KAWASAKI Versys motorcycle wallpapers

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KAWASAKI Versys (2009) Motorcycle
general information, review and specifications

Kawasaki Versys (2009)
- Kawasaki presents the 2009 Versys without having too much to mention under the “Improvements” heading as the bike is still a relatively new introduction, a faultless one considering the many positive opinions we got related to it. -

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Kawasaki Versys Preview

Kawasaki presents the 2009 Versys without having too much to mention under the “Improvements” heading as the bike is still a relatively new introduction, a faultless one considering the many positive opinions we got related to it.

They do ad a new color scheme, the Blue in the pictures, apart from Kawasaki Green, but the Versys remains the same all-rounder with many secrets yet to be unveiled when you jump on its seat. Combining a touring-like riding position with sports-like design and performance, a rider would have to reconsider its idea about data such as the 64 Hp, 45lb/ft moving 454 lbs wet weight.

That’s a great bike to get for just over $7K, now painted, hopefully, according to your preferences.

Introduction
Every once in a while, Kawasaki strikes a hit in their competition by introducing brand new models that have little to do with the manufacturer’s consecrated style, but adapt perfectly to the market and carry on gathering tremendous benefits around the world. This is exactly what happened with the Versys model, a middleweight all-rounder that was first introduced to Europe and Canada at the end of 2006, a year before going for the American market.

Relying on the 649cc, liquid-cooled, parallel twin cylinder engine with DOHC and four-valves per cylinder that Kawasaki engineers borrowed from the Ninja 650R, the bike stands out as a great urban ride because of the healthy low-to-mid rpm range. The digital fuel injection system with 38mm Keihin throttle bodies is behind this achievement, but there are no worries related to the bike not being able to keep a constant elevated pace on the freeway and obtain great mileage while doing it.

Although not a veritable tourer, the Versys does offer an upright riding position and considering that it is supposed to commute, scratch and tour, it features a three-way adjustable windscreen so that riders of all sizes can direct the air flow just above their heads. Also, the bike features relaxed ergonomics and, still, the rider’s knees grip on sides of the gas tank offering better control and inspiring confidence.

We do have to admit that the Versys remains a tall bike for 2009 as well, but the 33.1 inches high seat is perfect for the average sized rider. Also, the decent ground clearance ensures that this thing can cover different types of surfaces although not being specifically built for the off-road terrain. The long-travel forks and single shock rear suspensions are also up for the challenge so it’s good to know you’re bike has a few extra advantages that the one from which the engine was borrowed, for example, doesn’t. The 17-inch 6-spoke wheels come in contradiction with a rider’s plans to hit the off-road, but as long as we’re talking about silky soft enduro, it is absolutely no problem.

Overall, Kawasaki’s all-rounder with a soft spot for pavement is still built following a new recipe, one that the competition hasn’t yet been able to literally recreate.

Competition
The 2009 Suzuki V-Strom 650 is a motorcycle that knows pretty much the same tricks as the Versys does. Powered by a fuel-injected 645cc, liquid-cooled, DOHC, 90-degree V-twin and also being built to suit various rider necessities, but mostly on the streets, the middleweight V-Strom starts at $7,499 so it gets a decent market share.

So is the all-new 2009 BMW F 650 GS. With an MSRP that starts at $8,995, the European alternative offers a 798cc, liquid-cooled, parallel twin cylinder engine with two overhead camshafts and four valves per cylinder. This too is electronically fuel-injected and it will ensure that the Beamer top out at 115 mph. The pavement is this bike’s favorite playground, but it won’t be disturbed by a little dust either.

Exterior
Designing the Versys, Kawasaki people aimed towards an uncompromising modern look with lithe features shared to the bikes in the same class. The best example in this concern is the uniquely shaped headlight as well as the adjustable windscreen. As strange as it might look, this bike does feature what appears to be an idea of a half fairing, which looks nice too mostly because it provides a smooth pass towards the gas tank.

The seat is pretty much flat while the ergonomics are brought back at the rider so that the Versys would offer the much bragged about upright riding position. The alloy wheels and all the rest of the chassis components are left unpainted while the engine is matte black covered just so it would distinguish perfectly. Like on the Ninja 650R and ER-6n, the exhaust is positioned under the motor for a lowered center of gravity and a compact look. Also, the petal-type brake discs (two 300mm ones up front and a rear 250mm one) look nice and enhance the sporty appearance.

The 2009 Candy Plasma Blue color was the adequate choice for the Versys while the Candy Lime Green is also available.

Test Ride
As the name says, versatility is the key feature of the Versys, a motorcycle that doesn’t fit any specific category, but which combines the benefits of different ones such as sports, touring and even dual-sport. The first impression that it provides is that of comfort as the handlebars-seat-pegs triangle works perfectly for the average sized rider and after a whole day of riding the Versys, we’ve come to the conclusion the comfort is not just an impression, but something definitely worthy to brag about.

Power is there at every twist of the throttle. Given the engine’s user-friendly nature, we tended to underestimate the bike’s capabilities of providing a rush all across the powerband and it was only when we rolled on the throttle healthier and lifted that front wheel off the ground we noticed that there’s plenty more of the Versys than it actually unveils at a quick worming up run. The engine enjoys being revved although at around 8,000 rpm most riders will think they have to shift. Actually, the tachometer’s needle hits redline at 10,500 rpm, which means that it can be a rush after all.

Around the bends or on the freeways, the 2009 Kawasaki Versys will prove being a top performer. This thing leans easily into corners and offers a nice reassuring feel even though you’ll be positioned a little higher than on any middleweight sports bike. Also, thanks to the presence of a sixth gear, the engine’s capabilities can be taken even further and hit the more than decent top speed of around 120 mph. At these speeds, wind protection becomes a key factor and for us the highest windscreen position worked just like on a veritable sport-touring motorcycle.

Furthermore, yet another cool think about the Versys is that it offers the possibility to leave the tarmac in favor of fire roads and generally not bumpy off-road terrain. It’s simply amazing to have the possibility to explore on a bike which performs like a more or less docile middleweight sportsbike with a touring riding position. Also, riding upright on a pretty tall motorcycle provides a great view of the scenery ahead so the bike won’t get more than it’s capable of dealing with.

The suspensions have much to do with this bike being this versatile as they were designed to take the best both of the dual-sport and sportbike worlds. Around sharp bends, these perform brilliantly and at no time the rider will feel like the bike was specifically built for the off-road while off the road these aren’t bad at all.

Not only the 649cc parallel-twin engine was borrowed from the Ninja 650R, but the brake systems too and they work as good on the Versys as they do on the donor bike. Stopping power is always enough and the bike remains stable under hard braking. Also – before corners– slowing down feels almost natural, just like the entire performance of the 2009 Kawasaki Versys.

Price
For a bike starting at $7,099, the ’09 Kawi Versys is more that riders in the United Stated could have wished for especially now with the economical crisis that the country is traversing.

Conclusion
All in all, 2009 doesn’t mark an evolutionary step for the Versys, but given the ride we’ve got on this bike, we reckon it won’t be upgraded a long time from now, but simply revised.

General information
Model: Kawasaki Versys
Year: 2009
Category: Naked bike
Rating: 75.7 out of 100.

Engine and transmission
Displacement: 649.00 ccm (39.60 cubic inches)
Engine type: Twin
Stroke: 4
Torque: 60.88 Nm (6.2 kgf-m or 44.9 ft.lbs) @ 6800 RPM
Compression: 10.6:1
Bore x stroke: 83.0 x 60.0 mm (3.3 x 2.4 inches)
Fuel system: Injection
Valves per cylinder: 4
Fuel control: DOHC
Starter: Electric
Cooling system: Liquid
Gearbox: 6-speed

Transmission type
final drive: Chain

Physical measures
Dry weight: 206.0 kg (454.1 pounds)
Seat height: 841 mm (33.1 inches) If adjustable, lowest setting.
Overall height: 1,316 mm (51.8 inches)
Overall length: 2,126 mm (83.7 inches)
Overall width: 841 mm (33.1 inches)
Wheelbase: 1,415 mm (55.7 inches)

Chassis and dimensions
Frame type: Semi-double cradle, high-tensile steel
Rake (fork angle) 25.0°
Trail: 109 mm (4.3 inches)
Front suspension: 41mm hydraulic telescopic fork with adjustable rebound and preload / 5.9 in.
Rear suspension: Single offset laydown shock with adjustable rebound and spring preload / 5.7 in.
Front tyre dimensions: 120/70-17
Rear tyre dimensions: 160/60-17
Front brakes: Double disc
Front brakes diameter: 300 mm (11.8 inches)
Rear brakes: Single disc
Rear brakes diameter: 220 mm (8.7 inches)

Other specifications
Fuel capacity: 18.92 litres (5.00 gallons)

KAWASAKI KX250F motorcycle wallpapers

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Kawasaki KX250F (2009)

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Kawasaki KX250F Preview

When climbing aboard the brand new 2009 KX250F for the first time, I must admit to a bit of that eerily familiar ‘big guy on a little bike’ feeling. Being 6-foot 2 and 215-pounds pounds, hopping on a small displacement bike often leads to the suspension sagging nearly to the ground. Fortunately, Kawasaki was on hand as journalists tested the thoroughly new bike at an equally new test track in California and Team Green had brought the suspension experts from Showa with them to tune things for each rider. After a few quick turns of the wrench, the KX250F lost that lowrider feeling.

After kicking the beast to life it was time to set off for the track. From that point on, the new KX proved extremely impressive, as it had plenty of

power to clear the doubles of the track - even with this mildly-tubby rider on board. More about that later; first, what makes the '09 KX250F new?

Seriously, nearly every single piece of the '09 KX250F has been redesigned. Starting with the (take a deep breath) 249cc, liquid-cooled, four-stroke, four-valve, DOHC 'thumper' engine, a new cylinder head keeps the titanium valves from last year but enlarges them and casts them from a revised material. Along with a straighter intake tract, the new head allows the engine to take much deeper breaths from its single lung. That lone piston spins a new crank which is completely new and has more weight down low - a feature that is immediately felt and provides very smooth operation with little vibration, even at high revs. Also noticeable is the extremely smooth shifting action, which can be chalked up to the stronger gears and new cast-in clutch cable holder.

That powerplant is hung in a new aluminum perimeter frame. Although its design certainly draws inspiration from its bigger brother, the KX450F, it is completely new and shares no parts with any other machine. Kawi's engineers managed to remove 2.2 pounds of material from the new main spars while keeping everything nice and rigid with new engine mounts and newly-shaped geometry.

The totally new front downtube is easily identifiable due to the reduction in material around the head-tube and fewer welds as compared to last year's model. Continuing to the rear of the bike, the subframe features thicker diameter tubes that are set wider apart for more rigidity -- something our well-padded posteriors appreciated.

At the front, off-set triple clamps hold dark navy blue titanium-coated forks. Kawasaki is very proud of its friction-reducing titanium and Kashima coatings, something which no other manufacturer can claim in the 250 four-stroke class. Despite the long travel, absolutely zero stiction could be felt in their operation, so perhaps Kawasaki is on to something here. Combined with the new rear shock and the D-shaped swingarm which sees its pivot placement raised by some 3 millimeters, the Kawasaki's suspenders kept us well cushioned and never bottomed out (after being properly set-up of course).

Rounding out the changes is an enlarged skid plate made from flexible resin as opposed to the previous rigid aluminum. Kawasaki assures us that the new plastic piece is plenty strong. Although you'd never notice it otherwise, we got a good look at the bikes undercarriage while watching fellow journalists lap the track – everything looks fine from that vantage point. The bodywork has the Kawasaki 'speed-holes' at the front and is made from about half as many pieces as before thanks to new molding techniques which allow for multiple colors in one plastic unit. As you would expect, green is front and center on the new bike while black makes up the rest. All in all, it's a mean looker, all the more so when equipped with the new Monster Energy graphics for an extra couple hundred bucks.

Considering that this was our first time swinging a leg over the new bike, we think that Kawasaki did an excellent job of refining its past race-winner. Before setting off, we noted how slim the bike felt between our knees and thighs. After a minute of fidgeting, it’s easy to get comfortable in the saddle. Everything fell easily to hand and the grips were right where we expected them. Ample ground clearance was afforded by the pegs, which felt just a wee-bit high for our liking before hitting the track. Of course, after the first whoop section, we changed our tune and appreciated everything as it was. Those of us large of foot may want to especially thank Kawasaki's engineers for the wider foot pegs this year.

Kick-starting never proved problematic as long as the bike was kept in neutral. When left in gear, we kicked ourselves silly with no results. Kawasaki recommends leaving the bike in neutral for starting. The shifting mechanism is now a ratcheting design and finding the next gear was never a problem, and neither was locating neutral after coming to a stop. Despite the heat of the mid-day California desert sun and machine's constantly being abused, the bike showed no signs of overheating, which could possibly be due to Kawasaki's newly-designed radiators which are now six-percent larger and feature more cooling blades.

From the first tentative lap around the Rynoland track in Anza, Calif., we felt at ease with the smooth power delivery. Some added compression damping was needed after the first lap, but that was largely due to the 215-pound rider, which is considerably heavier than the typical motocross racer.

After getting things adjusted, the KX felt like an excellent handling machine. While wallowing just a bit in the sandier sections of the course thanks to the tight steering geometry, the hard-packed dirt allowed us to rail through the corners without fear of putting it down. Wheelies were a quick blip away in first gear while a mild clutch drop was needed to bring the front up at speed. Once there, everything felt well balanced and easy to maneuver. On a motocross bike, the brakes should be easy to modulate without fear of locking them up unless desired - no problems there. Sliding the tail around tight turns proved ridiculously simple, which is definitely a boon for those who ride on smaller tracks.

The grounds-crew on-site kept everything nice and smooth on the track, so we ventured out to find some less ideal conditions. We found plenty of places to ride the new bike and it always proved steady and relatively stable for a race machine. Despite our best efforts, the green-machine never placed a tire wrong. The power delivery will never catch you off guard thanks to the four-stroker’s smooth power-band. We felt no undue spikes, just smooth power from low revs straight up to its power peak. That's not a bad thing in the least, especially when the conditions get loose. We found some very sandy off-road single-track nearby to tackle where we greatly appreciated the thinner center-section and light weight, all of which conspired to keep us on the bike and off the ground. What's more, the clutch proved very smooth and never grabbed throughout our entire torture-test.

After all was said and done, we walked away quite impressed by the Kawi. There were literally no glaring faults to speak of, though the same could likely be said of all four Japanese 250s. For our money, though, nothing else quite matches the coolness of the new '09 Monster Energy Edition. The blacked-out bodywork combines with the green hubs to make for a very distinctive bike right off the showroom floor. The base price for the new KX250F is $6,499 with the Monster model running a bit more at $6,699.

By Jeremy Korzeniewski, Sep. 04, 2008

General information
Model: Kawasaki KX250F
Year: 2009
Category: Cross / motocross
Rating: 67.8 out of 100.

Engine and transmission
Displacement: 249.00 ccm (15.19 cubic inches)
Engine type: Single cylinder
Stroke: 4
Compression: 13.2:1
Bore x stroke: 77.0 x 53.6 mm (3.0 x 2.1 inches)
Fuel system: Carburettor. Keihin FCR37 and hot start circuit
Valves per cylinder: 4
Fuel control: DOHC
Ignition: Digital CDI with K-TRIC throttle position sensor
Cooling system: Liquid
Gearbox: 5-speed

Transmission type
final drive: Chain

Physical measures
Weight incl. oil, gas, etc: 104.3 kg (229.9 pounds)
Seat height: 955 mm (37.6 inches) If adjustable, lowest setting.
Overall height: 1,270 mm (50.0 inches)
Overall length: 2,169 mm (85.4 inches)
Overall width: 820 mm (32.3 inches)
Ground clearance: 340 mm (13.4 inches)
Wheelbase: 1,471 mm (57.9 inches)

Chassis and dimensions
Frame type: Aluminum perimeter
Rake (fork angle): 27.7°
Front suspension: 47mm inverted twin-chamber telescopic fork with 16-way compression and rebound damping / 12.4 in.
Front suspension travel: 122 mm (4.8 inches)
Rear suspension: UNI-TRAK® linkage system with 13-way low-speed and 2-turn high-speed compression damping, 17-way rebound damping and fully adjustable spring preload / 12.2 in.
Front tyre dimensions: 80/80-21
Rear tyre dimensions: 100/90-19
Front brakes: Single disc. Two-piston calipers
Front brakes diameter: 250 mm (9.8 inches)
Rear brakes: Single disc
Rear brakes diameter: 240 mm (9.4 inches)

Other specifications
Fuel capacity: 7.94 litres (2.10 gallons)
Color options: Lime Green

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HONDA DN 01 (2009) Motorcycle, general information, review and specifications

Honda DN 01 (2009)

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Honda DN 01 Preview

The DN-01 is a peculiar concoction: two parts scooter; one part cruiser; and one part sportbike. And if you have to ride a scooterish motorcycle during Bike Week, this new Honda fits right in by standing apart, as we found out by cruising A1A and Main Street around Daytona last week.

Say what you will about purity, historical relevance, aesthetics or bling, riding during Bike Week is all about getting attention from fellow riders and bystanders. Trundling along down Main at a sub-walking pace on a Chevy V8-powered motorcycle makes no other sense. And in this respect, the DN holds its own in Daytona.

First seen in prototype form in late 2005 at the Tokyo Motor Show, the DN-01 (Dream New Concept 1) was described as a “comfortable sports cruiser.” Now having reached production, Honda calls the DN a “crossover.”

Whatever you call it, the DN-01 (could we please have a name with some personality…?) makes a splash wherever it’s ridden. Its arresting design hurt some necks in Daytona, as it caused hundreds of neck-snapping double-takes.

The DN defies immediate classification. Its shark-like nose brings to mind a futuristic sportbike and is its strongest styling asset, but its considerable length gives it a laid-back cruiser profile. It looks like a mega-scooter, too, but it’s lower than your typical touring scooter. A single-sided swingarm makes room for the stainless-steel exhaust and provides for easier access to the semi-adjustable rear shock

Riding the DN couldn’t be easier. It’s powered by a 680cc, 52-degree V-Twin borrowed from the European-market Transalp. Although it has roots to the late-1980s Hawk GT, the SOHC, 4-valve motor is thoroughly modernized with a sophisticated fuel-injection system using dual 40mm throttle bodies and high-tech 12-hole injectors.

In terms of Bike Week qualities, the DN’s deficiency is revealed after thumbing the starter button – this has got to be the most docile V-Twin exhaust note in history. The EFI’s auto-enrichment system ensures quick rideability. Then things get weird.

A rider subconsciously reaches for a clutch lever that isn’t there. This “crossover” is meant to appeal to less-experienced riders, so it is fitted with an automatic transmission. Called HFT (Human Friendly Transmission), this is a continuously variable, hydro-mechanical design that is a big leap in technology above the simple belt-drive CVTs (continuously variable transmission) in scooters. Honda says its HFT provides comparable performance and efficiency to a manual gearbox.

The HFT combines a hydraulic pump and motor that transmits power to the rear wheel by a conventional shaft drive, and the system seamlessly changes drive ratios in response to rider inputs. There are two fully automatic modes: D (Drive) is for maximum economy and for those in no hurry, while S (Sport) offers more immediate and snappy response. Maximum enjoyment is found by using the thumb-activated push-button manual mode that simulates a six-speed gearbox.

Although the HFT seems a bit gimmicky, it proves to be a highly refined transmission that can accommodate riders of all skill levels. The two automatic modes enable near-brainless operation, as the system feels similar to a CVT tranny. But the electronically controlled HFT automatically compensates for road inclines by a reducing the drive ratio, plus it has the ability to lock a ratio for optimum economy when cruising at constant speeds.

Other non-CVT bennies include a compression-braking effect when rolling off the throttle and the ability to switch it into neutral – perhaps the only scooter that allows you to rev the engine at stoplights. A one-touch, cable-actuated parking brake keeps the DN from rolling down inclines. In addition, the HFT’s compact design requires no scheduled maintenance.

After reaching for the non-existent clutch lever and get rolling, your next dilemma is to find the footrests. Once having fruitlessly searched for them somewhere below the cushy saddle, a rider eventually finds floorboards placed in a cruiser-esque forward position. While we appreciated the self-adjustable riding position available with the floorboards, their forward-placed location forces a rider’s butt to carry most of the body’s weight, so it becomes uncomfortable during long stints despite the seat’s generous padding.

Other than that ergonomic niggle, the DN has a comfortably open riding position with just a slight reach forward to the bars. A low 27.2-inch seat height ensures a stable platform even for shorties. A tidy but comprehensive LCD instrument panel includes a tach, clock and two tripmeters, plus a display for the trans mode and pseudo gear positions.

Although the DN-01 isn’t a small machine, said to weigh 595 lbs full of fluids and fuel, it is amazingly easy to handle for a bike with 63.2 inches between the wheels. The 41mm front fork is set at a relaxed 28.5-degree rake and has 4.5 inches of trail, but the bike doesn’t feel as cumbersome as the geometry might indicate. Credit its low stance and center of gravity, aided by a portion of its 4.0-gallon fuel capacity being located under the seat (linked to a primary tank in its typical placement in front of the rider).

Acceleration from the mid-size V-Twin engine is decent if not impressive. Sport mode is a good choice when you don’t want to think about shifting, but the DN is most fun when toggling through the manual mode. The DN even was able to out-drag an 883 Sportster from a stoplight, even if the Sporty’s rider didn’t make a super-aggressive launch. And 80-mph cruising isn’t a problem for the DN, although the protection from the small windshield is minimal.

Suspension quality is quite plush. The fork is non-adjustable and offers 4.2 inches of travel, while the single shock is preload-adjustable via a 7-position ramped collar and has a generous 4.7 inches of bump-sucking travel. Unlike most scooters, the DN has motorcycle-worthy rolling stock, with 17-inch aluminum wheels and big Z-rated rubber (130/70 front and 190/50 rear).

The DN-01’s technology theme continues in its brakes. It uses Honda’s Combined Braking System (CBS) plus an anti-lock system. Application of the front brake lever actuates five of six pistons in the dual three-piston front calipers using big 296mm floating front rotors (the same size as a Gold Wing’s!). The rear brake pedal engages a single piston in the left-side front caliper as well as the large 276mm rear disc.

These brakes will find favor with newbie riders. Instead of being tentative about how much traction is available from the front tire, a rider can mindlessly tramp solely on the brake pedal for quick, g-loading stops. The ABS eliminates lock-up, providing security even under dicey road conditions.

If the system has a fault, it’s that the brake pedal is mounted too high for my taste – a rider has to lift a foot up from the floorboard before application, which increases reaction time by a split second. An experienced rider will want to cover the front brake lever, as usual, for maximum power and to shrink reaction times.

The DN-01’s rider-friendly demeanor is evident when rolling around at low speeds such as down Daytona’s Main Street. The automatic clutch engagement is quite predictable but less so than a well-actuated clutch lever. The trick during ultra-low-speed maneuvers is to drag a brake to keep speed reined in. In parade mode, a moderate amount of heat from the right-side header reaches the rider despite extensive shielding.

Honda’s new sport-scoot-cruiser impresses in many ways, but it does have a few negatives. First, and nearly unforgivable for a scooter, is the DN’s complete lack of storage space. Despite the full-coverage bodywork, there is not a single bin in which to stow even a cell phone or keys. This is a significant shortcoming, especially considering Aprilia was able to make room for helmet storage in its automatic-trans motorcycle, the $9,899 Mana. And considering its abundant technology and intended audience, self-canceling turnsignals should be part of the deal.

Which brings up the DN’s largest obstacle to big sales numbers: At $14,599, this is one pricey scooter! This is Ducati territory, so it leaves out a large segment of prospective buyers. Honda has endowed the DN-01 with a multitude of expensive features like the HFT, CBS, ABS, a single-sided swingarm and swoopy sportbike-tinged bodywork, but this adds considerably to the net MSRP. From Honda’s perspective, they’re not anticipating huge sales for the DN, although the dealer reaction to the bike has been stronger than expected.

During our tour of Daytona Beach on the DN-01, I entered a conversation with perhaps the ideal customer for the scootercycle. We were parked in a Harley-Davidson demo ride area when a 40-ish couple stopped in their tracks to admire Honda’s handiwork. After educating them on the DN’s many features and its rider-friendly qualities, I pointed out that it would cost them nearly $15K for the pleasure.

They gave a response that Honda undoubtedly hopes to hear a lot. They didn’t seem to think the price was outrageous considering the DN’s state-of-the-art technology and its fantastic appearance.

By Kevin Duke, Mar. 16, 2009

General information
Model: Honda DN-01
Year: 2009
Category: Custom / cruiser
Rating: 65.7 out of 100.

Engine and transmission
Displacement: 680.00 ccm (41.49 cubic inches)
Engine type: V2
Stroke: 4
Compression: 10.0:1
Bore x stroke: 81.0 x 66.0 mm (3.2 x 2.6 inches)
Fuel system: Injection. PGM-FI with automatic enrichment circuit, 40mm throttle bodies and 12-hole injectors
Valves per cylinder: 4
Fuel control: SOHC
Ignition: Digital transistorized with electronic advance
Starter: Electric
Cooling system: Liquid
Gearbox: Automatic

Transmission type
final drive: Shaft drive (cardan)

Physical measures
Weight incl. oil, gas, etc: 269.9 kg (595.0 pounds)
Seat height: 691 mm (27.2 inches) If adjustable, lowest setting.
Wheelbase: 1,605 mm (63.2 inches)

Chassis and dimensions
Rake (fork angle): 28.5°
Trail: 114 mm (4.5 inches)
Front suspension: 41mm telescopic fork
Front suspension travel: 107 mm (4.2 inches)
Rear suspension: Pro Arm single-side swingarm with single shock, seven-position spring preload adjustability
Rear suspension travel: 119 mm (4.7 inches)
Front tyre dimensions: 130/70-ZR17
Rear tyre dimensions: 190/50-ZR17
Front brakes: Double disc
Front brakes diameter: 296 mm (11.7 inches)
Rear brakes: Single disc
Rear brakes diameter: 276 mm (10.9 inches)

Other specifications
Fuel capacity: 15.14 litres (4.00 gallons)
Color options: Candy Dark Red, Black
Comments: HFT continuously variable, hydromechanical two-mode automatic with six-speed manual mode. Model ID: NSA700A.

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Ducati 1198S (2009)

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Ducati 1198S Preview

On Portugal’s southern coast is the town of Portimão, a summer vacation spot favored by many Europeans, primarily for its temperate Mediterranean climate. It’s only a 40-minute drive inland from this restful resort town where you’ll find one of the nicest and newest motorsports parks yet developed. Autodromo Internacional Algarve has only been open a couple of months as of this writing, but it recently served as the final stop for the World Superbike series.

The final round saw Troy Bayliss of Xerox Ducati take wins in Races 1 and 2. In doing so, he seized his third world championship and ended his racing career on a high note, as he’s now officially retired from motorcycle racing. It’s good to see him go out a champ, but it’s also a great loss to the motorbike racing world that such a super-nice guy won’t be wowing the crowds with his exceptional racing skill, and his beaming smile.

Only a couple weeks following Troy’s glorious victory, the Autodromo played host to another significant event: the world press launch of Ducati’s new 1198. Just days ago we brought you an in-depth look at the bike, detailing many of its technical aspects.

his latest Super Duc falls dead in the middle between the outgoing 1098, and the championship-winning 1098R. Not only does the 1198 draw on the strong foundation laid by the 1098, it borrows heavily from much of the 1098R’s advanced engineering, as well as using a good deal of that bike’s components.

Following in big brother’s footsteps

The most significant and slickest goodie gracing the 1198 is Ducati Traction Control (DTC). Note though that DTC is available as standard on the more trick 1198S only. The S model was the bike the press was so gratuitously loaned from Ducati to navigate around the new Portuguese race circuit with its 16 turns, nine right, seven left; many of them blind as they crest or dip through the track’s numerous elevation changes. The track, if you’re wondering, is, well, awesome. And so is the 1198!

The bike retains the 1098’s geometry, brakes and chassis. It should go without saying, but handling and braking are what we’ve come to expect from Ducati’s recent crop of superbikes: sublime.

As chance would have it, long-time MO contributor, Yossef Schvetz was on hand. It was my pleasure to finally meet face-to-face with our buddy, Yossef. Chatting with him revealed that we seemed to be experiencing the same excitement over the excellent feel and linear power of the Brembo radials. Allegedly unchanged, Yossef and I couldn’t help but note the lack of abrupt initial bite experienced on the brakes as fitted on the 1098.

Racing down the Algarve Motor Park’s (alternate name for the track) longfront straight that includes a short but blind downhill just meters before Turn 1, most of us were braking early in the first sessions for lack of a sightline. What struck me was how precise the Brembos felt, and how linear their power was. The Brembo’s abilities are unparalleled.

My first session of the day was a nerve-wracking experience. I hadn’t experienced so many elevation changes, decreasing radius turns and blind corners since my first trip to Barber Motorsports Park. Think of the Autodromo as Barber, only longer and more challenging. Perhaps if you’ve been fortunate enough to have ridden Barber, this will help fuel your dream of one day riding Algarve Motor Park.

“Blah, blah,” you say. “We already knew the Duc would handle like a cat on Velcro, and its power would be as notorious as it is linear and manageable. So tell us, what’s the DTC like on this street-ready superbike compared to the 1098R?” In a word: refined.

According to Andrea Forni, Ducati technical director, DTC has been adapted to this street bike so that it will work without frying the exhaust. DTC on the 1098R functioned primarily by cutting spark, thereby requiring use of race exhausts in order to not damage catalytic converters found in OEM exhausts. DTC on the 1198 works first by retarding ignition depending on various parameters considered by the ECU, then further retards ignition advance as the bike’s brain sees fit.

Finally, if you fancy yourself a two-wheeled superhero and over-power the grippy Diablo Supercorsa SP tires (our bikes fitted with last year’s homologated rear and a new-for-2009 front), DTC will clip fueling as well as retard ignition. However, note again that DTC on the 1198 does not cut spark as on the 1098R.

Choose your Level

We all started the day on Level 4. For most riders this proved a satisfactory setting. However, I couldn’t help but take note of how at times I felt the rear-end move, yet none of the four red lights on the new LCD instrument panel (lighting up in degrees of intrusion, one for limited DTC activation, up to all three plus a bigger red light to indicate cut fueling) came on. Conversely, there were times I was certain all was well and yet the DTC lit-up like a Christmas tree. Just another example, according to Forni, of how DTC is improved and refined for street use. When you think you’re spinning you may not be, and when you’re over-confident, DTC reels you in, doing so in a humble and smooth manner. Eliminating guess work is DDA (Ducati Data Analyzer). Using a simple index, DDA will tell you exactly how much and where in the rev range DTC kicked in.

Session three I put DTC to Level 6, two shy of full intrusion. Though I couldn’t perceive much activation, the system stepped in just when I thought I was the shiznit. Session four, my last of the day, I lowered DTC to Level 2.

Half expecting some serious drama, I was surprised at just how non-invasive this low-level was, as it allowed some manageable drifts. DTC on the 2009 1198S differs from DTC on the 1098R in that it’s “less intrusive in Levels 1-4 while the remaining levels operate to the same degree as they do on the 1098R,” Forni explained to Motorcycle.com.

Why the experience of limited activation by DTC in our 4-session track day? The best educated guess by some salty track vets was that with such sticky tires, DTC simply didn’t come into the picture despite a claimed 170 hp and 97.5 ft-lbs.

Christmas can wait!

If you clear space in your garage in anticipation of the 1198S’ early February U.S. arrival, be smart and know that DTC stands for Ducati Traction Control, not Ducati Highside Control. It works well, but it won’t save you from poor riding habits. Think you can live without DTC? Put your money where your mouth is and bet on the equally-powerful 1198 arriving sometime very soon after the S.

The potent yet entirely manageable torque and horsepower delivery, stunning brakes and telepathic-like handling, all wrapped up in a passionate 1,198cc red package require me to say one thing. Bravo!

By Pete Brissette, Nov. 23, 2008

Engine: L-Twin cylinder, Desmodromic
Displacement: 1198.4cc
Bore & stroke: 106x67.9mm
Compression Ratio: 12.7:1
Power: 170hp @ 9750 rpm
Torque: 97ft-lb @ 8000 RPM
Fuel system: Marelli electronic fuel injection
Transmission: 6-speed
Frame: Tubular steel trellis
Wheelbase: 56.3 in.
Rake & Trail: 24.5-degrees/Unavailable
Front Suspension: Ohlins 43mm fully adjustable upside-down fork
Front Brake: 2x330mm discs w/ radial-mount Brembo Monobloc 4-piston calipers
Rear Suspension: Progressive linkage w/ fully adjustable Ohlins monoshock
Rear Brake: 245mm disc w/ 2-piston caliper
Wheels: "GP Replica" 7-spoke forged light alloy
Tires: Front: 120/70 ZR 17 - Rear: 190/55 ZR 17
Fuel Capacity: 4.1 US gal (1 gal reserve)
Dry Weight: 373 lb.
Seat Height: 32.2 in..

BMW S1000RR motorcycle desktop wallpapers

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BMW Motorrad’s new president stunned the world when he officially announced a new ultra-sport literbike built to take on the established Japanese competitors both on the sales floor and the World Superbike Championship.

The new bike is dubbed the S1000RR, and it marks a bold new direction for the formerly staid German brand.

“We are confident that we will be able to start the Superbike World Championship next year with a convincing all-round package, and that our series motorcycle will be just as convincing,” said Hendrik von Kuenheim, a 20-year veteran of BMW and now the General Director of BMW’s motorcycle division. “In both terms of both its technology and price, our Supersports will be absolutely competitive.”

BMW has a long history of racing, though it’s been mostly in the realm of automobiles. They have the high-technology know-how, but it will be interesting to see how BMW can create a bike to be competitive on price and performance with the Japanese.

“BMW Motorrad is looking at a long-term involvement in this segment,” said BMW Motorrad’s head honcho. “Clearly, that means we must speak the language of the segment and follow the usual market standards. And, indeed, we are confident that we will set new benchmarks in this scene, winning over an appropriate market share.”

Although details of the S1000RR are still a little vague, we can tell you that it adopts the successful formula of an inline-Four engine with a target of 190 crankshaft horsepower.

“In the early project phase we checked out various engine concepts,” explained von Kuenheim. “The straight-Four (offers) the best qualities to meet the power, performance, weight, and package requirements to be fulfilled.”

The frame is a conventional perimeter layout made from aluminum. To ensure a light and compact layout, the S1000RR eschews any of BMW’s unique suspension designs, instead using an inverted fork up front and a chain-drive rear end with a banana-style swingarm working a single shock out back. BMW intends the finished bike’s wet weight to be 419 pounds.

“For package reasons we have decided against the BMW Duo-Lever on the suspension,” said von Kuenheim. “Taking up more space, this kind of front-wheel geometry would have presented disadvantages with the very compact structure of BMW’s new Superbike.”

The S1000RR will offer at least one feature the Japanese don’t: traction control. We expect all sorts of other techno-wizardry in this bike, including throttle-by-wire actuation and variable-length intake snorkels. Von Kuenheim also promises some innovative technology in the engine’s cylinder head.

“From the start we wish to be on par with our well-established competitors also in the Supersports segment,” von Kuenheim stated boldly. “It is our objective to offer the customer a high-performance motorcycle with absolutely outstanding qualities and features on both the road and race track in terms of rideability, performance, and ergonomics.”

BMW intends to enter World Superbike competition in 2009 with its S1000RR. It will build 1000 of the new literbikes by the end of 2009 to meet homologation requirements for this production-based class. BMW has already been developing the bike in conjunction with Alpha-Racing, a German tuning shop with plenty of motorsport experience. The team is currently looking to find riders for the bike. In the near future, BMW will begin production of the racebike in order to develop it for the 2009 race season.

BMW describes its progress with the development as “very promising.” The expected goals are to garner top-10 results in ’09, then to log podium positions in 2010.

But why would BMW want to venture into such a competitive category?

“The very fascination of this motorcycle with its racing DNA expands and upgrades the brand image of BMW Motorrad by offering an additional sporting and emotional element winning over new customers for the brand,” said von Kuenheim, noting that the class accounts for more than 100,000 units worldwide. “We are actively looking for new options, for profitable growth and for the planned increase in volume. Precisely that is why we have decided, among other things, to take on the competition in the Supersports segment on both the road and the race track.”

Together with BMW’s recent acquisition of Husqvarna, the German company has ambitions sales goals for the near future.

“This year we again plan to deliver more motorcycles to our customers than in the previous year,” said von Kuenheim. Considering that motorcycle markets show a rather irregular and inconsistent development, this is and remains a very demanding target.

As part of the strategic reorientation of the BMW Group, we have announced that customer deliveries by BMW Motorrad are to increase by approximately 50% by the year 2012 to 150,000 units. To meet this objective, we are making BMW Motorrad even more sporting and dynamic. This means that we are specifically entering market segments where BMW Motorrad was not represented so far.”

The challenge for BMW, and all European manufacturers, is the continued decline in value of the American dollar against the euro. Von Kuenheim notes that the dollar and Japanese yen have lost about 80% of their value versus the euro.

Intriguingly, BMW notes that the “S” in S1000RR stands for Supersports, what it describes as “a new class of motorcycles from BMW.” Note the plural. Rumors of a 675cc Triple might make that a reality.

By Kevin Duke, Apr. 17, 2008

General information
Model: BMW S 1000 RR
Year: 2009
Category: Sport
Rating: 65.9 out of 100.

Engine and transmission
Displacement: 999.00 ccm (60.96 cubic inches)
Engine type: In-line four
Stroke: 4
Power: 190.42 HP (139.0 kW)) @ 13000 RPM
Torque: 112.00 Nm (11.4 kgf-m or 82.6 ft.lbs) @ 9750 RPM
Bore x stroke: 80.0 x 0.0 mm (3.1 x inches)
Fuel system: Injection
Valves per cylinder: 4
Fuel control: SOHC
Starter: Electric
Lubrication system: Dry sump
Cooling system: Liquid
Gearbox: 6-speed

Transmission type
final drive: Chain
Clutch: Multiple-disc clutch in oil bath, mechanically operated

Physical measures
Dry weight: 183.0 kg (403.4 pounds)
Weight incl. oil, gas, etc: 206.5 kg (455.3 pounds)
Overall length: 2,145 mm (84.4 inches)

Chassis and dimensions
Frame type: Bridge-type aluminium frame, load-bearing engine
Rake (fork angle): 25.8°
Trail: 95 mm (3.7 inches)
Front suspension: Upside down fork, 46 mm
Front suspension travel: 125 mm (4.9 inches)
Rear suspension: Cast aluminium single-sided swing arm with eccentric adjustment for rear axle, central spring strut, spring pre-load hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable
Rear suspension travel: 125 mm (4.9 inches)
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 180/55-ZR17
Front brakes: Double disc. ABS, wight of entire system 2.5 kg. Optional DTC Dynamic Traction Control .
Rear brakes: Single disc. ABS
Exhaust system: Stainless steel. 4-in-2-in-1. Closed-loop 3-way catalytic converter, emission standard EU-3.

Speed and acceleration
Top speed: 200.0 km/h (124.3 mph)
Power/weight ratio: 1.0405 HP/kg

Other specifications
Color options: Mineral Silver metallic, Acid Green metallic, Thunder Grey metallic, Alpine White/Lupine Blue/Magma Red.
Comments: Various riding modes available at the touch of a button for wet surfaces, regular road requirements, race tracks with sports tyres and race tracks with slicks. High-speed, extra-sturdy valve drive with individual cam followers and titanium valves following the example of BMW ’s Formula 1 engines.

BMW K1200S motorcycle wallpapers

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BMW might be regarded as a relatively conservative company but every ten to twenty years, they embark on mold breaking revolutions, while making Max Fritz -The inventor of the BMW "Boxer" engine back in 1923-, turn in his grave. In 1983, the K series shocked the Boxer brigade with its inline-four "flying brick" mill. Ten years ago, the F650 became the first ever non-shaft drive BMW motorcycle. Sure enough, it's 2004 and BMW is at it again.

The K1200S can be regarded as the most revolutionary BMW since the first Boxer shook the world at the 1923 Paris motorcycle show. Just in case you haven't noticed, it's got an across the frame in-line four engine fixed to a radical architecture frame that's mated to a truly alternative front en d. Before you accuse BMW of plagiarism (it's hard not to spot the R1 like engine layout), remember that BMW does know how to do their own thing, especially when it comes to four-stroke engine design. The 1,156cc mill is crammed with F-1 technology and other innovations. They way BMW sees it, the K1200S is a Supersport tool and big horsepower was a top priority. According to Markus Braunsperg, the project's leader, no "flat" engine configuration could have supplied the target power, because of the limited downdraft angle possible. The forward cant of an across the frame four supplies the required intake airflow performance, while providing a very low center of gravity, a sacred cow at BMW since day one. To achieve the desired low CG, the engine is canted at 55° from vertical, something that also allows the twin spar frame tubes to hover above the engine. A twin spar frame in a BMW? Yes, and as per current Honda CBR approach, those rather thin spars rely on the engine to finish and stiffen the "cage".

At the front of those frame spars, there's a new front suspension system. It's based on an early 80's invention patented by Norman Hossack. Being a Formula 1 technician at the time, this bright Briton had the swell idea of turning the twin A-arm suspension of a single seat racecar around by 90 degrees, with these arms holding what looks like an upright rear swingarm. Two automotive type bearings allow the front fork to move up-and down, as well as to twist for steering. The unique geometry of the "Duolever" suspension allows the frame to be much lower (lowering the CG) and reduce the stress that is fed into the spars. The handlebars are mounted on a separate axis, with steering inputs fed into the fork via a scissors type linkage. Being separated, the handlebar's rotational axis can be made much steeper than the fork's rake. In theory, this should supply a sort of "power steering" effect. A single WP shock handles bump absorption duties and the front and rear shocks are completely electronically controlled. The ESA system allows switching between three basic set-ups, preload and damping settings can be changed too. The rear suspension/swingarm is pretty much a mirror image of the new hollow spindle unit found on the R1200GS.

The new engine configuration might look familiar but have a closer look at the engine details and you'll see that BMW started with a blank page. The dry sump and special mixed chain&gear cam drive allowed the engineers to create an extremely narrow bottom end. When coupled with the dry sump, this lets the engine sit quite low without ground clearance problems. The dry sump also reduces internal power losses. By using short rockers to activate the valves, cylinder head dimensions have been reduced and indeed, it looks more like a 600, rather than 1200cc head. If you need further proof of how far BMW engineers were willing to go with the racy design parameters and advanced technology, you only need to look at the 21° included angle between valves. The 13:1 compression ratio in a big, 79 mm bore is possible only by using a smart, detonation-sensing engine management system. Then there's that 1.33:1 bore/stroke ratio. And to think that the K series was actually undersquare...

At the end of the day, it isn't hard to see where five years(!) of development went. BMW wasn't afraid to tread new ground while defining their view of a "Supersport" tool for the new millennium. You can only imagine how much work must have gone into developing the back shed developed Hossack front end into a mass produced solution. Same for that dry sump engine. Yes, BMW might have that staid and sedate image but when they do decide to re-invent themselves, they do so wholeheartedly. May I take my hat off?

Writing a road test of this new Beemer is one hell of a chore. I have so many good things to say about it, where shall I start? From its truly alternative front suspension that works so well? Or, perhaps I should start with that wonderful engine that keeps proper German manners, while trusting atomically hard at 8,000RPM? On the other hand, maybe from the fine ergos that left me fresh after a 300-mile day of sport riding? How about from the laser like tracking at 130mph on autobahn sweepers? A hard task indeed. The most revolutionary BMW since 1923 isn't perfect, but flies in the ointment were rather minor, pre-production issues.

My early impressions were not so good though. When we were shown Bavaria's newborn in the flesh, I wasn't blown away by our first close encounter. The classy launch event was held on the top floor of a tall glass tower in downtown Munich. Several naked K1200S' stood there to be examined, all of their secrets exposed. Yeah, it's crammed full of innovative tech. However, the visual-technical impact didn't even come close to the shock I felt upon laying my eyes on the cut-away R1 at the Milan show. The new Beemer has none of the wild and racy component compression of the R1, a bike which shouted performance and left me groggy, all at the same time. Have a look at the side view of the naked K1200S bellow, and you'll see.

The K1200S is, visually speaking, an extremely long and low platform, almost lazy looking. Considering its sporty pretensions, the proportions look wrong, even though it was never meant to be a CBR-RR / GSXR / R1/ ZX-10R beating race rep. The K1200S front end/headlight area is awkwardly wide and the whole fairing is a sort of sealed affair. The rear half of the bike though is light and airy, very technical looking while the design language of the seat / rear light is almost organic. The resulting syntax is plain strange, 'kinda too long in the middle. During dinner, I sat next to David Robb, BMW's American chief of the motorcycle design department and pestered him about the S' looks, but even his educated explanations about the design direction did not manage to change my opinion. All the interesting tech bits are hidden from the eye, while there is something familiar about the end result. Did I hear someone say Super Blackbird? That said, BMW's designers deserve a pat on the back for some amazing details. The whole rear drive/swingarm conveys a muscular-technical feel. The way the rear footpeg supports cross path with the sub-frame tubes is mighty interesting, while the right side of the rear wheel is right up there in MV Agusta's design league. Mr. Robb claims that the design direction chosen was defined as "athletic high-tech" just in case you need a grip on it all.

I was hoping to get a better impression on the day after, in a more normal environment like BMW's parking lot, without the dramatic lighting effects, but no. In its Grey/Yellow color scheme the design somehow works, but the White/Blue scheme looks 1980's daft. Yes, BMW have that thing about producing strange looking devices sometimes, just look at the tail of the latest 7-series cars, or the S-Carver 650. According to Mr. Robb, it's a deliberate choice to differentiate them from the rest of the pack. Healthy sales mean that they certainly aren't wrong. Cutting corners quality wise on some details doesn't help the K1200S' case either. A Beemer's rear brake fluid reservoir fastened to the right footrest by two pop rivets? The black paint on the frame lacks luster and looks cheap, rather than high-tech. General screw and bolt plating looks dull. I wonder how other MO-ridians will rate this design.

To put me in the right mood, a deep purr emanates from the silencer, sexy and raw as the voice of a seasoned German porno star. Nothing to do with the traditionally muted sound of the BMW's we all know. A slight blip of throttle and the revs jump in a jiffy, hinting at big healthy German horsies hiding down there. This is somewhat confusing, is this really a Beemer? Blame sixty years of conditioning by mildly tuned Bavarian engines....

A buttery snick slides first gear in, yep, no big engine-speed flywheel on this one, a few loops in the parking lot and if I had been blindfolded, I'd swear there was a normal telescopic suspension at work. Behavior is linear and surefooted; none of the Telelever's strange slow speed manners are present. After a few more miles, I can definitely assert that the K1200S requires zero adaptation time for its original front end. It's extremely user friendly and my mental switch quickly flips to "love". Looks like I am going to have a very fine day on this K. The design-induced skepticism loosens its grip and I can start enjoying function rather than form.

By Yossef Schvetz, Sep. 11, 2004

Year: 2005
Manufacturer: BMW
Model: K1200S
Engine Type: Inline four-cylinder 4-stroke
Engine Displacement: 1157cc
Bore & Stroke: 79 x 59mm
Compression Ratio: 13:1
Cooling: Liquid cooled
Fuel System: Electronic fuel injection
Ignition: N/A
Starting System: N/A
Transmission: Six-speed
Final Drive: Shaft
Rake and Trail: N/A
Wheel Base: 62.84 in.
Seat Height: 32.8 in.
Front Suspension: 4.6 in.
Rear Suspension: 5.4 in.
Front Brake: Dual Disc
Rear Brake: Disc
Front Tire: 120/70-17
Rear Tire: 190/50-17
Fuel Capacity: 4.94 gal.
Dry Weight: 545.6 lbs.
MSRP: $17,000

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