F1 News - F1 'monitoring coronavirus' outbreak in China
https://ift.tt/37Dh32C Formula 1 says it is "monitoring" the effects of the coronavirus outbreak in China in the context of the country's Grand Prix in April. The UK Foreign Office has adjusted its travel advice to warn against all non-essential travel to China. F1 said it was "monitoring the situation in China closely" in tandem with the race promoter and motorsport's governing body the FIA. The move comes "in light of [the] advice from the Foreign Office". Protocols dictate that any request to cancel the race has to come first from the promoter. The Chinese Grand Prix is due to take place in Shanghai, about 800km (497 miles) from Wuhan, on 17-19 April. The last grand prix to be cancelled as a result of an emergency situation in the host country was the 2011 Bahrain Grand Prix, after protests erupted in the Middle Eastern state as part of the Arab Spring. British Airways has suspended all direct flights to and from mainland China because of the coronavirus outbreak, which has caused more than 130 deaths, spreading across China and at least 16 other countries. The number of cases of the virus in China has reached nearly 6,000 and Wuhan and the wider Hubei province are effectively in lockdown, with strict travel restrictions. Hundreds of British citizens being flown back to the UK from Wuhan on Thursday will be put in quarantine for two weeks following their arrival. Australia, Japan, the US and European Union nations are also repatriating citizens. The Chinese Grand Prix is not the only sporting event under potential threat from the virus outbreak. The World Indoor Athletics Championships are due to be held in Nanjing, 500km (311 miles) from Wuhan, on 13-15 March. In Australia, the Chinese women's football team have been put in quarantine before their planned World Cup qualifying matches next month. Great Britain's women's Olympic basketball qualifying tournament was moved from China to Serbia. Meanwhile, the all-electric Formula E series is due to hold a race in Sanya, southern China, on 21 March. Formula E says it is also "closely monitoring" the situation in China in tandem with local authorities. #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 January 29, 2020 at 09:48AM
Motorcycle News - 2020 Kawasaki Ninja 650 Review – First Ride
https://ift.tt/37Ed85v 2020 Kawasaki Ninja 650Editor Score: 85.0%
In the wake of declining sportbike sales, we’ve seen manufacturers drop supersport models or leave them untouched for years on end. For the more versatile, upright sporty bikes, the industry as a whole has not given up. For Honda and Kawasaki, models like the Ninja 650 and CBR650R offer sportbike looks with practical ergonomics and performance that riders can grow with. With both models receiving updates within the last year – including seriously stepping up their game in the looks department – these everyday sportbikes are even more enticing than ever. For 2020, the Kawasaki Ninja 650 receives mostly aesthetic upgrades along with LED lighting, Dunlop Sportmax Roadsport 2 tires, and a TFT display featuring integrated Bluetooth connectivity through the Rideology app. The new Ninja 650’s styling falls in line with its sporty siblings with a face nearly identical to the ZX-6R and Ninja 400. A redesigned windscreen integrates seamlessly into the new wider upper cowl and is said to be angled more upright to offer the rider more wind protection. During my ride on the freeway, the difference between sitting upright in a normal riding position versus fully tucked with my chinbar on the gas tank made zero difference in the amount of windblast I received to my helmet. Kawasaki offers a large accessory windscreen for those looking for more protection. LED lighting throughout lends a premium touch, as do the smooth fairing surfaces which have been achieved by replacing fairing bolts with plastic hooks and tabs. Although the smooth continuous surfaces look nice, my thought was that they may be a bit of a pain to remove and reinstall, but I didn’t have a chance to undress the Ninja 650. So, I can’t be sure on that one. Hopefully, I’m wrong. The new 4.3-inch TFT display is a first for the Japanese middleweights and was easily visible during our ride in varying light. The background can be adjusted from black to white and brightness adjusts automatically with ambient light. Plenty of information is available on the new screen such as trip data, average fuel consumption, gear indicator, coolant temp, voltage, service reminders, and Kawi’s ECO riding indicator among other data. With Bluetooth connectivity, riders can now download the Rideology app which will allow them to take a look at all of those parameters (if paired when the bike was last on) before they go out to the garage in the morning to see if they need gas, etc. Connectivity through the Rideology app also includes telephone notifications which will show on the TFT screen, the ability to adjust some display settings, and a riding log that tracks route, distance, and time which can be shared and stored for playback. Unfortunately, on our ride full of quick stops for photo passes and the need to start/stop the ride log on the app while simultaneously making sure the phone was connected before restarting the log, the app didn’t work as well as I had hoped. A quick look at the app’s ride log post-ride also showed a line as the crow flies throughout the area we rode, and all of my GPS settings were on. The app may need a little work. A welcome upgrade to the Ninja 650’s footing are the Dunlop Sportmax Roadsport 2 tires. I didn’t have a chance to ride the previous model with the old rubber, but I was told by everyone who had that the new Dunlops were a significant step up. An improvement I was grateful for since our ride included gravel-strewn roads, broken pavement, damp corners, tight twisty canyons, and freeways. The tires proved predictable and got everyone back to the hotel safe at the end of the day. To some, the changes listed above for 2020 may not sound like much, but let’s not forget that when the 2017 Ninja 650 was released Kawasaki claimed it had shed 42(!) pounds, a substantial drop in weight that makes the bike easy to maneuver, be it through twisty roads or commuter traffic. This is a trait that’s just as apparent in the 2020 model as it was in 2017. The Ninja 650’s 649cc Parallel Twin remains unchanged with Kawasaki reporting 67 hp at 8,000 rpm (via the EU site) and 48.5 lb. ft @ 6,500 rpm. The motor delivers nice mid-range power with the ability to be spun up when riding aggressively. Fueling is crisp, though driveline lash makes for some abrupt on/off throttle applications. The Kawasaki Air Management System’s (KAMS) radiator fan ducts channel hot air away from the rider to the ground which should make the Ninja 650 more pleasant to commute on during the warmer months of the year. At higher revs, some vibration can be noticed in the seat, but it’s nothing too intrusive. The slick gearbox is ultra-positive allowing the rider to click through the gears snickety-split. The compact cassette-style transmission uses a slip and assist function to combat excessive engine braking caused by aggressive downshifts, ensuring the rear wheel doesn’t hop. Pull at the lever is also effortless guaranteeing one won’t tire during stop-and-go traffic. Ergonomics, again, are carried over from previous years with the 2020 model receiving a slightly thicker rear seat for passenger comfort. The Ninja 650’s upright bars and standard footpeg placement make for a neutral seating position that left me mostly comfortable after riding all day. My only complaint is that the seat-to-footpeg measurement seems fairly short and if I was noticing at the end of the day with a 30-inch inseam, I’m sure taller riders were stretching their legs before I was. Stopping power is provided by Nissin 2-piston calipers gripping 300mm petal-type discs up front, while a single Nissin caliper chomps on a single 220mm disc out back. No real complaints in the braking department. The Nissin components get things slowed down comfortably and efficiently. ABS and Non-ABS models are available from Kawasaki, with the latter offering slightly lower weight and price. That being said, we’d probably spend the extra $400 for ABS (and maybe in the racy KRT livery). The 2020 Kawasaki Ninja 650’s suspension is one of the few things I feel could use some refinement. The thing is though, it’s just fine most of the time. When the pace picks up and the road isn’t perfectly smooth, you can be caught out. The fork works reasonably well and is even a bit stiff in the initial stroke but, once you blow through that on the brakes, being smooth is key to keeping things in check. The horizontal back-link KYB shock doesn’t feel totally matched to the front end and feels like it could use some more rebound damping. Alas, preload is all you have to work with. We’re thankful that Kawasaki has managed to make the upgrades it has to the 2020 Ninja 650 without raising the price, non-ABS models start at $7,399. Now, we can only hope these sporty all-rounders are just what the market needs to get riders back to being interested in supersport bikes. Maybe a rider could have the Ninja 650 KRT for the streets and a ZX-6R in the garage for trackdays. With the newly revised model from Big Red being a serious contender in the category, maybe we should get these two together for a playdate soon.
Motorcycles via Motorcycle.com https://ift.tt/2Std7JO January 29, 2020 at 08:06AM
Motorcycle News - How To Negotiate Decreasing-Radius Corners
https://ift.tt/2O7A0CQ Updated January 2020 Perhaps no corners strike greater fear in the hearts of motorcyclists than decreasing-radius corners. What’s a decreasing-radius corner, you ask? There are essentially three general types of corners we encounter as riders. A constant radius-corner maintains the same arc throughout the entire turn. These are the most predictable corners on the road. Even if you can’t see the exit, you can tell from the entrance exactly what speed is safe to navigate the corner all the way to the exit. An increasing-radius corner is one in which the bend gets less sharp the further into it you ride. In this type of corner, you can start rolling on the throttle much earlier because the corner is getting straighter. A decreasing-radius corner, then, would be one in which the corner gets sharper as you progress into it. So, what may have been a safe speed in the initial section of the curve could be too fast as the corner tightens up. However, the corners themselves aren’t really the cause for the concern. It’s really the surprise of entering an unfamiliar corner, setting your speed and your line, only to suddenly have the rules change midway. Remember that, despite the surprise, if your bike isn’t dragging hard parts, you have the ground clearance to lean the bike over even more — probably more than you think. Before we discuss the challenge of decreasing-radius corners, we should quickly review an easy one. This will make sure we have the same techniques in mind. In an idealized constant-radius corner, the rider can see from entry to exit. So, the bike’s approach would be wide at the entrance with the appropriate speed set before the turn-in point. A rider should look through the corner, initiate the turn, and begin rolling on the throttle. Rolling on the throttle settles the suspension and keeps the bike from falling into the corner as the bike heads towards the apex. After the apex, acceleration can increase as the bike begins to stand up, putting a larger footprint on the pavement and following its line to the outside of its lane at the exit of the corner. If the entire corner could be seen at the entry, the tightening of a radius could be planned for from the beginning — just like with our idealized corner. So, in order to address the fear of the decreasing radius, we should look at the proper way through the corner and then backtrack to see how we can apply this knowledge to corner entry — even when we don’t know a decreasing radius lies ahead. Motorcycle Cornering Clearance – What To Do When It Runs Out If you’re taking the classic line through a corner and the radius tightens — even just a little — it will have the same effect as early apexing a corner: The bike will run wide at the exit. So, when approaching a decreasing-radius corner, the best tactic for a street rider would be to set the entry speed for the tighter portion of the curve, hold a wide line at the entrance of the corner, and dial in more lean angle until the line heads towards the apex of the tightened radius. Newer riders will want to set a slower speed at the actual corner entry. For more advanced riders, trail braking through the initial corner to the tighter section can be utilized as long as you’re cognizant that traction for braking is reduced by cornering forces. Smooth application of the brakes is paramount, as an abrupt spike in brake pressure — or abruptly chopping the throttle — can cause traction loss and send you tumbling. While traction for braking in a corner is limited, entering the corner trailing the brakes and having the bike’s weight shifted on to the front end actually helps with steering input. The fork’s rake angle decreases as it compresses, making the bike respond more quickly to steering input. You have also compressed the tire, giving it a larger contact patch and more traction. However, the harder you’re cornering, the thinner the line is between having enough grip to brake while leaned over and a low-side crash. Once initiating your line in the tighter section of the corner, begin accelerating for the exit as you normally would. In the example above, we assumed we could see the entire corner and, therefore, could plan accordingly. However, on the street, you will frequently enter corners where you can’t see the exit. While you can draw clues for where the corner goes from trees or telephone poles or fence lines, these can be misleading. (Have you ever been following a row of telephone poles for miles only to see them go straight off into a field while the road makes a turn?) Proper Motorcycle Lane Positioning So, when riding on an unfamiliar road, you should always hold a minimum of 20 percent of your skillset, traction, and ground clearance in reserve for the unexpected — which could come in the form of a tightening radius, an obstacle, liquid, a bicyclist, or any other of the myriad of things you might encounter in the real world. The prudent street rider will set road speed based on the radius of the corner at its entry (while keeping that 20 percent reserve) but will still maintain a wide line. Once the corner’s exit is spotted, the final line, which clips the apex, can be selected. A wide line gives the maximum view of the road ahead, increasing the time to react to the unexpected. Even while holding the wide line, you can accelerate through the corner to settle the suspension as you normally would. If a corner begins to tighten up, you have that reserved cornering clearance to dip in to. If you suspect the changing radius will ask for more ground clearance than you have, you can modify your speed — or prevent it from increasing — by lightly applying the rear brake and maintaining a neutral throttle. If the corner requires that you slow even more, roll off the throttle — do not chop it — and smoothly apply the brakes. When practicing this technique, notice how, when you decelerate while leaned over, your line will naturally tighten, aiding in achieving your desired path through the corner. After you’ve set your new line, treat the corner’s exit just like every other corner. One other tactic for solving the decreasing-radius corner dilemma should be mentioned, although it applies more to the track or roads with which you are familiar. When you know a corner has a decreasing radius before you enter it, double apexing a turn essentially turns one corner into two, with each being dealt with separately. However, we’ll discuss this technique in a future article. Motorcycle Downshifting Techniques Decreasing-radius corners are just another part of the enjoyable challenge of riding motorcycles. If you practice these techniques, you’ll have them to draw on in an instant when a blind curve becomes more challenging than it initially looked. The post How To Negotiate Decreasing-Radius Corners appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO January 29, 2020 at 08:06AM
MotoGP News - Rossi to be replaced by Quartararo at works Yamaha MotoGP team in 2021
https://ift.tt/2vwz709 Valentino Rossi will make a decision about his MotoGP future during the 2020 season, after Yamaha announced he would be replaced at the works team by Fabio Quartararo for 2021... Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei January 29, 2020 at 07:34AM
Motorcycle News - House of Cool Yamaha Yardbuilt XSR700
https://ift.tt/2Gu01YR Yamaha’s Yardbuilt series is the brainchild of the companies visionary project manager, Shun Miyazawa. The series kicked off back in 2011 and since then its lead to the creation of over 65 collaborative custom builds. The Yardbuilt series has been so successful that it has contributed to the trend for manufacturers to collaborate with custom motorcycle builders during the last decade – and for that, we think a big THANK YOU is in order. All of the motorcycles in the Yardbuilt series are based on current models in the Yamaha range. During each project, Yamaha teams up with workshops from around the globe and gives them free rein to transform a stock bike into a one of a kind custom. For their latest project, Yamaha teamed up with a rather unexpected partner. Portugal’s ‘House of Cool’ is generally associated with meticulous restorations of four-wheeled vehicles, but their occasional work with motorcycles was impressive enough to pique Yamaha’s interest. Dipping into their current model range Yamaha sent House of Cool one of their most popular Heritage Series motorcycles the XSR700. Motorcycles via Return of the Cafe Racers https://ift.tt/2M9riRb January 29, 2020 at 04:56AM
MotoGP News - Quartararo set to replace Rossi at Yamaha MotoGP squad in 2021
https://ift.tt/2Gzofke Fabio Quartararo is set to replace Valentino Rossi at the factory Yamaha MotoGP team in 2021, Autosport has learned... Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei January 29, 2020 at 04:16AM
Motorcycle News - DESERT RAT: Harley-Davidson XL1200 Scrambler by Pittsburgh Moto
https://ift.tt/317jxnh Words by the builder Kurt Diserio | Photos by Alexa Diserio When you think of a scrambler motorcycle, the last thing that probably comes to mind is a Harley-Davidson. With Triumph and Ducati both using the term as the name of two popular current models, it can be a little confusing these days what “scrambler” actually means. Although, a quick search through internet land proves that the label has always been somewhat complicated. Let’s jump into the background of this unique style and the reason I went in this direction after acquiring a totalled 2015 Sportster XL1200. The history of the scrambler label dates back to the 1950s and 60s when it was used to simply describe a street motorcycle that was also used for off-road riding. Essentially, scramblers were the first dirt bikes, built to be lightweight with higher ground clearance and longer suspension. Enthusiasts during this time would take street legal bikes and modify them for rough terrain or track racing. Eventually they were phased out when manufacturers started making motocross bikes, which were much more practical and came in various engine sizes better suited for competition. The definition of a scrambler is a little different today. While it’s still comparable, let’s get real. You’re much less likely to take a scrambler off-roading on a normal basis, and you sure as hell aren’t using it to challenge your buddies on modern day race bikes. If a person truly plans on riding off-road, they’re wise to choose a more appropriate street and trail motorcycle such as a dual sport, adventure bike, or even a street-legal dirt bike. That doesn’t mean that scramblers still aren’t attractive to build. In fact, they’ve become very popular again—just look at the lineups of some major manufacturers. Much like building any custom bike, a scrambler now has a lot less to do with functionality than it does with character and design. Plus, they’re just really fun to ride. In my case, motocross and trail riding were basically all I looked forward to when I was younger. Those carefree years have faded away now that I’m older, out of shape, and stuck behind a damn computer screen most of the day. So, when I came across the opportunity to purchase a wrecked Sportster 48 a couple of years ago, the immediate idea was to dig into those off-road memories and build it into something that resembled an old race bike of the past. My father, Paul, and I worked on the project in the old shop space we used long ago when trying to get a two-stroke engine off the line a little faster or hook up in corners better. The time spent together on this Harley brought back many memories I had before racking up the concussion count. My goal was a desert racer theme with a taller, more aggressive rider position that started with extended shocks, Burly Brand handlebars, a larger fuel tank, and a one-off raised exhaust system by Iron Cobras Fabrication in Long Beach, California. Some of the more prominent pieces are the PIAA halogen headlight and raised front fender that were surprisingly a real pain to get mounted correctly. Without straying too far from the traditional look of a Sportster, we chopped off the rear frame bars and welded in a loop before attaching a thin metal fender similar to what you might have seen on the old Honda Elsinore or Husqvarna motocross models. After my failed attempts at fitting a proper seat, Chappell Customs in Nevada crafted a special two-tone raised seat that we customized to work. The paint was done in house. To achieve the right look, I went with a classic brown and white theme, then added a scorpion on the tank because why not. If I had one recommendation for anyone that wanted to paint tanks or helmets, it’d be to get a super clean environment. Using the corner of an old fabrication shop proved to be quite tricky when tiny dust particles or bugs continuously ruined what we thought was a perfect coat. I was very happy with how the bike turned out when it was finished. All of the fundamental elements of a versatile scrambler were combined with the reliability of a modern Sportster. I wasn’t used to working with a fuel-injected bike but will admit that it’s super handy having in the garage as a consistent alternative to my choppers. People have asked me about taking it off-road, and while it’s been fun slinging it around in the dirt, the Desert Rat still weighs a little too much and is geared too high to truly get wild on the tight trails around our area. Who wants to join me on a trip out west to the open desert? [ Pittsburgh Moto | Instagram ] Motorcycles via Pipeburn.com https://ift.tt/2LY9tnG January 29, 2020 at 01:00AM
Motorcycle News - 2020 Ducati Panigale V4 S – First Ride Review
https://ift.tt/2GvHLOz I didn’t like the Ducati Panigale V4 S when I rode the first-generation version a few years ago. Despite the fact the Panigale has been the best selling superbike in the market for two years running, to the tune of one-in-four superbikes sold worldwide is a Panigale, I just never got on with it. In our head-to-head test of the Panigale V4 S and the Aprilia RSV4 RF, I noted how the Desmosedici Stradale 1103cc 90º V4 is an absolute monster of an engine. Unfortunately, it was wrapped in a chassis completely unable to provide any feedback to the rider. Where the RSV4 could carve a racetrack with scalpel-like precision, the Panigale was more like a butcher knife, chopping up swaths of racetrack with brute power instead of agility and precision. Sure it could set a fast lap, but trying to repeat that performance over the course of a 20-lap race would be next to impossible. Shane Turpin, our ringer for the Aprilia vs. Ducati test, agreed – and so did the stopwatch. While he pulled the fastest single lap time of the test on the Ducati, he was only a few tenths slower on the Aprilia. More importantly, he was more consistent on the Aprilia, stating he wouldn’t have a problem repeating his lap for the course of a race – no way could he do it on the Ducati. For a company known for building some of the most precise frames and chassis in all of motorcycling, it seemed as though Ducati had lost its way. Then I was able to throw a leg over Ducati’s World Superbike homologated Panigale V4 R and its revised chassis to accompany the 1000cc version of the Stradale V4. Though my time aboard the R model has been brief, there was a clear difference in the chassis, as it offered better agility, feedback, and overall handling. Wouldn’t it be great if this chassis was wrapped around the S model’s bigger engine? Ask And You Shall ReceiveApparently, my feedback was mirrored by several Ducati customers, racers, and yes, even fellow journalists around the world (man, it’s nice to know I haven’t completely lost it). Ducati listened with this, the new and improved Panigale V4 and V4 S. The design brief was simple: make the new Panigale V4 easier to ride, less demanding, and faster. Simple, right? On the surface it’s easy to say the new version is basically the big engine in the R frame – and yes, the engine remains, unchanged – but there’s more to it than that. Let’s break down the details. AerodynamicsEssentially, the R model fairings have now been adopted on the non-R models. Part of making a superbike easier to ride is reducing rider fatigue, and this new fairing includes as standard a 34mm taller windscreen, previously available as part of Ducati’s accessories package. The widest point of the front fairing (approximately the points 1-inch behind the headlights) is now 15mm wider than before, with the side fairings 38mm wider on each side. The net result is a taller and wider bubble for the rider to tuck into, reducing fatigue on the head, neck, and shoulders from wind buffeting. Adopting the R model fairings provides the added benefit of extracting hot air away from the motorcycle. Now airflow through the coolant radiator has increased by 6%, while the oil cooler sees a 16% increase in airflow. Of course, the most obvious addition to the new V4 is the R model’s winglets. Designed in conjunction with Ducati Corse, the brand’s racing division, Ducati says the wings provide as much as 37 kg (81 lbs) of downforce at 300 kph (186 mph), which in turn helps provide more mechanical grip to reduce the tendency to wheelie and keep the front end from “floating” at high speeds. Granted, reaching those kinds of speeds and feeling the effects is hard to do at most racetracks, but our press tests at the Bahrain International Racetrack would actually allow us to experience their effects. More on that later. FrameAdding more feel and chassis compliance is a tricky thing, one which Ducati got wrong (although the company would never admit as much) by making the original V4 frame too stiff and rigid. The R frame, which is now seen on the non-R models, is derived from World Superbike and gets lightening measures (holes, essentially) near the front headstock. The result is a 30% reduction in torsional stiffness and 15% reduction in braking stiffness. Letting the chassis flex and move is what translates into feel and feedback from the wheels, the front in particular. ChassisBut simply changing a frame only goes so far. The real news with the new bike is the drastic chassis overhaul which sees the overall center of gravity (CoG) increase by 5mm. This is the net result of raising the front of the frame (or dropping the forks within the triples) 4mm. In the rear, the shock itself grows longer by 2mm, while the suspension links are 5mm shorter. To help further provide more feel, the Panigale now gets softer springs than before, with more spring preload dialed in. Ducati provided several graphs and charts to explain the net effects of this setup, but what it boils down to is the softer spring allowing for more of the travel to be used, and more of the feedback to be directed to the rider, resulting in better feel at the controls at all lean angles, more compliant bump absorption, and increased grip both entering and exiting corners, as the softer springs are soaking road imperfections the tire might otherwise have to deal with. Rider AidsLove’em or hate’em, the truth of the matter is we are well and truly in an age where superbikes need electronics. Not just to go faster, but to simply keep us safer. Purists might cry foul, but for all but the most talented racers out there, riding a bike this fast and powerful without a safety net is a recipe for disaster. And for the hardcore track riders among us, being able to stay upright and repeat our laps consistently is a big deal. Broadly speaking, the advancements in electronic rider aids is nothing short of amazing, and much of this is due in part to the six-axis IMU. In the case of the Panigale V4, the suite of rider aids largely remains; that is to say you still get:
Ducati Traction Control and Quick Shift Up/Down are also back, but this time receive EVO2 updates, meaning the shifts are quicker over 10,000 rpm, while TC is more finely calibrated to react faster and smoother to reduce the amount of allowable oscillation. Simply put, the calibration is meant to provide better acceleration. Engine MappingSeeing as how a major goal for the V4 was to make it easier to ride, Ducati further tweaked the engine mapping. It sounds easy on the surface, but there’s nothing simple about it. Just ask Carlo Ricci Maccarini, former Ducati Corse engineer who turned his attention from the race team to the production side about a year ago. Using his expertise from tuning Ducati MotoGP and World Superbike platforms, he and his team further defined the torque gradient on the new V4 for each throttle position, taking into account different conditions (TC setting, Ride Mode, etc.). The purpose was to make the connection between right hand and rear wheel more linear, which then makes the bike easier to stabilize on the throttle, especially when you lose grip. Lastly, because of the power the 1103cc V4 is putting out, torque is limited electronically in first and second gear, and slightly less so in third, to help deliver more controllable power to the ground. The V4 is fully unleashed from fourth gear onwards. Already, I can see this being a target of derestriction for aftermarket ECU tuning companies… Ride ImpressionsAt 3.4 miles, with 15 turns, two long straights, and one really long front straight, the Bahrain International Circuit is one of the few tracks on the globe where you can let a bike like this sing in top gear. Situated in the heart of the Middle Eastern desert, it’s a great location for a press launch in the winter, as it only rains in the area about 10 times the entire year. Of course, as it turned out, our ride day was one of those 10 times! So, getting to push the new V4 S, and its electronic Öhlins suspension, to the limit would have to wait until another time, but at least Pirelli were able to salvage the situation by bringing rain tires, allowing us to test a different aspect of the motorcycle: Ducati’s claim that it’s easier to ride. With rain tires mounted (though incorrectly balanced by the local tire vendor) and traction control set to level 7 (of 8), it was off to go learn the Bahrain circuit in the pouring rain. Surprisingly, the V4 was a cooperative dance partner. With its TC cranked high, the threat of excessive wheelspin in these wet conditions was virtually nill, and the timid power delivery I was looking for as I learned my rights from my lefts was also there to greet me. As far as first sessions go with a new bike on a new track – and with my memory of the first-gen V4 S being so relentless – this was not the experience I was expecting. It was…easy. But I would withhold judgment until the later sessions. As the sessions continued and I got a better feel for the course layout, I could start dedicating more time to the bike itself, and while it’s hard to say with solid conviction because of the wet conditions, confidence and communication from the chassis were a step above what I remember of its predecessor, and even though traction control was hiked up nearly to maximum, I was never tempted to lower it. The drive and acceleration were more than enough to keep me satisfied, and the thought of lowering the TC and risking the potential to highside myself back to Los Angeles didn’t sound very appealing. In fact, exiting the last corner onto the front straight, two streams of water were flowing across the track, causing the rear to aquaplane as the V4 was attempting to unleash all of its power to the ground. With the throttle at full stick and TC set fairly high, I could keep it pinned over the streams confident that, despite the aquaplaning, the rear wasn’t going to get out of control. Because the Ride Mode was set to Street, the one adjustment I did make was changing the power delivery inside Street Mode to the Track setting (the middle setting. Race being the most aggressive). All three modes give you full power, but Track gives a more direct and linear connection between your hand and the back tire. This cured the slight hesitation coming back on throttle on corner exit, which was especially useful down the front straight as the V4 S is easily able to click 6th gear and unwind – speedometer climbing north of 290 kph – before going blank at 300 kph and beyond (you can thank lawyers for that). All this, mind you, in the rain. Remember the bit about the fairings creating a larger bubble for the rider? In the case of the Panigale V4 S it’s all true. Despite the scenery whizzing past me at a rapid pace north of 300 kph (indicated), the space inside the bubble was calm, and even as I sat up to brake (easily done even at these speeds thanks to the 330mm discs and Brembo Stylema calipers), the windscreen still redirects enough air over and around me so as to not feel like a sail. That’s more than I can say about most any other machine I’ve been able to go this fast on. Then there are the wings. My stance on wings is it’s difficult to really judge the effectiveness of winglets, especially if you don’t have a non-winged bike to ride back-to-back. In the case of the V4 S, I might have found a scenario where I felt their effects. As mentioned before the wheels weren’t properly balanced when the rain tires were installed, making for a nasty vibration at high speed. Combine that with the wet surface, and I expected the Ducati front end to wander and float at high speeds. Instead, it felt to me like the front tire was being gently pushed into the ground. Despite the vibrations, the bike was still tracking straight and true. I hesitate to give full credit to the wings, but I have to imagine they helped. Granted, 300 clicks is a high rate of speed to test something like this, so Ducati will also sell a block-off plate for owners who never anticipate going that fast, street riders who don’t want the extra protrusion, or customers who simply don’t like how they look. Complaints?Yeah, a few. Ducati has a habit of fitting slippery pegs on its motorcycles and the new V4 S is no exception. I don’t typically have a problem with foot slippage, but the wet conditions caused my feet to slip off several times under hard braking. Also, I wouldn’t mind a smidge more room to scoot back and tuck my arms in. As it is, my elbows touch my knees in a tuck. Another gripe comes courtesy of Jorge Lorenzo: The fuel tank shape doesn’t offer many hard contact points to really plant your knees during hard braking and/or cornering. Lastly, this might be the cheapskate in me, knowing I’ll never be able to afford a motorcycle like this on my meager MO salary, but there’s virtually nothing on the Panigale V4 the home mechanic can fix themselves. Nuts, screws, and fasteners are largely hidden, which is a big pain as you’ll need to access them to take off covers. I imagine even something as simple as an oil change is a PITA. Then again, if you can afford the $21,995 and $28,395 for the Standard or S models, respectively, then I assume you’re getting someone else to do the work for you. Final ThoughtsMy big takeaway after a full day of riding the Ducati Panigale V4 S in the rain is it seems like Ducati answered the critics, including me, by making the new bike easier to ride than the old. Considering our soggy riding conditions, however, I’ll need to hold off judgement until we’re able to properly flog one in the dry. Or you can read a review from a European moto-journo – it was nice and sunny on their ride day. Maybe this is better placed as a complaint, but it’s fitting in the Final Thoughts section. If I owned the first-gen Panigale V4, I’d be pissed. Pissed because the new V4 is really good, and that’s just from riding it in a wet and soggy racetrack. If these impressions remain after dry testing, I’d say first-gen owners may want to consider offloading the old for the new.
Motorcycles via Motorcycle.com https://ift.tt/2Std7JO January 28, 2020 at 07:26PM
Motorcycle News - Urban Junglist: A tiger-striped ZZR600 from Holland
https://ift.tt/2U2auCz
That’s what happened with this very striking Kawasaki ZZR600 from the Netherlands. It’s owned by a lady called Gina, who bought her Ninja 16 years ago—as her first motorcycle. She felt like a change, but didn’t want to lose too much of the original design or character.
It helps that Michel has a background in both metalworking and graphic design: “I managed to mix the two professions together by starting Cool Kid Customs in 2014.” He works with friends in Haarlem, near Amsterdam, and it sounds like he’s got his priorities right: “We build bikes, paint, design, tattoo and barbecue a lot!”
“I like the fact that it’s not a popular bike to chop up,” says Michel. “There’s nothing to find on the web, so I could start this build with a fresh vision. I wanted to lose the whole 90s look of the ZZR600, but keep the original fairings.”
“But I managed to make something positive out of the negative: I based the new lines of the bike on that one part I thought was ugly.”
The new tail section now hides many of the electrics, plus a discreet box for the tiny battery—while doing double duty as a fender with integrated LED lighting.
To improve breathing, Michel also removed the rear part of the exhaust system and welded in a new section that fits a smaller carbon fiber silencer.
The original 90s headlight has been ditched too. A new lamp now sits behind a handmade grille, with a yellow ‘blank’ sitting alongside for visual impact.
Sportbikes don’t usually get our motors running, but this one certainly does. With a hint of streetfighter style and a dark but cool livery, Gina’s ZZR600 is still be turning heads—nearly thirty years after it rolled off the factory floor. Cool Kid Customs | Facebook | Instagram Motorcycles via Bike EXIF https://ift.tt/2Mf9b0c January 28, 2020 at 11:59AM
F1 News - Hamilton has weak points others do not exploit - Alonso
https://ift.tt/30Z9Nvv Lewis Hamilton has "raised his level" in the last two seasons but still has weaknesses others are not exploiting, according to Fernando Alonso. Alonso, who left F1 at the end of 2018 and is pondering a return in 2021, says it would be "nice" to test Hamilton. The Spaniard told F1 Racing magazine: "He's made a step forward - he is more competitive, more prepared. "He still has some weak points that have not been stressed yet - no-one is pressing that button, that weakness." The two-time F1 champion said Hamilton's superiority over his Mercedes team-mate Valtteri Bottas was obvious from the weekends when the car was not competitive. He added that Hamilton had not been tested under moments of extreme pressure in recent seasons. "He's raised the level the last couple of years, especially in 2019 when the car has not been as dominant as other seasons," said Alonso, who tied on points with Hamilton when they were McLaren team-mates in a tumultuous 2007 season. "If he cannot win, he's a very close second - not 20 seconds further back, which is what happens a little bit with Valtteri. "A weekend when the car is not as competitive, Bottas is fifth or sixth or a minute behind - but Lewis is not. "If you study Lewis' season, there is always a common trend. He starts the year slowly and no-one takes the benefit of that. We all get excited that it will be the year of Bottas, but it's not. "It would be nice to compete against him in a proper fight. Maybe his weak points are not real and everything is calculated but it would be nice to discover. "When you have a good package and the other guys crash and you extend your championship lead, everything seems calm. "If you are only one point behind or 10 points behind, the stress is different. The mistakes are different and your radio communications are different. We need to see him when the pressure is on." Vettel criticism?This last remark can be seen as a veiled criticism of Ferrari driver Sebastian Vettel, who was Hamilton's main title rival in 2017 and 2018 but whose campaigns were damaged by a series of driver errors. Alonso, who lost out on the 2010 and 2012 titles to Vettel at the last race of season in agonising circumstances, does not rate the German on as high a level as he does Hamilton. The 38-year-old, whose last four seasons in F1 were spent in an uncompetitive McLaren, has made it clear he is open to a return to F1 in 2021 if the right opportunity arises, and believes the new rules being introduced next year should close up the field. However, his chances of finding a seat at one of the top three teams look slim - Red Bull and Ferrari have recently signed Max Verstappen and Charles Leclerc to long-term contracts and have invested in them as their main hopes for the next few seasons. Hamilton, who turned 35 this month and is aiming to equal Michael Schumacher's all-time record of seven world titles this year, is expected to sign a new deal to stay at Mercedes for at least another two years after the end of his current contract this season. That leaves Renault as Alonso's most likely option should he decide to return to F1 in a year in which he will turn 40 in the summer. Alonso this month finished 13th on his debut at the Dakar Rally desert endurance event and is next likely to be seen in competitive action on the world stage at the Indianapolis 500. Insiders say he is close to securing a deal to race for the Andretti team in his third attempt at the race in May. Alonso drove for Andretti, in a McLaren-branded car, when he made an impressive debut at Indy in 2017, qualifying seventh and leading for 24 laps before retiring with an engine failure in the closing stages. He returned to Indy last year with a new McLaren team, but the escaped turned into an embarrassment for McLaren, who admitted a series of mistakes and are entering Indycar racing with a dedicated team this year. #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 January 28, 2020 at 07:18AM |
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