ABS will surely be the most advanced version of this stunning naked Italian sportbike that Aprilia has produced thus far.
This new Tuono shares its highly advanced electronics suite—arguably the best tuned and most effective in production today—with the more powerful, fully faired RSV 4 ABS. This is a further evolution of the Aprilia Performance Ride Control (APRC) and, in addition to the “ride-by-wire” multi-map engine-management program, now includes a complete array of electronic supports for the rider that will make the Tuono even more enjoyable while delivering an extra margin of safety.
The list starts with Aprilia Traction Control (ATC), whose eight levels of action can be adjusted on the go via a selector next to the left-hand grip without shutting the throttle. Software operating logic has been improved to the point that it can sense and take into account speed and lean angle around a given corner and then modulate tire slippage. Response is said to be more linear, and the system can control slip in high-speed corners without killing torque delivered to the rear wheel out of slow turns, where the rider can more easily deal with slides.

Aprilia Wheelie Control (AWC), is three-way adjustable and recalibrated to better control high-speed wheelies without hurting ultimate performance. Aprilia Launch Control (ALC) is intended for track use and is also three-way adjustable. Aprilia Quick Shift (AQS) is possibly the best production software to assist extremely fast shifting without shutting the throttle.
Bosch’s latest ABS 9PM ECU teamed with the equally advanced Brembo M 4-32 Monobloc radial-mount front-brake calipers and twin 320mm discs complete the Tuono’s electronics suite. ABS is tunable on three levels to optimize action according to riding conditions: Track, Sport and Rain.
Engine output has been increased from the previously claimed 167 horsepower to 170 at 11,500 rpm and 82.2 foot-pounds of torque at 9500 rpm, with a flatter curve through the rev range. This slight increase in power and better torque delivery come from revised cam timing, a more efficient exhaust system and 20mm-taller throttle bodies. In addition, flywheel mass has been increased to make power delivery even smoother and more tractable. As for the chassis, like the Sachs shock, the new 43mm inverted Sachs fork is fully adjustable via conventional means—no electronics here.
Despite its more advanced electronics, the Tuono V4 R ABS is not a videogame. It is a piece of further honed, great motorcycle engineering. Price in Italy is 16,100 euros.

Thanks. www.cycleworld.com

2014 BMW K1600GT

BMW has announced updates to two of its most popular models, both of which go on sale August 1. There are no dramatic changes; we’ll have to wait for the EICMA show in November to see a new water-cooled R1200RT, naked S1000RR and R1200GS Adventure.
For now, the most attractive novelty is represented by the “Sport” package that makes the K1600GT look leaner and more aggressive. Sport features a two-tone Sakhir Orange Metallic/Black Storm Metallic paint scheme, a lower windshield, gloss-black alloy wheels and a re-contoured seat with contrasting-color stitching. The result should be an excellent combination of comfort, performance and riding qualities in a purposeful-looking package that, in Europe, will add an extra 450 euros to the price of the standard GT. U.S. pricing has not been announced.
Color choices for the top-selling R1200GS are unchanged, but the water-cooled boxer-Twin now comes standard with ASC (traction control), Rain and Road modes, a steering damper and shock springs painted white to identify the Dynamic ESA-equipped version. An optional “Pro” mode adds Dynamic, Enduro and Enduro Pro. All options may be ordered separately.

Thanks. www.cycleworld.com

2013 Triumph Speed Triple R | Doin' Time

In my last update, I reported how an inattentive motorist rear-ended me in traffic, totaling my long-term Triumph Speed Triple R. Thankfully, the offending cager was fully insured, and the bike has been replaced. So here I am with a fresh Speed Triple R, recently delivered by Triumph with just 100 miles on the odometer and the rpm limit advisory sticker still on the tank. Aside from that detail, I’m a happy guy.
I’ve been without my three-cylinder beauty for two months now. Absence truly does make the heart grow fonder, and every bike I’ve ridden since the Speed’s departure has paled in comparison to my memory of the Triumph’s feel, sound, and power. I even rode a 675cc Street Triple, the Speed’s little brother, for a few days. And while it was charismatic and impressively light handling, it felt small and, well, slow. There’s no doubt that I’ve been spoiled by the Speed’s prodigious torque. I have missed the way it growls at start-up, its ability to effortlessly float the front tire leaving stops, and the way the right combination of front and rear brake, downshifts, and clutch modulation will send it sliding into a turn. It’s a hooligan bike, no doubt about it!
I’m grateful that the Triumph is back, and its absence reminded me of a few things I still want to do with it. A track day is pretty high up on the list. This is the first long-termer I’ve had that wasn’t a sportbike first and foremost, but with that brutish 1050cc motor and those gilded Öhlins suspenders, you better believe the Speed can hold its own on a racetrack. It will be nice to go to the track with fun as my only agenda. I’m looking forward to burning up a set of sticky tires and getting black-flagged for carrying wheelies down the front straight.
And with summer right around the corner, I’m looking forward to setting out on a few more road trips. All the passes over the Sierra Nevada mountains are open that time of year, and when isn’t a good time to cruise the coast or experience northern California’s redwood forests with their cool, fragrant air? There’s so much to see, and I can’t imagine a better bike to see it all from. I’m getting the travel itch just thinking about it!
This is a beautiful, powerful, and charismatic motorcycle, and it’s proven capable of satisfying my every motorcycling desire. That reads a lot like the press material for Zack’s recent acquisition. He’s looking to stretch the Multi’s legs and tap into its abilities, which is right in line with my desires for the Triumph. Surely, he’ll want to experience the Ducati on the open road, and I intend to join him. Yosemite, perhaps? Sounds like a plan, but I’d better put a few hundred break-in miles on the Triumph first.


Read more: http://www.motorcyclistonline.com/howto/doing_time/122_1308_2013_triumph_speed_triple_r/#ixzz2Zw8IwnTs

2013 BMW F800GT | First Ride

Replacing the F800ST with BMW’s new-for-2013 F800GT is more than just a name change—just a little bit more. The new F800GT shares most of its DNA with the ST, but BMW has revamped the platform to reflect what research showed customers wanted. In this case, that means “less of the S and more of the G,” in the words of BMW Product Manager Sergio Carvajal. Translation: Less Sport and more Grand before the word Touring. Got it.

The new bike's sporty silhouette looks ST-sleek, but the comfortable riding position screams GT.

 

 

A glance at the new GT sees an aggressive shape, one that exudes just as much sport as touring. A closer look reveals new wheels and a shorter muffler, as well as a reworked fairing designed to create a larger pocket of calm air in the cockpit. Working in the same S-to-G direction, riding position tweaks have the seat dropping 1.6 inches to 31.5 in., the handgrips rising an inch, and the footpegs lowered and moved forward about 0.5 in.
New switchgear is also apparent, complete with updated—and now becoming familiar—BMW toggles for on-board computer info, heated grips, ASC (traction control), and Electronic Suspension Adjustment (ESA). All of which are options, technically, though the $12,395 Standard-package F800GTs bound for U.S. dealers will already have the heated grips and computer, as well as a centerstand and saddlebag mounts. ASC and ESA can be purchased independently for $350 and $400, respectively, or will come bundled along with tire-pressure monitors ($250) in the Premium upgrade that rolls out the door for $13,190. You do the math.
If $400 sounds like a steal for ESA, read on. This isn’t the fancy ESA from the flagship bikes that changes preload and adjusts compression and rebound damping (and forget about dynamic/adaptive technology). The F800GT’s ESA, like that on the F700GS, provides three modes that simply increase or decrease rebound damping in the shock; more for Sport, less for Comfort, and somewhere in the middle for Normal. The changes are subtle, but seem to help stability.

What is handy, and can make a big difference, is the plastic knob on the right side of the shock that allows preload to be cranked in or taken out of the spring whenever you please. Initially, the F800GT was a little too soft for my 185 pounds, but about five turns of the knob increased preload and kept a little more weight on the front end, which in turn made the bike feel much more balanced under cornering loads. If you plan to strap some luggage and a significant other on the back occasionally, easy preload adjustment is a wonderful thing.

Exiting those corners is also easy thanks to extremely composed throttle response—you have to be terribly careless with the grip to get anywhere near abrupt fueling—and a wide, steady power curve. Linear to a fault, in truth, because the engine never really feels like it’s making all 90 claimed horses. Torque is ample, but the grips and pegs still feel a little buzzy, despite both points being isolated by anti-vibration rubber. The 798cc mill even utilizes a simple counterbalancer as well. Since the pistons rise and fall simultaneously, BMW devised a counterweight that attaches to the crankshaft and pivots from the back of the crankcase, phased 180 degrees off from the connecting rods—the idea is to take the tingle out of a traditionally vibey engine configuration. Efficiency is as important to touring types as smoothness—especially with just 4 gallons of fuel on board—so BMW remapped the F800’s injection system, providing a claimed 69 mpg (at a constant 55 mph) as well as a 5-bhp boost over the ST.

Strong, Brembo-built brakes get standard ABS on the GT.

When it’s time to slow down, four-piston Brembo calipers squeeze 320mm floating rotors up front, and provide big stopping power, even with just one finger on the lever. ABS is standard and cannot be switched off, unlike the optional ASC. (Incidentally, BMW ABS can only be turned off on the GS line, the K1300S, and the S1000RR).
Wind protection from the new fairing is ideal for sub-6-foot riders, taking windblast away from the chest and arms while leaving your helmet in clean, undisturbed air. If you find yourself so far under 6 feet that touching the ground is an issue, try the no-cost low seat option, which brings the height down from 31.5 to 30.1 in. A taller, 32.3-in. “comfort” seat is also available, along with a raft of BMW accessories that include hard luggage made up of 55-liter side panniers and a 28-liter top box as well as soft bags.


Read more: http://www.motorcyclistonline.com/firstrides/122_1308_2013_bmw_f800gt/viewall.html#ixzz2Zw7ZN8Xv

2013 Triumph Bonneville

When our Imperial Purple/Fusion White Triumph Bonneville was delivered, I was sure it was a mistake, certain that the bike was intended for the artist currently and formerly known as Prince. Other bold colors available for 2013 include Intense Orange/Phantom Black and Aurum Gold, or you can go with basic black or white.
While Triumph busied itself expanding its lineup of cruisers, adventure bikes, sport tourers and sportbikes, the Bonneville has held steady since its last major update in 2009, when it got 17-inch cast wheels, megaphone exhausts and revised ergonomics, dropping the seat height to 29.1 inches (see our full test in Rider, August 2009, or on ridermagazine.com). That’s the lowest standard seat height in this group, though the Bonneville also has the dubious distinction of having the least comfortable seat, so dense that it feels like you’re sitting on a 50-pound bag of wheat.

The Triumph Bonneville has the lowest standard seat height in our test, at 29.1 inches.

The Bonneville’s air-cooled parallel twin with dual balance shafts purrs smoothly throughout its rev range, and it has decent poke (our 2009 test bike generated 58.6 horsepower at 7,400 rpm and 44.7 lb-ft of torque at 6,500 rpm on Jett Tuning’s dyno). Personally, I prefer the loping, irregular 270-degree firing interval of the Scrambler and Speedmaster to the 360-degree firing interval of the Bonneville and Thruxton, which lacks character, but to each their own.
With an upright seating position, a wide handlebar and a modest 496-pound curb weight, the Bonneville makes for a good dance partner, sashaying through corners with poise and coordination. It shifts cleanly and its dual-disc brakes have adequate stopping power. The biggest disappointment, other than the seat, is the mushy, underdamped suspension. The non-adjustable fork isn’t bad, but the dual rear shocks, which are adjustable for spring preload only and have just 3.9 inches of travel, bottom too easily, sending impacts right up the rider’s spine. Hardly befitting a royal posterior.

2013 Triumph Bonneville

2013 Triumph Bonneville
Base Price: $7,699
Price as Tested: $7,999
(two-tone paint)
Website: triumphmotorcycles.com
Engine Type: Air-cooled,
transverse parallel twin, DOHC,
4 valves per cyl.
Displacement: 865cc
Bore x Stroke: 90.0 x 68.0mm
Transmission: 5-speed,
cable-actuated wet clutch
Final Drive: X-ring chain
Wheelbase: 58.6 in.
Rake/Trail: 27 degrees/4.2 in.
Seat Height: 29.1 in.
Wet Weight: 496 lbs.
Fuel Capacity: 4.2 gals., last 0.8 gal. warning light on
Average MPG: 40.3 (89 PON min.)

Thanks. www.ridermagazine.com

2013 Ducati Monster 696 ABS

All of these bikes have at least some claim to icon status, in terms of both styling and longevity. The first Triumph Bonneville dates back to 1959, the first Moto Guzzi V7 to 1967, and the first BMW GS to 1980. The Ducati Monster, which debuted in 1993, is the baby of the bunch. Ducati’s popular line of air-cooled L-twin-powered naked bikes is celebrating its 20th birthday in 2013, and the company has unveiled special anniversary editions of the Monster 696, 796 and 1100EVO.
Although our 2013 Monster 696 test bike lacks the bronze frame and vintage graphics of the anniversary model, it is nonetheless a special bike. With the highest rear-wheel horsepower (66.1 at 8,100 rpm, and 43.4 lb-ft of torque at 7,800 rpm), sportiest dimensions, lowest wet weight (415 pounds) and the second-lowest standard seat height (30.3 inches) in the group, it is indeed quick, lean and low. For $252.30, you can buy a factory accessory low seat that drops the seat height 0.8 inch, to 29.5 inches. The scooped seat locks you into place, with little breathing room between the rider and the plastic-covered fuel tank. Being of the sporty persuasion, the 696 puts the most bend in your back and knees and the most weight on your wrists.

2013 Ducati Monster 696 ABS

The Monster 696 hasn’t changed much since it was introduced for 2009 (see Rider, August 2008, or ridermagazine.com for our full test). Its rumbling L-twin still sounds and feels great, its solid chassis and well-chosen components still deliver a responsive ride, and its styling, especially in Ducati red with matching trellis frame and bodywork, still quickens the pulse. But ABS is now standard, though it can be turned off for those inclined to do track days, rear-brake slides or stoppies.
2013 Ducati Monster 696 ABS
Base Price: $9,295
Website: ducatiusa.com
Engine Type: Air-cooled,
transverse 90-degree L-twin,
desmodromic SOHC,
2 valves per cyl.
Displacement: 696cc
Bore x Stroke: 88.0 x 57.2mm
Transmission: 6-speed, hydraulically actuated wet slipper clutch
Final Drive: O-ring chain
Wheelbase: 57.1 in.
Rake/Trail: 24 degrees/3.4 in.
Seat Height: 30.3 in.
Wet Weight: 415 lbs.
Fuel Capacity: 3.6 gals. warning light on last 0.9 gal.
Average MPG: 39.2 (90 PON min.)

Thanks. www.ridermagazine.com

2013 Ducati Hyperstrada

Three new-for-2013 Ducatis have strada, the Italian word for “road,” in their model names, each offering a different take on high-performance touring. The Multistrada 1200 adventure tourer, the Diavel Strada muscle cruiser and the Hyperstrada, a new touring version of the Hypermotard supermoto, differ in style and intent. But all have torquey engines, riding modes, traction control and ABS, as well as touring seats, windscreens, upright seating positions and—depending on the model—saddlebags, centerstands and heated grips.

The 2013 Ducati Hyperstrada is an all-new touring model based on the updated Hypermotard platform.

Ducati completely revamped the Hypermotard platform for 2013, replacing the Hypermotard 796, 1100EVO and 1100EVO SP with three new models—the Hypermotard, Hypermotard SP and Hyperstrada—all powered by a scaled-down version of the liquid-cooled, four-valve 1,198cc Testastretta 11° L-twin found in the Multistrada and Diavel. Its smaller displacement of 821cc was achieved with a much narrower bore (88mm vs. 106mm) and a fractionally shorter stroke (67.5mm vs. 67.9mm). The smaller engine makes do with a single spark plug per cylinder instead of two, and has a higher compression ratio (12.8:1 vs. 11.5:1), but it uses the same repositioned fuel injectors and secondary air system that help the 2013 Multistrada 1200 run more smoothly and efficiently. Claimed output is 110 horsepower at 9,250 rpm and 65.8 lb-ft of torque at 7,750 rpm, with power sent to the rear wheel via APTC wet slipper clutch, 6-speed transmission and chain final drive.

Semi-rigid saddlebags, a touring seat and a windscreen are standard equipment on the new Hyperstrada.

Compared to the sharp-edged Hypermotard/SP, the touring-oriented Hyperstrada’s handlebar is 0.8-inch taller, its seat is thicker and wider, and it has a windscreen, saddlebags and dual 12V outlets. Underscoring their differences, Ducati introduced the Hypermotard/SP at a knees-down road-and-track event in Spain, but launched the Hyperstrada in the Val d’Orcia region of Tuscany, Italy, a green-hilled paradise that’s a UNESCO World Heritage Site. Our day-long test ride took us from the ancient village of Bagno Vignoni to the medieval town of Montepulciano and back again, on narrow two-lane roads that wound their way through the rolling countryside.

The Hyperstrada’s 821cc Testastretta 11° L-twin makes a claimed 110 horsepower and 65.8 lb-ft of torque.

Before traveling to Italy, I spent several weeks testing the Multistrada 1200 S Granturismo, giving me an intimate understanding of its prodigious horsepower, 4-bikes-in-1 riding modes and semi-active Ducati Skyhook Suspension. The Hyperstrada is like a smaller, simpler version of the Multistrada. Both have adventure-bike styling with prominent air-intake beaks, hand guards with built-in turn signals and Pirelli Scorpion Trail tires. But the lower-priced Hyperstrada has only three riding modes and two ABS modes, foregoing the Multistrada’s Enduro and ABS1 modes for off-road riding. And it has more basic suspension, with a non-adjustable, male-slider Kayaba fork and a Sachs shock with preload (via remote knob) and rebound adjustability. At 5.9 inches front and rear, the Hyperstrada has 0.8-inch less suspension travel than the Multistrada, yet both have tall 33.5-inch seat heights. To accommodate shorter riders, the Hyperstrada is available, at no extra cost, in a low version that reduces front/rear suspension travel to 5.2 inches and seat height to 32.7 inches. An accessory low seat reduces seat height by another 0.8 inch, to 31.9 inches.

A spring downpour provided a good opportunity to test Urban mode, with reduced horsepower and ramped-up traction control.

Though tall, the Hyperstrada is a narrow, compact machine, with a claimed wet weight of just 450 pounds. It offers plenty of leg room and a relaxed reach to the handlebar but not much wind protection (the windscreen is not adjustable). Starting off in Touring mode, which cues up 110 horsepower with medium throttle response, Ducati Traction Control level 4 (out of 8), and maximum ABS intervention and rear wheel lift prevention, the Hyperstrada was easy to ride, with good throttle response, light handling and strong brakes. Within the first hour of our ride, a spring storm brought on a sudden downpour and some hail—the perfect opportunity to test Urban mode, which reduces power to 75 horsepower, softens throttle response, ramps DTC up to level 6 and maintains maximum ABS intervention. Photo passes in the rain around tight, slippery curves were child’s play. As the road dried out, I switched to Sport mode, which delivers full power with aggressive throttle response, DTC level 3 and less ABS intervention. Hooligan-on-demand mode was fun for a while, but throttle response was too abrupt and I soon switched back to the more user-friendly Touring mode. Changing modes can be done on the fly; just push a button, close the throttle and off you go.

Light, responsive and exciting to ride, the new Hyperstrada is at home in the twisties.

There is much to like about the Hyperstrada. It’s exciting to ride, it shifts well and it has good suspension compliance. Its well-padded seat is comfortable, though there isn’t a lot of room to move around. Its pushbutton-tunable engine makes good power and torque without excessive vibration, and its 2-into-1 exhaust emits a call-of-the-wild sound that ranges from a loping rumble at idle to an angry bark at full throttle. Its Brembo brakes, triple discs with dual radial-mount, 4-piston Monobloc calipers up front, are strong and precise. Its tubular steel trellis frame, single-sided aluminum swingarm and 10-spoke 1199 Panigale-style cast aluminum wheels are stout, lightweight and stylish. And its semi-rigid, 25-liter saddlebags, made of fabric-covered ABS plastic with clamshell openings and zippered closures, work well and complement the look of the bike. They’re not waterproof but they include dry bag liners. A 31-liter top trunk and a tankbag are available as accessories. The 4.2-gallon fuel tank is covered in plastic, so a magnetic tankbag cannot be used. But the large, wrap-around passenger grab handle provides a good attachment point for a seatbag.

The 2013 Ducati Hyperstrada is available in Ducati Red or Arctic White.

Part supermoto, part sport tourer and part adventure bike, the Hyperstrada defies easy categorization. Like the best-selling Multistrada 1200, its hybrid nature delivers a potent blend of excitement, versatility and comfort but at a more manageable middleweight size and price.
2013 Ducati Hyperstrada Specs
Base Price: $13,295
Website: ducatiusa.com
Engine Type: Liquid-cooled, transverse 90-degree L-twin, desmodromic DOHC, 4 valves per cyl.
Displacement: 821cc
Bore x Stroke: 88.0 x 67.5mm
Transmission: 6-speed, hydraulically actuated wet slipper clutch
Final Drive: O-ring chain
Wheelbase: 58.6 in.
Rake/Trail: 25.5 degrees/4.1 in.
Seat Height: 33.5 in. (Low version: 32.7 in.; w/ optional low seat: 31.9 in.)
Claimed Wet Weight: 450 lbs. (90% fuel capacity)
Fuel Capacity: 4.2 gals.
Average mpg: NA

Thanks. www.ridermagazine.com

Ducati 1199 Panigale R

What’s New:
Compared to previous “R” model Ducatis, the $29,995 1199 R gets relatively few upgrades over the $22,995 S. But, with just a seven grand price differential, it’s also much more affordable.
“The R makes possible the homologation of the RS13 Superbike,” Claudio explains. “It also brings a level of adjustability suited for amateur racers and very serious track riders.”
Most of the changes are inside the motor. The electronically adjustable Ohlins TTX suspension, forged Marchesini wheels and top-shelf Brembo M50 brake calipers remain unaltered.
Titanium connecting rods shed 630 grams, a lighter flywheel drops 700 and the rocker arms receive a low-friction DLC coating. The result is an engine that picks up revs much more quickly and achieves a 500rpm higher redline, now 12,000rpm.
Perhaps more substantially, gearing is dropped to 15/41.
Speaking of the the motor changes and altered gearing working together, superstock racer Eddi la Merra says, “Now I can use more revs and I can use the same gear for longer.”

As you can see, the gearing also substantially increases thrust at the rear wheel by a substantial amount, particularly through the mid-range. Ducati isn’t claiming any increase to the Panigale’s 195bhp power figure, but suggests there are a few extra horsepower in there.
Elsewhere, there’s unique Ducati Corse graphics, a taller windscreen, tasty billet mirror mount plugs, extensions on the front fairing ahead of the riders hands, a suede seat, full Termignoni exhaust system and a GPS-enabled data collection system complete with channels for suspension potentiometers.
With that included-but-not-fitted exhaust, power climbs 7bhp. Yep, the bikes we were riding made north of 200bhp.
Chassis-wise, the only change is a four-way adjustable swingarm pivot, designed to allow racers to dial in the bike to deal with tire wear during a race.
“With the pivot at -4, I can push much earlier in a corner,” explains la Merra. “With more grip on the rear, I don’t have to pick it up so early and can keep it leaned over for longer while getting on the power.”
Add that adjustability to all the user-configurable electronic rider aids — traction control, ABS and even engine braking — and you can tailor this bike to suit rider, track and conditions to a far greater degree than any other production bike on the planet. Oh, and like the rest of the Panigale range, steering angle is adjustable too.
All those little changes make the R the lightest superbike Ducati has ever made. At just 363lbs (dry) it’s 36lbs lighter than a Yamaha R6. That’s on a bike that makes, with Termis fitted, over 200bhp and around 100lb/ft of torque.

The Ride:
My first time back on track post all that ass scar business, one emotion dominated my time on the Panigale R: terror, shear and absolute terror.
This is the fastest production bike in the world after all, something I verified by finding the rev limiter in 6th on COTA’s back straight. The speedometer stops counting at 186mph, but Tim, Ducati’s protein shake-obsessed PR person later told me that limiter kicks in at 202mph. That’s the fastest I’ve ever been on two-wheels.
The chassis and track-compound Pirelli Diablo SC2 tires do such a good job of dealing with the power, that the overall impression of WOT on the R isn’t so much one of acceleration, but of warped space and time. Whack it all the way back, click through gears on the quickshifter, and all of a sudden that 2nd gear hairpin that was is right there, in your face, better brake now. Coulda sworn it was three quarters of a mile away just seconds before.
COTA contributes to that too. Despite the two long straights, this is a tight, technical track built to deceive and challenge riders. The front straight is similarly fast, concluding in a steep, uphill left hander that’d probably be taken in 1st gear on any other bike. There’s also elevation changes through virtually every one of the 20 corners, but sometimes those are only a foot or so, just enough to hide which way the next corner goes. I didn’t feel I had any concept of appropriate lines or braking points at all until the final session of the day.
Acceleration does not seem to taper as you approach 200mph, pulling as hard in 6th as it did in 3rd. Of course, power is simply immense in the lower gears, lifting the front at even the faintest whiff of throttle. Forget what you know about superbike performance, the 1199 R is in a different league altogether to anything else, even BMW’s S1000RR. Where that bike couldn’t be friendlier, the Panigale will literally punch you in the face every time you get on the gas.
The R is the opposite of friendly, it is an angry, snarling beast of a bike that’s challenging and unforgiving and overwhelming in any possible way it could be. Riding back to the hotel in the shuttle bus, David James, Ducati’s international press manager asked me how my day was. I showed him a picture of my butt and told him I hadn’t been on a track in over 6 months. He was astonished I was able to ride the R at all. I rode it poorly, but I did ride it. Really happy to be on this plane headed home, in one piece.

What’s Good:
The 1199 R is the fastest way to lap a track on a motorcycle you can buy from a showroom, period. Everything is good.
Power is absolutely astonishing, as is the delivery. Forget your fears that Ducati has dropped some low-down torque in pursuit of top-end horsepower, this thing still pulls harder than any other motorcycle, anywhere in its rev range.
Luckily, feel is also peerless. The R keeps you informed of what’s going on in every single one of its components at all times. Other than being shocked by how fast it is, you will never, ever be surprised by it. “Hey buddy, I’m gonna slide out of this corner, you ok with that? Ok, cool, here we go. You should probably hang on.”
Revs pick up incredibly quickly thanks to the motor changes. Blipping downshifts only takes a tiny movement rather than the big arm jerks you see on other bikes.
The Brembo M50s are as amazing as the motor. I’d get out of a 200mph tuck, whack them on, then end up in 2nd gear, all ready for the corner, 100 yards too soon.
Ergonomics! I once did a trackday on a 748 and couldn’t last a full 20-minute session without my back going into spasms. A full day on an 1199 R? Not even a tiny bit sore, anywhere on my body. That also facilitates control, making body position easy and natural.
And don’t forget the handling. Oh, the handling. It’s a cliché to say a superbike handles like a 600, but this thing honestly handles better. It’s quick to turn in, utterly stable once its over, capable of impossible angles of lean and puts its power down with merciless composure.
All that electronic stuff helps, of course. The TC works imperceptibly, making it feel like you’re the one correcting the slide. And, the way I’m riding at the moment, it’s definitely not me.

What’s Bad:
Those incredibly powerful M50 calipers are also pretty grabby through the first few millimeters of the levers throw. I wouldn’t want to use them on a cold, damp morning on the street.
There’s also some non-linearity in the throttle through the mid-range. This is actually something Ducati designed in to aid aggressive riding. Go faster than me and it won’t be a problem.
This is not a friendly bike. If you’re of average ability, it will make you slower, not faster. That experts-only focus is very welcome and results in an incredibly involving experience, but it’s no joke. Come into riding one of these aware of that.

Thanks. http://rideapart.com

2009 Ducati 1198 Comparison Street

The Ducati 1198 Superbike incorporates the least amount of street into its race-inspired design. All it takes is one quick spin to realize the 1198 was developed first as a racebike before adapted to life on the street. It starts as soon as you ply you’re body onto its track-oriented control surfaces. Everything from the tall narrow seat, that’s virtually devoid of any padding, to its low-slung handlebars and raised footpegs are all engineered because they’re optimal on the track, plain and simple.

Depress the engine start button and the sheer energy required to move the Ducati’s two humungous pistons sucks so much juice from the battery you can’t help but think that it is a bit underpowered for its application. Nevertheless, the Ducati starts every time with a fury of mechanical clamor and sets into its lumpy idle cleanly, albeit with noticeably more vibration than any of the other bikes. Fan the hydraulically-operated clutch lever and enjoy the chang-chang-chang rattle of its racing-style dry clutch.

In terms of engine performance, we thought that last year’s Ducati’s 1098 Superbike couldn’t have gotten much better. Yet it has, as Ducati wedged the up-spec 1199cc L-Twin engine in its production superbike. Like most of the literbike competitors there is plenty of power to loft the front wheel in the first three gears, but perhaps, it was the easiest on the Ducati. With over 80 lb-ft of torque from between 7000 and 10,000 revs, any time you hammer the throttle you’re almost guaranteed to be on the back wheel.

It’s crazy what an extra 100cc of engine displacement can do for a motorcycle. Where last year’s 1098 Twin was ideal on the streets, the new 1198 is complete overkill. Therefore it’s no surprise that we all love it. There is so much more torque and horsepower all across the rev range that it is impossible to accelerate hard without the front wheel hanging in the sky. Its 427-lb curb weight (tying the Honda as the lightest) surely helps and has allowed Ducati to obliterate the gap on the Inline engines. Just look at the quarter mile times: The Ducati, Suzuki and Kawasaki are separated by a mere 0.08-seconds and all boast trap speeds over 138 mph with the 1198 actually crossing the stripe at a hair under 140 mph. That’s the kind of performance numbers you expect to see from a half-million dollar supercar.
A race bike for the streets. That in essence is the Ducati 1198 Superbike.

Thus if you prefer to keep yourself from going to jail, avoid any sudden bursts of acceleration in a low gear. Otherwise you’ll find yourself standing on the rear brake pedal just to keep from accidentally being rewarded with a reckless driving ticket. Yes, it’s that crazy.

Said performance does come at a price though. No we’re not talking about its $16,495 MSRP, but its horrific 27.8 MPG average. Add in the fact that the 1198 has the smallest fuel tank, with a capacity of only 4.1 gallons, and you’ll be lucky if you can get 100 miles out of a full tank.

On the road the Ducati’s chassis translates more feedback to the rider, which is great on the track, but on the broken highway pavement it can be uncomfortable. Add into the fact the Ducati’s massive engine power output and its non-adjustable steering damper and you have a recipe for massive amounts of headshake in the right scenarios. Another problem is the excessive heat radiating from the underseat exhaust.

“While riding the Ducati on the street is cool because everyone seems to get ga-ga over its sexiness, it does tax you a bit,” says Kenny boy. “For starters the underseat exhaust is hot, but not as hot as the R1, and the riding position is aggressive as we all know. But add into the mix this even more powerful engine and now suddenly you’re a high-dollar hooligan as well. This boost of displacement seems to be just what the doctor ordered to keep you thinking about the speed limit instead of how bad your wrists are hurting after a long street ride.”


The 2009 Ducati 1198 is the torque king. It pumps out nearly 10 more lb-ft than the Honda CBR1000RR. The same six-speed transmission is carried over from last year, as is the final drive gearing, which on the street it feels like it is geared to the moon. Launching the Ducati from a stop requires the most amount of clutch work this side of the R1 and at 60 mph you can’t even use sixth gear, or fifth for that matter. The gearing is so tall, in fact, that if you’re going less than 100 mph in top gear the bike resists a bit as it begs for more mph. We also weren’t too impressed by how much gear shifter free play and how long the actual shifter throw is in order to change gears. It just makes the bike feel not as high-quality as it is. Although the Ducati is the only bike in this test without a slipper clutch, the only time you’d ever be able to tell is during grossly negligent downshifts or pushing for lap times around the track - but that’s another story…

Throttle response at low rpm, especially below 5000 revs is particularly hasty and you can feel the Ducati’s FI-system is mapped super lean, no doubt to ensure compliance with California’s strict air and noise standards. Of all the bikes in this comparison the 1198 would benefit the greatest from an ECU remap and aftermarket mufflers. We still love the sound emanating from those twin underseat canisters but after hearing Ducatis uncorked over the years, they sure sound better sporting a pair of Termignonis.
Ducati's Digitek display not only looks cool but it works as well. It's especially legible with its new fonts and can easily read day or night.

“On the street the Ducati sucks. It’s even worse than the Kawi,” muses tech-dude Wallace in regards to Ducati’s racy riding position. “The Ergos have you stretched out really far. Plus you have to literally be careful not to give it too much throttle because it’ll just wheelie everywhere. Not to mention it’s got a hard ass narrow seat and the same crazy heat issues as the Yamaha. It rides stiff and rattles my kidneys. But…And this is a big but: It just looks and sounds so bad-ass, and it’s a Ducati, and that in a nutshell is why I have one in my garage.”

A quick glance at the spec sheet proves that the same powerful Brembo radial-mount monobloc calipers operated through stainless-steel brake lines and a radial-mount master cylinder return from the 2008 model, yet the brakes just don’t feel the same as last year’s. Specifically, they have less initial braking bite and also sound noisier than before. While both power and feel are still exceptional, you need to use a bit more lever input initially to get things slowed than what we expected. The limited range of front brake lever adjustment will also irritate riders with small to medium sized hands.
The Ducati has so much power on tap you actually have to try to not do wheelies.

Ducati’s multi-function Digitek dashboard display returns and is ever-so slightly more readable this year due to more legible number fonts. The dash is clean, informative and easy to read day or night. Plus it provides a wealth of data all controlled via an up/down toggle button on the left handlebar.

There’s no doubt this year’s Ducati 1198 is faster and more powerful, but on the street it’s become borderline overkill. Where the outgoing version was loud, fast and uncomfortable, the new one is so fast that it can be a handful on public roads. However, the reason we’ve always liked Ducati Superbikes on the street because they’re a racebike first and foremost.

Ducati 1198

Ducati 1198

The Ducati 1198 Superbike is the flagship Ducati sportbike within the Italian motorcycle manufacturer’s model lineup. Introduced for the 2009 model year, the 1198 is the successor to the Ducati 1098 Superbike which was produced 2007 and 2008.

As of 2011, Ducati Traction Control and a electronic quick-shifter have become standard features on the 1198 superbike. Ducati’s top-of-the-line Superbike is known for bringing racetrack-derived performance to the sporting public. Powering the Ducati 1198 is a powerful liquid-cooled 1198cc L-Twin engine that benefits directly from Ducati’s success in World Superbike racing. The engine is suspended in Ducati’s steel Trellis frame renowned for its unique blend of stability, nimbleness, and feedback. Signature styling features of the Ducati 1198 include its twin halogen headlights, single-sided swingarm and twin exhaust pipes hidden underneath the sleek tail section which keeps styling in-line with the original Ducati Superbike, the Ducati 916.

The Ducati 1198 is sold in three other more expensive variations: The 1198S, 1098R and 1098R Bayliss LE. The Ducati 1198S makes use of higher-spec components including wheels, Ohlin’s suspension, Ducati Traction Control (DTC) and Ducati Data Acquisition (DDA), as well as an additional color option. The R adds additional racing-derived engine performance modifications, full carbon-fiber bodywork, an upgraded Ohlin’s TTXR rear shock absorber as well as an optionally installed Race Kit consisting of Termignoni mufflers and a new ECU.

2013 Kawasaki Ninja ZX-10R

Engine: Liquid-cooled 998cc Inline-Four, 16-valves
Bore and Stroke: 76.0 x 55.0mm
Compression Ratio: 13.0:1
Fuel Delivery: Fuel-injection
Clutch: Wet multi-plate slipper clutch; Cable actuation Transmission: Six-speed
Final Drive: Chain 17F/39R
Frame: Twin-spar aluminum
Front Suspension: 43mm inverted Showa BPF; 3-way adjustable for spring preload, compression and rebound damping; 4.7 in. travel
Rear Suspension: Horizontal back-link Showa gas-charged shock; 4-way adjustable for spring preload, high/low-speed compression and rebound damping; 4.9 in. travel
Front Brakes: 310mm petal discs with radial-mount Tokico four-piston calipers
Rear Brake: 220mm disc with single-piston caliper
Tires: 120/70R17, 190/55R17
Curb Weight: 439 lbs.
Wheelbase: 56.1 in.
Seat Height: 32.0 in.
Fuel Capacity: 4.5 gallon
MSRP: $14,299
Colors: Lime Green/Metallic Spark Black; Pearl Flat White/Metallic Spark Black
Warranty: 12-month, unlimted mileage

Kawasaki ZX 10R

Kawasaki ZX10R

The Kawasaki Ninja ZX-10R motorcycle represents the evolution in Kawasaki Heavy Industries open-class sportbike development. Originally released for the 2004 model year, the ZX-10R Superbike is the successor to the Ninja ZX-9R sportbike. Since inception, the Ninja ZX-10R has received two major overhauls.

Kawasaki unleashes their latest version of their 1000cc machine, the Ninja ZX-10R. The lightest of the superbike class and most overall improved for the 2011 model year. Initially Kawasaki’s ZX-10 Superbike was known for its slim chassis dimensions, nimble handling manners, svelte weight and tremendous engine power output making it the sharpest, most aggressive liter-class sportbike. It was so cutting-edge that it was deemed to be almost too much for the motorcycling public. Thus in 2006 Kawasaki gave the Ninja ZX-10 its first revamp. Noteworthy changes included a more rider-friendly chassis and engine power manners as well as all-new exterior styling.

For the 2008 model year the Ninja ZX-10R received its most recent make-over consisting of a complete redesign from the wheels up. In its current iteration the ZX-10 uses the best attributes of both previous designs. The ZX10 keeps its outrageously powerful 998cc liquid-cooled Inline-Four, yet its engine power is extremely rider friendly. Likewise its agile handling traits return without comprising overall stability and control. In the styling department, the Ninja is cued heavily off the Kawasaki ZX-RR MotoGP motorcycle using sharp exterior lines, a slim tail section and a short, tucked-away exhaust.

2013 Kawazaki ZX-6R

Kawasaki has obviously tried to make the new ZX-6R more usable for the environment in which it’ll be most used – the road. And in many ways they’ve succeeded. The new 636cc motor boasts a more usable spread of power and torque, both on the road and track, it’s less manic, and easier to get the most out of for the average rider. The rider aids work too, and while the power modes are a somewhat pointless gimmick, the traction control and optional ABS are excellent. ABS is optional.
Engine
MCN rating
Owners' rating
The new longer stoke motor does its job well, boasting an attractive combination of smooth torque and top-end power. It will pull cleanly around town from as little as 4,000rpm even in top. But at 7,000pm it starts to awaken, then kicks at 8,000 with a noticeable aural assault from the new larger air-box, as it surges to its peak power rush from 10,000rpm to the redline. It has far more midrange than the outgoing 599cc model but I remember the old 636 being a bigger step in performance over the then 600. This new 636 motor feels tangibly closer to the outgoing 600.

Ride and Handling
MCN rating
Owners' rating
On track settings the steering is very quick and sharp, impressively responsive to your every input, ensuring that you’ll never miss an apex. There was the odd head shake, but nothing alarming, just feedback to let you know that you’re getting close to the limit. The ride is noticeably softer on road settings. There’s more travel from the rear, and the ride feels plush at all speeds, taking bumps, swells and potholes in its stride, ensuring that the pilot is always comfortable in the saddle. Despite this ‘softness’, it doesn’t squat too much on the power.

Equipment
MCN rating
Owners' rating
Traction control comes as standard and there's no reason to turn it off when on the road. Even in mode three - the highest setting - it isn’t particularly intrusive. You can only feel it smoothly react when accelerating hard in first, or if you tap the power on hard when you’re still on the edge of the tyre. In settings one or two, and even if riding like it’s the last lap of the North West 200, there’s also very little obvious intrusion. Just like the ZX-10R, you can hold small power wheelies in the first two modes, too.

2012 ZX - 14R

2012 Kawasaki Ninja ZX-14R
Matt Davidson - Editorial Assistant

Since its debut in 2006 the Kawasaki Ninja ZX-14 has been all about performance. Being one of the fastest production bikes on the market wasn’t enough, as Kawasaki has outdone itself again with sweeping revisions to the big Ninja. For 2012 the newly designated ZX-14R is hitting dealerships with performance upgrades highlighting the significant redesign for the open-class monster.

The headlining changes on the 2012 ZX-14R are centered on its Inline-Four engine. Displacement is increased through a 4mm stroke addition to give the ’12 ZX-14R an eye-popping total of 1441cc. The combustion chambers are reshaped along with the intake ports to maximize performance. The camshafts feature revised profiles with a reinforced cam chain, allowing the engine to withstand high rpm levels. The pistons have also seen changes to increase their strength while at the same time shedding weight.

One of the major highlights is a new oil jet cooling system that provides constant lubrication underneath each piston. Engine compression is now 12.3:1 and as a result connecting rods have been re-designed with stronger material. The crankshaft main journals are 2mm thicker compared to the past model, and a new air cleaner has 10% more surface area and 40% larger airflow capability.

The fuel injection system is also updated with automatic idle adjustment and lower emissions. Spent fuel exits an altered exhaust system, with the new design featuring larger header pipes, reshaped mufflers and an advanced catalyzer. Kawasaki claims that all of these upgrades translate into more power across the entire rev range, with the most noticeable gains claimed to come in the mid-high rpm range (specifically 4000 rpm onward).

Aside from adding more power under the seat, the new ZX-14R also aims to control it better with a dual-driven counterbalancer. Engineered to complement the 4mm longer stroke dimensions, the setup is reported to balance power output.

While the new model retains its former chassis design, more than half of its aluminum castings and forgings have been modified. The rear swingarm is also 10mm longer, and the result is an overall alloy frame that is much stiffer in places. Kawi states the intended goal was to keep the previous ZX-14’s light-handling characteristics while increasing its sportiness.

Suspension is also upgraded, with the 43mm inverted fork and adjustable single shock receiving improved bottoming resistance and internal settings. While the overall weight of the bike is up, the use of 10-spoke wheels helps reduce unsprung weight by 3.3 pounds. Brakes have also been upgraded with more rigid material and altered pads.

The new ZX-14R is also equipped with a slipper clutch and a KTRC traction control and ignition system, which help to account for its new price tag of $14,699. Included in the system are three different riding profiles: full power, medium power and a third option for low traction conditions. The profiles are easily accessible to the rider via a bar-mounted toggle switch, with the system’s overall status displayed on the cockpit’s LCD screen. The bike’s slipper clutch helps reduce wheel-hop and negative torque effects associated with downshifting and braking.

The exterior features are fully upgraded with a more aggressive nose section and a quad-headlight assembly. Along with the big Ninja’s more angular and flowing shapes, the ZX-14R keeps its hallmark side fairing fin design – this time accentuating the lines for a more dramatic look. The tail section has also seen modifications with faired-in turn signals and a new seat cover. Meanwhile, the seat itself has been reshaped to offer more thigh support.

A quick glance down reveals new instrument controls. The ’12 ZX-14R includes a new multi-function toggle switch and select button on the left handlebar that gives full access to system functions. Riders can browse through a variety of LCD screens, providing on-demand access to fuel consumption, remaining range, battery voltage, temperature, traction control and much more.