the New 2009 BMW F 650 GS - Specifications and Pictures

2009 BMW F 650 GS - Specifications :

Colors : Flame Red, Iceberg Silver Metallic or Azure Blue Metallic
Engine : 2-cylinder 4-stroke, 4-valves per cylinder
Horsepower : 71 HP @ 7,000 rpm (54kW)
Displacement : 798 cc (why it's called a 650 is unknown)
Bore/Stroke : 82 x 75 mm
Torque : 55 ft. lbs. @ 4,500 rpm (75Nm)
Compression Ratio : 12:1
Clutch : Wet multi-plate
Cooling Water cooled
Length : 89.7 in.
Width : 33.2 in.
Weight : 377 lbs. less options. Maximum Weight 952 lbs. GVWR
Frame : Tubular steel trellis
Wheelbase : 62 in.
Fuel Capacity : 4.2 gal.
Seat Height : 32.2 in.
Final Drive Chain; Final Drive Ratio 2.411
Suspension Front: 43 mm telescopic fork with 7.1 in. spring travel
Rear: Double-sided aluminum swingarm with 6.7 in. spring travel
Brakes Front and rear disc (ABS optional)
Front: One double-piston floating caliper with 11.8 in. single rotor
Rear: One single-piston floating caliper with 10.4 in. 2-piston floating caliper rear rotor. Brakes are Hydraulic with DOT 4 fluid
Tires Front 110/80 x 19 tubeless; 2.50 x 19 cast aluminum
Rear 140/80 x 17 tubeless; 3.50 x 17 cast aluminum

2009 BMW S1000 RR Super Sport Pictures

April 17, 2008 - BMW today released the official photos of the 2009 BMW S 1000 RR race bike. This motorcycle hasn't been a very well kept secret, and the motorcycle shown here will be the basis for the motorcycle BMW will campaign in World Superbike racing.

2009 KTM RC8R Specifications and Pictures

Specifications :
Top Speed : 169.55mph
1/4-mile Acceleration : 10.77 secs
Power : 159.34bhp
Torque : 88.42ftlb
Weight :182kg
Seat Height : 805mm
Fuel Capacity : 16.5 litres
Average Fuel Consumption : mpg
Tank range : Miles
Insurance Group :17
Engine size : 1195cc
Engine Specification : Liquid-cooled, 75° V-twin four-stroke. Six gears
Frame : Tubular steel trellis
Front suspension adjustment : Fully-adjustable
Rear suspension adjustment : Fully-adjustable
Front brakes : 2 x 320 disc with 4-piston calipers
Rear brake : 220mm disc with two-piston caliper
Front tyre size : 120/70 x 17
Rear tyre size : 190/55 x 17

2009 Honda CBR1000RR ABS : Superbike World Cahmpionship

2009 Honda CBR1000RR ABS :
Honda CBR1000RR ABS 2009, Image, Pictures, Preview.
Stunning looks, stunning performance. You've never seen anything like the Honda CBR1000RR ABS — unless you've been in the paddock at a MotoGP race lately. Although it's physically small for amazingly crisp handling, the CBR1000RR ABS retains the rider-friendly ergonomics that make it a great street bike, too. And for 2009 it comes with Honda's innovative electronically controlled Combined ABS — the first anti-lock braking system designed specifically for the unique demands of sportbikes.

For those sport-riders seeking even greater stopping power and control, allow us to introduce the CBR1000RR with Combined Anti-Lock Braking, the most advanced (and first-ever) ABS system to find its way onto an open-class superbike. All the cutting-edge tech and performance the class-leading CBR1000RR has to offer—power, light weight, agile handling, wicked styling—with the added performance bonus of combined anti-lock braking (ABS).

Article Source : http://www.totalmotorcycle.com/

The CBR1000RR is the lightest, most compact, and best performing motorcycle in its class, making it the standard against which all other literbikes are measured. And for 2009, it's available with Honda's high-tech electronically controlled Combined ABS for the ultimate in sport bike braking performance.

New for 2009
- New lightweight turn signals.

- CBR1000RR ABS equipped with patented, electronically controlled Combined ABS, delivering the benefits of Combined Braking System (CBS) and the benefits of Anti-lock Braking System (ABS). (see Technology Section).

- CBR1000RR ABS features higher output ACG with oil jet hole for improved cooling, higher capacity battery and distinctive silver seat rails.

- Exciting new colors: CBR1000RR - Repsol Edition, Pearl White / Light Silver Metallic, Black: CBR1000RR ABS - Red / Black

Unique Features

- Dual Stage Fuel Injection System (PGM-DSFI) features two injectors per cylinder (see Technology Section).

- Idle-Air Control Valve (IACV) and Ignition Interrupt Control for idle stability and smoother on/off throttle response.

- Low-mount exhaust system design.

- Patented slipper clutch features cam mechanism to reduce clutch-lever pull.

- MotoGP-derived Honda Electronic Steering Damper (HESD) (see Technology Section).

- 43mm Honda Multi-Action System (HMAS) inverted front fork (see Technology Section).

- Exclusive, MotoGP-derived Unit Pro-Link® Rear Suspension (see Technology Section).

- Radial-mount front brake calipers combined with radial-actuated master cylinder.

- Centrally located fuel tank increases mass centralization for a more compact frame design.

Engine/Drivetrain

- Compact, liquid-cooled DOHC 16-valve 999cc four-stroke inline four-cylinder engine features bore and stroke dimensions of 76mm x 55.1mm.

- Removable cylinder block with Nikasil-coated cylinders.

- Sixteen-valve cylinder head features 30.5mm intake and 24mm exhaust valves with a 12.3:1 compression ratio for efficient combustion and high horsepower.

- Larger titanium intake valves create a lighter valve train and feature double-spring design for optimum performance at high rpm.

- Intake ports use latest shot-peening technology that improves power and torque characteristics.

- Cam-pulser location between the middle cylinders allows a narrower cylinder head and frame.

- Direct shim-under-bucket valve actuation system ensures high-rpm durability and allows 16,000-mile valve maintenance intervals.

- Forged-aluminum thin-domed, high-strength pistons feature molybdenum coating for reduced friction.

- Lightweight nutless connecting rods.

- Iridium-tip spark plugs improve fuel combustion and performance.

- Dual Stage Fuel Injection (DSFI) (see Technology Section).

- 46mm throttle bodies feature Denso injectors with lightweight valving for faster reaction time and 12 holes per injector to optimize mixture atomization, combustion efficiency and power.

- Auto-enriching system is integrated into Programmed Fuel Injection (PGM-FI) module, eliminating the need for a manual choke.

- Idle Air Control Valve (IACV) minimizes torque reaction and smoothes response to small throttle changes through gradual reductions of air and fuel intake when the throttle is opened and closed.

- Ignition Interrupt Control system works with IACV and FI mapping to enhance driveability.

- Smaller and lighter ECU provides two 3-D fuel-injection maps for each cylinder and two 3-D ignition maps for cylinder pairs, creating ideal fuel mixture and spark-advance settings for superb rideability.

- MotoGP-derived twin-tunnel ram-air system allows a high volume of cooler air to the 9.7-liter airbox for linear power delivery and incredible engine performance.

- Butterfly valves inside the ram-air ducts open and close depending on throttle opening and engine rpm for optimum performance.

- Compact, low-mount exhaust system design reduces rear bodywork size and incorporates exhaust valve and catalyst, contributing to significantly improved mass centralization, and reducing roll and yaw inertia.

- High-capacity radiator incorporates twin cooling fans and allows a more compact cowl for reduced drag coefficient.

- Maintenance-free automatic cam-chain tensioner.

- Starter gears located on the right side to produce narrow engine that allows for increased lean angle.

- Patented slipper-clutch design uses a center cam-assist mechanism for easier actuation. Unlike an ordinary slipper clutch where the pressure plate moves from side to side, the Honda clutch moves both the center cam assist and the pressure plate to provide additional slipper effect.

- Nine-plate clutch is compact and tough, featuring durable friction plate material.

- Durable #530 O-ring-sealed drive chain.

Chassis/Suspension

- Lightweight four-piece Fine Die-Cast twin-spar aluminum frame utilizes latest MotoGP technology (see Technology Section).

- Aluminum subframe is lightweight and easily removed for ease of maintenance.
MotoGP-derived, next-generation Honda Electronic Steering Damper (HESD) (see Technology Section).

- 43mm inverted aluminum-slider Honda Multi-Action System (HMAS) cartridge front fork features spring preload, rebound and compression damping adjustability, and offers precise action and unparalleled rigidity (see Technology Section).

- Exclusive, MotoGP-derived Unit Pro-Link Rear Suspension (see Technology Section).

- Radial-mounted monoblock four-piston front calipers feature chromium-plated aluminum pistons and squeeze lightweight 320mm floating discs in front and a 220mm rear disc with a single-piston caliper for exceptional stopping power.

- CBR1000RR ABS features Honda's electronic Combined ABS. This all-new ECU-controlled, hydraulically actuated system provides accurate braking force distribution to both wheels. ABS is controlled by a hydroelectronic unit and stroke simulator to ensure precise operation. Benefits include consistent lever pressure without the pulsing often associated with ABS systems. Application of rear brake does not result in immediate front brake activation unless lock-up is sensed, allowing an experienced rider to use rear brake in a normal manner during spirited riding. Combined ABS components are smaller and lighter than conventional hydraulic ABS designs, and have been located nearer to the center of the machine, enhancing mass centralization and reducing unsprung weight.

- Super-light aluminum-alloy hollow-spoke wheels feature race-spec 3.5 x 17-inch front and 6.0 x 17-inch rear dimensions.

- Centrally mounted 4.7-gallon fuel tank is positioned low in the frame, increasing mass centralization and allowing a more compact design. This design positions the rider farther forward for optimum handling.

Additional Features

- Iconic Honda Wing tank badge.

- Lightweight aluminum sidestand.

- Handlebars are repositioned forward for excellent ergonomics.

- High-capacity 400-watt AC generator (non-Combined ABS model).

- High-tech instrument display features tachometer and LCD readouts for speedometer, coolant temperature, odometer, two tripmeters, clock, mpg, average fuel consumption and reserve fuel used.. A low-fuel LED light and shift-indicator light are located above the LCD.

- Line-beam headlight features two-piece reflector design utilizing two H7 bulbs for optimum light distribution and unique compact design.

- LED taillights for lighter weight and improved appearance.

- Front turn signals integrated into folding aerodynamic mirrors.

- Plastic tank shell cover protects tank and airbox.

- Convenient ignition switch/fork lock for added security.

- Convenient push-to-cancel turn-signal switch.

- Maintenance-free high-capacity battery.

- Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

- Purchase of a new, previously unregistered Honda USA-certified unit by an individual retail user in the United States qualifies the owner for a one-year complimentary membership in the Honda Rider's Club of America® (HRCA®).

Honda Genuine Accessories

- Color-Matched Passenger Seat Cowl.

- CBR® Racing Cycle Cover. (for indoor use)

- Carbon-Fiber Accents.

- Outdoor cycle cover.

- "E - Cushion" seat for greater comfort.

2009 Honda CBR1000RR ABS - USA Specifications
MSRP: $12,999 USD

ENGINE

Engine Type 999cc liquid-cooled inline four-cylinder

Bore and Stroke 76mm x 55.1mm

Induction Dual Stage Fuel Injection (DSFI)

Ignition Computer-controlled digital transistorized with three-dimensional mapping

Compression Ratio 12.3:1

Valve Train DOHC; four valves per cylinder

DRIVE TRAIN

Transmission Close-ratio six-speed

Final Drive #530 O-ring chain


CHASSIS / SUSPENSION / BRAKES

Front Suspension 43mm inverted HMAS cartridge fork with spring-preload rebound and compression-damping adjustability; 4.7 inches travel

Rear Suspension Unit Pro-Link® HMAS™ single shock with spring preload rebound and compression-damping adjustability; 5.4 inches travel

Front Brake Dual radial-mounted four-piston calipers with 320 mm discs

Rear Brake Single 220 mm disc

Front Tire 120/70ZR-17 radial

Rear Tire 190/55ZR-17 radial


DIMENSIONS

Rake (Caster Angle): 23.3°

Trail 96.2mm (3.8 inches)

Wheelbase 55.4 inches

Seat Height 32.3 inches

Curb Weight 461 pounds (Includes all standard equipment, required fluids and full tank of fuel--ready to ride.)

Fuel Capacity 4.7 gallons, including 1.06-gallon reserve

OTHER

Available Colors Red/Black

Model ID CBR10RA

Emissions Meets current EPA standards. California version meets current CARB standards and may differ slightly due to emissions equipment.

Note Anti-Lock Braking System


FACTORY WARRANTY INFORMATION

One Year Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.measured

2009 Honda CBR1000RR ABS - Canada Specifications
MSRP: $TBD CDN

Engine Type Liquid-cooled inline-four

Displacement 999cc

Bore & Stroke 76mm x 55.1m

Compression Ratio 12.3:1

Valve Train Chain-driven DOHC, four valves per cylinder

Fuel Delivery Dual Stage Fuel Injection (DSFI)

Transmission Close-ratio six-speed

Final Drive O-ring-sealed chain

Front Suspension 43 mm inverted HMAS cartridge fork with full adjustability; 119 mm (4.7 in.) travel

Rear Suspension Unit Pro-Link HMAS single shock with full adjustability; 137 mm (5.4 in.) travel

Tires 120/70ZR-17 radial front; 190/50ZR-17 radial rear

Brakes Front dual 320 mm discs with radial-mounted four-piston calipers; rear single 220 mm disc with single-piston caliper. Electronically controlled Combined ABS

Seat Height 820mm (32.3 inches)

Wheelbase 1,407mm (55.4 inches)

Curb Weight TBA

Fuel Capacity 17.8 litres

2009 MotoGP : Ducati GP9 Pictures

2009 Ducati Desmosedici GP9 Switches to Carbon Frame for MotoGP :
Ducati has officially unveiled its 2009 GP9 MotoGP race bike, with the most noticeable change being the switch to a carbon fiber frame, which is Ducati’s first departure from its iconic stell-trellis frame. Pictures and Claudio Domenicali’s response after the jump.

Commenting about the new carbon chassis, Ducati CEO, Claudio Domenicali, said:

“Without going into too many details we replaced the traditional frame with a carbon fibre frame, which links the upper part of the motor with the steering column. We wanted to have a better compromise between the weight of the bike and the rigidity of the bike. This was first thought about and then we did a series of tests, first with Vittoriano Gaureschi who is our first judge when we test these solutions.”
With the use of the trellis style frame in all of Ducati’s road bikes, there surely must have been great debate in Bologna about the benefits that a carbon chassis will have in MotoGP and its affect on how the Ducati brand and bikes are percieved at the dealership. Domenicali has hedged his opinion by waiting to see if the proof is in the pudding: “Now we think the new frame will be even better, but only the facts will tell us if this is going to be the best solution or not.”

Developments in the rest of the bike have been minimal, with the horsepower of the GP9 being only modestly better than last year’s GP8. This is because Ducati’s main focus has been on engine development and improved drivability.

“Apart from the tubular steel trellis chassis other things have changed. Among these we have changed the philosophy with how we manage the engine in terms of a new combination of the airbox and calibration of the engine with new mapping. We have tried to make the torque curve as flat as possible and look for better drivability. One of the problems of these bikes has always been how fickle it is to manage the engine.It has a lot of rpm and the capacity to better manage the rpm is better if the torque curve is flat and we have a linear response from the engine. This is why we have focused not so much on improving overall power, which is more or less the same as last year, but we have focused on increasing the drivability of the bike.
Source : www.asphaltandrubber.com/

Casey Stoner and Nicky Hayden in Ducati MotoGP Team 2009

In this handout image Casey Stoner of Australia and his team mate Nicky Hayden of the U.S.A. and Ducati MotoGp Team 2009

Ducati Road to MOTO GP 2009 : First Test of 2009 for Ducati MOTOGP Team

FIRST TEST OF 2009 PRESEASON UNDERWAY FOR DUCATI MOTOGP TEAM
The opening test of the 2009 preseason got underway on a cloudy but dry day at the Sepang circuit in Malaysia today, with Ducati MotoGP Team riders Casey Stoner and Nicky Hayden both on track – the Australian returning to action after missing the previous test as he recovered from a scaphoid operation. Stoner is still not in peak condition and unable to push too hard, with his wrist feeling weak after three months out of action, yet he was on the pace throughout the day. The former World Champion reported positive feedback from the GP9 and was happy with the work done on the new carbon chassis and tyres. Hayden set about his Sepang testing programme in methodical manner and with his usual hard-working approach, making as few changes as possible to the bike in the early part of the three-day session. The American is happy with the new bike’s performance in corner entry but despite adapting well to the new Bridgestone tyres he is still looking for more stability from the bike in corner exit.

Casey Stoner (Ducati MotoGP Team), fastest lap 2'02.038 (34 laps)

"This morning was really difficult, I really didn’t feel comfortable on the bike. My wrist is still in a lot of pain and I honestly hoped it would be in better shape than this after three months since the operation. Even though the lap times were good from the start the wrist was still giving me a lot of problems – it is weak and painful under braking, especially in the first left-hand turn. I can’t do more than four or five laps at a time and there’s nothing I can do about that at the moment, other than hope that it improves over time. Sepang is a physically demanding circuit and probably not the best place to be riding for the first time after three months out. I preferred not to ride too much and tire myself out and hopefully it will already be a bit better tomorrow.
Freddy, our physiotherapist, has a bit of work to do tonight! The GP9 is running well and I have the same positive feeling as the last two tests at Barcelona and Valencia. The chassis is completely different and we’ll have to work on improving the set-up but we have a good starting point and we can use the GP8 as a reference. The power delivery has improved and now we have more torque, which helps on the exit of the slower corners. Bridgestone have brought two compounds here that both work well, although I prefer the harder one because even though it is a little more difficult to ride it guarantees a more consistent performance."

Nicky Hayden (Ducati MotoGP Team), fastest lap 2'04.002 (60 laps)

“We started out with the same set-up as Jerez, because after two months without riding it was better to go with something we knew. We haven’t made massive changes over the course of the day, mainly because before we do that I need to pick up my own pace. The bike feels good on the brakes and it is stable and precise in the fast corners. I’m struggling a bit on corner exit though because it still tends to pump quite a lot and I’m not used to that yet. We’re working to reduce it and we’ve got a couple of ideas that we’ll check out over the next two days. I like the new tyre rule. We’d got to a point where we were working too much on the tyres and there wasn’t enough time to work on the set-up of the bike. Now we just have a choice of two tyres, both of which work well even though I’m not able to get the most out of the harder compound yet, and that makes the job much easier for the team.”

Article Source : www.ducati.com

2009 MotoGP : See the Fiat Yamaha team launch with MCN

Valentino Rossi and Jorge Lorenzo’s Fiat Yamaha squad will launch its 2009 MotoGP factory team on Monday, and you can see all the pictures and video interviews on www.motorcyclenews.com

You can view video interviews with reigning world champion Rossi and with double world 250GP champion Lorenzo, as well as pictures of the 2009 Yamaha YZR-M1 in full Fiat livery.

The content will be available to view at 11.30am on Monday, February 2.
Rossi and Lorenzo will be back on track next Wednesday too when winter testing resumes at the Sepang circuit in Malaysia.

MCN’s MotoGP reporter Matthew Birt will be in the Far East bringing you all the latest news from the three-day test on www.motorcyclenews.com with full reports in the February 11 issue of Motor Cycle News.
Article : By Matthew Birt

2009 YAMAHA YZR-M1 MOTOGP Specification

2009 YAMAHA YZR-M1 MOTOGP

specification:

Engine Liquid cooled Crossplane crankshaft inline four-cylinder, four stroke.
Power Over 200 horsepower (147KW).
Top speed In excess of 320 kmh.
Transmission Six-speed cassette-type gearbox, with alternative gear ratios available.
Chassis Aluminium twin tube delta box, multi-adjustable steering geometry/wheelbase/ride height. Aluminium swingarm.
Suspension Ohlins upside down front forks and Ohlins rear shock, all adjustable for pre-load, high and low-speed compression and rebound damping. Alternative rear suspension links available.
Wheels Marchesini 16.5 front, 16.5in rear, available in a variety of rim widths.
Tyres Bridgestone, 16.5 front, 16.5in rear, available as slick, intermediate, wet and hand-cut tyres.
Brakes Brembo, two 320mm carbon front discs, two four-piston callipers. Single 220mm stainless steel rear disc, twin-piston calliper.
Weight 148kg. In accordance with FIM regulations.

2009 Yamaha YZR-M1 MotoGP Pictures

2009 Yamaha YZR-M1 MotoGP Pictures

Road to MotoGp 2009 : San Carlo Honda Gresini 2009 MotoGP Project Launched

Ahead of the 2009 World Championship premier class outfit San Carlo Honda Gresini have officially launched their MotoGP project for the new season.

Former 125cc World Champion Fausto Gresini was the master of ceremonies at the official 2009 launch of the San Carlo Honda Gresini team in Milan on Wednesday, with Toni Elias and Alex de Angelis of course in attendance alongside a number of additional important guests.

Gresini, who won the 125cc title in 1985 and 1987, was delighted to present the team’s ambitious 2009 project, and stated, “It is always a great feeling and a real honour to officially present the team for a new season. This will be an important year for the San Carlo Honda Gresini team, a MotoGP season which promises to be exciting and competitive and for which we are prepared to assume a leading role. I believe firmly in the potential of my riders. Alex has accumulated vital experience, having a complete MotoGP season under his belt, while Toni returns to the team with a wealth of expertise himself.”

The Italian team boss continued, “HRC have carried out excellent work in their preparation of the 2009-spec RC212V and they will guarantee technical support of the highest level to the San Carlo Honda Gresini Team throughout the entire season, both for the ‘satellite’ bike entrusted to Alex as well as for Toni’s factory-spec bike. I wish the riders and all the guys in the team the very best of luck. Naturally I would also like to say special thanks to all our partners who have believed in our projects over many years, especially San Carlo.”

Numerous personalities from the world of two wheels were present, including Dorna CEO Carmelo Ezpeleta , Honda Italia President Yasuhiro Oyama and the Italian Motorcycle Federation President Paolo Sesti. The team’s main sponsor was also represented by Alberto Villaloni, President of the San Carlo Gruppo Alimentare.

The delegates heard returning hero Elias preview the season, saying, “To have the opportunity to rejoin Fausto’s team is something that gives me real joy. I’m working with a group of people who have both great humanity and great technical abilities. I remember fondly the two seasons that we enjoyed together, so it is a bit like coming home. I want to thank HRC for believing in me and all the sponsors of the San Carlo Honda Gresini team who make this project a reality.”

Elias’ team-mate De Angelis, who got his big break in the MotoGP class last year with Gresini’s team, added, “I am approaching this new challenge with great enthusiasm. It will be an even tougher championship than last season, but I feel much stronger in myself. Now I have the experience of one year in MotoGP and the new RC212V is definitely competitive, above all with regard to the engine power. I aim to improve upon my results, I am not content with the two fourth positions that I scored last year.

Article Source : http://www.motogp.com/en/news/2009/

Kawasaki ZX-RR Road to MotoGP 2009

Work continued in Australia today with the second of three days development testing for the Kawasaki Racing Team, which brought positive results, despite mixed weather conditions at the Phillip Island circuit.

Kawasaki’s regular MotoGP pilots John Hopkins and Marco Melandri, who are joined by test and development rider, Olivier Jacque, were forced to halt their test sessions today due to brief rain showers. However, all three riders continued to make further improvements to their race machines and improved their lap times from the opening day of the test.

Melandri, who continued his familiarisation with the Ninja ZX-RR during yesterday, evaluated the revised chassis previously tested by Olivier Jacque in today’s session. The 26-year-old Italian completed 64 laps of the 4.445km circuit and significantly reduced his lap time from yesterday by nearly a second to 1′31.8s, despite crashing without injury at turn four late on in the afternoon.

Melandri’s crew will rebuild his machine ready for the final day of testing tomorrow when it is hoped dry weather will allow the Italian rider to continue development and make further refinements in set-up to suit his riding style.

Hopkins continued to suffer from pain caused by the aggravation from the plate in his ankle, which fixed a fracture sustained during a high-speed crash at Assen back in June. The 25-year-old Anglo-American has found it difficult to put pressure onto the footpegs of his Ninja ZX-RR during acceleration out of the turns and has used extensive strapping on his ankle during his 51 laps around the Phillip Island circuit today.

With the hindrance of his injury, Hopkins has worked through the pain to evaluate tyres for Bridgestone, using the same specification machine he signed off the 2008 season with at Valencia last month. The Kawasaki pilot posted a best time of 1:32.5s, although the focus was very much on tyre development rather than a fast lap time.

With more rest overnight Hopkins and his crew hope to conclude the test tomorrow with the collection of more much needed data for the winter development of the Ninja ZX-RR ahead of the test ban, which comes into force on December 1st.

Jacque followed on from yesterday to continue his evaluation of the new chassis, which features revised geometry, during today’s test session. The 35-year-old former world champion completed 37 laps of the Phillip Island circuit and improved his lap time by three tenths of a second to end the day with a best time of 1:32.1s. Jacque will conclude the three-day test tomorrow with more evaluations of development parts for the 2009 Ninja ZX-RR, which is due to make its track debut at Sepang in February.

John Hopkins: #21 - 51 Laps - Best Lap 1′32.5
“I am suffering quite badly with the pain from my ankle, as I just can’t put weight on the pegs when accelerating out of the turns. We’ve done a lot of icing and strapping, but it’s still very painful to ride. This test is important for us, and today we’ve spent a lot of time testing tyres using the same set-up we had in Valencia, as this gives us a reference point. We’re not chasing lap times at the minute, particularly with having an injury, but we’ve definitely found some interesting results and gathered the all-important data we need. Hopefully with a bit more rest we can get out on track tomorrow for the last time this year to conclude our test with plenty of laps under our belt.”

Olivier Jacque: #19 - 37 Laps - Best Lap 1′31.8
“With the rain today we’ve not been able to complete as many laps as we’d hoped. We’ve also not really improved our lap time as much as we would have liked, but we have tried many different set-up changes, with a focus on the chassis geometry. The wind was also a big problem today as it was very strong and changed direction from morning to afternoon. I’m not sure how much this affects our bike in terms of set-up, but it was very noticeable out on track. We have some more ideas to try tomorrow, but we still have a lot of work to do if we want to achieve the lap times we are aiming for.”

Michael Bartholemy: Kawasaki Competition Manager
“Unfortunately the weather hasn’t been ideal today and we had to stop the test twice due to rain. Marco tested the new chassis and he has continued to improve his lap time, despite crashing this afternoon. His crew will rebuild the bike overnight and hopefully, with some good weather, we can continue to gather more information from him tomorrow. John is definitely struggling a little with his injury, but this test is very important for him and the team for our machine development. Hopefully with some rest overnight he can continue tomorrow because we need as much information from him as possible. I think we are coming closer to where we need to be, and the rider comments are all very similar, which is positive in terms of development, as we know where we need to concentrate our efforts. We are aware we won’t find a big solution in these three days, but from this test we have a better idea of strategy for our winter development programme ready for next season.”
Article Source : http://www.asphaltandrubber.com

Marco Melandri, Kawasaki MotoGP Team 2009

According to both Tuttosport and Sportmediaset (both members of the overly-excitable and sometime unreliable Italian press), Marco Melandri will be riding a privately run Kawasaki for 2009. In a deal brockered by Carmelo Ezpeleta, the team will be led by Michael Bartholemy. Details are somewhere between sketchy and nonexistent, but it seems that Kawasaki will make all of the 2009-spec bikes available to Bartholemy, who will field a single rider, Marco Melandri.
Shortly after the news broke that Kawasaki would be withdrawing from MotoGP, the factory said that it had enough bikes and parts to last approximately a quarter of a season, and so presumably, this would be enough to run a single rider for at least half the season, or perhaps a little longer if the practice restrictions are pushed through as expected.

Finance for the project will most likely come from Dorna who want to avoid breaching their own contract with the FIM to field at least 18 riders for a world championship, with Kawasaki possibly kicking in some seed money since they don’t want to breach their contract with Dorna. Melandri would presumably be riding the 2009-spec bikes tested by Olivier Jacque in Australia during January, despite reports of poor reliability.

Source: MotoGP Matters

The 2009 Aprilia RSV4 Pictures

Look the new 2009 Aprilia RSV4 Pictures

The New Aprilia RSV4 2009 SuperBike

There are two extremely cool aspects to Aprilia’s newest edition to its stables. Customers will actually be able to pick up the RSV4 in either race or road-bound models, pumping out an expected 210hp and 180hp (at the crank we presume) respectively. Also, these two stalions will be powered by 999cc V-Four engines. They won’t be able to run the larger displacement because they aren’t twins but it’ll be interesting to see how they fair against the Japanese in-line fours. No word on price yet, but with the Italian Super Bikes it’s never been about the price tag… it’s all about the style.

On September 24, 2008 We've been following Aprilia's 2009 V-4 engined superbike closely through its development stages, excited to learn what the company can do with its brand new, fully electronically managed and incredibly compact 1000cc motor. And the first official images and press information have been released. Stunning to look at, the RSV4 will make at least 180 horsepower in roadbike trim (and somewhere around 220 in the version Max Biaggi will race in WSBK 2009) - but more astounding than that figure is the amazing amount of chassis tuning the RSV4 will allow. With adjustable steering head angle, swingarm pivots and even engine mounting points, the new Aprilia can lay a genuine claim to being the most race-focused production motorcycle on the planet.

On top of the hugely tuneable chassis, the RSV4 has fully adjustable Ohlins suspension at either end, and radial Brembo monobloc calipers at the front to complement what you'd have to think will be one of the best handling motorcycle packages ever.

Aprilia's non-competition superbike, the RSV, has used its exceptional handling to beat far more powerful Japanese and Italian production superbikes around racetracks in stock trim, as evidenced by its domination of the 2006 Master Bike track test. The new bike's handling should be even better, mated with a massive increase in engine power.

The V4 engine's final power output has not yet been released - but it will be at least 180 horsepower; right at the pointy end of what the japanese bikes are making in 2009. V4 engines are traditionally able to develop better low-end grunt, as well as a traction-friendly power delivery out of corners, so there's little doubt this will be a lightning quick machine.

The engine and throttle are fully electronically managed, with a fly-by-wire system and switchable engine maps metering the power to the back wheel. There's some sort of traction control system built in as well. Variable length intake tracts will boost low-end torque even further while lifting off when the engine gets into the party end of the rev range to deliver blistering top-end power.

With 250GP ceasing to exist as a MotoGP support category in the next couple of years, Aprilia's primary (and very successful) racing presence will disappear altogether - which is likely why such a huge effort has gone into the design and race-readiness of the RSV4 superbike.

Aprilia are not used to running at the back of the pack in international racing, and the new bike's razor sharp race focus, and the skilled hands of ex-GP God Max Biaggi as the #1 factory rider, are a direct and powerful challenge to Ducati and the Japanese World Superbike teams.

Exciting times indeed! Availability and pricing haven't been announced, but due to homologation regulations for WSBK, the RSV4 will be available soon. As for pricing - with the amount of new technology it's packing, and the top-shelf chassis componentry, it won't be cheap by anyone's measure. Expect around US$30k for the standard version and as much as US$45k for the RSV4 Factory.

Article Source : http://www.gizmag.com/