2012 KTM 350 Freeride

There is a news about the 2012 KTM 350 Freeride, which will dubbed the traditional concept of orange dirt bike. In 2012 KTM Freeride 350 with fuel injection systems enduro models, designed for maximum weight savings and rider-friendly environment.

New dirt bike looks to be a mixture of freeride KTM electric motorcycle, which debuted at the 2010 Tokyo Motorcycle Show, and the traditional internal combustion engines. The Freeride 350 will be formally introduced in Milan, Italy EICMA Motorcycle Fair in November, 2011, and should be available to consumers in spring 2012.

350cc dirt bike with only 218 pounds weighs, light enough. However, claims KTM single cylinder engine will produce only 24 horsepower. For comparison, the KTM 350 SX-F (246 pounds curb weight) put out 45.2 hp on the dyno during our 2011 450 Motocross Shootout. KTM Freeride 350 position as an entry machine, calling it “an invitation to all those who have until now no contact with this exciting sport.”

Freeride 350 using composite frame with aluminum and steel components that look similar to the chassis electrical freeride. A WP inverted fork and monoshock suspension handles. Spoked wheels with Excel A60 rims will be wrapped in a closely spaced, small-block tread, the possibility of stepping on a dual sport or non-competition trials tires like the Pirelli MT43 tires experiment.

The suspension is aluminum, but it’s hard to know whether the rear shock employing a relationship or not. Electric version does not. Many of the components look similar to a full size dirt bikes KTM with wave rotors, dual-piston front brake calipers, electric start, hydraulic clutch (manual transmission shows), bodywork angle (white), Domino and large hand grips, bar-less aluminum handlebars.

KTM is quite adamant motor is not intended as a serious collector of trophies. It was “a light Enduro fun and feathers to really enjoy and there is no competition engine extremes.” Regardless, this could be a major step for KTM. If the motor does not make it to production for 2012, it has implications of future machines like motard and dual sport version. Consider further information when KTM release details next month about the KTM Freeride 350.

Buell XB12R

buell.com – There was a time when the sportbike world was defined by a very narrow, very uniform set of rules. Buell ignored all of it with the creation of the Firebolt® XB12R. It redefines what a frame should be, what a front brake should be and what a sporting engine should be. This is a motorcycle for riders who value the light weight and razor sharp agility of a sportbike, but crave the look, sound and feel of an air-cooled, 45-degree V-twin. Its torque-rich powerplant, intuitive handling and proven reliability make it a potent canyon carver. So much for convention.

Buell XB12R Sport Motorcycles

2010 Buell XB12R Features:

ZTL-2™ Front Brake

Proven through multiple wins in AMA Pro Racing, the Buell Zero Torsional Load (ZTL-2™) front brake utilizes a 4-pad, 8-piston caliper and single 375 mm rotor. The caliper casting was optimized for clamp stiffness, yielding a more progressive and connected braking feel to the rider. New for 2010, the flycut ZTL-2™ logo adds a trick look to the caliper. The rim-mounted design eliminates the need for load-bearing spokes or even a second disc, resulting in a front-end assembly that is significantly lighter than competitive designs.

6-spoke Cast Aluminum Wheels

The Buell 6-spoke front wheel is extremely light, reducing steering inertia and unsprung weight for better handling on the track or less-than-perfect streets.

Pirelli® Diablo Corsa III Tires

Pirelli® Diablo Corsa III tires feature a three-zone compound for optimum street and track use.

Underslung Exhaust

Exhaust cans are heavy and hot. It doesn’t make sense to hang them up high and off the back of the bike and close to the rider. Our underslung exhaust – a Buell staple since 1985 – concentrates the weight underneath the chassis to provide greater Mass Centralization. The result is a clean, uncluttered look, improved flickability and superior handling. It also features a large-volume muffler tuned to produce a linear horsepower and torque curve.

Buell® Intuitive Response Chassis (IRC)

With its 52-inch wheelbase, the Firebolt® handles with surgical precision. The rigid chassis keeps you stable and confident through the turns, while the 21-degree rake and 3.3-inch trail improves agility.

Frame and Swingarm

Handling is key to everything we do. That’s why our massive frames and swingarms are made of aluminum. Lightweight and extremely rigid, they minimize torsional flex and optimize lateral flex for control in the corners. Incorporating the fuel tank into the frame and the oil reservoir into the swingarm also improves handling. By lowering the placement of the fluids, the center of gravity shifts downward, which explains why a Buell® flicks so effortlessly through corners.

Front Suspension

The fully adjustable 43 mm Showa® inverted fork features a high-performance damping cartridge that lets you adjust the setup for any situation, with 5.6-inches of travel to soak up every bump and pothole. Whether it’s at the track or the ride home, you can optimize the suspension for excellent feedback and razor-sharp handling

Rear Suspension

A top-shelf Showa® push shock with a fully adjustable damping cartridge allows you to fine-tune the compression, rebound and preload to maximize handling and feedback for any condition.

1203 cc Thunderstorm® Engine

The Thunderstorm® 1203 cc, 45-degree V-twin delivers the iconic look, thunderous sound and power-pulsing feel that only a V-twin engine can offer. Following the style of an American Muscle machine, you can tap into maximum torque in any gear, regardless of where the tach needle is pointing. In fact, you’ll find that over 85 percent of the motor’s torque is available at just 2500 rpm. Performance and dependability are enhanced with a large crank pin, a large-capacity oiling system and an electronic timing system and ECM that control a DDFI 3 fuel injection system. Combined, these features improve drivability and performance while reducing maintenance costs.

Tail Section

The rear section is clean and sleek with a passenger seat hidden under an easily removable cowling.

Immediate Throttle Response Belt Drive

A unique constant-tension pulley eliminates slack in the driveline, resulting in smoother on/off throttle transitions no matter what position the swingarm is in. Clean, quiet and extremely strong, the Goodyear® Hibrex® belt with Flexten® Plus technology never requires adjustments of any kind. It’s extremely light, weighing just 1.06 pounds.

Footpegs

The footpeg placement keeps you in an aggressive riding stance to optimize your ability to quickly shift your weight around the bike while still allowing for a comfortable body position that reduces weight and pressure on your hands.

Convenience Features

Tie-down hooks on the tail section make it easy to secure extra gear.

Battery Tender Plug

New for 2010, a battery tender plug comes standard and is conveniently located underneath the passenger seat for easy access.

12-liter Air Box

The large 12-liter air box is designed to optimize air intake and accommodate a large, easy-to-service air filter.

Handlebars

Clip-on style bars. The riding position helps use your body’s weight to move the bike through turns. Confident and in control, it offers great communication between rider and machine.

Weight

At just 395 pounds dry, the XB12R is extremely lightweight. It feels quick and nimble, and makes cornering transitions effortless.

Fairing

The aerodynamic front fairing provides outstanding rider wind protection while still maintaining a naked exposed view of the 45-degree, V-twin motor.

Windscreen

Tinted windscreens add some style to provide a custom look.

Durability Features

Standard frame pucks help prevent costly repairs.

Low Unsprung Weight

• Zero Torsional Load (ZTL-2™) braking system.
• Mounted to the wheel’s perimeter, the 375 mm rotor with 4-pad, 8-piston caliper transfers braking forces directly to the rim instead of through the spokes.
• Front-end weighs approximately 7 pounds less than most dual disc set-ups, which significantly reduces unsprung weight.
• Buell Immediate Throttle Response™ system with innovative idler pulley.
• The XB product line has the same Goodyear® Hibrex® final drive belt with Flexten® Plus technology that was developed for the 1125R®.
• Benefits include improved wear and debris resistance, not to mention the fact that it weighs three or four pounds less than chains.
• Clean, quiet, lightweight, no lubrication, no regular maintenance, and no scheduled replacement.
• No adjustments and no driveline lash.

Performance and Handling

• The same AMA Pro Racing winning 4-pad, 8-piston ZTL-2™ (Zero Torsional Load) front braking system that stops the 1125R® also adorns the Firebolt®.
• The same premium three-zone Pirelli® Diablo Corsa III tires that adorn the 1125R® are standard on the XB12R for optimum performance on the street and at a track day.
• Powerful Thunderstorm® 1203 cc, 45-degree, V-twin engine.
• 84 ft./lbs. of torque and 103 hp deliver stump-pulling, arm-ripping, air-cooled power.
• Classic Buell® engine geometry and charisma.
• 10.0:1 compression ratio, 1.50:1 primary drive ratio.
• Single-piece, 49 mm intake throttle body.
• 3.50-inch bore x 3.81-inch stroke.
• Enhanced air cooling: Temperature-controlled fan continues to cool the oil even after the key is pulled.
• 43 mm Showa® inverted front forks feature a fully adjustable high-performance damping cartridge that lets you optimize the suspension for the street or track.

Styling

• Blacked-out components including the frame, swingarm, engine, triple clamps, outer fork tubes and lower castings, brake caliper, footpeg mounts and heel guards.
• Head-turning colors: Sunfire Yellow with black wheels or Villain Black with Hero Blue Translucent wheels – cool, custom looks.
• Hero Blue Translucid windscreen on Villain Black model or smoked windscreen on Sunfire Yellow model.
• Perforated texture seat.
• Black center chin.
• Frame pucks for added protection.

Chassis Rigidity

• Intuitive Response Chassis gives balance and inspires confidence.
• Lightweight, extremely rigid aluminum frame and swingarm; minimizes torsional flex and optimizes controlled lateral flex in the corners.
• Uniplanar™ powertrain, vibration isolation system.

Showa® Inverted Front Forks

• Fully adjustable rear mono-shock.

Ergonomics/Seating Position

When tucked in during aggressive riding, ergonomic cut-outs help connect the rider with the machine and offer better feedback.

O2 Sensor in Front Header

A second O2 sensor has been added to the front header with an updated engine calibration, improving both fuel economy and drivability.

Usable Power

1203 cc models redline at 7100 rpm and 984 cc models redline at 7500 rpm. The power is right there when you need it. So you won’t have to wait for the engine to rev up to the powerband.

Cam-driven High Output Oil Pump Gear

Derived from race testing, this track-proven component improves internal oiling for the crankpin and bearings, increasing service life for all dynamic systems of the powertrain.

Enhanced Air Cooling

As soon as you turn off a motorcycle, the hot oil begins to break down, potentially leading to engine damage. But on a Buell®, the temperature-controlled fan continues to cool the oil even after you pull the key. The fan also has you covered if you happen to get stuck in traffic.

Thunderstorm® – DDFI 3

Actively controls and monitors the Throttle Position Sensor (TPS), Idle Air Control (IAC) and spark timing, automatically zeroing the TPS and adjusting fuel metering at idle and throughout the driving range of the engine to provide a smoother idle and reduced maintenance.

Thunderstorm® – Automated Timing

Electronic engine management system actively monitors and adjusts fuel mapping and timing to current riding conditions for improved ride quality and superior service life.

Large Crank Pin and Bearings

Enhances durability over the service life of the vehicle.

Uniplanar™ Isolation Mounting System

Using two rubber isolators to minimize vibration transfer from the engine to the rider and three tie-bars to inhibit lateral movement between the engine and the frame, the Uniplanar™ Isolation Mounting System decreases rider fatigue while contributing to chassis torsional rigidity for improved handling.

2010 Buell XB12R Specifications:

Dimensions
Overall Length	76.2 in. (1,935 mm)
Seat Height, Laden	30.5 in. (775 mm)
Seat Height, Unladen	31.9 in. (810 mm)
Overall Width without mirrors	28.1 in. (714 mm)
Ground Clearance, Unladen	4.35 in. (110 mm)
Rake (Steering Head Angle) at Ride Height (degrees)	21
Fork Angle at Ride Height (degrees)	21
Trail at Ride Height	3.3 in. (84 mm)
Wheelbase, Unladen	52 in. (1,321 mm)
Fuel Capacity, Total	3.82 gal. (14.5 l)
Fuel Capacity	0.75 gal. (2.8 l)
Oil Capacity	2.5 qt. (2.4 l)
Dry Weight	395 lb. (179 kg)
Gross Vehicle Weight Rating	850 lb. (386 kg)
Load Carrying Capacity	379 lb. (172 kg)
Powertrain
Engine	Thunderstorm 1203 air/oil/fan-cooled, 4-stroke, 45 degree V-twin
Displacement	73.4 cu in (1,203 cc)
Bore	3.5 in. (88.9 mm)
Stroke	3.812 in. (96.82 mm)
Peak Torque per SAE J607, North America	84 ft-lb (114 Nm)
Peak Torque RPM per SAE J607, North America	6,000
Peak Horsepower per SAE J607, North America	103 hp (77 kW)
Peak Horsepower RPM per SAE J607, North America	6,800
Compression Ratio	10.0:1
Mileage per US EPA Urban Trace, CITY	48 mpg (4.9 l/100 km)
Mileage per US EPA HIGHWAY Fuel Economy Test	65 mpg (3.6 l/100 km)
Intake	Zero-resistance airbox
DriveTrain
Primary Drive Type	Chain
Primary Drive Ratio	1.500 (57/38)
Secondary Drive Type	Constant path, 14mm pitch aramid reinforced Hibrex(R) belt with Flexten(R) Plus technology.
Secondary Drive Member Pitch Length (# of Teeth or # of Links)	128
Secondary Drive Ratio	2.407 (65/27)
Transmission type	5-speed, Helical gear design
Transmission Ratio, 1st	2.648
Transmission Ratio, 2nd	1.892
Transmission Ratio, 3rd	1.407
Transmission Ratio, 4th	1.166
Transmission Ratio, 5th	1
Transmission Ratio, 6th
Chassis
Front Brake	ZTL-2 ™ Braking System
Front Rotor and Caliper Configuration	8-piston, fixed caliper. Single-sided, inside-out, floating rotor.
Front Rotor Size, OD	14.77 in. (375 mm)
Number of Front Brake Rotors	1
Rear Rotor and Caliper Configuration	Single-piston, floating caliper. Fixed rotor.
Rear Brake
Rear Rotor Size, OD	9.45 in. (240 mm)
Rear Suspension Type and Configuration	Fully adjustable (adjustable compression damping, rebound damping and spring preload), coil-over monoshock with remote, underseat reservoir.
Front Suspension Type and Configuration	Fully adjustable (adjustable compression damping, rebound damping and spring preload) inverted forks.
Front Fork Slider Tube Diameter	1.69 in. (42.9 mm)
Fork Lock Availability (true or false)	True
Suspension Travel, Front Wheel, Along Fork Line	4.72 in. (120 mm)
Suspension Travel, Rear Wheel, Vertical	5.06 in. (129 mm)
Lean Angle at Full Suspension Compression, Soft Contact, Left (degrees)	47
Lean Angle at Full Suspension Compression, Soft Contact, Right (degrees)	47
Lean Angle at Full Suspension Compression, Hard Contact, Left (degrees)	48
Lean Angle at Full Suspension Compression, Hard Contact, Right (degrees)	50
Frame	Aluminum frame with Uniplanar Powertrain vibration isolation system – FUEL IN FRAME
Swingarm Description	Cast aluminum swingarm with detachable brace. OIL IN SWINGARM.
Wheels and Tires
Tire Brand and Model, Front	Pirelli Corsa III
Tire Brand and Model, Rear	Pirelli Corsa III
Tire Size Designator, Front	120/70 ZR-17
Tire Size Designator, Rear	180/55 ZR-17
Wheel Type, Front	6-spoke, ZTL, cast aluminum front wheel.
Wheel Type, Rear	6-spoke, cast-aluminum rear wheel.
Wheel Size, Front (width x dia) (in)	3.5×17
Wheel Size, Rear (width x dia) (in)	5.5×17
Electrical
Battery Type and Specifications	Sealed Lead Acid, maintenance-free, 12-volt, 12 amp-hour (per Battery Council International rating), 200 cca.
Charging System Specifications	30-amp max permanent magnet single-phase alternator with solid-state regulator (405 watts@3,000 rpm, 405 watts peak)
Starter System Specifications	1.2 kW electric with solenoid shift starter motor engagement
Headlamp Type and Wattages (high, low and position lamp)	Twin-projector beam (H3). 55-watt low beam, 55-watt high beam. 3-watt position lamp (EUR, ENG, JPN, AUS).
Tail Light Wattages (stop and running)	.55W for tail light, 5W for stop light
Turn Signal Lights Type (manual or self-canceling) and Wattage	Manual canceling, 10w.
License Plate Lamp Wattage	5w
Miscellaneous
Windscreen or Flyscreen
Warranty Term
Colors/Finishes/Graphics
Body Work (molded in color)	Sunfire Yellow, Villain Black
Frame	Phantom Metallic
Wheels	Hero Blue Translucent (on Villain Black body) or Villain Black (on Sunfire Yellow body)

2012 Kawasaki ZX-14R Preview

Kawasaki is serving up a rejuvenated ZX-14R featuring a traction control system and ABS. More potent, agile and sure-footed than ever, Kawasaki’s crotch rocket is well on its way to dominate the open field once again.

Although the mechanics of the beast have been completely revised, in the looks department, well, let’s just say we’ve seen more thrilling revamps before. Make no mistake; this is still one massive, fearsome looking machine. Featuring the obligatory string of six headlamps, the new wraparound fairing reveals a formerly unknown aggressive side. The tail end is just as huge, highlighting two beefy exhaust pipes Kawasaki says it styled the ZX-14R in response to specific requests from fans of this type of bike.

For 2012, Kawasaki is serving up a rejuvenated ZX-14R featuring a traction control system and ABS. (Photo: Kawasaki)

Take no prisoners
The fire-breathing monster puts down 200 hp at just 10,000 rpm and can easily reach 300 clicks. To fix the shortcomings of the outgoing model, which lacked low-rpm torque, the new engine displaces 1,441 cc instead of 1,352 cc and has a compression ratio of 12.3:1, up from 12.0:1. It’s fitted with a revised cam chain, forged pistons and a reinforced crankshaft that will ensure its longevity.

Kawasaki’s engineers also worked on improving engine lubrication. The modified oil system reduces cavitation, and the flow of the relocated nozzles has been increased. What’s more, the new engine block breathes easier thanks to a higher flow, reduced resistance airbox.

The exhaust manifold’s diameter has been bumped up from 38.1 to 42.7 mm, and the dual silencers boast a catalytic conversion system that exceeds current European standards. The beast also inherits a higher capacity radiator backed up by two 130 mm ventilators instead of just the one.

A comfortable missile
Though it looks like it was designed for Hulk, the 2012 Kawasaki ZX-14R remains true to the original concept: to be comfortable, smooth, safe and fast. The fairing has been modified and tested in a wind tunnel, and the new seat is both comfier and more supportive. The engine also features two secondary balance shafts that reduce vibrations.

Electronics to the rescue As we were all hoping, the jolly green destroyer is now fitted with the famous 3-mode K-TRC traction control system, which can be deactivated. A legacy of the ZX-10R superbike, this is one of the best riding aid technologies in the industry. Mode 3 emphasizes grip and stability, Mode 2 puts all ponies at our disposal with traction and wheelie control functions and Mode 1 gives the beast its head while still keeping an eye on things. And that’s not all! The ZX-14R borrows features from the 10R as well, namely its sophisticated ABS and its two power modes, one of which curbs throttle response and power to 70%. And let’s not forget the frame The frame and rocker arm went under the knife as well, so they’d be able to handle all that grunt. The fork and shock have been updated, and lighter wheels optimize the Kawasaki’s sporty tendencies. As for the dash, the ZX-14R now boasts an on-board computer along with the conventional stuff. It displays average and current fuel consumption, engine and ambient temperature, the selected gear, the power mode and the K-TRC mode. As for the dash, the ZX-14R now boasts an on-board computer along with the conventional stuff. (Photo: Kawasaki) As provocative as ever, Team Green uses subtleties like “leapfrog the competition” and “total domination” to describe its two-wheel missile. Visibly looking to one-up the competition in the open class, Kawasaki pulled no punches for the new ZX-14R. I know a certain Suzuki Hayabusa that’s probably looking nervously over its shoulder right about now.

2012 RSV4 Factory APRC

2012 RSV4 Factory APRC

Aprilia are now showing the 2012 RSV4 Factory APRC at the EICMA motorcycle show in Milan. The RSV4, currently one of the hottest, fastest superbikes on the planet, gets new colours for 2012 as well as revised engine management and a tweaked, optimised Aprilia Performance Ride Control (APRC) package with eight-level traction control, launch control, quick shift system and wheelie control.

Created with the single-minded goal of being simply the best on the track and on the road, since its inception the 2012 RSV4 Factory APRC has astonished the world with its looks, technology and performance. The first 65° V-4 engine ever in a sports production bike, a chassis worthy of a 250 GP, Ride By Wire, multimap engine management: all these are accomplished achievements for the Aprilia RSV4, that tops unique architecture and specs with Aprilia's signature excellent rideability brought to the next level.

With 180 horsepower at 12,250rpm and 115Nm of torque at 10,000rpm from its 999cc V4, the 2012 RSV4 Factory APRC remains one of the most powerful litre-class superbikes in the world. At 179 kilos dry, it’s not the lightest in its class, but with its host of high-tech electronics and superb chassis, it definitely is one of the best handling. We expect the 2012 edition to come out on top in litre-bike shootouts that are sure to happen over the next few months.

The chassis framework is completed by a top notch suspension package, the Sachs upside down fork has 43 mm diameter stanchions and offers the possibility of adjusting the spring and hydraulic compression and rebound preload. The Sachs rear shock was developed from experience learned directly on the track. It features a Piggy Back nitrogen canister (separate and mounted on the body of the unit) and adjustable spring preload, compression and rebound damping and length, allowing the height of the rear end of the bike to be altered to modify the set-up to suit different riding styles and tracks. Completing the package is a steering damper, also by Sachs, which ensures impeccable high speed stability and millimetre precision in setting the bike up for turns.

The new features introduced by the 2012 RSV4 Factory APRC in detail:

1. APRC Aprilia Performance Ride Control, the electronic management package including:

• ATC: Aprilia Traction Control automatically adjusts to different types of tyres, with 8 settings conveniently selectable while racing from a joystick on the left handlebar without turning down the throttle;
• AWC: Aprilia Wheelie Control with three settings;
• ALC: Aprilia Launch Control, for use on the track only, with 3 settings;
• AQS: Aprilia Quick Shift, for ultra-fast shifting without closing the throttle or using the clutch.

2. Dual display mode for instrument panel display: ROAD and RACE;

3. New exhaust is lighter and offers improved performance;

4. Optimised gear ratios for the utmost track performance;

5. Improved engine lubrication;

6. Lighter three double-spoke wheels.

2012 RSV4 Factory APRC

2012 Aprilia RSV4 Factory APRC - International Specifications/Technical Details
MSRP Price: TBA

Engine 

• Aprilia longitudinal 65° V-4 cylinder, 4-stroke, liquid cooling system, double overhead camshafts (DOHC), four valves per cylinder
• Fuel Unleaded petrol
• Bore and stroke 78 x 52.3 mm
• Total engine capacity 999.6 cc
• Compression ratio 13:1
• Maximum power at crankshaft 180 HP (132.4 kW) at 12,250 rpm
• Maximum torque at crankshaft 115 Nm at 10,000 rpm
• Fuel system Airbox with front dynamic air intakes. Variable length intake ducts controlled via ECU.
• 4 Weber-Marelli 48-mm throttle bodies with 8 injectors and latest generation Ride-by-Wire engine management. 
• Choice of three different engine maps selectable by the rider with bike in motion: T (Track), S (Sport), R (Road)
• Ignition Magneti Marelli digital electronic ignition system integrated in engine control system, with one spark plug per cylinder and "stick-coil"-type coils

Starter Electric

• Exhaust system 4 into 2 into 1 layout, single oxygen sensor, lateral single silencer with engine control unit-controlled butterfly valve and integrated trivalent catalytic converter (Euro 3)
• Alternator Flywheel mounted 420W alternator with rare earth magnets 
• Lubrication Wet sump lubrication system with oil radiator and two oil pumps (lubrication and cooling)
  

Transmission 6-speed cassette type gearbox
1st: 38/16 (2.375)
2nd: 35/18 (1.944)
3rd: 28/17 (1.647)
4th: 32/22 (1,455)
5th: 34/26 (1,308)
6th: 33/27 (1,222)

• Gear lever with Aprilia Quick Shift electronic system (AQS)
• Clutch Multiplate wet clutch with mechanical slipper system
• Primary drive Straight cut gears and integrated flexible coupling, drive ratio: 73/44 (1,659)
• Secondary drive Chain: Drive ratio: 42/16 (2.625)
• Traction management APRC System (Aprilia Performance Ride Control), which includes Traction Control (ATC), Wheelie Control (AWC), Launch Control (ALC), all of which can be configured and deactivated independently.
• Chassis Twin-spar adjustable aluminium frame, with castings and pressings.
  

Envisaged adjustments:

• headstock position and rake
• engine height
• swingarm pin height
  

Öhlins adjustable steering damper

• Front suspension Öhlins Racing upside-down fork, ? 43-mm stanchions (with Tin surface treatment). Low profile forged aluminium radial caliper mountings. Completely adjustable spring preload and hydraulic compression and rebound damping. Wheel travel: 120 mm
• Rear suspension Double braced aluminium swingarm; mixed low thickness and sheet casting technology.
• Öhlins Racing mono-shock absorber with completely adjustable piggy-back in: spring preload, wheelbase, hydraulic compression and rebound damping. APS progressive linkage. Wheel travel 130mm
• Brakes Front: Dual 320-mm diameter floating stainless steel disc with lightweight stainless steel rotor and aluminium flange with 6 pins. Brembo monobloc radial callipers with 4 ?34-mm opposite. Sintered pads. Radial pump and metal braided brake hose
• Rear: 220-mm diameter disc; Brembo floating calliper with two ?32mm isolated pistons. Pump with integrated tank and metal braided hose
  

Wheel rims Aprilia forged aluminium alloy rims, completely machined, 5 split spokes.

• Front:3.5"X17"
• Rear: 6"X17"
• Tyres Radial tubeless.
• Front: 120/70 ZR 17
• Rear: 200/55 ZR 17 (alternative: 190/50 ZR 17; 190/55 ZR 17)
  

Dimensions (default settings) 

• Max. length: 2040 mm
• Max. width: 735 mm (at the handlebar)
• Max. height: 1120 mm
• Min. height from the ground: 130 mm
• Saddle height: 845 mm 
• Centre to centre distance: 1420 mm
• Trail: 105 mm 
• Steering angle:24.5°
• Kerb weight 179 kg *
• Tank 17 litres (4-litre reserve included)
  

*Dry weight, without battery and fluids.

2012 Suzuki GSX-R1000 Review

The 2012 Suzuki GSX-R1000: Similar on the outside, much different on the inside.

Leaner and Meaner
Along with the switch to the single muffler design this year, the under-engine chamber is also gone. The 4-2-1 stainless steel exhaust gains a little pipe length before meeting with the titanium exhaust canister. Following these outward updates the remaining changes come from within, focusing primarily on the engine, but also on the chassis. The design goals for the new engine include reducing weight, improving low- and mid-range torque, better throttle response and higher fuel mileage. Interestingly, though, Suzuki didn’t highlight increased peak power as an objective for the new mill.

This view shows the pentagonal ventilation hole in the crankcase that Suzuki says allows the engine to breathe more easily. Similar measures were also taken on the GSX-R600/750 of 2011.

Using finite-element-method (FEM) and fatigue-analysis techniques borrowed directly from MotoGP, the new GSX-R’s pistons are 11% lighter and yield a slightly higher compression ratio of 12.9:1 (from 12.8:1).To help the engine breathe better and reduce pumping losses, pentagonal crankcase vents replace the box-shaped vents seen on the previous model.
New camshaft profiles include slightly more lift on the exhaust side, and valve-overlap duration has been shortened a smidge as well. The four-valve-per-cylinder layout is retained with the valves still made from titanium. The revised cam profiles along with the retuned exhaust and subsequent ECU recalibration is said to give the newly updated GSX-R1000 engine a broader torque curve than before without losing any of the top-end hit from the previous model.

Gone are the gold forks of 2011, replaced with black units. More important, however, are the new monobloc Brembo calipers.

Next, the chassis got the Jenny Craig treatment. As mentioned earlier, the 2012 Gixxer ditches the extra exhaust canister it had a year ago, reducing the overall width 15mm to 705mm (27.8 inches) while also losing a significant amount of weight.
The new Brembo calipers are lighter than the outgoing Tokico calipers as well, but also provide more positive braking power and feel, not only because of their construction, but also due to slightly larger caliper pistons. Rotor thickness is scaled back to 5.0mm from 5.5mm in order to reduce unsprung weight, but rotor diameter stays the same at 310mm. All told, the new GSX-R1000 is 4.4 pounds lighter than last year.
Bump absorption comes from Showa’s Big Piston Fork that sees a few tweaks this year. The new forks are 7mm shorter in length, with a 5mm reduction in stroke. Suspension settings are accordingly softened to accommodate the bike’s weight loss. Out back, the same fully adjustable shock from the previous model is carried over without any changes.
Other odds and ends include a new arrangement for the front axle that now utilizes an outer thread and nut, rather than the hollow bolt and inner thread used previously. Not only does this eliminate the need for a special tool to take wheels off, it also sheds 39 grams. Seat height remains the same at 31.9 inches, but the seat’s now covered in a grippier material to keep the rider from sliding around unintentionally.

The rear of the GSX-R1000 reveals a missing left muffler, as seen on the 2011 model. Also, exhaust plumbing underneath the engine is cleaned up dramatically with the elimination of the exhaust chamber seen last year.

What About T/C?

The cockpit is home to many buttons and displays, but none of them include settings for traction control.

After reviewing all the improvements to the new GSX-R1000, one glaring omission from the list is traction control. The latest trend in sportbikes these days is equipping a motorcycle with T/C from the factory; it’s like a right of passage in the eyes of the general consumer. With the amount of power today’s literbikes put out, surely an electronic safety net is needed to protect riders from themselves, right?
Suzuki doesn’t think so. Its philosophy is to engineer a motorcycle with handling characteristics that will communicate to the rider and warn them if the rear is spinning. Like Honda and its CBR1000RR, Suzuki’s stance on T/C isn’t to simply incorporate the system just because its competitors are doing so. It’s definitely a technology being researched (and surely being developed behind closed doors), but we’ll have to wait for a future model before we see it in production.
Own The Racetrack
To see if its newest creation lives up to its “Own The Racetrack” tagline, Suzuki invited journalists to Homestead-Miami Speedway in Florida to put the new GSX-R1000 through its paces. We were greeted with gloomy weather and under constant threat of rain. Rain tires weren’t needed, but the standard Bridgestone Battlax Hypersport S20 tires were replaced with the more track-oriented Racing R10. Front tire size remained the same, but the rear 190/50-17 S20 was substituted for a 190/55-17 R10.
Sitting on the new GSX-R feels instantly familiar to all the GSX-R models I’ve ridden in the past. You sit “in” rather than “on” the Suzuki. Immediately noticeable once the new G1K is rolling is the bump in low-end power. Homestead’s infield layout consists mainly of slow- to medium-speed bends that lead to sizable straights, and squirting out of these turns on the new Suzuki reveals the increase in grunt within the engine.

It’s easy to get comfortable on the latest Gixxer Thou if you’ve liked the ergos of previous models. With plenty of room to scoot around in the saddle and adjustable footpegs, riders of many shapes and sizes are accommodated.

I’ll admit to being suspicious when told why traction control was missing from the GSX-R. With a host of electronics already equipped, including the Suzuki Drive Mode Selector system, I figured adding T/C would be a natural next step. Excuses or not, the connection between throttle and rear tire is superb, as the sometimes-damp conditions would cause the rear to spin when accelerating. It was never an issue, however, and controlling the slide was a simple matter of modulating the right wrist.

With the shortest wheelbase in its class at 1405mm (55.3 inches), the numbers suggest the Suzuki is quick to turn.

Speaking of S-DMS, in its latest iteration it’s no longer needed to press and hold the button to change modes. Now, a simple tap does the job and it can be done on the fly. After riding in A mode for much of the day, tapping to B mode reveals distinct steps in power. The first pull starts from idle to 3000 rpm, then from 3000 rpm to 10,000 rpm. During both of these segments, power delivery is noticeably softer than A mode. Once the engine is spinning above 10,000 rpm full power is restored, kicking in with a force hard enough to scoot you back in the saddle. C-mode neuters power to the point where it’s simply not fun to ride anymore.
While this latest GSX-R1000 continues Suzuki’s evolution of refinement, unfortunately this wasn’t reflected in the gearbox – shifting was notchy and harsh at times. Deliberate pressure on the shifter during clutchless upshifts was crucial to a successful gear change. Gearing felt tall for this particular track, as rarely did I need more than third gear, even on the oval portion of the track, though this is more an indication of just how powerful modern literbikes have become.
Braking power from the new Brembo monoblocs is everything we’ve come to expect from the brand. Monstrous stopping ability is a simple matter of squeezing the lever harder. Modulation was equally impressive, making it easy to trail-brake right to the apex.

Despite a highly composed front-end under braking, feedback at full lean didn’t inspire complete confidence in the front.

Thanks to the Big Piston Fork, composure under braking was equally excellent. After that, however, finding confidence in the front end was a struggle. The changing weather conditions or the concrete patches in every turn could be partially to blame, but it was an issue I heard other journalists also mumbling about. Having not ridden its predecessor for some time, it’s hard to judge the new Gixxer’s flickability, though it does feel on par with the rest of its Japanese contemporaries in this department. 
Still King of Sportbikes?
Some might wonder if Suzuki has done enough to surpass its competition both in the dealership and the racetrack. With a price-point set at $13,799, $200 more than the 2011 version, equal to the 2012 Honda CBR1000RR, and $200 less than the traction-control-equipped Kawasaki ZX-10R and Yamaha YZF-R1, Suzuki has placed the new GSX-R right in contention. With bottom-end power close to that of the Honda — and similar front ends — the battle between the two will be tight.

Make no mistake; the GSX-R1000 is still a solid performer. Improvements to the engine’s low-end power make a big difference, but time will tell if the improved power, the Brembo brakes and attractive pricing are enough to give it the nod in the ultra-competitive literbike market.

One thing the Suzuki has on its side is its popularity in the aftermarket world. Virtually any performance part or accessory is available for every GSX-R, giving you the ability to customize it to your liking. In addition, Suzuki is making it more attractive than ever to buy one of its motorcycles, scooters or ATVs, regardless of model year, with an industry-leading 0% finance offer for five years, for all regular tiers through March 31, 2012. Additionally, select models, including the GSX-R, are also eligible for $1000 off through March 31st.
With deals like that, the new GSX-R might have success in the sales wars, but there’s only one way to know if it will “Own the Racetrack.” We’ve been plotting our 2012 literbike shootout, and over the next few weeks we’ll pit all of the major contenders, including the GSX-R1000, against each other for both street and track superiority. It promises to be an epic test and one that’s not to be missed. Stay tuned.

2012 KTM 1190 RC8R

2012 KTM 1190 RC8R

2012 KTM 1190 RC8R - For 2012, KTM further revised its signature 175-horsepower superbike, the RC8 R receiving some updates to the engine, transmission, suspension and electronics. The bike is also still offered in the RC8 R Race Spec, a full-on race machine.

2012 KTM 1190 RC8R benefits massively from racing, with the Superbike factory riders closely collaborating with the developers and providing invaluable input from the analysis of their IDM Superbike races. Optimised flywheel masses let the 75° twin rev extremely smoothly.

Starting with the 1195cc 75-degree V-Twin, KTM added 100 grams of weight to the forged crankshaft for more inertia, allowing for better mass distribution and smoother running. KTM further enhanced the engine's inertia by 25 percent through beefing up the flywheel a kilogram.

2012 KTM 1190 RC8R's six-speed transmission was also updated. KTM first added a sensor that allows the ECU to help control engine braking depending on the current gear, killing the need for a slipper clutch. KTM also redesigned the RC8 R's shift drum to reduce weight and provide better shifting, and also added stiffer aluminum gear shifter linkage for more precise shifts and easier adjustability.

2012 KTM 1190 RC8R Black

The dual-plug ignition ensures a perfect combustion control, with the pleasant side effect of a high output, peaking at 175 hp and 127 Nm of torque. An eccentric height adjustment bracket in the rear suspension linkage adds more set-up options. The carefully tuned suspension ensures a composed and comfortable ride even on public roads. As the first uncompromising hypersports tire, the Dunlop SportSmart delivers a first-rate performance on the track, in everyday road riding and in the wet. All this makes the 2012 KTM 1190 RC8R a consistently developed package for a single purpose – great fun on every mile!

2012 KTM 1190 RC8R Rear View

2012 KTM 1190 RC8R - International Specifications/Technical Details
MSRP Price: See KTM dealer for pricing.

ENGINE

• Engine type : 2-cylinder, 4-stroke, V 75°
• Displacement : 1,195 cc
• Bore/stroke : 105/69 mm
• Power : 129 kW (175 hp) @ 10250 rpm
• Torque : 127 Nm @ 8000 rpm
• Compression ratio : 13.5:1
• Starter/battery : Electric starter/12V 11.2Ah
• Transmission : 6 gears
• Fuel system : Keihin EFI (throttle body 52 mm)
• Control : 4 V/DOHC
• Lubrication : Pressure lubrication with 3 Eaton pumps
• Engine oil : Motorex, SAE 10W-50
• Primary drive : 40:76
• Final drive : 17:37
• Cooling : Liquid cooling
• Clutch : Wet multi-disc clutch, hydraulically operated
• Engine management/ignition : Keihin EMS

CHASSIS

• Frame : Chromium-Molybdenum trellis frame, powder-coated
• Subframe : Aluminium
• Handlebar : Aluminium stump handlebar
• Front suspension : WP-USD Ø 43 mm
• Rear suspension : WP-Monoshock
• Suspension travel front/rear : 120/120 mm
• Front brake : 2 x Brembo Monobloc four piston, radially bolted caliper, Ø 320 mm
• Rear brake : Brembo two piston, fixed caliper, brake disc Ø 220 mm
• Wheels front/rear : Cast aluminium wheels 3.50 x 17''; 6.00 x 17''
• Tires front/rear : 120/70 ZR 17; 190/55 ZR 17
• Chain : X-Ring 5/8 x 5/16"
• Silencer : Stainless steel underfloor silencer with regulated catalytic converter
• Steering head angle : 66.7°
• Trail : 97 mm
• Wheel base : 1,425 mm
• Ground clearance : 110 mm
• Seat height : 805/825 mm
• Tank capacity : approx. 16.5 litres/3.5 litres reserve
• Weight (ready to race) : approx. 184 kg (without fuel)

2012 KTM 990 Super Duke R

2012 KTM 990 Super Duke R

2012 KTM 990 Super Duke R - The ultimate KTM hooligan bike received only slight modifications for the year 2012 edition. But, although small, one of those changes completely changed the caracter of the KTM 990 Super Duke R. In previous edition this street attack machine was strictly for one person, but now it can transport two! Double seat and added footrest now allow the passenger to carve those backroads with you.

2012 KTM 990 Super Duke R still runs the well-known V2 engine, but now the power has been reduced from 132 hp to 125 hp. Rated at a plentiful 125hp, the newly homologated LC8 V-twin engine delivers a solid punch and incomparable liveliness. The sharper trellis frame makes for maximum agility with its sporting “R” geometry and only nine kilograms of weight. The special “R” chassis ensures a high-resolution feedback about the road surface with its precisely adjustable WP steering damper and top quality suspension components. The 2012 KTM 990 Super Duke R will go on sale across international markets in February.

2012 KTM 990 Super Duke R

2012 KTM 990 Super Duke R

2012 KTM 990 Super Duke R

2012 KTM 990 Duke R - International Specifications/Technical Details
MSRP Price: See KTM dealer for pricing.

ENGINE

• Engine type : 2-cylinder, 4-stroke, V 75°
• Displacement : 999 cc
• Bore/stroke : 101/62.4 mm
• Power : 92 kW (125 hp) @ 9000 rpm
• Torque : 100 Nm @ 8000 rpm
• Compression ratio : 11.5:1
• Starter/battery : Electric starter/12V 11.2Ah
• Transmission : 6 gears
• Fuel system : Keihin electronic fuel injection
• Control : 4 V/DOHC
• Lubrication : Pressure lubrication with 2 Eaton pumps
• Engine oil : Motorex, SAE 10W-50
• Primary drive : 35:67
• Final drive : 16:38
• Cooling : Liquid cooling
• Clutch : Wet multi-disc clutch, hydraulically operated
• Engine management/ignition : Keihin EMS

CHASSIS

• Frame : Chromium-Molybdenum trellis frame, powder-coated
• Subframe : Aluminium
• Handlebar : Aluminium, tapered, Ø 28/22 mm
• Front suspension : WP-USD Ø 48 mm
• Rear suspension : WP-Monoshock
• Suspension travel front/rear : 135/150 mm
• Front brake : 2 x Brembo four piston, radially bolted caliper, brake disc Ø 320 mm
• Rear brake : Brembo single piston, floating caliper, brake disc Ø 240 mm
• Wheels front/rear : Cast aluminium wheels 3.50 x 17''; 5.50 x 17''
• Tires front/rear : 120/70 ZR 17; 180/55 ZR 17
• Chain : X-Ring 5/8 x 5/16"
• Silencer : Stainless steel silencer with regulated catalytic converter
• Steering head angle : 67.3°
• Trail : 93.9 mm
• Wheel base : 1,450 ± 10 mm
• Ground clearance : 150 mm
• Seat height : 850 mm
• Tank capacity : approx. 18.5 litres/3.5 litres reserve
• Weight (ready to race) : approx. 186 kg (without fuel)

2012 MV Agusta Brutale 1090R

2012 MV Agusta Brutale 1090R

2012 MV Agusta Brutale 1090R - To please the crowd of motorcyclists who crave naked sportbikes, MV Agusta releases the 2012 MV Agusta Brutale 1090R. This incredible naked has enamored the motorcycle world with its unique design that has been to date unequaled. Ever since its introduction the BRUTALE has continued to be the leader in both design and performance. With the launching of the 2012 MV Agusta Brutale 1090R, the most beautiful and powerful naked is now within reach of an even larger number of riders whom have always dreamed of experiencing the emotions only the BRUTALE can deliver. A new engine configuration, new chassis settings, a onepiece seat design with a focus on comfort, the 2012 MV Agusta Brutale 1090R offers a new interpretation of a high performance naked. A motorcycle that offers aggressive styling and raw performance matched with an intuitive chassis. A Brutale that is always incredibly easy to ride, has never been this comfortable and intuitive.

The 2012 MV Agusta Brutale 1090R engine is a powerful 1078cc four-cylinder radial intake and exhaust valves, the largest engine ever built in the transition MV Agusta. It 'a volcano of power and torque is 106 kW (144 hp) at 10.300 rpm.

2012 MV Agusta Brutale 1090R

2012 MV Agusta Brutale 1090R uses two-piece four-piston Brembo calipers instead of the 1090RR’s monoblock front calipers and cast aluminum wheels instead of the RR’s forged rims. 2012 MV Agusta Brutale 1090R uses a Marzocchi 50mm upside-down fork with adjustable preload, damping and rebound and will have only 120mm of travel instead of the 1090RR’s 130mm. A Sachs shock with rebound damping and spring preload adjustment provides rear suspension.

The frame is a mixture of steel and aluminum, along with a 50 mm front fork and rear shock Marzocchi USD Sachs, both with specific valve to R Brutale 1090 which can dominate the winding roads and challenging race tracks. The Brutale 1090 R also uses a 190/55 - ZR17 rear tires ensures optimum grip even in extreme conditions.

2012 MV Agusta Brutale 1090R - International Specifications
MSRP Price - The suggested retail price in Italy is €13.990 euros
Every country could have a price variation due to local import duties and taxes.

ENGINE

• Type Four cylinder, 4 stroke, 16 valve
• Timing system "D.O.H.C", radial valve
• Total displacement 1078 cm3 (65.78 cu. in.)
• Compression ratio 13:1
• Starting Electric
• Bore x stroke 79,0 mm x 55,0 mm (3.1 in. x 2.2 in.)
• Max. horse power - r.p.m. (at the crankshaft)
• Full power version 106 kW (144,2 HP) at 10300 r.p.m.
• Lim. 11600 r.p.m.
• Restricted power version 73 kW (99 HP) at 8500 r.p.m.
• Lim. 10750 r.p.m.
• Max. torque - r.p.m.
• Full power version 112 Nm (11.4 kgm) at 8100 r.p.m.
• Restricted power version 103 Nm (10.5 kgm) at 5500 r.p.m.
• Cooling system Cooling with separated liquid and oil radiators
• Engine management system Magneti Marelli IAW 5SM ignition - injection integrated system with Mikuni throttle body; induction discharge electronic ignition; sequential timed "Multipoint" electronic injection
• Clutch Wet, multi - disc
• Gear Box Cassette gearbox; six speed, constant mesh
• Primary drive 50/79
• Gear ratio (full power version)
• First gear: Speed* 13/38 109.7 km/h (68.1 mph) at 11600 r.p.m.
• Second gear: Speed* 16/34 150.8 km/h (93.6 mph) at 11600 r.p.m.
• Third gear: Speed* 18/32 180.3 km/h (111.9 mph) at 11600 r.p.m.
• Fourth gear: Speed* 20/30 213.7 km/h (132.7 mph) at 11600 r.p.m.
• Fifth gear: Speed* 22/29 243.2 km/h (151.0 mph) at 11600 r.p.m.
• Sixth gear: Speed* 19/23 265.0 km/h (164.5 mph) at 11600 r.p.m.
• Final velocity ratio 15x41
  

ELECTRICAL EQUIPMENT

• Voltage 12 V
• Alternator 350 W at 5000 r.p.m.
• Battery 12 V - 8.6 Ah
  

DIMENSIONS AND WEIGHT

• Wheelbase 1430 mm (56.30 in.)
• Overall lenght 2045 mm (80.51 in.)
• Overall width 775 mm (30.51 in.)
• Saddle height 830 mm (32.68 in.)
• Min. ground clearance 150 mm (5.91 in.)
• Trail 103,5 mm (4.07 in.)
• Dry weight 190 Kg (418.9 lbs)
• Fuel tank capacity 23 l (6.07 U.S. gal.)

* Top speed attained on closed course.

PERFORMANCE

• Maximum speed* Full power version 265 km/h (164.5 mph)
• Restricted power version 245 km/h (152 mph)
  

FRAME

• Type AIS Steel tubular trellis (MAG welded)
• Rear swing arm pivot plates: material Aluminium alloy
  

FRONT SUSPENSION

• Type "UPSIDE - DOWN" telescopic hydraulic fork with external and separated adjustment of rebound and compression damping and of spring preload
• Rod dia. 50 mm (1.97 in.)
• Travel on leg axis 120 mm (4.72 in.)
  

REAR SUSPENSION

• Type Progressive, single shock absorber with rebound damping and spring preload adjustment
• Single sided swing arm: material Aluminium alloy
• Wheel travel 120 mm (4.72 in.)
  

BRAKES

• Front brake Double floating disc with Ø 310 mm (Ø 12.2 in.) diameter, with steel braking band and steel flange
• Front brake caliper Radial with 4 pistons - Ø 32 mm (Ø 1.26 in.)
• Rear brake Single steel disc with Ø 210 mm (Ø 8.27 in.) diameter
• Rear brake caliper With 4 pistons - Ø 25,4 mm (Ø 1.00 in.)
  

WHEELS

• Front: Material / size Aluminium alloy 3.50 " x 17 "
• Rear: Material / size Aluminium alloy 6.00 " x 17 "
  

TYRES

• Front 120/70 - ZR 17 M/C (58 W)
• Rear 190/55 - ZR 17 M/C (75 W)
  

FAIRING

• Material Thermoplastic

2012 Ducati Diavel Cromo

2012 Ducati Diavel Cromo

2012 Ducati Diavel Cromo design - Diavel Cromo inherits the unique design of the Diavel and is characterised by the chrome mirror-finish tank, which contrasts starkly yet stylishly with the gloss black parts. This vintage interpretation of Diavel style is completed by horizontal seat stitching and classic Ducati logos.

Similar to the Ducati Diavel AMG Special Edition, the 2012 Ducati Diavel Cromo is really more of a restyling of the Italian power cruiser than a new model. Adding mirrored finished pieces to the Diavel, we imagine Ducati is trying a little bit harder to go after the blinged cruiser demographic with this one, as the Ducati Diavel Cromo sports a chrome-like fuel tank panel, retro-style seat, and laser-etched air intakes.

Speaking of the special edition machine, Ducati says the "Diavel Cromo inherits the unique design of the Diavel and is characterized by the chrome mirror-finish tank, which contrasts starkly yet stylishly with the gloss black parts."

Everything else is typical Ducati Diavel - a Testastretta 11-degree engine pushing 162 horsepower, a dry weight of 456 lbs. and the latest in Ducati technology offered as standard equipment: ABS, Ducati Traction Control and Ducati Riding Modes.

The 1198cc desmo engine pushes 162 horsepower and an asphalt-tearing 94 ft. lbs. of torque. For more streetability, the Diavel's engine features revised intake and exhaust ports combined with radical adjustment of the cam timing have enabled Ducati to achieve a fantastic torque curve at low rpm, which remains strong through a wider rev-range.

As for riding modes, the 2012 Ducati Diavel Cromo features three - Urban, which reduces power to 100 horespower and DTC to five for stop-and go traffic; Touring, which allows 162 horsepower administered at a user-friendly pace, and a level four DTC setting; and Sport, which releases all 162 horsepower with full-on throttle response, and a level 3 traction control for "riders who prefer their performance a little closer to the traction limit."

The Diavel’s twin lateral radiators have the added benefit of a new 64mm water pump to keep the high-revving engine cool at high rpm. The radiators add to the brawn of the bike’s front end, as do the massive aluminum air intakes on each side of the 4.5-gallon tank.

2012 Ducati Diavel Cromo uses black-bodied 50mm Marzocchi front forks. These forks are fully adjustable for spring pre-load, compression and rebound damping. The forks are gripped by a slash-cut triple-clamp - cast aluminium for the lower and forged for the upper - with a rubber-mounted riser to tapered alloy bars. With a rake of 28°, trail of 130mm (5.12in) and an offset of 24mm (0.945in), the set-up provides a sure-footed and agile front-end for incredible handling and 70° of total steering lock for maximum manoeuvrability.

Stopping the 2012 Ducati Diavel Cromo are dual 320mm discs squeezed by Brembo Monoblock four-piston calipers up front, with a single 265mm disc out back squeezed by a two-piston caliper. The brakes are enhanced with the most compact, Ducati Bosch-Brembo ABS system as original equipment.

2012 Ducati Diavel is available in four versions, including the standard Ducati Diavel (available in Ducati red with a red frame or diamond black with black frame), Diavel Carbon (red carbon – gloss red over matte carbon weave with either a red or black carbon frame), 2012 Ducati Diavel (gloss black with contrasting silver pin stripe, chrome-finished tank panels) and the high-end Ducati Diavel AMG Special Edition (matte black carbon fiber bodywork with AMG’s ‘diamond white bright’ stripe). Though we don’t know 2012 prices yet, the 2011 Diavel had an MSRP of $16,995 while the Diavel Carbon version listed for $20,395. 

2012 Ducati Diavel Cromo

2012 Ducati Diavel Cromo - Specifications/Technical Details
US MSRP Price: $18,995 USD


CHASIS

• FRAME : Tubular steel Trellis frame 
• WHEELBASE : 1590mm (62.6in) 
• RAKE : 28° 
• FRONT SUSPENSION : Marzocchi 50mm fully adjustable usd forks 
• FRONT WHEEL TRAVEL : 120mm (4.7in) 
• FRONT WHEEL : 14-spoke in light alloy 3.50 x 17 
• FRONT TYRE : 120/70 ZR 17 Pirelli Diablo Rosso II 
• REAR SUSPENSION : Progressive linkage with fully adjustable Sachs monoshock. Aluminium single-sided swingarm 
• REAR WHEEL TRAVEL : 120mm (4.7in) 
• REAR WHEEL : 14-spoke in light alloy 8.00 x 17 
• REAR TYRE : 240/45 ZR17 Pirelli Diablo Rosso II 
• FRONT BRAKE : 2 x 320mm semi-floating discs, radially mounted Monobloc Brembo callipers, 4-piston with ABS 
• REAR BRAKE : 265mm disc, 2-piston floating calliper with ABS 
• FUEL TANK CAPACITY : 17l - (4.5 US gal) 
• DRY WEIGHT : 210kg (463lb) 
• INSTRUMENTS :Handlebar mounted instrumentation with LCD display: speed, rpm, time, coolant temp. Warning lights for: Neutral, turn signals, high-beam, rev-limit, DTC intervention, ABS status, oil pressure, fuel reserve. Tank mounted instrumentation with TFT colour display: gear selected, air temp, battery voltage, trips 1 & 2, fuel reserve trip, average and actual fuel consumption and speed, trip time, scheduled maintenance. Full status and/or management of Riding Modes, DTC, RbW and ABS. 
• WARRANTY  2 years unlimited mileage 
• BODY COLOUR (FRAME/WHEEL) ; Racing gray (racing black/black) 
• VERSIONS : Dual seat 
• SEAT HEIGHT : 770mm (30.3in)

DDA Not available on this model

DTC Standard equipment

ABS Standard equipment


ENGINE

• TYPE
• Testastretta 11°, L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled 
• DISPLACEMENT : 1198.4cc 
• BORE X STROKE : 106 x 67.9mm 
• COMPRESSION RATIO : 11.5:1 
• POWER : 162hp (119kW) @ 9500rpm 
• TORQUE : 94lb-ft (127.5Nm) @ 8000rpm 
• FUEL INJECTION : Mitsubishi electronic fuel injection system, Mikuni elliptical throttle bodies with RbW 
• EXHAUST : Lightweight 2-1-2 system with catalytic converter and two lambda probes. Twin aluminium mufflers

TRANSMISSION

• GEARBOX : 6 speed 
• RATIO : 1=37/15 2=30/17 3=27/20 4=24/22 5=23/24 6=22/25 
• PRIMARY DRIVE : Straight cut gears, ratio 1.84:1 
• FINAL DRIVE : Front sprocket 15; Rear sprocket 43 
• CLUTCH : Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run.

EMISSIONS

• STANDARD : Euro 3

2012 Ducati Streetfighter S

2012 Ducati Streetfighter S

2012 Ducati Streetfighter S - The Streetfighter features everything that has made Ducati Superbikes legendary: the breathtaking power of the L-Twin, the superlative suspension set-up, the awesome rear swingarm and racing-derived brakes.
As of today, the Streetfighter family just got bigger: whether you're aiming to rip up the asphalt with the astonishing power of the latest Streetfighter S
or weave through the bends with precision and assured control on the new Streetfighter 848, pure riding pleasure is guaranteed. 

The Streetfighter engine is fed by MotoGP-derived elliptical throttle bodies which are equivalent to a diameter of 63.9mm. Representing a 30% increase in air flow over conventional throttle bodies, the elliptical shape contributes considerable a power increase. The Ducati 1098 engine was the first in the range to introduce this MotoGP technology for street use. 

The massive 2-1-2 exhaust system is made from weight-saving 1mm thick steel and flows from 58mm to 63.5mm diameter pipes. The system uses two lambda probes to ensure precise fuel mapping for optimum performance and an electronic valve in the mid-section to achieve a wide spread of power.
The cannon-style, vertically stacked, brushed steel mufflers deliver the famous Ducati L-Twin sound synonymous with raw, Desmo power.

2012 Ducati Streetfighter S

2012 Ducati Streetfighter S producing a ballistic 85lb-ft (11.7kgm) of torque and 155hp (114kW), the Streetfighter’s awesome 1098 power house fears nothing of the naked sports competition. The L-Twin, Testastretta Evoluzione engine gives both the best power-to-weight and the best torque-to-weight ratios in its class.

Brembo Monobloc brakes - 2012 Ducati Streetfighter S uses Brembo’s powerful Monobloc calliper race technology. Machined from a single piece of alloy, the callipers achieve higher rigidity and resistance to distortion during extreme braking. The result not only delivers planet-stopping brake power, but also gives an enhanced and precise ‘feel’ at the brake lever. The twin Monobloc callipers each have four 34mm pistons that grip huge 330mm discs to achieve their spectacular performance. The weight of the discs has been kept to a minimum by using racing-style narrow braking surfaces.

Single-sided swingarm - At the rear, the all-new single-sided swingarm, finished in black, is a high-grade aluminium cast that has been lengthened by 35 mm with respect to the Superbike, thus taking the overall wheelbase to 1475 mm for even more uncompromising acceleration.

2012 Ducati Streetfighter S

Fighter frame - The purpose-built Trellis frame uses 25.6° of rake compared with the Superbike’s 24.5° to ensure a well-planted front-end.

Marchesini 5-spoke wheels - 2012 Ducati Streetfighter S reduces weight even further by using Y-shaped, 5-spoke wheels by Marchesini, forged and then machined in lightweight aluminium. 2012 Ducati Streetfighter S wheels are finished in bronze.

Ohlins rear suspension - Taking care of the rear of the ‘S’ is a single high-spec Öhlins unit fully adjustable in spring preload with full adjustment and highly engineered control of compression and rebound damping. The unit is also fitted with a ride enhancing top-out spring which helps maintain rear tyre contact under extreme conditions.

Ohlins forks - 2012 Ducati Streetfighter S pushes the spec way up with 43mm Superbike-spec Öhlins forks that have sliders treated in low-friction TiN. Fully adjustable in spring preload and precisely adjustable in compression and rebound damping, they ensure ‘S’ feeling and finesse when the fight gets rough.

2012 Ducati Streetfighter S

2012 Ducati Streetfighter S - Specifications/Technical Details
US MSRP Price: $18,995 USD

CHASIS

• FRAME : Tubular steel Trellis frame in ALS 450 
•  WHEELBASE : 1475mm (58.1 in) 
• RAKE : 25.6° 
• FRONT SUSPENSION : Öhlins 43mm fully adjustable usd forks with TiN 
• FRONT WHEEL TRAVEL : 120mm (4.7in) 
• FRONT WHEEL : 5-spoke in forged light alloy 3.50 x 17 
• FRONT TYRE : Pirelli Diablo Corsa 3 120/70 ZR17 
• REAR SUSPENSION : Progressive linkage with fully adjustable Öhlins monoshock with top-out spring. Aluminium single-sided swingarm 
• REAR WHEEL TRAVEL : 127mm (5in) 
• REAR WHEEL : 5-spoke forged light alloy 6.00 x 17 
• REAR TYRE : Pirelli Diablo Corsa 3 190/55 ZR17 
• FRONT BRAKE : 2 x 330mm semi-floating discs, radially mounted Brembo Monobloc callipers 4-piston, 2-pad 
• REAR BRAKE : 245mm disc, 2-piston calliper 
• FUEL TANK CAPACITY : 16,5 l - 4.4 gallon (US) 
• DRY WEIGHT : 167kg (368lb) 
• INSTRUMENTS : Digital unit with displays for: Speedometer, rev counter, lap times, time, air temp, coolant temp, battery voltage, A & B trips, fuel reserve trip, DTC status and level selected (if activated) scheduled maintenance. Warning lights for: Neutral, turn signals, high-beam, rev-limit, DTC intervention, oil pressure, fuel reserve. Plus: Immobilizer system and management of DTC and DDA 
• WARRANTY : 2 years unlimited mileage 
• BODY COLOUR (FRAME/WHEEL) : Red (red / black) - Race titanium (red / black) 
• VERSIONS : Dual seat 
• SEAT HEIGHT : 840mm (33in) 
• DDA : Standard equipment 
• DTC : Standard equipment 
• ABS

ENGINE

• TYPE : L-Twin cylinder, 4 valve per cylinder Desmodromic, liquid cooled 
• DISPLACEMENT : 1099cc 
• BORE X STROKE : 104x64.7mm 
• COMPRESSION RATIO : 12.5:1 
• POWER : 155hp (114kw) @ 9500rpm 
• TORQUE : 85lb-ft - 115Nm @ 9500rpm 
• FUEL INJECTION : Marelli electronic fuel injection, elliptical throttle bodies 
• EXHAUST : Lightweight 2-1-2 system with catalytic converter and two lambda probes. Twin stainless steel mufflers

TRANSMISSION

• GEARBOX : 6 speed 
• RATIO : 1=37/15 2=30/17 3=28/20 4=26/22 5=24/23 6=23/24 
• PRIMARY DRIVE : Straight cut gears, Ratio 1.84:1 
• FINAL DRIVE : Chain; Front sprocket 15; Rear sprocket 38 
• CLUTCH : Dry multiplate with hydraulic control

EMISSIONS

• STANDARD : follows the US Federal Regulation