How To Ride A Motor Cycle

In This Article We Will Lean How To Ride A Motor Cycle

So you've always wanted to know how to ride a motorcycle? Welcome to our step-by-step tutorial!

While motorcycling is a great deal of fun, it's important to approach learning how to ride with the respect and caution it deserves; taking that attitude not only will ensure that you're entering this high risk activity with thoughtfulness and self-preservation, but it will make the whole process even more enjoyable.

Perhaps you know what kind of motorcycle type you're interested in, or maybe you've already read up on the first steps to start riding-- regardless of where you are in the process, think of this tutorial as an outline of the basics on how to operate a motorcycle, and remember that there's no substitute for a Motorcycle Safety Foundation course. Whether you're learning to ride or you're a seasoned pro, remember to always wear your safety gear.

Before trusting your life to your motorcycle, you'll want to make sure it's roadworthy and safe to ride. The Motorcycle Safety Foundation has established a checklist they call T-CLOCS:

* T - Tires, wheels
* C - Controls (levers and pedal, cables, hoses, throttle)
* L - Light (battery, headlights, turn signals, mirrors, etc.)
* O - Oil (fluid levels)
* C - Chassis (frame, suspension, chain, etc.)
* S - Stands (center stand and/or kickstand)

Going down on a motorcycle hurts like heck, and even at parking lot speeds it's easy to seriously scrape yourself up. Make sure you're protected by wearing as much safety gear as possible, including gloves, armored clothing, boots, and a helmet (which is required by law in most states, anyway.)

Once you're dressed for the part, you're ready to get on the bike.

Depending on your height and the motorcycle's height, throwing a leg over a bike can be an awkward maneuver.

Starting at the left side of the motorcycle, stabilize your balance by leaning gently against the tank and/or the handlebars. With all your weight on your left leg, lift your right leg up and over the bike-- be careful to lift your leg high, or it might get caught before reaching the other side of the bike.

Once you're straddling the bike, you can rest on the seat and get a sense of the motorcycle's ergonomics. This is a good time to make sure mirrors are adjusted. Acquaint yourself with footpeg position and the location of turn signals, horn, and lights. Every bike is different, and spending a moment to become familiar at this stage is far safer than moving fast and riding off too soon.

The next few steps outline the basic controls of a motorcycle; familiarizing yourself with key controls like throttle, brakes, clutch, and shift pedal first will enable you to learn easily and focus more on your technique.

The right hand is responsible for two crucial functions in motorcycling: acceleration and braking. By twisting the grip towards you (so your wrist moves down), you apply throttle (or "gas" the engine.) A little twist goes a long way, so be delicate with this control since sudden engine revs can lead to instability, or even accidental wheelies.

The right hand also controls the front brakes (as seen in the top half of the photo.) Pulling the lever applies the front brakes, and smoothness is crucial here: yank the lever too hard, and the front brakes can lockup, causing the bike to skid, potentially tuck the front end, and crash. Though most bikes are able to stop using a two-fingered technique (as seen in the photo above), some require the entire hand to wrap around the lever. Use whatever technique works best with your bike.

The right foot operates the rear brake (pictured in the lower half of the split-screen photo), but be aware that when the front brakes are in use, the rear becomes less effective (since weight transfers to the front during braking.) Rear brake application is more useful during reduced traction situations and low speed maneuvering, and though rear braking is sometimes more effective on cruisers (because they carry much of their weight over the rear wheel), front brakes are usually the most effective way to stop a motorcycle.

Honda Pulling-Out of AMA/DMG Road Racing?

Superbike Planet is reporting a rumor that Honda is set to pull completely out of AMA/DMG road racing for 2010. If true, it’s hard to tell if this move is centered around an every decreasing budget for racing, or if Honda has finally given up dealing with AMA race organizer, Daytona Motorsports Group.

The rumor goes on to say that Honda’s pull-out will touch the Superbike, Supersport, Superstock classes, and will even be pulling their involvement from the Corona Honda and Erion Honda factory supported teams. While this rumor is certainly a large one, Superbike Planet is usually well informed on matters in the AMA.

We do know for sure that DMG representatives were at Honda HQ in Torrance, California earlier this week, but there are no details what they and American Honda team discussed. More information as we get it.

Linfoot Steps Up for the Remainder of the Season

an Linfoot will leave the British Supersport series and step up into the premiership for the remaining two rounds of the MCE British Superbike Championship.

Dan started the season on the Node4 Yamaha and was fast becoming the ‘Rookie' of the year in the Supersport class with a sensational run of podium places and some hard fought races. His consistent run came to an abrupt end when a crash in qualifying for the Snetterrton event left him nursing a broken foot.

Any Championship aspirations were then put on hold for 2009 and with that in mind Dan and the Rob Mac team have decided to have some fun in the Superbike class for the remaining two rounds at Silvertsone and Oulton.

2009 BMW Superbike S1000RR Unveiled!

The rumors have run rampant for almost a year and now BMW Motorrad makes them official. The German marque is diving into the superbike realm with the all-new 2009 BMW S1000RR.

Details are hard to come by at this time, but the new uberbike is a 1000cc Inline-Four with which the Bavarian firm will contest the 2009 World Superbike Championship.

In a speech delivered April 16th in Munich, BMW Motorrad President, Hendrick von Kuenheim explained the new S1000RR as one part of an ambitious goal by BMW to increase motorcycle sales "by approximately 50 percent by the year 2012 to 150,000 units."

Road racing and a true sportbike in the form of the S1000RR are one part of the growth equation, the other part is expected from a bigger share of the enduro market through the recent acquisition of Husqvarna.

But back to the S1000RR. The German marque is entering into the Superbike realm to get a slice of the Japanese-dominated pie. Citing an 85% share of the literbike market by the Big Four, Kuenheim acknowledged the ambitious nature of a BMW superbike entry.

"We naturally realize that we are taking on a great challenge," said Kueheim. "Particularly the Japanese are some 20 years ahead of us in this class and have lots of experience. But even so, the spirit of this competition alone encourages us in our efforts."

The Motorrad prez went on to state the company expects to run in the top 10 during next year's championship and be contending for WSB victories by 2010.

As for the S1000RR spec sheet, Kueheim didn't go into detail saying, ""Since we are still in the middle of the development process, it would be too soon to mention any specific technical data."

But... We do know for sure it's a Four, with Kueheim promising "the engine will of course offer a number of special features, especially on the cylinder head." BMW's Duolever suspension is out, with a more traditional fork obvious up front. The BMW President also promised the new superbike would have "special traction control."

As to when the BMW S1000RR will be storming a road near you, don't expect it anytime soon. What we do know for certain is BMW has promised 1000 units will be produced by the end of 2009 to conform with WSB homologation rules.

Zero Gravity Corsa Series | Superbike Windscreens

Zero Gravity has just introduced their newest evolution in performance windscreens. The unique Corsa Series screens were designed by Zero Gravity from the ground up in collaboration with professional racers from around the world. This once "Racer Only" windscreen is now available to all riders through your favorite Zero Gravity dealer. Corsa Series screens feature a taller bubble that allows even larger riders more wind protection when tucked in at speed. Corsa Series windscreens are pre-drilled to factory specs and can be used with O.E.M. and or Zero Gravity well nut kits. Corsa Series windscreens come in clear or light smoke and are available for select sport bikes.

Zero Gravity screens are American Made with cutting edge technology and
feature a precise fit, hand polished visible edges and distortion free
optical clarity.Zero Gravity windscreens have been inspired and designed through racing since 1989. Other unique windscreen options include: SR Series, Double Bubble, and Sport Touring Series.

Available in clear and light smoke, Zero Gravity's new Corsa Series windscreens start at $99.95 and are protected with a limited factory warranty. Call Zero Gravity at 1-805-388-8803 for more information or visit their website at www.zerogravity-racing.com.

2010 Ducati Hypermotard 796 in October?

French site Moto-Station is reporting, and multiple other sites are confirming, that Ducati is about to debut a Hypermotard 796. Just as the current Hypermotard 1100 borrows on the basic design of the Monster 1100, the 796 will center around the same 696cc, air-cooled, two-valve, motor found in the Monster 696.

We’re not sure where the 796 nomenclature is coming from, as the Hypermotard 796 is supposedly keeping the 696cc displacement from the Monster 696. With the HM 1100 making 90hp and 76lbs•ft of torque, and the Monster 696 making 80hp and 50.6lbs•ft of torque, it seems logical for the Hypermotard 796 to fit in-between those two power ranges if Ducati plans on justifying the 796 badge.

Another possibility is that the 796 will actually feature a 796cc displacement, with the Monster powerplant stroked out for more toque, but we haven’t seen anything to support that hypothesis yet.

Replacing some of the higher class kit on the 1100, the HM 796 will likely feature standard Brembo brakes (the HM 1100 has Brembo monobloc’s), and likely non-adjustable forks, as found on the Monster 696. There is even talk of the bar-end mirrors giving way to a more conventional design, but we find this rumor to be unlikely as the handguard/mirror assembly is an integral part of the Hypermotard design.

Sources seem to disagree on when the bike will be released. Some state early this coming October, while others suggest EICMA, in November. More as we get it.

De Angelis to World Superbike In '10?

Indy MotoGP podium-finisher Alex De Angelis is now linked with a Yamaha WSBK ride in 2010. De Angelis won't be returning to the San Carlo Gresini Honda team in 2010 and might not find a huge welcoming committee for him in Grand Prix after his unfortunate Misano incident which took down both Nick Hayden and Colin Edwards II.

World Superbike, though, seems keen to have the 25-year old Italian in that series. He is linked to a Yamaha WSBK ride and other open slots in the paddock.

Mission Accomplished: Electric Motorcycle Hits 150 MPH

Mission Motors has always said its electric superbike would do 150 mph, and it appears to have fulfilled that promise with a record-setting run at the Bonneville Salt Flats.

Company product manager and test rider Jeremy Cleland set an unofficial record for electric motorcycles when he averaged 150.059 mph during back-to-back runs of one mile each at Bonneville Speedway west of Salt Lake City. The runs, which followed an earlier dash at a claimed 161 mph, came during the BUB Motorcycle Speed Trials sponsored by the American Motorcyclist Association. The AMA hasn’t ratified Cleland’s speed yet, but Mission says it’s legit.

“We set this record on our first visit to the Bonneville Salt Flats on poor salt conditions and in high crosswinds,” said Edward West, a founder and president of the San Francisco startup. “And to set it with our production prototype vehicle, not a custom Bonneville bike, is truly amazing. It’s a watershed moment for electric vehicles and further proof that the era of the electric superbike has begun.”

Cleland’s success on the salt followed Mission’s third-place fourth-place finish at the TTxGP motorcycle green grand prix on the Isle of Man. In both cases Mission ran a prototype of the $69,000 electric superbike it will begin selling late next year — before producing, by 2012, something the rest of us can afford.

“It’s the same production prototype we ran at the TTxGP, in the same general configuration we’ll offer the production bike,” Cleland told Wired.com. “We changed the gearing, but it’s the same drivetrain customers will get on the production bike.”

The record-setting run comes just seven months after Mission Motors unveiled the bike at the TED conference. The company, founded by West and Forrest North, who worked on the battery pack in the Tesla Roadster, is well-stocked with Tesla Motors and Ducati North America vets. Mission Motors wants to do for electric motorcycles what Tesla did for electric cars - make them sexy and sporty. In addition to a lithium-ion battery, the bike sports Ohlins suspension components, Brembo brakes and Marchesini wheels. Cleland likens the Mission One to the lustworthy, and equally expensive, Ducati Desmosedici.

“We’re starting with a halo product, something people will see and say, ‘Wow.’ I’m a motorcyclist, and I’ve always thought of electric motorcyclists as slow and boring,” Cleland said. “We want to show that they can be blazing fast.”

That describes Cleland’s streaks across the salt during the first three days of the Speed Trials, which ran Aug. 30 through Sept. 4. The conditions were less than ideal when the team arrived, as Bonneville had been soaked the week before, Cleland said.

“It was just slush,” he said. “It was my first time riding on the salt and I didn’t really know what to expect.”

Sloppy salt made traction tough, and Cleland said the back tire slipped enough to give him a scare when he first hit the course. Still, he managed 147 mph. Mechanics adjusted the tire pressure and suspension in an effort to keep the bike planted, then sent him out for another run. Cleland said he hit 161 mph but it was too late in the day to make the return run. The rules say record attempts are the average speed of two consecutive runs in opposite directions (.pdf).

Day 2 was so windy that Cleland made only one run — just shy of 149 mph — before calling it quits. The team was up bright and early the next day. Cleland struggled for traction, then peeled off back-to-back runs that were fast enough for an average of 150.059 mph. So what’s it feel like going that fast on an electric motorcycle? About the same as it does on a conventional one, Cleland told us.

“At 150 mph it doesn’t matter if the bike is powered by electricity or by gasoline,” he said. “It’s the same feeling: The bike is moving really, really fast and you’re being blown hard by the wind. People ask, ‘Was it quiet?’ No. It wasn’t any different. All you’re thinking is, ‘This is fast.’”

Cleland and the rest of the crew are back in San Francisco. They’re wrapping up work on the drivetrain — so far refusing to provide any details whatsoever about it — and refining the chassis to dial in the riding dynamics. The AMA is expected to ratify the results by the end of the month, so until then the speed remains unofficial. But Cleland never doubted the bike is that quick.

“It wasn’t a huge surprise, but it was gratifying,” he said. “We’ve got an official number to show how fast it really is.”

Burman Happy with Further 250cc Progress at Anglesey!

Rounding off six consecutive weekends of race action, Sam Burman has had another impressive run of results at latest NGRRC round held over the last weekend at Anglesey, North Wales. Her most notable success came in Sunday’s ACU National 250cc Championship race, where she battled her way through to a points finish from a lowly grid position to cross the line in a creditable 13th place.

Having decided to attend the test day on the Friday, Burman would use this purely to gain experience of the circuit and to make sure the Penrith Motorcycles Yamaha TZ250 was in good shape after the problems at the previous meeting. She managed the best part of four good sessions on track with the bike feeling strong, until close to the end of the last session when the crank seized. Quickly pulling the clutch, she avoided crashing, but upon inspection there was some inevitable engine damage resulting in her having to borrow a crank for the weekends racing. Fellow competitor Daniel Jackson came up with a loan crank, so a huge thank you must go to him.

With the engine rebuilt, Saturday morning greeted the competitors with windy and wet conditions. Both free practice sessions went without incident for Burman on the Penrith Motorcycles Yamaha TZ250 and her Bartonfield Ltd Honda RS125 respectively.

The qualifying session for the ACU National 250cc Championship competitors started off in damp conditions with some riders on wet weather tyres and some on dry weather tyres. Due to the damp patches around the circuit Burman had elected to run wet weather tyres, but towards the closing stages the track surface would improve. Making the decision to come in for slicks, the team went to work at once, turning her around on fresh rubber in 3 minutes 10 seconds, which impressed all who were watching on in pit lane. As the slick tyres were brand new they needed scrubbing in which proved difficult in the conditions, and as the session was rapidly coming to a close, Burman unfortunately wouldn’t manage a proper chance at a flying lap, which would disappointingly leave her down the grid in 31st position.

For the opening Refined Recruitment 125GP race, Burman would line up on the front row of the grid, which was, as always, decided by Championship positions. As the lights went out to start the race, she made one of her trademark brilliant starts to slot into second position. Further around the opening lap she would put a move on Alistair Ray to take the lead in determined style. Later in the race she would be overtaken by two riders to leave her in third place, and with the tyres beginning to go off towards the finish, it would prove difficult for Burman to challenge, with the leading two pulling away, and with the wind and mist rolling in off the sea, she would have to settle for third place on this occasion.

Her final action of Saturday was to be the weekend’s opening ACU National 250cc race. Starting from 31st position on the grid, Burman made a better start than of late, getting the 250 off the line well. This gave her immediate confidence, as she pulled through the field to finish in 22nd position, latterly having some good battles in a group of five riders. Her times were pleasing too, her best time of 1 minute 14.67 seconds comparable with riders several places higher up the order.
Sunday was a much better day weather wise, with a dry track for all the competitors to do battle on. During morning warm up, Burman would be in fine form, being fastest of all on her Bartonfield Ltd Honda RS125, and fifth fastest onboard the Penrith Motorcycles Yamaha TZ250.

In her opening race of the day, the qualification race for the Refined Recruitment 125GP Championship, Burman made another good start from the front row of the grid and take second position, and mirroring her previous day’s performance she would take the lead shortly afterwards, holding on at the head of the field for a number of laps. Entering the last lap the lead group of five riders were very close, Burman exchanging places with Sam Hornsey several times. Whilst battling for the win, Burman would encounter a big moment, almost resulting in a crash, but staying on in impressive style, she salvaged fifth place at the chequered flag. It was a case of what might have been, but Burman had enjoyed the challenge and made the smallest of errors whilst challenging for the win.

The main ACU National 250cc Championship race run over 20 laps, was next up on the schedule, and what a cracking race for Burman it turned out to be. Starting down the grid once more in 31st place, she would be boxed in a little at the start, but had a terrific race to pull through the field in superb form, passing riders at every opportunity, to catch Paul Hedison and battle with him for 12th position towards the end of the race. She would eventually finish in 13th position, but had shaved almost 1.7 seconds off her lap time of the previous day, to be lapping only 2 seconds per lap slower than race winner Mark Davies. Her times were comparable to riders well inside the top ten, an achievement that pleased Burman immensely.

The final outing of the day was the Refined Recruitment 125GP Championship points race, Burman this time starting from fifth position due to the earlier result in the qualification race. Making a decent start she maintained fifth position on the opening lap, moving up to second place over the coming laps. With Sam Hornsey leading, Burman would be battling with Jamie Harris and Rowan Miller for second place. With the contest coming down to the last lap, she would squeeze up the inside of both on the brakes, but lost the front mid corner sliding out, and taking Rowan Miller down too, in which could only be described as a racing incident. Jamie Harris must have been caught up in the drama too, as he narrowly missed out on second place, which was taken by Jason Douglas.

Suzuki Motorcycle India looks at the entry-level segment for growth

Building of new market segments has not been new and with the promise that each segement offer as far as sales and market shares are concerned, is pushing all two- wheelers companies to have a broader and diverse approach to their segmentation rather than just pushing the accepted route. It now known that Suzuki Motorcycle India is planning to enter an entirely new segment of bikes - the entry level while also maintaining its thrust on super bikes (which means it will also introduce the Suzuki GSX-R 1000cc super bike also know as Gixxer) in the near future.

According to DNA newspaper, the Indian counterpart of Japanese giant Suzuki feels that the entry level motorcycles is the highest selling segment, which includes the bikes in the 75cc to 125cc range. This is ruled by Hero Honda with 80 per cent of the market share. Such bikes are in the price range of Rs. 40,000 to Rs 50,000 on road and account for 58 lakh motorcycle market while growing at an annual rate of 14 per cent.

Suzuki Motorcycle India Private Limited (SMIPL), a subsidiary of Japanese company Suzuki Motor (SMC), Japan has recently invested an additional Rs. 150 crore in the country by 2010, earmarked for capacity expansion, new product launches as well as for scaling up its distribution network. SMIPL, which is currently rolling out only the Zeus and Heat 125cc bikes and the Access 125cc scooter, is firming up plans to launch more two new two-wheelers in the Indian market every year. The company has already launched the new 150cc GS150R, superbikes Hayabusa and Intruder (imported as CBUs). The company which started out independently in 2006 after exiting a joint venture with TVS Motor expects to break even and make operating profits by the end of the fiscal. Since 2006, Suzuki has invested about Rs. 400 crore on its Indian operations and plans to have a manufacturing capacity of 4 lakh units by 2012.

Suzuki Motorcycle India Private Limited is currently running a 37-acre manufacturing plant it Gurgaon in Haryana with its current production capacity of 1.75 lakh units per annum, which would be scaled up to 2.5 lakh units by the end of this fiscal. Also on its radar is to scale up its dealership network to 500 outlets across the country in a phased manner. The company aims to garner a huge chunk of the marketshare in the two-wheeler segment in India by 2010-11, buttressed by new models and higher volumes.

Johnson steps up into Formula Xtreme Superbike finale

KTM has put its name to the final and double-header round of the 2009 Formula Xtreme Superbike Series which is to be held at Wakefield Park Raceway (NSW) on the weekend of 26-27 September.

While KTM is not new to racing in Australia, especially through the many years of success the brand has achieved in motocross and off-road racing, it is the first time the manufacturer has taken on the role of road racing event sponsor.

KTM tested the waters in Australian Superbike racing with the entry of international racer Shannon Johnson into round one of the Formula Xtreme Superbike Championship at Winton Motor Raceway (VIC), back in May, where Johnson secured two podium positions on the KTM 1190 RC8 R.

Shannon Johnson entered two classes on the KTM 1190 RC8 R, the Formula Oz class where he took the outright win, and the Pro Twin class where he placed second outright to Ryan McLaughlan.

Round two of the Formula Xtreme Superbike Championship took to Eastern Creek (NSW) in June, with Shannon pushing the KTM 1190 RC8-R to another podium in the Formula Oz class, and the Pro Twin class.

In the Formula Oz class at round two, Shannon competed in four races winning three, and pulling in from another due to wrong tyre choice.

Three wins from four starts gave Shannon second in class for the round, behind James Spence who took the win.

Yet Shannon’s second place podium combined with his win at the opening round, has put him in the lead of the Formula Oz class on 175 points, over second place Fayad Elmouhamed on 119 points.

In the Pro Twin class, Shannon had a similar situation to the Formula Oz, again competing in four races, winning three and pulling in from another when torrential rain set in early in the race.

Johnson chose to pull in as he was running slicks, and didn’t want to risk damaging the motorcycle.

The final result saw Ryan McLauchlan take the round win, and Johnson in second. McLauchlan leads the Pro Twins class on 148 points, with Johnson in second on 125 points.

“We are getting closer to the perfect race meeting, whilst considering the KTM RC8-R is a brand new motorcycle to road racing, the team and I are amazed at its potential," Johnson said.

“At each race meeting every single change made to the KTM RC8-R has been a step in the right direction, whether it be a change to the bike, or me changing my style to suit the 1200cc twin, we never made a sideways step let alone a backward one.

"It’s been an awesome ride so far, and I’m confident with a great team behind me KTM could bring home its first major road race championship in Australia.

KTM Road Racing Team Manager, and Technical Director, Rob Twyerould comments, “Shannon’s success on the race track opens up a new level of racing for KTM, especially since the KTM 1190 RC8-R is a street bike anyone can buy through a v-twin dealership, and we have built it into the weapon it is with all genuine KTM Powerparts, also available through dealerships.

“KTM is stepping up its commitment to road racing with Shannon Johnson and now lending its name to the final round of the Formula Xtreme Superbike Championship, when we make a commitment to something we see it through, so this is likely to be the start of greater things to come.”

The Formula Xtreme Superbike Championship is a five round series. The final two rounds sponsored by KTM will take place at Wakefield Park (NSW) on 26-27 September 09.

Both days are full stand alone rounds of the series with racing from approximately 10.30am both Saturday and Sunday for all classes of racing from Juniors and 600 Superstock bikes through to the very popular BEARS, Pro-Twins, Formula Oz and Formula Xtreme classes.

Ducati's New 848 - Sweet Forgiveness

The Circuito De Velocidad De Almeria in the South of Spain packs 15 corners into 2.5 miles of wonderfully undulating pavement unspoiled by the four-wheeled asphalt-rippling behemoths that tear up and scar our tracks here in the States. Despite Spaniard Fernando Alonso's pair of recent Formula 1 car championships, Spain has its priorities straight and does not place motorcycles below cars on the racing circuit pecking order. That's good for Almeria's track surface, but it leaves precious few reference points for track first-timers such as myself to cue off of for plotting precise lines through the circuit's many critical blind corners. I found a pair of near-90-mph, blind-crest righthanders stimulating, to say the least.

As problems go you can do worse than perfectly smooth, virtually unblemished pavement, but it makes getting up to speed quickly quite tricky. With only four 15-minute track sessions available and a handful of quick European journalists who can apparently lap Almeria with their eyes closed, the pressure to uphold American and Sport rider pride was on. What I needed was exactly what Ducati delivered: a capable, agile and forgiving partner.

The fleet of 15 pearlescent white Ducati 848s was exactly what the doctor ordered. Under the self-induced pressure of another international-journalist Grand Prix, most of my peers were similarly pushing their personal comfort envelopes, and had any one of the many key factors of engine, chassis, brake or tire performance been out of balance, the paddock would have been packed with wrinkled brows and muttered complaints. Instead we're all grinning like fools and chattering like gleeful chipmunks.

Subtly Improved Honda CBR600RR

The 600RR Gets Minor Mods To Boost Midrange Power, And Both 600RR And 1000RR Are Available With Combined ABS Option

The CBR600RR receives some minor updates to help boost midrange power, beginning with a new set of crossover balance tubes on the exhaust header pipes. An "exhaust pressure valve" in the muffler similar in concept to the CBR1000RR's setup also contributes to improved breathing, and a new shot-peening process in the ports helps intake airflow. We've heard reports that these relatively minor changes result in some significant gains in the 8,000-12,000 rpm range. Other changes include new monoblock radial-mount front brake calipers, plus some minor styling changes to the fairing panels. Weight is said to be identical to last year's CBR600RR, which was the lightweight of the 600 class.

As we reported in the September issue, both the CBR600RR and CBR1000RR will be available with Honda's new Combined ABS anti-lock/linked braking system as an option. The Combined ABS is a brake-by-wire system (see Late Braking in the September issue for more details) that is designed specifically for usage on Honda's CBR series sportbikes, employing sophisticated hardware and software that enables seamless anti-lock braking combined with simultaneous linked braking between the front and rear brakes. The Combined ABS system not only adds $1000 in cost (the standard CBR600RR will sell for $9799, the Combined ABS version $10,799; the standard CBR1000RR will retail for $11,999, the Combined ABS version $12,999), but also an additional 16-17 pounds in weight.

The 2009 Yamaha YZF-R1 - Game Changer

In Imitating Its MotoGP Championship-Winning YZR-M1 By Fitting The '09 R1 With The "Crossplane" Crankshaft, Yamaha Has Altered The Literbike Playing Field
By Kent Kunitsugu
Photography by Courtesy Of Yamaha Motor Europe

There's no doubting that sportbike performance just keeps getting better year after year. Engines gain more power, machines get lighter, handling becomes more agile, suspension is better controlled. As every new bike season unfolds, we're continually amazed at the annual increase in speed. How can they keep getting better?
2009 Yamaha YZF R1 Right Lean Front View
Click to View Gallery
2009 Yamaha YZF R1 Right Lean Front View
Click to View Gallery

And yet there was beginning to be a subtle, creeping boredom to it all. The marketing hyperbole was starting to get a little old--"The new bike is more powerful, lighter, better handling than before..." Yawn. The conventional approach to better performance is a road that's beginning to get pretty worn down. And while some have ventured off the beaten path, they might receive some accolades for innovation--but the end result was usually more an exercise in engineering soap-boxing than in increased performance.Until now.

Born In MotoGP
Yes, the buzzwords "developed in MotoGP" are starting to get a bit overused in marketing press materials, but in the '09 Yamaha YZF-R1's case, it's far more than just adspeak describing some overall design brief or fancy exhaust.

SR's OG ("Original Geek") Trevitt explained some of the intricacies of the crossplane crankshaft in our December '08 issue ("New Bikes '09 - 2009 Yamahas"). Descended from the same design used by the YZR-M1 MotoGP racebike, the crossplane crankshaft utilizes 90-degree (instead of 180-degree) cylinder phasing and an uneven firing order to radically change the behavior of a typical inline-four engine. The main goal was to provide a more linear power response to throttle movements, allowing the rider to better sense traction and thus allow earlier and stronger drives off the corners.

An engine primarily produces torque by combustion. However, there is also a secondary torque produced by the spinning crankshaft due to the counterweights used to balance out each cylinder's inertia, and this is aptly named inertial torque. In a conventional 180-degree inline-four crankshaft, the inertial torque actually causes the crankshaft to spin faster at top dead center and bottom dead center (12 o'clock and 6 o'clock positions) than it does at the 90-degree and 270-degree (3 o'clock and 9 o'clock) positions. Because of this variance, the inertial torque rapidly influences the combustion torque as rpms rise, and this results in a spikey torque curve that can often be out of step with throttle movements.

The crossplane crankshaft changes the cylinder phasing from 180-degree to 90-degree intervals. As a result, instead of combustion occurring every 180 degrees of crankshaft revolution, the crossplane crank's first two power pulses are separated by a long 270 degrees of rotation, followed by one firing 180 degrees later and the next taking place only 90 degrees after that, with the same firing pattern beginning again 180 degrees later. By spreading out the engine's power pulses at 90-degree intervals, the inertial torque is smoothed out to the point that crankshaft rotational speed is nearly even throughout each revolution. By having combustion and inertial torque working together, the result is not only a more linear torque response to throttle movements, but the uneven firing intervals also produce the low-rpm torque of a V-twin with the usual high-rpm horsepower of a four-cyinder.
2009 Yamaha YZF R1 Left Lean Side View
Click to View Gallery
2009 Yamaha YZF R1 Left Lean Side View
Click to View Gallery

The Right Venue
To introduce the new R1, Yamaha chose the famous Eastern Creek International Racing Circuit just outside of Sydney, Australia, and they didn't select it just for the great weather. Eastern Creek has an abundance of corners that place an emphasis on lower gear acceleration, perfect to showcase the Yamaha's newfound power characteristics.

Immediately noticeable when climbing aboard the new R1 are the revised ergos. The clip-on bars are now positioned 10mm farther rearward, while the shorter fuel tank moves the rider forward another 7.6mm; the footpegs are also moved forward 10mm (the footpeg bracket is also adjustable in two positions, with a more track-oriented setup that positions the pegs 15mm higher and 3mm rearward). This makes the new Yamaha feel shorter and smaller, with less of the "perched atop the front of a rocket" sensation that the older model had.

Blipping the throttle produces a unique feel and sound that is unlike any other motorcycle--with the exception of Rossi's M1, of course. The exhaust note is an exact copy of the M1, with the usual inline-four shriek almost canceled out by a deeper, almost V-four-ish growl; we can't wait to hear it with a set of slip-ons. Just as interesting, though, is how the engine revs. It responds instantly to the throttle and revs super-quick like any well-tuned sportbike engine should, but at the same time its character is softer and less frenetic than your typical inline-four.

2008 Kawasaki Ninja 250R - Kawasaki's Little Engine That Could

The Quarter-Liter Class Is An important learning tool for bigger and better motorcycles. Most of today's big names have graduated through the class to reach the top. It's only natural that the skills learned on the smaller, slower bike transition to the next level. The same holds true for street riding, which is why the Kawasaki Ninja 250R is such an important motorcycle.

You're probably thinking, "Wait a second, what does the Ninja 250 have to do with racing?" More than you might think, actually. Since 1986 the little Ninja has been a part of the Team Green stable, and in recent years, believe it or not, it has been Kawasaki's best-selling motorcycle, period. It's staggering that a bike that basically has not changed since 1988 is the company's best-seller despite the antiquated styling, which has led many to wonder: "Is Kawasaki ever going to update that bike?" Though it took 20 years, Kawasaki finally delivered with the all-new '08 Ninja 250R. Better late than never, I guess.

According to Kawasaki, 62 percent of Ninja 250 owners are first-time buyers. Furthermore, the primary factor in their purchasing decision is the deal they can get for the bike. after that come styling, cost of insurance, size, seat height and gas mileage. It is only after all those are met that handling and performance come into play.
Cockpit Fuel Gauge
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You asked; they delivered.... more
Cockpit Fuel Gauge
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You asked; they delivered. The new Ninja 250 now features a fuel gauge instead of the temp gauge on the old model.

With this information Kawasaki engineers went to work. The new bike had to look modern, be user friendly to the beginning rider and most of all be cheap. There's no question the updated styling brings the new bike into the modern age. a quick walk-around reveals some key changes as well. Gone are the 16-inch loops of old, replaced with 17-inchers for a better selection of rubber. Petaltype brake rotors sit front and rear with the former growing to 290mm from 260 (both are still clamped by dual-piston calipers). The 2-into-1 exhaust replaces the dual pipes on the old bike, and rear shock preload is now five-way adjustable, whereas the old had no adjustment whatsoever. The instrument cluster now features a fuel gauge-something many owners wished for in surveys.

The other changes aren't so noticeable to the naked eye. The little engine got a makeover with emphasis on low- and midrange power. Intake and exhaust ports are reshaped, the combustion chamber is more compact, valves are now lighter and the camshafts feature increased lift and duration. Interestingly, the new bike still uses carburetors, while its European counterpart is fuel-injected. The reason? Cost. With final retail pricing such an important influence in potential buyers' minds, the decision to use carbs saves thousands of dollars compared with an EFI system-which is required in Europe to meet emissions standards. On the chassis side, extra ribbing is added to the frame for increased stiffness, while the rake angle drops one degree to 26. Front suspension is now a 37mm Showa fork with revised spring rates.

On the road all the changes are clear-this is the beginner bike we've been waiting for. The slightly forward bar does put the rider in a more sporty position, but overall the rider is sitting largely upright, and the 30.5-inch seat height is sure to inspire flatfooted confidence in all but the shortest of riders.

By no means is it a groundpounder, but leaving from a dead stop doesn't require clutch-slipping at 8500 rpm anymore. Our 80-mile test loop consisted of city commuting, back roads and freeway jaunts, and the Ninja handled them well. Bumps in the road were hardly noticeable thanks to the revised suspension bits, and the small dimensions allow it to slice through city traffic. Backroad riding was largely a "throttle-pinned" affair (which isn't very fast on a small bike like this, mind you), though I noticed that the stock Bridgestone Battlax BT-45 tires took some coaxing before they would fall over. And despite what your friends on bigger bikes might tell you the little 250 can maintain freeway speeds with plenty of revs to spare.

With a bike so budget-oriented, the petal rotor and twin-piston caliper are very impressive. True, we weren't setting any land-speed records, but the brakes have great initial bite and a progressive feel the harder you squeeze the lever.

It's hard to fault the Ninja 250R, though if I were to nitpick I did notice the seat was a little firm and at more than 9000 revolutions the footpegs would really start to buzz. But for someone just getting into the sport there really is no better option. and for just $3499 you can't go wrong. Oh, and if you're still wondering what this has to do with racing-there's been a revival of the Ninja 250 class here in Southern California that used to be popular years ago, and yup-we're going to do it. Stay tuned: This should be interesting! -T.S.

New BMW K1300 Series For '09

BMW's four-cylinder K-bikes all receive a new larger 1293cc engine (from the previous 1157cc), with the 136cc displacement boost achieved via a 1mm bore increase and additional 5.3mm stroke. Connecting rods that are nine grams lighter work with 12-gram-lighter pistons and revised cam timing to give an extra 8.0 horsepower (for a claimed total of 175 at the crank) at 9250 rpm-1000 rpm lower than the 1200-and 7.4 ft-lb more torque (now 103 ft-lb) over the old engine. Also assisting in this area is a redesigned exhaust system utilizing a significantly shorter muffler and an exhaust valve in the collector; weight for the stainless steel unit has dropped from 22.9 pounds to 20.7 pounds, complete with catalytic converter.

Interesting options include the same power-shifter and 2D instrument cluster setup found on the HP2 boxer twin, and an "anti-spin control" system integrated into the standard ABS setup.

The K-bikes' Duolever front suspension gets a new lower longitudinal arm made from forged aluminum alloy that replaces the previous steel unit (reducing unsprung weight by 2.2 pounds), while the upper fork bridge also saves weight with a new hollowed-out design. A slightly redesigned wheel carrier and pivot point sharpens handling while incrementally increasing wheelbase. Spring and damping rates both front and rear have been firmed up, and the optional new electronically adjustable ESA II suspension system now not only can adjust damping and spring preload, but spring rate as well. By progressively pushing an Elastogran plastic sleeve (that assists the spring during compression) inside the metal spring via a stepper motor, the spring's rate can actually be altered.

The K1300R gains the same engine and suspension upgrades as the S model, with peak power incrementally down at 173 horsepower but identical torque figures. A shorter final drive ratio (2.91 versus 2.82) should result in quicker acceleration, however. While the K1200R had slightly steeper (more agile) steering geometry than its K1200S cousin, the K1300R has identical steering numbers to the K1300S. Most of the same performance options such as the power-shifter, ESA II electronic suspension system, 2D instrument cluster and anti-spin traction control are available for the K1300R as well.

The K1300GT's powerplant is basically the same as the R and S models with engine tuning biased more toward low-end torque. Horsepower is rated at 160 at the crank, with torque measuring 99 ft-lb at 8000 rpm; there is said to be significantly more torque at lower rpm levels, with 80 percent of the engine's maximum torque available from 3500 rpm. The shift lever now runs in special anti-friction bearings for faster and more precise gearchanges, and the fairing has undergone some subtle modifications, including new integrated tipover protectors. Steering geometry numbers remain the same more-relaxed setup from the previous K1200GT, but the new Duolever aluminum control arm gets fitted to the GT as well. The latest ESA II electronic suspension adjustment is likewise available on the GT as an option.

But one of the most important improvements to the K series BMWs (in our opinion) is the surprising move to conventional turn signal switchgear, with a single conventional push-to-cancel switch on the left handlebar finally replacing the tedious and idiosyncratic multiple-button turn signal switchgear of previous BMWs. Retail prices were unavailable at press time. -KK

2007 Aprilia Tuono 1000 R

The Tuono is re-asserting its technical superiority and unrivalled performance! The world's onlyproduction street fighter, the superbike without a fairing that changed the way we think about naked, isnow more stunning, more powerful, and meaner than ever!

Ever since it first appeared on the motorcycling scene, the Tuono has embodied Aprilia's genius and amazing technical know-how,accumulated through victory after victory in motorcycle racing. The Tuono has come to mean flair and technology more than any otherroad-going motorcycle.

The fact is that the Tuono is simply unique. Not just another naked, the Tuono is a 1000cc superbike. Only the fairing has been removed,and the handlebars raised for maximum control. The Tuono has exceeded all expectations. It has proved unbeatable as a road bike,and the Factory version has been invincible on the racetrack, literally dominating the Italian naked racing scene.

Not satisfied with success at home, the Tuono has also carried the Aprilia flag on the international racing scene, achieving prestige in epicraces like the Isle of Mann Tourist Trophy, to name just one event in which the Tuono has fearlessly taken on production bikes andcompetition superbikes too. The Tuono is a street fighter with racing in the blood.

The 2007 Tuono has all the winning features of its predecessors but is more aggressive and easier to ride than ever before, with even moreblistering performance. In short, the Tuono is more refined, more powerful, and more Tuono than ever. The latest model is more modernin styling and more up to date in technical content too, setting standards that are further than ever beyond the reach of thecompetition. The Tuono remains the most high-tech naked around and the absolute leader of the twin cylinder class. Here is the machinefor the demanding motorcyclist, the rider who seeks maximum naked performance, on the road and on the track.

The latest Tuono 1000 R has the same amazing character as the previous model, with improved technical specifications and performance.The fastest of all nakeds on road and track has got even better! Improved control and performance guarantee absolute riding satisfactionand real sports performance to thrill even expert competition riders.The engine, frame, and fork have all improved. The latest designs and technical solutions make the Tuono even easier to ride on the roadwithout losing any of its breathtaking racetrack handling. On the contrary, the Tuono is harder to beat than ever. Just like the RSVfrom which it derives, the Tuono 1000 R embodies the concept of "total ridability" that has always characterized Aprilia's performancemotorcycles.

Manically precise ergonomics combine with amazingly easy control to let you establish a perfect feeling with the bike the moment youride off, and to help you maximize your own potential with the minimum physical and mental effort.

The improvements that Aprilia's engineers have made will ensure that the Tuono continues to set the pace for high performance naked.
2007 Aprilia Tuono 1000 R Features
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2007 Aprilia Tuono 1000 R Features
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Some of the main changes

* Brand new styling
* New V 60 Magnesium engine
* Dynamic air intake (the only naked with this technology)
* New electronic fuel injection system with 57 mm throttle bodies
* New 16 bit engine management unit
* New exhaust system with twin silencers and three way catalytic converter with Lambda oxygen sensor
* New aluminium alloy perimeter frame
* New double banana aluminium swingarm
* New rear suspension linkages
* Lighter steering yoke

Once again Aprilia has succeeded in producing an exclusive, refined and unique naked. The latest Tuono 1000 R remains the most soughtafter of all naked twins, and the perfect synthesis of exclusive components, quality, technology and finish.

Like the RSV, the Tuono has been perfected on the track to satisfy the most demanding and refined motorcyclists. Each individual parthas been developed to maximise the performance and riding pleasure of a naked that is already a legend in racing circles.

Engine performance is better than ever. Maximum power is 98 kW (133 HP) at the crank and maximum torque 10.4 kgm at only 8,750 rpm.The Aprilia Tuono is therefore among the most powerful of all nakeds.The chassis has been thoroughly redesigned to improve handling dynamics under all riding conditions and make the Tuono absolutelyunbeatable on the racetrack.

The Tuono also boasts a host of top quality components, all carefully selected to give today's motorcycling enthusiasts a truly pace-settingsupersport.

The Design
The bike's styling is unmistakably Aprilia, and unmistakably Tuono. The Tuono 1000 R maintains a close family look with the previous modeland the RSV 1000 R from which it derives. The new, aggressive nose fairing, with closely mounted twin headlights, has beendeveloped in wind tunnel testing to provide effective protection for the rider and to kill lift at high speeds, ensuring maximum precisionand control.

The Tuono 1000 R has been designed with performance and comfort in mind. All parts are styled for stunning looks and maximumfunctionality. The two lateral spoilers, for example, not only look great but also serve an important aerodynamic purpose. They help keepthe bike stable at high speed and keep the wind off the rider's legs. It is partly thanks to these spoilers that the Tuono provides betteraerodynamic protection than any other naked.

The design team has also gone to great lengths to ensure that, unlike other nakeds, the Tuono benefits from race-tuned engine breathing.

The Tuono is the only naked with a dynamic air intake located directly under the nose fairing, and a duct to channel ram air through theframe to the airbox. Yet more proof of the Tuono's uncompromising racing soul!To ensure unrivalled ergonomics, the latest Tuono 1000 R has been made more compact, lower and narrower than the previous model.

The seat is 15 mm lower, and the riding position gives even greater control over the front end. The handlebar risers are lower and thefootrests have been moved further back, so that the riding position is sportier and more effective. Despite this, overall comfort has evenimproved, so that riding is less tiring.

The sleek tail with its integrated direction indicators is similar to that of the RSV but points upwards to enhance the Tuono 1000 R'sdynamic styling. The bike can also be rapidly transformed from single to dual seat, adding a passenger seat with built-in grab handlesfor a comfortable and safe grip.

The V60 Magnesium Engine
The latest V 60 Magnesium 1000cc engine derives from that of the RSV 1000 R, with only a few minor changes to improve torque andmuscle at low revs. The engine has been thoroughly redesigned to maintain its reputation as the best twin cylinder engine in production.So performance is more amazing than ever, with 100% usable power and, of course, that proverbial Aprilia reliability.

Improved injection and ignition mapping plus modified valve timing have led to increased power at low and medium revs. Its maximumpower rating of 133 HP at 9,500 rpm establishes the V60 Magnesium among the most powerful of all engines in the naked segment.

The latest V 60 Magnesium puts out more power than before despite now being homologated to Euro 3 standards!
2007 Aprilia Tuono 1000 R Open Road
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2007 Aprilia Tuono 1000 R Open Road
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Some of the main characteristics of the new V 60 Magnesium:

* New cylinder heads for improved gas flow and cooling.
* New camshafts and valve springs.
* 57 mm throttle bodies with one injector per cylinder.
* High strength conrods.
* Lighter overall weight thanks to the extensive use of magnesium.
* The same close-ratio gearbox as the RSV.
* Dry sump lubrication with a double trochoidal pump, separate oil tank and oil cooler.
* Mixed gear and chain timing gear. The drive gears (one for each timing chain) are located inside the crankcase to keep the cylinder headsas compact as possible.
* AVDC (Anti Vibration Double Countershaft).
* Aprilia's patented PPC (Pneumatic Power Clutch) hydraulically operated, power assisted clutch system for controlling rear wheel bounceunder deceleration.

The Tuono 1000 R inherits the RSV's dynamic air intake, locating it just under the headlight cluster, in the centre of the bike where ramair pressure is highest. The Air Runner duct (which also supports the nose fairing and instruments) channels the air to a 10.3 liter airbox,designed to allow the engine to develop its full potential. The Air Runner duct ensures that pressure in the airbox increases with speed, andgenerates a 3% increase in engine power at maximum speed.

An engine control unit developed in conjunction with Siemens VDO provides integrated engine management. The ECU receives allessential engine parameters in real time from 15 different sensors, processes the data and, again in real time, controls the variousactuators that keep the engine functioning perfectly at all times. The unit's flash EPROM comes with the mapping for unrestricted racingexhausts ready loaded. Aprilia's Technical Assistance Service can therefore enable race mapping in next to no time on request.

The entire system has been updated to use the latest technology. All data passes over a CAN line on its way to the instrument controlunit that also functions as auto diagnostic controller. The CAN line uses just two wires to carry all necessary data, rendering the wiringextremely simple and contributing to the Tuono's fantastically light weight.

The Exhaust System
Like that of the RSV, the Tuono's exhaust system is the result of Aprilia's vast experience in Superbike and Superstock racing.

The system is a 2-in-1-in-2, and is made entirely from stainless steel using the latest racing exhaust manufacturing techniques.

The Frame
Whether you are riding on the road or on the track, the Tuono's chassis brings you the tops in performance and control. Every aspect of theframe, fork and suspensions has been fine tuned for perfect weight distribution.In keeping with Aprilia traditions, the frame is a combination of aluminium-silicon alloy castings and Peraluman 450 pressed parts.

This highly sophisticated structure is not only more rigid than the previous version but lighter too. The latest frame weighs under 10 kg(9650 grams) setting an impressive new record for its class.The wheelbase is shorter too, and at 1410 mm--another record for the category--accounts for the Tuono's crisper than even handling andmore instinctive ride. Even the rear suspension linkages have been redesigned for a more progressive and comfortable action on the roadcombined with greater precision on the track.

The new double banana swingarm provides a clear passage for the exhaust system and weighs only 4860 grams, well under the 5 kg figureconsidered by experts to be the reference weight for this component.

The Suspension
The most race-oriented naked on the market accepts no compromises when it comes to suspension. The fork is a Showa upside downunit, with 43 mm stanchions for a perfect balance between precision on the racetrack and comfort on the road. And to ensure thatthe ideal setup can be achieved for all styles and conditions, on the road and on the track alike, the fork is fully adjustable in springpreload and in compression and rebound damping.The Sachs monoshock at the rear is likewise adjustable in spring preload and rebound damping.

The Braking System
The braking system has undergone a number of major changes. The new Tuono 1000 R is equipped with Brembo Gold radial calipersfeaturing four separate sintered pads (one for each piston). The use of four pads instead of two doubles the number of leading edges inthe pad-disc system, and delivers increased braking force for identical effort at the brake lever. Because the pads are smaller in size,wear is also more evenly distributed. The two 320 mm floating steel discs feature a narrower braking track to minimise inertia andweight and are fixed in place by Aprilia's exclusive six spoke flange.The rear braking system is Brembo Gold too, with a 220 mm stainless steel disc and a caliper with two 32 mm pistons.

The front and rear brakes both use aeronautical metal braided hoses to eliminate the sponginess inevitably associated with conventionalbrake hoses and to ensure maximum braking precision.

The Components
What makes the Tuono 1000 R stand out from the competition is the tremendous care and attention that Aprilia has paid to every littledetail. The design team have done their very best to ensure that every component on the bike improves its performance and functionality,reduces its weight and enhances its quality and finish.

The following components deserve special mention.

* The dashboard is a mixed (digital-analog) unit. It uses the data received over the CAN line to perform an essential auto diagnosticfunction for which it incorporates a dedicated memory. The new dashboard control unit performs the same functions as the previousunit (including the 40 lap timer) but is more compact and modern in design and extremely lightweight.User friendliness has improved too, with all functions controlled from two practical push-buttons on the left hand light switch.The LED backlighting can also be adjusted to three levels of intensity.
* The headlight cluster is derived from that of the RSV, and incorporates four light units for perfect night-time visibility.
* The new tail light cluster features the innovative design and LED lighting of the RSV.
* The ignition key is internally coded, and the ignition block is fitted with an engine immobilizer as standard.