Ducati XDiavel Carbon Fibre Parts – Fullsix Carbon
Ducati XDiavel Carbon Fibre Parts – Fullsix Carbon
Now available Ducati XDiavel carbon fibre parts made by the worlds best carbon fibre manufacturer
FULLSIX CARBON
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.
The uniqueness of our products is not just an advertising slogan, but the underlying philosophy of our company itself. Since we believe in providing only the best for your motorcycle, we have developed a unique production monitoring system that ensures that all Fullsix products are manufactured according to the latest protocols and “best-in-the-industry” standards. Through the use of unique barcode technology, CDT Group is the only company in the market that is capable of tracing products through the entire manufacturing process, resulting in products that you can completely trust.
Fullsix stands for perfect looks, precise fitting, outstanding performance and supreme quality.
- Published in Conquest Racing Parts
Dymag Racing Performance Wheels
Dymag Racing Performance Wheels
CONTENTS
Dymag Brand 1.0
Racing 2.0
Sponsored Events 3.0
HQ 4.0
Best of British 5.0
Design Process 6.0
Technology & Innovation 7.0
Marketing Communication 8.0
Wheel Range 9.0
Testimonials 10.0
40 YEARS IN ELITE MOTORSPORT
FORMULA ONE. INDY CAR. GT RACING. LE MANS 24h. TOURING CAR. WRC. PARIS DAKAR. GP500. SBK. ISLE OF MAN TT
1975 – 94 Dymag invent world’s first 3 spoke magnesium moto racing wheel. Dymag wheels in Formula One (Senna, Prost, Mansell) Indy Car, RAID, WRC.
1990’s Dymag launch world’s first one piece and two piece carbon composite moto wheels certified for road and racing use.
2004 Dymag launch world’s first commercial carbon composite auto wheel.
2011 Focus returns to aftermarket composite and forged moto wheels.
2014 Dymag wheels on triple IOMTT winning team Hawk Racing / Buildbase BMW Motorrad with rider Michael Dunlop. 2015 Dymag launches first new carbon composite auto wheel for 10 years at SEMA, Las Vegas.
2016 Continued support to works IOM TT & SBK teams including Michael Dunlop’s campaign.
DYMAG – LEADING THE WORLD IN WHEEL INNOVATION AND PERFORMANCE
Dymag is a company with its heritage firmly rooted in racing. Started in the early 1970’s, we quickly established a reputation for pioneering innovation inventing the world’s first 3-spoke magnesium motorcycle racing wheel. These ground-breaking wheels were ridden by the legendary Eddie Lawson to overall victory in the AMA Superbike Championship in both 1981 and 1982 and the Moto GP Championship in 1984.
Dymag was the first company in the world to manufacture carbon fibre wheels for both high performance motorcycles and cars certified for road and race use. Uniquely, Dymag manufactures wheels in high quality forged magnesium, aluminium and lightweight carbon fibre. We also offer over 3,000 individual fitments for a huge range of motorcycles. We believe no other company has the capability and technology to do this.
WE’RE BACK IN TOP LEVEL RACING
Continuing our tradition, for 2016 we’re partnering with a number of leading IOM TT, British Superbike & European Race Teams
2016 DYMAG FACTORY SUPPORTED PILOTS
ISLE OF MAN TT HAWK RACING / BUILDBASE BMW MOTORRAD – Michael Dunlop
QUATTRO PLANT / BOURNEMOUTH KAWASAKI – James Hillier
MAR-TRAIN YAMAHA – Dan Kneen RIDERS BMW – Martin Jessopp
BRITISH SUPERBIKE HAWK RACING / BUILDBASE BMW MOTORRAD – Lee Jackson & Richard Cooper
QUATTRO PLANT / BOURNEMOUTH KAWASAKI – Luke Mossey & Filip Backlund
GR MOTOSPORT / TEAM WD40 – Jack Kennedy & Sam Hornsey
RIDERS BMW – Martin Jessopp
CLASSIC TT TEAM CLASSIC SUZUKI – Michael Dunlop & Lee Johnston
PADGETTS MOTORCYCLES – Bruce Anstey & Dan Kneen
MOTO AMERICA SUPERBIKE KWR – Kyle Wyman
SPONSORED EVENTS
Dymag Golden Era Superbike Championship | Thundersport GB Series
The Dymag Golden Era class supports pre-2000 year bikes of 750, 950 and 1000cc capacities and will be televised on Motors TV.
This is Dymag’s first series sponsorship reflecting the importance that this level of racing holds, not only for rider development but also to showcase what is for many, the golden age of superbike racing.
As all Dymag wheel specifications and materials are permitted in the Golden Era class, we have the opportunity to create a real heritage moment for Dymag, showcasing the technical quality and competitive edge that our wheels deliver
“We are on track with our growth plans and expanding our composite wheel manufacturing into a state of the art facility with support from UKTi and the government’s Advanced Manufacturing Supply Chain Initiative (AMSCI). With technical support from the NCC we are designing, installing and commissioning the very latest composite manufacturing process equipment.
Thanks to this ground breaking partnership, Dymag has access to the NCC’s composite expertise in the aerospace, marine and automotive industries.” Chris Shelley CEO Dymag Group Ltd
“We are thrilled to be able to bring composites manufacturing support to Dymag Performance Wheels Limited at this exciting time as they develop their business to provide higher volume manufacturing technologies.” Tom Hitchings Business Development Director, National Composite Centre
PROUD TO BE BRITISH
We have been designing and manufacturing auto and moto wheels for over 30 years from our UK base in Wiltshire, England. Whilst the technology that goes into every wheel has evolved, our relentless commitment to quality and design remains at the core of every wheel we make.
HERITAGE & INNOVATION
Originally manufacturing gravity die-case magnesium wheels from which the company grew its name “Dy-mag”, we have continually sought to utilise the most advanced materials and latest manufacturing technology.
RACING SUCCESS
All our racing, aftermarket and OEM wheels have been developed in elite motorsport applications and adapted for road use. Our latest prototyping workshop, and cutting edge CAD and fluid dynamics software are enabling us to develop race wheels of the future.
LOW MOMENT OF INERTIA (MOI)
All Dymag wheels are born from the same meticulous design process, including a thorough engineering & optimisation phase where all unnecessary material (where durability will not be impacted) is carved away. The result is a range of wheels with a super low moment of inertia. Design for low MOI reduces the amount of energy required to overcome inertia resulting in vastly improved acceleration, braking & directional changes > low MOI offers supreme handling.
LIGHT WEIGHT
The light weight nature of all Dymag wheels utilising low density materials offers a huge reduction over original equipment (OE) wheels. Newton told us that a force (provided by your right hand) acting on a body of lower mass (Dymag wheels) will accelerate faster than the competition. We trust Newton.
STATE OF THE ART TECHNOLOGY
Our new carbon composite facility in the heart of the Wiltshire countryside, employs state-of-the art production technology. We are capable of mass production volume with improved finished detail. The resolution that Dymag has become known for drives our technology, including our composite modulus refinement programme.
MARKETING COMMUNICATION
We love keeping our customers up-to-date with our latest news, product specifications and technology information. Everything is on our website at www.dymag.com and you can also follow us on Facebook, Twitter and Instagram. Look for our wheels in action on our dedicated YouTube channel.
We fly the Dymag flag at exhibitions and special events worldwide as we continue to grow our global dealer network.
Dymag achieves regular, targeted coverage in leading online and print platforms and we in invest in aspirational advertising. Dymag wheels score highly in long term tests, proving that durability is a high priority in every Dymag designed wheel as well as achieving dramatic weight savings over OE wheels.
Yamaha Europe ‘Yard Built’ series and other special projects remain an important channel of communication, enabling us to promote our design flexibility and vision, while remaining honest to the Dymag brand.
THE DYMAG WHEEL RANGE
In addition to our rigorous in-house testing, all Dymag wheels are certified to BSAU50, SAE and JWL standards for road and race applications. This means that our professional specification, race-winning wheels are the very same wheels that you can buy for your own road or track bike.
By using our own modular aluminium hub design, Dymag are able to offer over 3000 individual fitments, from a 1985 Suzuki RG500 to a 2016 Kawasaki ZX-10R. Complete wheelsets are delivered fully assembled with valves, spacers, high quality bearings and your specified sprocket ready for you to fit your tyres and discs and get out riding. We also offer a ceramic bearing upgrade on certain applications.
All of our rear wheels are assembled with Dymag’s proprietary cush drive & sprocket carrier and a Talon sprocket. We carry a full compliment of spare parts for our wheels and offer an in-house wheel refurbishment service which includes crack testing and refinishing. Dymag will never repair a lightweight wheel that has been more than superficially damaged.
Dymag offer a Satin Black powder coat as standard for all carriers and non-carbon wheels, with the option to upgrade to a custom colour. An anodised finish is offered in several colours for carriers within carbon wheel sets only and our CA5 carbon wheels always retain a polished weave finish.
CA5 . CARBON COMPOSITE
Produced by in-house skilled technicians at our UK composite production facility, using proprietary cloth and lay up orientation. We refine the modulus of the composite and therefore tailor the stiffness and compliance of the CA5 wheel body.
Polished clear weave finish, with anodised or painted hubs. Available for single sided swing arms as well as standard double sided.
SIZES Front: 16.5” x 3.50” 17” x 2.50” / 3.50” / 3.75”
Rear: 16.5” x 6.25” (double sided only) 17” x 5.50” / 6.00”
TYPICAL ASSEMBLED WHEEL WEIGHTS
APRILIA RSV4 front: 2.53kg rear: 4.83kg
SUZUKI GSXR1000 front: 2.54kg rear: 4.92kg
HONDA CBR1000 RR front: 2.57kg rear: 4.65kg
UP7X . FORGED ALUMINIUM ALLOY
Forged using high quality aluminium alloys which then undergo stress relieving grain refinement. UP7X is ‘the thinking man’s wheel’ – the wheel that’s been ridden by professionals to numerous IOM TT & SBK wins.
Powdercoat paint finish in-house.
Available for double sided swing arms only.
SIZES Front: 17” x 3.50”
Rear: 17” x 5.50” / 6.00”
TYPICAL ASSEMBLED WHEEL WEIGHTS
BMW S1000 HP4 front: 3.15kg rear: 5.80kg
SUZUKI GSXR1000 front: 3.32kg rear: 5.96kg
HONDA CBR1000 RR front: 2.95kg rear: 5.72kg
CH3 . CAST MAGNESIUM ALLOY
Magnesium has always been at the heart of Dymag and the CH3 embodies our heritage and knowledge of casting this material. Ever popular with classic enthusiasts, CH3 offers ultimate performance in a wide range of fitments for both modern and classic bikes.
Powder coat paint finish in-house.
Available for double sided swing arms only.
SIZES Front: 17” x 3.00” / 3.25” / 3.50” 18” x 2.50” / 2.75”/ 3.00” / 3.25” / 3.50” 19” x 2.50”
Rear: 17” x 4.50” / 4.75” / 5.00” / 5.50” / 6.00” / 6.25” 18” x 3.00” / 3.25” / 3.50” / 3.75” / 4.00” / 4.25” / 4.50” / 4.75” / 5.00”
TYPICAL ASSEMBLED WHEEL WEIGHTS
APRILIA RS250 front: 3.53kg rear: 5.70kg
YAMAHA YZF R1 front: 3.70kg rear: 6.00kg
TT3 . CAST MAGNESIUM ALLOY
Our hollow three spoked magnesium design ensures as much weight saving as possible without compromising on durability or performance, being designed specifically for the extreme racing environment in the Isle of Man TT Races and World Endurance Superbikes. All wheels are suitable for on road and racing use.
Powder coat paint finish in-house.
Available for single sided swing arms as well as standard double sided.
SIZES Front: 16.5” x 3.00” / 3.25” / 3.50” / 3.63” / 3.75” 17” x 3.00” / 3.25” / 3.50” / 3.63” / 3.75” 18” x 2.50 “ / 2.75” / 3.00” / 3.25” / 3.50”
Rear: 16.5” x 5.25” / 5.50” / 6.00” / 6.25” 17” x 4.00” / 4.25” / 4.50” / 4.75” / 5.00” / 5.25” / 5.50” / 6.00” / 6.25” 18” x 4.00” / 4.25” / 4.50” / 4.75” / 5.00”
TYPICAL ASSEMBLED WHEEL WEIGHTS
HONDA RC45
front: 3.40kg rear: 3.87kg
SB5 . CAST MAGNESIUM ALLOY
The five hollow spoked design magnesium wheels have been designed with performance motorcycle racing, OE and aftermarket applications in mind.
Powdercoat paint finish in-house.
Available for double sided swing arms only.
SIZES Front: 16.5” x 3.00” / 3.25” / 3.50” / 3.63” / 3.75” 17” x 3.00” / 3.25” / 3.50” / 3.63” / 3.75”
Rear: 16.5” x 5.25” / 5.50” / 6.00” / 6.25” 17” x 5.00 / 5.25” / 5.50” / 6.00” / 6.25”
TYPICAL ASSEMBLED WHEEL WEIGHTS
APRILIA RSV4
front: 2.53kg rear: 4.83kg
SUZUKI GSXR1000
front: 2.54kg rear: 4.92kg
HONDA CBR1000
front: 2.57kg rear: 4.65kg
“We are extremely proud to re-kindle our association with Dymag, I have known Chris Shelley for many years, right back to when he supported me through the European Championships, which I went on to win, so when we decided to go back into British Superbikes, the decision to run with the UP7X aluminium wheel was a no-brainer as they simply are the best, and we know Dymag will never let us down.” Brent Gladwin Principal, Team WD40 “
“Quattro Plant Kawasaki BSB and IOM TT Team have opted for known quality in its wheel choice for its assault of the BSB Championship in 2014 , Dymag UP7X were an obvious choice for the team with the product being great quality and value for money, Not to mention the superb back up service available in the UK.” Pete Exstance Principal, Team Quattro Plant Bournemouth Kawasaki
“When we decided to take KWR into the Moto America Superbike series for 2016, we were looking for new partners that could help us build the best bike possible. Now that we are working with Dymag and running the UP7X wheels on our Yamaha R1, I’m confident that we have a big piece of our puzzle in place. I am looking forward to my Superbike rookie season and am excited to have Dymag in my corner.” Kyle Wyman KWR Racing
- Published in Conquest Racing Parts
MV Agusta Dragster 800 Carbon Fibre Parts
MV Agusta Dragster 800 Carbon Fibre Parts
Manufactured using pre-preg carbon fibre & steel moulds then cured in a high temperature autoclave oven creating a much thinner, lighter product without compromising on strength.
Fits Models: MV Agusta Dragster
Auto-clave production produces the best finish on the weave, keeping the carbon fibre in a more level and constant pattern, preventing kinks and stretching. Finally laser cut using a high pressure water jet to produce a clean edge & polished by hand.
Using 200 gram, 3K plain weave carbon fibre with an epoxy resin, providing both excellent strength and flexibility, UV treated lacquer which will help to keep your carbon fibre looking new.
Features:
– High quality clear finish will add a custom, race look to your bike
– Made by using high quality epoxy resin and high quality carbon fibre
– Auto clave produced
– Available in gloss
– UV resistant varnish
– Same OEM MV CRC carbon fibre weave
– Make your bike stand out from the crowd
- Published in Conquest Racing Parts
Rizoma Motorcycle Billet CNC Accessories UK dealer
Rizoma Motorcycle Billet CNC Accessories UK dealer
HISTORY OF THE BRAND
“I cannot find this accessory for my bike anywhere, why don’t you make it for me?”
That could have been the beginning of the story, which in just over 10 years has transformed the two bothers’ passion and creativity into a Premium Brand of motorcycle accessories and design products, made of exclusive quality materials, such as aluminium and composite fibres.
Over the years, Fabio and Fabrizio Rigolio (General Manager and CEO of Rizoma) have managed to build up a young and dynamic team able to manufacture and trade worldwide the objects, which impress everyone with their elegant and original design and with their maniacal quality.
RIZOMA, STYLE & DESIGN
The unmistakable style of Rizoma is summarised in the pure lines of its products, which give the object an elegant and refined minimalism.
BILLET ALUMINIUM
Beginning with a solid block, the aluminium moulds itself and becomes an effusive element made of emotions and sensations. “You see a block, think about the image; the image is inside. You only have to undress it.” Michelangelo Buonarroti
RIZOMA PEOPLE
The strength of Rizoma lies in the
passion of those who created it and
those who work there every day: ideas and diligence are fundamental for a “Made in Italy” product which is world famous for the high quality and the attention to its details.
- Published in Conquest Racing Parts
2016 Aprilia RSV4 R-FW 230bhp Race Bike
2016 Aprilia RSV4 R-FW 230bhp Race Bike
We knew Aprilia were going to do something awesome with the epic RSV4, in terms of a track-only machine, but we honestly didn’t know just how special it would be…
What was once the preserve of race teams can now be bought by anyone, thanks to Aprilia, and it seems as though they’re catering for many wallet sizes at the same time, albeit still not at the cheap end of the scale! Then again, quality costs.
Prices are yet to be revealed, as are the schemes for adding or removing items to adjust the cost, but we do know there are five models to choose from. And, when it comes to a track only bike, we doubt you’ll find better on offer than any of these!
As Aprilia themselves put it – Aprilia Racing, the Racing Division that has earned the Noale-based manufacturer 54 World Titles, introduced a program today to make the same technology that was developed for the championship winning bike available to anyone who wishes to compete in factory derivative championships or who wants an RSV4 with racetrack optimised performance – meaning they’re there for you to go racing on, or racing your mates on, or just thrapping around a track on and if you’ve got the cash, you can have a track bike that genuinely makes over 210bhp at the rear wheel. Wow…
The five models are as follows:
RSV4 R-FW Stock1 MM Race
An Aprilia RSV4 with Race Pack (Öhlins suspension and forged rims).
Standard electronic system with an extra light lithium battery.
ECU reprogrammed to Race version with race maps for engine and bike management, developed by Aprilia Racing.
Settings reprogrammed for race use.
Braking optimised and weight reduced, ABS removed
Engine weight reduced without the water thermostat, with a simplified water tubes kit and secondary air system closed.
Optional: Akrapovic exhaust kit, complete fairing kit, dedicated suspensions setting and complete engine optimisation.
RSV4 R-FW Stock2 APX Race
An Aprilia RSV4 with Race Pack (Öhlins suspension and forged rims).
Simplified, lightweight, racing version electronic system with dedicated bike and engine wiring and a lithium battery.
APX2 logic unit developed by Aprilia Racing: ignition and engine control parameters may be programmed with the included hand terminal.
Data acquisition system allows logging of original sensors as well as optional sensors allowed by FIM Superstock 1000 rules.
Special Aprilia Racing instruments.
Special engine with Aprilia Racing preparation.
Optional: Akrapovic exhaust kit, complete fairing kit, dedicated suspensions setting.
Then it gets really serious…
RSV4 R-FW SBK
An Aprilia RSV4 with Race Pack (Öhlins suspension and forged rims).
Simplified, lightweight, racing version electronic system with dedicated bike and engine wiring and a lithium battery.
APX2 logic unit developed by Aprilia Racing, complete with GPS module, ignition and engine control parameters may be programmed with the included hand terminal. The unit includes a data acquisition system with optional telemetry sensors kit.
Special Aprilia Racing instruments with racing buttons.
Electronic gearbox with assisted shifting (blipper).
Special Aprilia Racing tools.
Special engine with SBK preparation by Aprilia Racing.
RSV4 R-FW W-SBK
Replica of the RSV4 Superbike used by the official Aprilia Racing Team in the SBK Wold Championship.
Both the bike and the level of assistance may be tailor made in accordance with the budget and ambitions of each rider and team.
It is the best that can be desired and allows one to have a star role in the Superbike world championship.
And then, finally…
RSV4 R-FW ‘MISANO’
The bike presented at EICMA is a demonstration of the level of preparation possible through the ‘Factory Works’ program and is the entry level for the W-SBK line.
In true Aprilia Racing style each component has been optimised to offer the best in performance while maintaining elevated overall balance and reliability.
It is a bike that can do well at any competitive level, while remaining “within reach” of enthusiasts who desire an extraordinary bike to exercise their racing skills, knowing that nothing can come closer to the rush felt by SBK World Championship champions.
The colour scheme is a celebration of Aprilia’s first victory in a ‘road racing’ competition and underscores the exclusivity of the model
That is astonishing, although we believe the one most relevant to us normal folks is the first, the Stock1 MM Race. Unless you’re minted, in which case, go nuts!
Aprilia’s racing boss also had some words to say about the new program:
Romano Albesiano – “The RSV4 racing versions we are presenting at EICMA are, first and foremost, a unique opportunity that Aprilia Racing is making available to those who want to own a real race bike. At the Aprilia Racing Division we worked to pack all the know-how behind the RSV4 into these exceptional bikes: know-how which has made the RSV4 one of the top winning bikes in the history of production-derived bikes. The SSTK Championship victory this year is an addition to 7 world titles we’ve won in the SBK. Now all the experience we have acquired through these victories is available to whoever wants to race with our bike: both those who want to participate in championships and those who want to ride a real Aprilia Racing bike on the racetrack. We’re making several levels of sophistication available. This is a racetrack optimised RSV4, from the SSTK version (in every way the bike that dominated the Superstock 1000 FIM Cup) all the way to the top, a full-fledged Superbike”.
So, the top spec’ version makes 230bhp at the crank. But as the stock RSV4 RF or RR makes 200bhp at the crank (184bhp rear-wheel on our dyno), you can expect the lower spec’ versions to still be pretty healthy, banging on the door of a genuine 200bhp at the rear wheel on the Superstock model. And that, ladies and germs, is more than enough for most of us bar actual racers.
Prices are yet to be confirmed, but as soon as we get them, we’ll let you know.
source:fastbikes
Click here to view Aprilia RSV4 Performance Parts & Carbon Fibre
- Published in Motorcycles
New 2016 Ducati 959 Panigale
New 2016 Ducati 959 Panigale
New 959 Panigale, +6%BHP, +8% torque, 157BHP, 107NM, 1299 fairing side exhaust like on the Japanese Panigale, except for USA, Canada & Australia.
Powered by a revised 955cc Superquadro motor, the 959 punts out a claimed 157bhp at 10,500rpm by lengthening the stroke from 57.2mm to 60.8mm, while the bore remains the same at a nice, round 100mm. Trackdayers and Sunday racers rejoice, as Ducati engineers have also inserted some all-new con-rods to cope with the longer stroke and meatier performance.
Chassis wise, the 959 ‘Gale has a dry weight of 157kg and some wider front fairings. Although the front-end geometry from the 899 remains, the swingarm pivot has been lowered by 4mm (a bit of a surprise) to give a 51%/49% weight distribution in favour of the front.
Back to those exhausts: having seen pandemonium across social media, let’s just put things into perspective. Standard 899s and 1299s have been struggling with noise limits at 99% of circuits in the UK, so the new configuration will undoubtedly do something to remedy Betty and Cyril’s miraculous hearing enhancements and constant moaning.
Other than the aforementioned, that’s about it when it comes to headline aspects. It comes rolling with the usual Panigale electronics suite, sprung by the same Showa/Sachs suspension partnership, and Brembos obviously do the stopping.
TBC but the Ducati 959 Panigale will cost you £13,295.
Click here for Ducati 959 Panigale Performance Parts & Accessories
- Published in Motorcycles
New 2016 Ducati Scrambler Flat Track Pro
New 2016 Ducati Scrambler Flat Track Pro
Ducati Scrambler Flat Track Pro is designed as a speeding machine. It features dedicated livery, fuel tank in racing yellow, aluminium rear view mirrors, sporty headlight fairing, alloys with yellow outlines, CNC footpegs, CNC sprocket cover, full throttle exhaust, dedicated number plate, dedicated seat fabric, etc.
More details will be revealed soon. Stay tuned.
Click here for Ducati Scrambler Parts & Accessories
- Published in Motorcycles
New 2016 Ducati Scrambler Sixty2
New 2016 Ducati Scrambler Sixty2
Ducati has officially taken wraps off the new Scrambler variants, one of them is the much awaited 400 cc entry level variant.
At the EICMA (Esposizione Internazionale Ciclo Motociclo e Accessori), also known as the Milan Motorcycle Show in Italy, Ducati unveiled a total of seven new bikes. Two of them are Scrambler variants – Sixty2 and Flat Track Pro.
Of the two, Ducati Scrambler Sixty2 is powered by a new 399 cc single cylinder desmodromic air cooled engine. This engine generates a peak power of 41 hp. Not much is known, except that this entry level Ducati gets Showa 41 mm front forks in the front, steel tube swingarm at the rear, has a 14 litter steel fuel tank with dedicated logo, dry weight of 167 kg, and a new black silencer cover.
Click here to view Ducati Scrambler parts
- Published in Motorcycles
MV Agusta F4 RC First Test Ride Review
MV Agusta F4 RC First Test Ride Review
We’ve nailed a real beauty here – The first ride of an MV Agusta F4 RC by anyone outside of MV itself. At least, we are as far as we can gather media-wise, which can’t be a bad effort, can it? Yep, we got our hands on one before anyone else, anywhere. Us FB cats have truly had our cream…
So, let’s see – 212bhp, 111Nm of torque, 175kg, the finest carbon fibre and suspension known to man, and looks to die for? Bring it on! What do we think of it? Well, the full test you can read in a future magazine (issue 303 out on June 23rd), but we’re happy to tease with a few thoughts on the most incredible F4 MV have ever produced. Thus, here are five observations on this little beauty.
1 – It is unbelievably, jaw-droppingly gorgeous to behold – Okay, this is probably the easiest thing you could work out for yourselves, but even we were stopped dead in our tracks when we met it for the first time. The attention to detail is fantastic, build-quality has surpassed other current versions of the F4 (which was already top notch), and it really does merit its staggering asking price of a pound shy of £31,000 on looks and detail alone. This one had just begun the tentative transformational first steps into becoming a race bike, so had the achingly delicious full Termignoni titanium full-system fitted, as well as a few of the bits and pieces that come in the carbon-fibre race-pack box. Even the simple yet stunning rearsets are there to be admired, and the carbon fibre fairings are boss. It really is wondrous.
2 – It’s rather fast – With a claimed 212bhp (crank figure), you wouldn’t expect it to be slow and it certainly isn’t, oh no… The RC is surprisingly usable for what’s essentially a WSB machine on the road, but it’s when the tacho rises that you get your real kicks. And it’s further up the rev scale that it really impresses. When you’d expect it to start tailing off, it kicks in again hard like a steel-capped boot up the jacksie, screaming through those beautiful open pipes a rapturous cacophony that demanded anybody within a mile turned around and took notice. As eye-ball widening rides go, this is one that makes you go “Ooooh, shiii….”
3 – You can really feel the weight loss – The RC is a solid handling bike, pukka geometry and Öhlins’ finest ensure that, but it’s the diet notching it down to 175kg that really shines through. The latest F4s all handle really well, but this one adds a previously missing flickability to the solid cornering skills. Chuck in a wonderfully intuitive riding position allied to super responsive input ratios, and you have a bike you’d happy ride on road or track every day for the rest of your life.
4 – It’s got real character – Traditionally firing inline four cylinder machines suffer from a slight lack of character during these days of cross-pane cranks, V4s, blaring triples and huge thumping twins. Not the RC, it lives and breathes, kicks and screams in a way a Suzuki GSX-R or Honda Fireblade can only dream of. Even the bolshy BMW S 1000 RR, while bonkers, is a dweeb sat alone in the corner of the wine bar, compared to the RC which is making every woman under the roof swoon, while arm-wrestling anyone who fancies being humiliated by the smartly dressed, dashing cad. You drink in its essence sat onboard, it talks to you, flatters you just by sitting on it – it’s an overwhelmingly incredible experience. It doesn’t even sound like any other inline four around, it rocks to its own beat, and that beat is terribly catchy.
5 – They’re all sold out – At least, we think they are, there may be one or two somewhere around the globe but you’d better be bloody quick if you just happened to find £31k behind the fridge and want one. And, why wouldn’t you?! Otherwise you’ll have to wait until one comes up for sale, which could be a while. Only 250 are being made and a lot of those will end up on race tracks, like this one from Hampshire MV will at a BSB circuit near you soon. The rest will go to MV aficionados, collectors and those lucky (read – rich) enough to snap one up. Nope, we don’t like them any more than you do! 
Click on the link below to view MV Agusta parts
Source: Fastbikesmag
- Published in Motorcycle Review
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