Ducati Monster 1200R First Ride Review
Ducati Monster 1200R First Ride Review
The letter R is sacred to Ducati. Should a Ducati come with an R at the end of its title, you know you’re in for something a bit spesh. Ducati doesn’t just throw the R around like dollar bills on a Saturday night. Panigale R, 1098 R, 996 R, these bikes have earned their place in the pantheon of special Ducatis.
Until now, the R moniker was limited only to track-ready weapons, but the super naked class has dawned full of machines that would wipe the floor with superbikes from not so long ago, and has spurned the Bologna boys into creating this, the Ducati Monster 1200 R – the most powerful nakedbike ever to come from Italy’s Borgo Panigale region.
This is the second new Monster in two years. The original Monster 1200 S missed the mark, judged as being too much road and not enough track against circuit derived bikes like the BMW S 1000 R and Aprilia Tuono – the 1200 R goes some way to rectifying this. Ducati is aiming this machine at the fast canyon, occasional trackday rider, the guy that knows what he’s doing in either circumstances but doesn’t need a Panigale to do it.
More compression, bigger throttle bodies and a new exhaust have boosted the power to a claimed 160hp.
Compared to the 1200 S, Ducati has upped the 1200 R’s 11° Teststretta’s power 15hp to a claimed 160hp at 9250rpm and increased torque by a claimed 6Nm to 97lb-ft at 7750rpm via new 56mm throttle bodies (up from 53mm), increased compression from 12.5:1 to 13:1 and increased exhaust header diameter a whopping 8mm to 58mm, matching the lot to a revamped but more aesthetically pleasing double barrel muffler. The new exhaust helps bring the 1200 R’s engine in line with Euro 4 emissions requirements, a target every new bike will now be required to meet.
The engine improvements are met with chassis details that have transformed the Monster’s handling from a machine that was out of its depths on the track to one that’ll ham trackdays with the best nakeds out there. Gorgeous black Öhlins forks grace the front – a rarity for any production bike as Öhlins, like we all know, come in gold – matched to an Öhlins rear that has helped raise the bike by 15mm. The new suspension doesn’t give the front any more travel, which is kept at the 1200S’s 130mm, but the rear now gets an extra 7mm of travel to 159mm. There’s also a nice little Öhlins steering damper mounted on the top triple clamp staring you in the face if you happen to like wheelies – which the 1200 R is very, very good at.
Perhaps most telling of all is Ducati’s decision to fit a 200-section rear tire over the 1200 S’s 190 fitted to Marchesini forged aluminum wheels. This little bit of extra tire, combined with more rear wheel travel and ground clearance, means Ducati is claiming 50° lean angle with the Monster 1200 R – who’d have thought only a few years ago we’d even care what lean angle the Monster would get?
Topping the list of changes off are new race-style footpegs (not rearsets, they’re still on a spring), a slightly forward biased riding position and styling updates that include that delectable rear seat unit design that’s now almost devoid of clutter between the number plate and wheel, new side radiator guards embossed with the all important “R” and red stitching down the side of the seat (the passenger’s half of the seat hides under a flimsily-secured cover that doesn’t match the R tag or price of the machine).
Ducati has worked hard to give the Monster R a racy-looking bum.
The chance to explore these new improvements to the Ducati Monster 1200 R came at God’s Own Racetrack, Ascari, about a two hour drive from Malaga in southern Spain. When I die, provided I’ve been a good boy, this is where I’m headed. This is one of the finest ribbons of racetrack on the face of the planet, a private paradise of speed with every imaginable corner and bend and nip and tuck you’d ever want to ride. Now, I’ll admit here it was a shame not to take the 1200 R on some of nearby Rhonda’s mountainous bends, but that’s they way it is, so we’ll have do with Ascari and a track only comparison. What a shame…
But Ascari is probably the closest track I can think of with corners that we’d experience here in the States – big style canyon sweepers, tight off-camber decreasing radius down hill passes and speed days.
Back when I last tested the 1200 S Monster in Australia last year, I surprised myself by saying this was the first time I’d ridden a bike that I preferred to keep in Touring rather than the full Sport mode. The throttle was too abrupt, too snatchy in Sport, so it was good to see those larger throttle bodies and increased compression has made the Monster much more tractable off the bottom of the throttle. Rather than being met with a punch in the face when you snap the throttle open, now you get smooth, strong drive that’s not only easier to modulate but doesn’t upset the chassis as much on the side of the tire. The 1200 R’s claimed extra 15hp are one thing, but I’ll trade them for a nicer throttle than the 1200 S’s. Happily, you don’t have to. You get both!
More ground clearance makes track riding much more fun than on a 1200 S.
The slightly increased compression has given the Monster extra hair on its chest through the midrange, with a touch more top-end grunt when you’re really going for it. Snap that throttle open anywhere from 5-8000rpm and you’ll get plenty of DTC (Ducati Traction Control) inducing grunt as you let the electronics take over. Bring on the hate mail if you will, but traction control is now so good you can slam the throttle open at points of the corner that would otherwise send you on a one way ticket to the moon.
But one of the big omissions, especially considering the price of the 1200 R relative to the competition, is the lack of a quickshifter. Considering it’s now at the top of the money pile, I’d have liked the R to come with one as the gearshift is not the smoothest I’ve sampled recently. It’s by no means bad, but its omission from standard equipment is a mark against the bike.
The extra torque means a more flexible desmo, an engine that’s now got hardly any weak spots. Smooth initial throttle, plenty of midrange torque for corner-to-corner zipping and a bit more up top – happy days. But that’s not the most impressive thing about the 1200 R, that honor goes to the chassis.
Gorgeous black Öhlins hint at the R being the special one…
The issue with the 1200 S was never the engine. Yes it’s nice to have the aforementioned improvements, but where the S lacked was its sluggish, heavy steering and limited ground clearance that would have you dragging the pegs way too early in a corner. The 1200 R has gone a long way to correcting this and now steers with the precision the S should have had all along. The extra 15mm of height thanks to the revamped front and rear Öhlins means you can be a lot more aggressive on corner entry, throwing the Monster from side to side easily without feeling like you’re riding a grinder. The wider 200-section rear tire gives the 1200 R a sure-footed feel in the middle and exit of the corner – it’s interesting that Ducati has made the 1200 R steer better with a wider rear tire than the 190-section used on 1200 S.
The Monster has always been styled by the shape of the tank. Cast your mind back to any Ducati other than one that starts with the letter M and you will not see another tank like it, so this was something chief designer Gianandrea Fabbro tried very hard to maintain the looks of. The new 1200 R’s tank is a touch more svelte than the S’s but it’s got deeper knee indents to allow a better tuck on the track. This, combined with the slightly more forward-mounted and higher bars gives the 1200 R a bit more of a motard feel, giving you more room to move and making the chassis more maneuverable in corners.
We were spoiled a touch at Ascari as we had Ducati test rider Alessandro Valia set the clickers for us for the morning and afternoon sessions, so the Monster was pretty much as good as it could be with stock suspension, so we’ll have to wait until we get a road test unit to see how it handles on anything other than billiard smooth tarmac with settings picked by the Ducati test rider…
So now we come to the $18K question – is the new Monster now top dog in the super naked category. The answer, simply, is no. Having just completed our super naked shootout a couple of weeks ago, I can safely say it wouldn’t knock the Aprilia off its perch as the reigning king. But that’s not to say it is not a great bike, because the Monster 1200 R is far better than the 1200 S it now stands in front of on the spec sheet (not replaced, you can still buy the S), and it’s not a race derived bike like the top two that finished up in our comparo test. There are parts of the Monster that are disappointing – no quickshifter, that seat cover, and electronics that are annoying to change base settings on, like the KTM) – but these are off-set by the deft touch of the traction control system, the beautiful swooping lines of the tank and those oh-so-sweet black Öhlins forks. And it has become a very handy track machine.
Ducati has done exactly as they planned with the 1200 R – keep the road-based traditions of the 21-year-old Monster lineage but upgrade the bike to such a level that it’s no longer out of its depths on the track. I have no doubt this will make an excellent road weapon (that extra ground clearance especially will work wonders when hitting potholes), and the Monster has something not one of the leading nakedbikes have – that inimitable Ducati style – which on itself will bring buyers to dealer floors.
The price is right up there, but you’re getting a very good bike for the money.
Click here to view our Ducati Monster 1200 performance parts & carbon fibre
source: cyclenews.com
PHOTOGRAPHY BY DUCATI MOTOR
- Published in Motorcycle Review
2016 Triumph Thruxton Racer
2016 Triumph Thruxton and Thruxton R first pics of all-new models! 64% more torque and killer 1960s looks!
Triumph has launched the new Thruxton and Thruxton R as part of the 2016 Bonneville range, which also includes the brand new Street Twin and the upgraded T120 and T120 Black.
The Thruxton is the bike that was featured in the recent Outlaws film starring David Beckham. It is edgier and sportier than the other models in the new range. So if you wanted something racier than the T120 or more powerful than the Street Twin then here’s your answer: the new Thruxton and Thruxton R.
The new Thruxton builds on the rich heritage of Triumph bikes named after the legendary 500-mile Thruxton endurance race series. Back in the day, it was the Triumphs that dominated it, and also broke the first 100mph lap at the Isle of Man TT. No wonder then that the Bonneville Thruxton racers inspired a generation of teenage café racers and custom special builders.
The new Thruxton and Thruxton R for 2016 are striking machines. They combine the classic racer look with modern touches, and seeing them in the flesh, it takes some self-control not to jump on one and break for freedom. Trust me, the photos don’t do them justice. The bikes simply ooze style, elegance and a slightly unnerving promise of raw power.
Engine
Triumph describes the other engines in the new Bonneville line-up as ‘high torque’. They refer to the Thruxton engine as ‘high power’. And that’s the clue if anyone needed it; this is a full-blooded modern-day café racer, a sports classic built for speed and power as much as looking uber-cool outside the Ace café.
The 1200cc, eight-valve, parallel twin engine that powers both the Thruxton and Thruxton R delivers a claimed peak torque figure of 112Nm at 4,950rpm – a whopping 62% more than the previous generation 865cc engine (69Nm at 5,800rpm). Triumph has not confirmed the bhp details yet, but with the increase in engine size, this should go up quite nicely too.
As with the T120 bikes and the Street Twin, the new Thruxton engine is liquid-cooled to meet the new Euro4 emissions requirements. The cutting-edge liquid cooling system has been carefully integrated to minimise its visual impact – it looks the part. It also enhances fuel efficiency, which is never a bad thing.
The six-speed engine features a lighter crank, higher compression and a unique airbox. Triumph’s next generation ride-by-wire fuel-injection is fed by authentically styled twin throttle bodies that take nothing away from the classic looks of the bike.
The twin upswept exhausts have reverse-megaphone end cans that deliver a beautiful, rich exhaust note to match the bike’s looks. The pipes are finished in chrome on the Thruxton and brushed stainless steel on the Thruxton R.
Handling
Both the Thruxton and Thruxton R have new chassis and suspension, and according to Triumph this is all about sharp handling that really delivers on its café racer looks. Sitting on the bike, the riding position is surprisingly pleasant and natural, despite the low bars and the racer looks. Apparently this is 100% intentional. We haven’t had a chance to ride the bikes yet, but as soon as we do, we’ll let you know exactly what they’re like on the road (or track for that matter).
The bikes have sporting ergonomics, clip-on bars, fully adjustable suspension and 17-inch front wheel – all to ensure good handling and agility and, of course, a thrilling ride.
The Thruxton R is an upgraded version of the Thruxton with twin floating Brembo discs, racing Brembo monobloc callipers, Brembo master cylinder, race-bred, fully-adjustable Showa big piston forks, fully-adjustable Öhlins twin rear shocks and Pirelli Diablo Rosso Corsa tyres.
The new Thruxton and Thruxton R may look like classic racers but they feature a full suite of rider-focused technology, as Triumph puts it “sensitively integrated and without compromise to maintain its authentic Bonneville style and character”.
The modern technology that the Thruxton and Thruxton R come with includes variable anti-lock braking system (ABS), ride-by-wire throttle, traction control, slip-assist clutch and three rider modes (rain, road and sport).
There’s also LED lights, USB socket and stylish twin clocks, controlled by elegant and simple switchgear.
Style
Even without resorting to the accessories that Triumph offers, the Thruxton and Thruxton R have all the styling elements of modern café racers covered.
Both bikes have a ‘flip-top’ Monza-style fuel cap (a first on any modern production bike, according to Triumph), bullet seat and lightweight aluminium bar-end mirrors, wheel rims and swinging arm. The Thruxton R also features an additional painted seat cowl, polished top yoke, aluminium tank strap and clear anodised aluminium swinging arm.
What is striking about these bikes is the level of detail and the high-quality finish that is evident in all components. Everything from the flawless twin-skinned pipes to the elegant badges breathes elegance. And little touches, such as the red spark plug cover show that everything has been thought through to create both a high-performing and a highly-cultured machine.
The Thruxton comes in three colour choices:
– Jet Black
– Pure White, with a black tank stripe
– Competition Green, with a metallic gold tank stripe.
The Thruxton R comes in two colour choices:
– Diablo Red
– Silver Ice.
Customising the Thruxton and Thruxton R
Triumph has seen potential in the growing trend of custom bikes and these new Bonnies come with a host of factory accessories, 160 for the Thruxton and Thruxton R alone, to be precise. The range covers everything from sculpted cockpit fairing and exhausts from Vance & Hines to bullet indicators and lower clip-on handlebars.
There are also three ‘inspiration kits’ that can be fitted at the dealers or in your own garage to instantly change the look of the bike. The options available for the Thruxton models are:
The Track Racer inspiration kit
The Track Racer kit features a host of competition-inspired accessories, including:
– Sculpted cockpit fairing with lower clip-on handlebars
– Single painted seat cowl (only for the Thruxton as already standard on Thruxton R)
– Rear mudguard removal kit with compact light
– Compact LED Indicators
– Vance & Hines slip-on silencers
– Knurled handlebar grips
– Leather tank strap.
The Café Racer inspiration kit
Bringing the full-on café racer style to the Thruxton and Thruxton R, including:
– Rear mudguard removal kit with compact light
– Vance & Hines exhausts
– Lower clip-on handlebars
– Short tinted fly-screen
– Compact LED indicators
– Single painted seat cowl (only for the Thruxton as standard already on Thruxton R)
– Signature Triumph rubber knee pads
– Knurled handlebar grips
– Leather tank strap.
Performance race kit for the Thruxton R In 2016 Triumph will launch a unique Triumph race kit only for the Thruxton R, that’s been specifically designed and developed for competition use and closed-circuit racing. The Factory Race kit will take the standard engine performance to an even higher level, with more power and torque, and lower overall weight.
source: morebikes
- Published in Motorcycles
2016 Triumph Thruxton R
2016 Triumph Thruxton and Thruxton R first pics of all-new models! 64% more torque and killer 1960s looks!
Triumph has launched the new Thruxton and Thruxton R as part of the 2016 Bonneville range, which also includes the brand new Street Twin and the upgraded T120 and T120 Black.
The Thruxton is the bike that was featured in the recent Outlaws film starring David Beckham. It is edgier and sportier than the other models in the new range. So if you wanted something racier than the T120 or more powerful than the Street Twin then here’s your answer: the new Thruxton and Thruxton R.
The new Thruxton builds on the rich heritage of Triumph bikes named after the legendary 500-mile Thruxton endurance race series. Back in the day, it was the Triumphs that dominated it, and also broke the first 100mph lap at the Isle of Man TT. No wonder then that the Bonneville Thruxton racers inspired a generation of teenage café racers and custom special builders.
The new Thruxton and Thruxton R for 2016 are striking machines. They combine the classic racer look with modern touches, and seeing them in the flesh, it takes some self-control not to jump on one and break for freedom. Trust me, the photos don’t do them justice. The bikes simply ooze style, elegance and a slightly unnerving promise of raw power.
Engine
Triumph describes the other engines in the new Bonneville line-up as ‘high torque’. They refer to the Thruxton engine as ‘high power’. And that’s the clue if anyone needed it; this is a full-blooded modern-day café racer, a sports classic built for speed and power as much as looking uber-cool outside the Ace café.
The 1200cc, eight-valve, parallel twin engine that powers both the Thruxton and Thruxton R delivers a claimed peak torque figure of 112Nm at 4,950rpm – a whopping 62% more than the previous generation 865cc engine (69Nm at 5,800rpm). Triumph has not confirmed the bhp details yet, but with the increase in engine size, this should go up quite nicely too.
As with the T120 bikes and the Street Twin, the new Thruxton engine is liquid-cooled to meet the new Euro4 emissions requirements. The cutting-edge liquid cooling system has been carefully integrated to minimise its visual impact – it looks the part. It also enhances fuel efficiency, which is never a bad thing.
The six-speed engine features a lighter crank, higher compression and a unique airbox. Triumph’s next generation ride-by-wire fuel-injection is fed by authentically styled twin throttle bodies that take nothing away from the classic looks of the bike.
The twin upswept exhausts have reverse-megaphone end cans that deliver a beautiful, rich exhaust note to match the bike’s looks. The pipes are finished in chrome on the Thruxton and brushed stainless steel on the Thruxton R.
Handling
Both the Thruxton and Thruxton R have new chassis and suspension, and according to Triumph this is all about sharp handling that really delivers on its café racer looks. Sitting on the bike, the riding position is surprisingly pleasant and natural, despite the low bars and the racer looks. Apparently this is 100% intentional. We haven’t had a chance to ride the bikes yet, but as soon as we do, we’ll let you know exactly what they’re like on the road (or track for that matter).
The bikes have sporting ergonomics, clip-on bars, fully adjustable suspension and 17-inch front wheel – all to ensure good handling and agility and, of course, a thrilling ride.
The Thruxton R is an upgraded version of the Thruxton with twin floating Brembo discs, racing Brembo monobloc callipers, Brembo master cylinder, race-bred, fully-adjustable Showa big piston forks, fully-adjustable Öhlins twin rear shocks and Pirelli Diablo Rosso Corsa tyres.
The new Thruxton and Thruxton R may look like classic racers but they feature a full suite of rider-focused technology, as Triumph puts it “sensitively integrated and without compromise to maintain its authentic Bonneville style and character”.
The modern technology that the Thruxton and Thruxton R come with includes variable anti-lock braking system (ABS), ride-by-wire throttle, traction control, slip-assist clutch and three rider modes (rain, road and sport). There’s also LED lights, USB socket and stylish twin clocks, controlled by elegant and simple switchgear.
Style
Even without resorting to the accessories that Triumph offers, the Thruxton and Thruxton R have all the styling elements of modern café racers covered. Both bikes have a ‘flip-top’ Monza-style fuel cap (a first on any modern production bike, according to Triumph), bullet seat and lightweight aluminium bar-end mirrors, wheel rims and swinging arm. The Thruxton R also features an additional painted seat cowl, polished top yoke, aluminium tank strap and clear anodised aluminium swinging arm.
What is striking about these bikes is the level of detail and the high-quality finish that is evident in all components. Everything from the flawless twin-skinned pipes to the elegant badges breathes elegance. And little touches, such as the red spark plug cover show that everything has been thought through to create both a high-performing and a highly-cultured machine.
The Thruxton comes in three colour choices: – Jet Black – Pure White, with a black tank stripe – Competition Green, with a metallic gold tank stripe.
The Thruxton R comes in two colour choices: – Diablo Red – Silver Ice.
Customising the Thruxton and Thruxton R
Triumph has seen potential in the growing trend of custom bikes and these new Bonnies come with a host of factory accessories, 160 for the Thruxton and Thruxton R alone, to be precise. The range covers everything from sculpted cockpit fairing and exhausts from Vance & Hines to bullet indicators and lower clip-on handlebars.
There are also three ‘inspiration kits’ that can be fitted at the dealers or in your own garage to instantly change the look of the bike. The options available for the Thruxton models are:
The Track Racer inspiration kit
The Track Racer kit features a host of competition-inspired accessories, including: – Sculpted cockpit fairing with lower clip-on handlebars – Single painted seat cowl (only for the Thruxton as already standard on Thruxton R) – Rear mudguard removal kit with compact light – Compact LED Indicators – Vance & Hines slip-on silencers – Knurled handlebar grips – Leather tank strap.
The Café Racer inspiration kit Bringing the full-on café racer style to the Thruxton and Thruxton R, including: – Rear mudguard removal kit with compact light – Vance & Hines exhausts – Lower clip-on handlebars
– Short tinted fly-screen – Compact LED indicators
– Single painted seat cowl (only for the Thruxton as standard already on Thruxton R)
– Signature Triumph rubber knee pads
– Knurled handlebar grips
– Leather tank strap.
Performance race kit for the Thruxton R In 2016 Triumph will launch a unique Triumph race kit only for the Thruxton R, that’s been specifically designed and developed for competition use and closed-circuit racing. The Factory Race kit will take the standard engine performance to an even higher level, with more power and torque, and lower overall weight.
source: morebikes
- Published in Motorcycles
2016 Triumph Speed Triple S
The 2016 changes focus on the Speed Triple’s cosmetics and engine, largely leaving the chassis alone. The frame was entirely new for the bike’s last revamp in 2011, and these prototypes show that it’s not getting big changes for 2016. The suspension is also unaltered, with the base model sticking to Showa while the R retains its more expensive Ohlins forks and shock. The only obvious change is that the standard bike has gained the same Brembo brake calipers as the R.
So, what has been altered? Let’s start with the styling. Almost every bit of bodywork appears to be new, showing an incremental development of the Speed Triple’s styling themes rather than a visual revolution. At the front there’s a new set of headlights, which lose the chrome-rimmed, slanty shape of the existing bike’s units in favour of teardrop-shaped lenses in all-black housings. Above them sits a new instrument cowling incorporating an air intake, although its purpose is unknown since the bike doesn’t appear to have provision for a ram-air system.
One interesting detail is the use of bar-end-mounted mirrors, as on Honda’s new RC213V-S road-going GP replica.
Moving further back there are reshaped side panels and what appears to be a new fuel tank, while the bellypan – only present on the R version in these shots – is also new. The seat and tail are again new, as are the exhaust end cans, which also have reshaped heat shields in brushed aluminium.
But the updates aren’t purely cosmetic, as the 1050cc triple is also heavily revised. The clutch and alternator covers are redesigned but underneath are more significant changes to improve the emissions and ensure that the classic three-cylinder can remain in production for years to come. Earlier information also suggested that the next version of the engine, which is also set to be used in a refreshed Tiger Sport, will gain electronic fly-by-wire throttles to allow Triumph to implement multiple riding modes and traction control.
Power is expected to increase fractionally, perhaps peaking as high as 140bhp, but the real focus is believed to be on the power delivery and emissions.
With an all-new Bonneville and revamped Tiger Explorer also due later this year, Triumph might opt to launch the Speed Triple earlier than usual so it’s not overshadowed, and from these pictures the bike looks very much ready to hit dealers.
source: Bennets.co.uk
Click here to view our range of Triumph Speed Triple parts & accessories
- Published in Motorcycles
2016 Triumph Speed Triple R
The 2016 changes focus on the Speed Triple’s cosmetics and engine, largely leaving the chassis alone. The frame was entirely new for the bike’s last revamp in 2011, and these prototypes show that it’s not getting big changes for 2016. The suspension is also unaltered, with the base model sticking to Showa while the R retains its more expensive Ohlins forks and shock. The only obvious change is that the standard bike has gained the same Brembo brake calipers as the R.
So, what has been altered? Let’s start with the styling. Almost every bit of bodywork appears to be new, showing an incremental development of the Speed Triple’s styling themes rather than a visual revolution. At the front there’s a new set of headlights, which lose the chrome-rimmed, slanty shape of the existing bike’s units in favour of teardrop-shaped lenses in all-black housings. Above them sits a new instrument cowling incorporating an air intake, although its purpose is unknown since the bike doesn’t appear to have provision for a ram-air system.
One interesting detail is the use of bar-end-mounted mirrors, as on Honda’s new RC213V-S road-going GP replica.
Moving further back there are reshaped side panels and what appears to be a new fuel tank, while the bellypan – only present on the R version in these shots – is also new. The seat and tail are again new, as are the exhaust end cans, which also have reshaped heat shields in brushed aluminium.
But the updates aren’t purely cosmetic, as the 1050cc triple is also heavily revised. The clutch and alternator covers are redesigned but underneath are more significant changes to improve the emissions and ensure that the classic three-cylinder can remain in production for years to come. Earlier information also suggested that the next version of the engine, which is also set to be used in a refreshed Tiger Sport, will gain electronic fly-by-wire throttles to allow Triumph to implement multiple riding modes and traction control.
Power is expected to increase fractionally, perhaps peaking as high as 140bhp, but the real focus is believed to be on the power delivery and emissions.
With an all-new Bonneville and revamped Tiger Explorer also due later this year, Triumph might opt to launch the Speed Triple earlier than usual so it’s not overshadowed, and from these pictures the bike looks very much ready to hit dealers.
source: Bennets.co.uk
Click here to view our Triumph parts & accessories
- Published in Motorcycles
Ducati Panigale Performance Parts
Ducati Panigale Performance Parts
Welcome to Conquest Carbon.
We are distributors for the finest products available on the market & we only supply the best in the industry for your Ducati Panigale. Click on the “SHOP” tap to view our parts.
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We are also proud distributors for Ducabike, Ducabike are manufacturers based in Italy who solely develop parts for Ducati. Ducabike are the producers for the famous Ducati Panigale 899 1199 1299 clear clutch cover, a unique item which allows you to visibly view the wet clutch spinning as with the traditional Ducati dry clutch.
We are also dealers for AEM, Lightech, Evotech, Rizoma & ASV Levers.
If you have any questions regarding our Ducati Panigale 899 1199 1299 carbon fibre & CNC accessories then please don’t hesitate to contact us.
Safe riding CC
- Published in Conquest Racing Parts
Fullsix Carbon BMW S1000RR Carbon Fibre Parts 2015 – 2016 – 2017
Fullsix Carbon BMW S1000RR Carbon Fibre Parts 2015 – 2016 – 2017
FullSix carbon fiber parts guarantee an excellent appearance and perfect manufacturing. By using state-of-the-art technology and an innovative blend of materials, we assure you that our parts will upgrade your motorcycle both visually and in terms of performance. We have paid particular attention to ensuring that all carbon fiber parts are UV protected through the use of special lacquers, as we know that our customers desire eternal beauty and perfection.
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- Published in Motorcycles