Conquest Creations
Conquest Creations
We took a stock Ducati 848 Evo and added some beautifully crafted Conquest Carbon & CNC Racing parts.
- Published in Motorcycles
The Triumph Forum
The Triumph Forum is the UK’s Number 1 resource for news, information and discussion regarding anything Triumph.
Why not pay a visit to the forum and join in with the discussion, check out the local events in your area or just browse some of the excellent member galleries.
- Published in Motorcycles
Triumph Street Triple 2013 – Review
Triumph Street Triple
They say: “The envy of the middleweight sector.”
We say: “…and a bunch of other sectors.”
Motorcycles sometimes outgrow their original concepts. Such is the case with Triumph’s seminal hooligan bike, the Speed Triple, which over two decades grew from a stout, 885cc middleweight to a full-size, 1050cc streetfighter.
The gap in Triumph’s lineup was filled in 2007, when the chaps in Hinckley scaled the already-proven streetfighter idea down to fit the successful 675cc supersport powerplant. We loved the Street Triple as much as the rest of the world, which embraced it to the tune of more than 50,000 units in its first 5 years on the market.
Like its Daytona 675 sibling, the 2013 Street Triple gets a chassis refresh and an undersl
This year saw the Street’s first major redesign since its inception, as Editor at Large Aaron Frank discovered riding the R-spec version (Feb. MC). Most notable is the under-slung exhaust centralizing mass and (perhaps most importantly) matching the look of the Street’s supersport sibling, the Daytona 675. The redesign also includes an all-new frame and swingarm, which are lighter and together create half a degree less rake and 2.6mm more trail, intended to make the Street more nimble and more stable. A new subframe also saves weight, making the Street a claimed 16 pounds lighter.
One piece of the Daytona 675 that did not make the jump is the new short-stroke engine. The Street Triple still uses the previous-generation powerplant. No worries, though, because it’s a gem. A muscular 44.6 lb.-ft. of torque back up the engine’s exhilarating top-end rush of 94.4 horses. Slightly abrupt throttle takeup is avoidable with a gentle wrist, but that’s hard when twisting the grip is so much fun.
The main gripes are the seat and brakes, the former too hard and the latter too soft. The brakes perform well, but seem to suffer from extra piping for the ABS that leaves the lever feeling a little spongy during hard braking. The saddle seems to match the intention and aesthetic of the Street Triple to a tee, simple and uncompromising, except that the Street isn’t as harsh as it looks.
As thrilling as it is to ride, the Street’s ergos are mature enough to use all day. In defense of the firm perch, the crowning achievement of the bike is how absolutely small it feels.
So, then, it’s tidy, potent, stylish, and huge fun to ride. But you shouldn’t buy one. The tragedy of the standard Street Triple is that the up-spec “R” version is just $600 more. And for that you get the same willing engine in a delightfully nimble chassis, but with radial calipers up front, adjustable versions of the fork and shock, and spicy red styling accents. Still for less than £8k
Tech Spec
| Price | |
| Engine type | I-c inline-triple |
| Valve train | DOHC, 12v |
| Displacement | 675cc |
| Transmission | 6-speed |
| Frame | Aluminum twin-spar |
| Front suspension | KYB 41mm inverted fork |
| Rear suspension | KYB shock with adjustable spring preload |
| Front brake | Dual Nissin two-piston calipers, 310mm discs with ABS |
| Rear brake | Brembo one-piston caliper, 220mm disc with ABS |
| Front tire | 120/70ZR-17 Pirelli Diablo Rosso Corsa |
| Rear tire | 180/55ZR-17 Pirelli Diablo Rosso Corsa |
| Rake/trail | 24.1°/ 3.9 in. |
| Seat height | 31.5 in. |
| Wheelbase | 55.5 in. |
| Fuel capacity | 4.6 gal. |
| Claimed curb weight | 400 lbs. |
| Contact | www.triumphmotorcycles.com |
| Verdict 4 out of 5 stars | |
| Thrills, charisma, style, versatility, and huge fun. The only thing better is the R model.
|
- Published in Motorcycle Review
2013 Ducati Diavel Strada First Ride USA
2013 Ducati Diavel Strada First Ride USA
Ducati now has a solution for those looking to strike out past the horizon on its muscle-bound cruiser, the 2013 Ducati Diavel Strada. For the 2013 model year the Italian marque has bestowed the Strada treatment to both the Diavel and Hypermotard to broaden their demographic appeal with touring features. But does the concept really work? Do bags, a windscreen and a few other tweaks make for a touring motorcycle?
The equipment change list for the Diavel Strada from the standard model is not long, but it is notable. Most prominent is a windscreen mounted above the Duc’s headlight and a set of molded textile side bags. A rear backrest and grab handles up the passenger amenities, while the entire seat gets more padding without raising the low 30.3-inch reach to the pavement.
All other details and specs are identical to the standard model, including the 1198.4cc Testastretta 11, L-Twin powerplant that cranked out 137.62 rear-wheel horsepower and 81.99 lb-ft of torque on the MotoUSA dyno. Twisting the throttle on the Diavel Strada brings forth acceleration unmatched by any stock cruiser or tourer. Wheelies and burnouts are a snap of the wrist away. For those not looking for such behavior, the engine’s output and delivery to the rear 240mm Pirelli can be tempered via Ducati’s Riding Modes (Sport, Touring and Urban) that can deliver as low as 100hp in the Urban setting. For me the choice was either Sport or Touring as the two settings give full power, but the later softens the initial hit for a more controlled response. No matter the mode, the Diavel Strada’s engine is one of our favorites.
One downside to the Diavel’s wonderful engine (besides the risk to your license) is the fuel economy and range. While testing we averaged 31.6 mpg with a combination of highway, back roads and city work combined with a overactive throttle hand. That gives you 142 miles out of the 4.5-gallon tank, not very good for a model meant for touring duty. The tank will be dry long before your body needs a break. Go easy and you could probably get closer to 40 mpg in touring or urban mode, but that only increases the Strada’s reach by another 40 miles. You want power? You’re gonna have to pay for it at the pump.
Another gripe with the Diavel Strada is with the two most obvious features of the machine – the windshield and the side bags. At highway speeds the air coming off of the shield takes the pressure off the rider’s chest but lands it squarely on the helmet. This causes quite a bit of buffeting and gets annoying quickly. Every tester that rode the Duc looked for an adjuster to raise or lower the screen to smooth the turbulence. Alas, there is no adjustment causing us to hunker down behind the shield, negating the comfortable bend of the handlebars and roomy cockpit.
The side bags on the Diavel Strada are not what we could classify as roomy, and to be honest they barely classify as adequate. The 10.8-gallon capacity is good enough for a couple changes of clothes, a pair of shoes, toiletries and not a whole lot more. Locking the bags requires the use of a combination luggage lock. Overall the bags feel like an afterthought especially when compared to the Ducati accessory bags for the Multi.
Suspension on the Strada is firm, but not too taut to make life on the super slabs uncomfortable. You will want to avoid contact with potholes and ridiculously rough pavement, but the solid ride has an upside. When the road goes ‘round the bend the Diavel will blow other cruisers and touring cruisers into the weeds. Turn-in effort is slightly heavy thanks to that massive meat at the back, but once it’s leaned over the feel is so stable you’ll think of taking a shot at streetfighters and standards in the bends. Yes, the weight can be an issue if you come in too hot, but ride within the very generous safe zone and you’ll be rewarded with a bike that handles far better than expected. This is where the Diavel Strada shines. Pick a mountain or curvy coastline and enjoy the sure-footed handling and copious amounts of power on tap.
As mentioned before, the Diavel will run out of go-juice before your body needs a break thanks to an easy reach to the bars and extra cushion in the seat. Five-hundred-mile days are achievable, and you’ll arrive no worse for wear. It just takes a little longer due to the extra fuel stops. The heated grips are a very nice feature to have and heat up quickly with three levels of warming goodness.
Overall the Diavel Strada is a great bike, and we still love it for its wonderful engine, stable handling and unmistakable Ducati-ness. The added comfort makes it a bike that you can tour on – if you are willing to accept it for its diminutive saddlebag capacity, short fuel range and less than perfect windscreen. Unfortunately the Diavel Strada is not the very best bike to chew up miles. For that, Ducati offers the Multistrada. But if your idea of touring is traveling light, stopping more often and enjoying what’s along the way, the 2013 Ducati Diavel Strada is one of the coolest ways to do just that.
- Published in Motorcycle Review
Ducati Panigale R Review
Ducati Panigale R
What’s it all about?
The latest Ducati Panigale R spearheads one of the most impressive model ranges in the manufacturer’s history. This model has so many innovative features that you could spend many hours just discovering the detail of the most advanced superbike ever produced. The R sits above the basic model and the S and has been specifically developed for racing.
What does it cost?
Ducatis are never cheap so you’ll be well prepared to pay a premium price to get your hands on one of these beauties. The Panigale R will set you back a cool £26,550, so you had better know what you are buying. If you can’t quite stretch to this then an S with ABS and lower gearing will be a nice compromise and save you £4,000.
How does it handle?
What is really pleasing and surprising about this bike is that it is incredibly comfortable to ride even for relatively tall riders. Ducatis have always been admired for their power, performance and style but never rated highly for rider comfort. Take a bow, Ducati.
The superb V-twin has been modified to include titanium con-rods and a lighter crank, which has allowed Ducati to increase the rev ceiling by 500rpm to 12,000rpm. This plus changes to the gearing provide increased grunt at the back wheel for the same power and torque figures.
With such an extreme engine, never before has Ducati’s unique desmodromic system been so vitally important. With the high engine speeds at which this engine operates combined with such large valves, it would be impossible for the valve’s rocker-arm to follow the steep closure profile of the cam lobe using normal valve closure springs.
The desmo system actuates valve closure mechanically with the same method and accuracy as it opens, enabling steep cam profiles, radical cam timings, large valves and high-operating speeds. This system is used on every single Ducati motorcycle and constantly proven on Ducati Corse’s World Superbikes.
The new bike is awash with clever Ducati technology. With the click of a button, the Ducati’s riding modes can deliver performance with enhanced rider confidence by combining seven class-leading technologies. The latest-generation sports ABS system, Ducati traction control, Ducati electronic suspension, Ducati quick-shift, Ducati’s new race-derived engine brake control and ride-by-wire are now all programmed into seamless, electronic rider assistance. Even the world’s most advanced LCD dashboard with the full colour thin film transistor display changes to suit the rider’s environment. All pretty impressive stuff!
Verdict
This bike is just unbelievable and although some traditionalists will moan about the non-trellis frame design, the bike’s overall performance and looks will dispel any negative thoughts. Ducati has produced a magnificent race bike and answered many of the questions that were voiced above its previous race models. In the Ducati Panigale R you have the ultimate race machine as long as you’ve got the asking price.
Bike: Ducati Panigale R
Price: £26,550
Engine: 1198cc V-twin: 8-valve, desmodromic, liquid-cooled
Weight: 189kg (dry)
Torque: 98lb/ft
Power: 195bhp
Tank size: 17 litres
- Published in Motorcycle Review
MV Agusta F3 800 First Ride Review
MV Agusta F3 800 First Ride Review
It had to happen, sooner or later. After the acclaim accorded to the punchier, torquier, 798cc long-stroke version of MV Agusta’s 675cc three-cylinder F3 engine in the 800 Brutale naked bike, the Italian company has now followed this up with an F3 800 sportbike version. And it’s already in production.
After riding the new bike for a full day at the Misano GP circuit under Italian sunshine, there’s only one conclusion to be made: this new bike is truly the best of both worlds, combining the slim build, nimble handling and appetite for revs of a 600cc Supersport, with the torque and rideability of a 1200cc V-twin.
To create it, MV’s R&D team headed by its Direttore Tecnico, Marco Cassinelli, has developed an uprated version of the 800 Brutale motor, similarly obtained by increasing the stroke from its F3 675 sister bike’s 45.9 mm to 54.3 mm, while the bore size remains unaltered at 79mm. This has increased engine performance by 20 hp, or 15 percent, to a peak of 148 hp/108.8kW at 13,000 rpm, with maximum torque of 88Nm/8.97kgm delivered at 10,600 rpm – a 10 percent step up from the 800 Brutale’s and produced 2000 rpm lower.
The rev-limit has been reduced to 13,500 rpm from the F3 675’s 15,000 rpm redline, but in weighing exactly the same at 381 pounds, it results in a huge step up in the power-to-weight ratio of 13.5 percent that allows MV’s latest and greatest to compete on overall performance terms with bigger-engined, more potent, but heavier and less agile one-liter Superbikes.
It also gets the slipper clutch that’s missing from the F3 675, and MV claims a homologated top speed of 167 mph for the new bike – 10 mph up on the smaller model, obtained via a longer final drive ratio raised from 16/43T to 17/39T.
To achieve this lift in output, MV has fitted the same cylinder head as the F3 675, with titanium valves all around (the 800 Brutale has steel valves), while the three 50mm Mikuni throttle bodies each now carry twin injectors, same as on the smaller F3.
- Published in Motorcycle Review
MV Agusta Brutale Corsa- First Look Review
MV Agusta Brutale Corsa- First Look Review
Now that MV Agusta has introduced the 800cc version of its compact Triple, the R&D department can get back to work on the larger-displacement four-cylinder models. First up is a hotter, more refined version of the top-of-the-line Brutale RR.
The Brutale Corsa is powered by the Brutale RR’s liquid-cooled, dohc, 16-valve, 1090cc inline-Four. Claimed output (158 horsepower at 11,900 rpm and 73.75 foot-pounds of torque at 10,100 rpm) is the same as that of the RR, but everything else has been updated.
An Öhlins 43mm NIX fork is standard, along with lightweight forged aluminum wheels, radial-mount Brembo Monobloc calipers pinching 320mm discs and a fully adjustable Sachs shock. Brake and clutch controls, as well as the related reservoir caps, and the rider’s footpegs, are machined from billet.
A hand-sewn seat and carbon-fiber fenders/license-plate holder give a touch of exclusivity to MV’s newest naked model. The graphics are also exclusive: a glossy black frame and a two-tone Pearl White/Pearl Red paint.
Price in Italy for the MV Agusta Brutale Corsa is 20,990 euros or $26,989 at current exchange rates.
- Published in Motorcycle Review
Ducati Motor. Authentic Italian Performance.
Ducati Motor, Authentic Italian Performance.
- Published in Motorcycles
Triumph gears up for India ops with a change in plans
Triumph gears up for India ops with a change in plans
According to the new plan, Triumph Motorcycles will start assembling completely knocked-down (CKD) kits at a factory in the Gurgaon-Manesar area in Haryana, a departure from its earlier plan to build a factory at Narsapura, near Bangalore.
The company’s manufacturing plans in Karnataka will be implemented later, two of the three people cited above said. It is, however, unclear whether the company has bought land in Haryana to start an assembly plant or it will use the manufacturing facilities of a vendor.
“They want to test the Indian market. The Gurgaon-Manesar belt will act as a stepping stone,” one of the three people familiar with the matter said. “At Narsapura, a full-fledged manufacturing facility will come up in 2015.”
All three declined to be named.
The company has opened a purchasing office in Gurgaon and hired a consultant to recruit in India, according to the second person cited above. “They want to get over with the recruitment process by end July.”
Local assembly will help the company save on import taxes and reduce the cost of the motorcycles sold in India.
India imposes an import duty of 60% on completely built vehicles, 30% on semi knocked-down kits and 10% on completely knocked-down units.
“We will shortly be holding a full press briefing on our planned activity in India, and would prefer to hold off on any communication until that time,” a Triumph spokesperson said. “We will be in touch as soon as the firm plans for this briefing have been made.”
The Hindu Businessline newspaper in May 2012 reported that Triumph Motorcycles then planned to set up a factory near Bangalore at a cost of Rs.215 crore.
The company’s proposal was approved by the Karnataka state high level clearance committee. The committee has approved the allotment of 30 acres of land at Narsapura Industrial Area in Kolar district, the report said.
The company had then said it would assemble some of these models locally. While some of Harley’s models in India are locally assembled, BMW and Ducati have been selling imported units.
“Harley has managed to make an instant connect with the buyers in this niche segment. No doubts there will be buyers who would have waited for Triumph, but that initial momentum has been seized by Harley,” he said.
Harley sells at least 80-90 motorcycles a month, while the estimated size of the market is a little over 2,000 units a year.
- Published in Motorcycles
Ducati Motorcycle Finance Promotion
Ducati Motorcycle Finance Promotion
For this summer, Ducati UK has launched a realm of affordable TriOptions PCP offers spread throughout the model range from the iconic entry level Monster 696 through to the flagship Superbike 1199 Panigale.
Ducati has constantly reacted to customer needs by not only producing market challenging products but also by making its motorcycles more affordable. This has been done by reducing service costs and extending service intervals and by offering a range of Ducati finance options that make the dream of owning a Ducati a reality.
Ducati UK’s latest TriOptions PCP offers range from as low as £85 per month for a Monster 696 up to £199 for the award winning 1199 S ABS Panigale and with competitive finance APR levels ranging between 2.7% – 6.5%. The full range of Monsters is included in the promotion with a deposit level set at just 20%. The top of the range Monster 1100 Evo is available on the PCP deal at just £119. The 1100 Evo combines the renowned styling of a model celebrating its 20th anniversary with such features as Ducati Safety pack which includes both Traction control and ABS.
The most recent new Ducati model, the irresistible Hyperstrada, is also included in the campaign. This compelling mix of Motard and practicality is available on the PCP offer at an enticing £115 per month.
Another model often described as compelling is the Diavel. Its heady mix of blistering performance and cruising genetics accompanies the rest of the range in being part of this inviting PCP promotion. Price per month across the Diavel family range is from £139 per month for the Dark, to £169 for the new Diavel Strada, and on to £189 for the range topping Carbon model.
Finally the beloved 848 Superbike range completes the collection of PCP offers with a tempting £119 for the 848 Evo and just £125 per month for the 848 Evo Corse Special Edition.
All prices quoted are for an agreement duration of 37 months. Deposits, APR and fixed interest rates vary depending on model. The promotion runs from now until the end of September 2013.
- Published in Motorcycles
