F1 News - F1 moments of the decade: Lewis Hamilton, Sebastian Vettel & Jolyon Palmer star
https://ift.tt/375PGh4 BBC Sport's F1 team share their moments of the decade featuring Lewis Hamilton, Sebastian Vettel and Fernando Alonso. #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 December 24, 2019 at 05:12AM
Motorcycle News - 2019 Bagger Shootout: Harley-Davidson Road Glide Special vs. Indian Challenger Limited
https://ift.tt/34U1a5A When we think of baggers, we think V-Twin engines. Yes, there are some exceptions, the BMW K1600B and the Moto Guzzi MGX-21 (with its unusual transverse V-Twin) come to mind, but aside from those outliers, baggers from all manufacturers are solidly in V-Twin land. However, with the chassis, a couple of choices exist. Do you want a fork-mounted or frame-mounted fairing? In the frame-mounted category, there is one, big-daddy model that dominates the class, the Harley-Davidson Road Glide. For 2020, the grizzled veteran has been called out by a young gun that wants to prove its mettle. The Indian Challenger clearly has its sights on the Road Glide. In a classic battle reminiscent of the Old West, these two gunslingers have stepped onto the street, and the outcome will be determined on Route 66. Because we were planning on spending a couple of long days in the saddle on these baggers, it’s only natural that I looked to my Iron Butt compatriot, Tom Roderick, for this comparison. The route selected by the John Burns Travel Service had a good mix of interstate, rural highway, and mountain twisties. John also joined us on an Indian Chieftain so that he could act as the second rider in the photos and video. Should this motojournalism thing not work out for him, we’re confident John could find a good home in the motorcycle hospitality business. Get the Flash Player to see this player. Really, though, we designed this comparo to center on what these two bikes were designed for – short-hop, weekend touring where you can travel light. In that regard, both bikes performed exactly as expected, delivering the creature comforts and gear storage we needed. In the trim provided by the manufacturers, both the Harley-Davidson Road Glide Special and the Indian Challenger Limited are in the $28,000 range. Hang on for what looks to be an exciting test between the new kid and the old guard. Engine CompartmentWhat we have here is a face-off between a descendant of the old-school air-cooled 45° V-Twin that has roamed the highways for over a century and a brand new liquid-cooled engine. Despite the Harley Milwaukee-Eight’s air-cooling, it is a thoroughly modern power plant. The 114 cubic-inch displacement of our test unit is the largest non-CVO engine available from the Motor Company, and we’ve had nothing but good things to say about the M8 since its inception. It has managed to straddle the divide between its historic construction and the demands of modern emissions requirements. The annual bumps in displacement have only given riders more to love. The Challenger steps in with a 108 cubic-inch 60° V-Twin engine, but don’t let that displacement deficit confuse you. While it’s 108 mm x 96.5 mm bore and stroke may start with less volume per bang than the Road Glide’s 102 mm x 114.3 mm, it has some tricks atop its sleeves. Namely, the Indian eschews pushrods for DOHC to operate the four valves per cylinder, meaning it has a higher redline. So, where the Milwaukee-Eight starts to run out of gas, the Indian’s PowerPlus keeps on spinning – and the dyno charts show the results. This difference becomes the defining contrast between the engines. Yes, the PowerPlus is liquid-cooled, but that factor goes unnoticed from the saddle (except that the heat wafting off of the Indian’s rear cylinder in stop-and-go traffic is diminished). Where the Harley likes to grunt it out in the low rpm, riding the torque curve, the Indian – despite its displacement disadvantage – makes more hp and torque from the get-go and keeps building its advantage throughout the rpm range. Still, this is about more than numbers. This difference affects the character of the engines. Tom sums up his feelings: “A few top-gear roll-ons proved the Indian to be the faster motorcycle, but its superior power makes no difference to me as I prefer Harley’s engine over the Indian’s any day of the week. The type of riding for which the Road Glide is designed, the 114 cubic-inch Milwaukee-Eight is the perfect Twin. At 80 mph the Harley’s mill spins at a leisurely 3,000 rpm whereas the Indian’s shorter-stroke engine runs 500 rpm higher. Regardless of the speed, though, the Indian’s Twin always feels frenetic, as if it’s working hard and wants you to know it. Comparatively, the Harley Twin lopes along getting the job done working in the background with just enough vibe and noise to let you know it hasn’t run out of gas.” Here is where Tom and I part company regarding the engines. I didn’t mind the more mechanical feel of the PowerPlus engine, and I loved the additional oomph. If the Indian had less torque than the Harley, I might feel differently about the business of the engine. As it stands, my choice is the Indian. We’ll call this category a tie, as all of the other factors in the engines were fairly equal. Both had slick-shifting transmissions, and their EFI tuning was glitch-free. Chassis and SuspensionWhile you’ll never forget that you’re riding a big, heavy, long motorcycle, both of these bikes handle the twists of any tarmac you encounter when you stray from the freeway. You can hustle them through the curves with surprising alacrity. Where some big bikes feel like work on a circuitous road, the Challenger and the Road Glide are fun. The same can be said of them when cranked over in a high-speed sweeper where they feel planted and rock steady. When cruising along on the interstate, both bikes are dead stable. These bikes are made to rack up the miles. Although the Challenger felt the heaviest lifting it off the side stand, both bikes mask their 800+ pounds well once rolling. Even at parking lot speeds, these baggers feel quite balanced, with the length of the rider’s arms being the only limitation in tight, slow maneuvers. However, when it comes to handling road irregularities, these bikes differ – sharply. The Road Glide’s suspenders prefer smooth pavement. Get them out of their comfort zone, and… well, we’ll just let Tom take over: ”For a bike costing $28 large the H-D’s suspension performance is nearly inexcusable. The Harley transmits every road imperfection first to the rider’s hands via its traditional fork arrangement, then a second time to their posterior via the dual shocks. Outside of upselling an individual some of Harley’s own upgraded suspension components, I fail to see why Harley can’t provide a better functioning fork and shocks.” I agree with Tom wholeheartedly. At times I even found myself tensing up in anticipation of the jolt of a bump I saw coming. Additionally, the Harley’s suspension didn’t feel balanced fore and aft, leaving them to react differently to bumps and occasionally upsetting the chassis. The Challenger, as I noted at the beginning of this comparo, was clearly designed with the Road Glide in mind. Indian obviously studied the Harley with an eye towards addressing some of the bike’s weaknesses in what could be described as a loving interpretation of the Road Glide. The Challenger’s suspension features a non-adjustable inverted fork and a solo shock with a hydraulic preload adjuster. The difference with the Harley’s suspension is shocking. Rather than seeming to dance to different songs over bumps, the Indian’s suspension works together to swallow the bumps and maintain chassis composure. Tom chimes in: ”The Challenger rolls off the showroom floor on suspension worthy of its price tag. The fork and shock work in unison to absorb bumps and potholes while maintaining comfort for the rider. Harley, take note, this is how suspension should work on a bike costing $28k!l Advantage Challenger. Rider ComfortWhen it comes to coddling the rider as the miles roll by, both of these baggers are well above average. The riding positions of both bikes were remarkably similar, with the primary difference being the handlebars. The Challenger’s grips were lower and wider, which presented a problem in tight, low-speed maneuvers, making the rider’s arm length, rather than steering lock, the limiting factor. With the Road Glide, the grips were a little higher and closer together, making them more comfortable out on the open road and an ideal width for U-turns. While we are considering the grips, it should be noted that heated grips are an accessory option on both bikes. The seats were split the opposite way. In this case, the Road Glide’s bucket seat limited the rider to one position, and as the miles racked up, this limited seating developed hot spots in our calibrated testing apparatus. Tom’s notes say, ‘The Road Glide may have the more comfortably-bent handlebars, but the Indian certainly boasts the more comfortable seat. Other ergonomics being similar, my posterior never seemed to need a break when riding the Challenger.” The Challenger’s seat offered both more room and better lower back support for the long haul. On our final five-hour stint, I could have made it all the way home without a break if I hadn’t needed to stop for gas. I was always ready for a change after an hour on the Harley. I’ll let Tom introduce the next comfort feature on the list: ‘If you’re concerned about the gimmickiness of the Indian’s electronic windscreen you and I are equally skeptical individuals. After two days and hundreds of miles, I found the Challengers windscreen to be a welcome advantage over the Harley. In fact, on the dark, cold ride home I was cursing Evans for sitting comfortably in the bubble it creates while I was exposed to the desert’s decreasing ambient air temperature over the course of our five-hour return trip home.” The advantages of the adjustable windscreen are twofold. First, it does help keep the rider warm as the temperature drops, but then, in hot weather, lowering the screen allows more air flow to cool the rider. Also, riders who are sensitive to buffeting can adjust the height to fine tune the turbulent air at highway speeds. This round goes to the Challenger. Touring AmenitiesYou can bet that we’d be up in arms if these two touring bikes didn’t have cruise control. But they do, and they work well. The infotainment system on touring bikes is a vitally important feature, giving everything from location and directions to a variety of communication options. Both bikes have stereo systems that work fine at low speeds, but in my opinion, lack the clarity of using Bluetooth helmet communicators at highway speeds. This comes down to a matter of personal preference, and you know if you like blasting loud music on the road. If you do, the Challenger, like all similarly equipped Indians, has a volume control that goes to 11, for This is Spinal Tap fans. Both bikes use their TFT screens to control various features of the infotainment system, but the Challenger has the ability to use the controls on the left handlebar in addition to the touch screen. Both Tom and I found this to be quite helpful. The multitude of screens on the Indian deliver much more information, though some of it is relatively useless. On the positive side, the rider also has the ability to design what information is displayed on the various screens. While the software the Harley was running may not have been as flexible, I found its screen to be easier to read in direct sunlight. Tom’s notes on the subject: ”Both bikes are equipped with fancy computers and full-color screens, but the Indian certainly provides as much, if not more, pertinent information to the rider in a layout that’s easy to read at a quick glance while riding at speed. The Challenger’s interface between bike and rider is also more intuitive and easy to operate, which maybe isn’t saying much if you’re a believer in having two turn signal switches.” Other thoughtful details, such as the electronic saddlebag locks, give the Challenger a more modern feel compared to the Road Glide, which gives the impression that the convenience features were designed in conjunction with the rest of the motorcycle instead of worked into a previous design. The Challenger chalks up another win. Styling, Fit, and FinishSince the Road Glide has been around for quite a while, Harley has had the luxury of refining and polishing it to a high sheen. In every styling area, the Glide outshines the Indian. Where the Challenger’s fairing looks overly large and somewhat bulbous, the Road Glide’s lines are harmonious from front to rear. The bodywork between the Challenger’s seat and the saddlebags with its flat, uninspiring plastic offers a prime example. Still, we have to praise Indian’s decision not to tart up the engine with a mess of faux cooling fins and letting the engine’s liquid cooling play a role in its style. Still, there is an openness in the Harley’s frame around the engine that both Tom and I found appealing. Tom’s take: ”Visually, I prefer the Road Glide’s profile. It’s look is understated, but every feature seems appropriately sized; a well balanced and pleasant-to-view motorcycle from saddlebag to front fairing. Parked next to the Harley the Challenger seems top-heavy due to its over-sized fairing, while it’s densely-packed chassis resembles a barn door on wheels, lacking any of the nooks and crannies that give the Harley its more traditional appearance.” While the paint quality on both bikes is high, the Harley’s satin finish steals the show, capturing the light to highlight the bodywork’s curves. Yes, the Road Glide wins this round. As the Dust Settles on a Western HighwayIn this test, both bikes brought their A-game, and both scored well. You’d think by the way the Challenger won so many of the above sections that it would be a runaway win on the scorecard. Or at least I did, but I was wrong. When we sat down to think about it, the scoring in each category was fairly close. Still, the Challenger eked out a 2.2% advantage when the scorecard was complete. Tommy-boy sums up his view: “Going into the Scorecard I presumed the Indian would win on points, but I was pleasantly surprised to look at my subjective scores and see the Challenger’s advantage over the Harley-Davidson to be a scant half-point (113.25 vs. 112.75, respectively). For me, the near-tie outcome represents how closely matched these two bikes are and what a tough decision I’d have were I forced to choose between them. “Alas, the Indian did win largely on the merits of its superior suspension and the comfort provided by its electronic windscreen. However, if your tax bracket affords you the luxury of purchasing one of these two motorcycles and you’re attracted to the Harley, I suggest going with your heart and spending a little more to upgrade the HD’s suspension, purchase a comfy aftermarket seat, a taller windscreen and Bob’s your uncle.” Tom and I split on which bike we would choose. For me, it was the functionality of the Challenger that won me over. The engine appeals to me, and there is no contest between the suspensions. My only real complaint about the functionality of the Challenger is the handlebar, but that is a relatively easy fix. My feelings about the styling are less glowing. Still, I could live with it in a pinch. So, congratulations to the Indian Challenger. It defeated the OG fixed-fairing bagger. While the results may have been extremely close, this is quite an accomplishment for a first generation motorcycle. Our theory is that Indian’s designers looked long and hard at the Road Glide, taking the best characteristics and improving where necessary, leaving the Challenger on top when the dust settled.
The post 2019 Bagger Shootout: Harley-Davidson Road Glide Special vs. Indian Challenger Limited appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO December 23, 2019 at 03:44PM
MotoGP News - Rossi: "We must be stronger" to renew Yamaha MotoGP contract
https://ift.tt/2Qekxkv Valentino Rossi concedes that it is "better not to renew" his Yamaha MotoGP contract unless his results improve in the early part of 2020. Rossi endured a tough second half of the 2019 season, as he was regularly outpaced by team-mate Maverick Vinales as well as star Petronas Yamaha rookie Fabio Quartararo and ended up seventh in the standings, his worst placing since his first season with Ducati in 2011. The Italian, who will turn 41 in February, is under contract for 2020 but admits he will have to make an early call on whether to prolong his relationship with Yamaha. Speaking at the Gulf 12 Hours in Abu Dhabi, where he finished third in a Kessel Racing-prepared Ferrari 488 GT3 alongside half-brother Luca Marini and long-time associate Uccio Salucci, Rossi acknowledged his form must improve to make a new deal worthwhile. "Next year will be crucial," he said. "At the end of 2020 my contract ends, so unfortunately I will have to decide soon what to do, whether to continue or not. "Logically, the decision to continue or not will depend a lot on the results. "We have made changes in the team [including a change of crew chief], so we will see if we are able to be more competitive and faster. "To renew we must be stronger than we have been this year. If we are not, better not to renew." One factor that could impact Rossi's decision is if his former team-mate Jorge Lorenzo becomes a Yamaha test rider after ending his grand prix racing career. The Spaniard is understood to have been made an offer by Yamaha in the wake of the marque's split with previous test rider Jonas Folger. "If he got back on the M1 he would be strong," Rossi said of the possibility of Lorenzo joining Yamaha during the Valencia GP weekend. "The problem is that he wants a lot of money and for Yamaha it is a bit difficult! "I would love to have Lorenzo as a tester because he is a very fast rider and he could help us." Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei December 23, 2019 at 09:32AM
F1 News - Charles Leclerc: Ferrari driver signs new five-year contract until 2024
https://ift.tt/2MkwILs Charles Leclerc has signed a new five-year contract with Ferrari until 2024. The 22-year-old from Monaco had a successful first season racing for the Italian outfit after replacing Kimi Raikkonen for the 2019 season. He won back-to-back races in Belgium and Italy on his way to finishing fourth in the overall driver standings, ahead of team-mate Sebastian Vettel. "I'm so grateful to be driving for such a team. I've learnt so much during this first year," said Leclerc on Twitter. "It is a great starting point to build a strong relationship for the years ahead." Leclerc joined the Ferrari Driver Academy in 2016 but made his Formula 1 debut with the Alfa Romeo Sauber team in the 2018 season, finishing 13th in the standings with 39 points from 21 races. Ferrari team principal Mattia Binotto added: "With each passing race this year, our wish to extend our contract with Charles became ever more self-evident and the decision means he will now be with us for the next five seasons. "Charles has been part of our family since 2016 and we are more than proud of the results we are achieving with our academy." #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 December 23, 2019 at 04:48AM
Motorcycle News - Indian FTR 1200 Review
https://ift.tt/2tLvhiZ The Indian FTR 1200 is almost spectacular. It handles perfectly, it’s astonishingly well put-together and its power delivery is aggressive, linear and full of v-twin nastiness. It’s incredibly good-looking, well-built and will be a benchmark of reliability in the years to come. But it’s still only almost spectacular. It’s not riddled with issues like your bipolar ex-girlfriend. But it’s got some faults that you should be aware of before you sell your car, kidney or firstborn to blag the most interesting motorcycle released in the last ten years. Some are only minor niggles. Some you might consider deal-breakers. Motorcycles via Return of the Cafe Racers https://ift.tt/2M9riRb December 22, 2019 at 05:58PM
Motorcycle News - Custom Bikes Of The Week: 22 December, 2019
https://ift.tt/35PNWYR
Made by the Taiwanese manufacturer Hartford, the HD200 is a rather pedestrian commuter that is now being exported to Europe too. But despite its budget bike status, Alex’s client was keen to see how far the envelope could be stretched.
When the bike actually ran, it had a 500 cc JAP Type 6 single cylinder motor in it, and no brakes. (Where Jack used to race, there was more than enough run-off to slow him down). But Kevin didn’t know this until he was a teenager, and his grandfather showed him photos of the complete bike.
So the fact that this vintage dragster looks as good as it does now, is a testament to Kevin’s skill and dedication. Unable to find a Type 6 motor, he settled for a JAP Type 4B mill from a speedway bike. Then he made the primary cover, chain guard, linkage and seat from aluminum, and added a BSA drum brake at the back.
There’s a lot more to the story; our friends over at Iron & Air have the full scoop and more images.
This is a 1994-model XL600V, and it’s been given the scrambler treatment by Leonidas Panagiotopoulos at Rusty Pipes Garage in Greece. It was built for a customer that already had the bike, but had grown bored of the stock looks.
Leonidas is particularly proud of the fuel tank, because it’s the first one he’s built from scratch. Other custom touches include the old-school external fuel gauge, the side covers, and a set of burly radiator guards. There’s also a custom intake and exhaust, and a rear fender that’s mounted to the swing arm. It’s a far cry from the original Transalp, but it’s no less charming. [More]
Autologue Design of Pune in India have just the thing. Their kit, dubbed RECK (Royal Enfield Cafe Kit) is a simple, yet elegant, upgrade. Taking cues from Triumph’s wildly popular Thruxton, the kit includes a fairing and tail section, and all the requisite hardware to fit them—making it truly plug and play.
The bike you’re looking at here is their test bed and demo bike. In addition to the kit, it wears a few other new bits; a Motogadget speedo and mirrors, an LED headlight, and the taillight from a Royal Enfield Himalayan. The finned covers aren’t part of the kit, but they can be bought separately. Oh, and the flip-flop paint job is an especially nice touch too. [More]
The Paul Smart was based on the Ducati SportClassic, with a 992 cc L-Twin at its core, fuel injection and a six-speed transmission. You also got Öhlins suspension and Brembo brakes…but it was the Paul Smart’s looks that pushed it into uber-desirable territory. Between the turquoise frame, deep silver paint and period-correct logos, it’s still one of the best examples of a modern classic ever made.
It’s never been started, and it’s never even been in daylight—so there’s not even a hint of sun damage on the paint job. The only thing that’s not 100% stock, is that it has three signatures on it: Paul Smart, Pierre Terblanche, and what looks like it could be Miguel Galluzzi’s. If you can scrape together between $25,000 and $33,000 at Bonhams, it could be yours. [Via] Motorcycles via Bike EXIF https://ift.tt/2Mf9b0c December 22, 2019 at 11:38AM 12/22/2019 Church of MO: 2010 Ducati Streetfighter Vs. 2008 Benelli TnT 1130 Comparison- Motorcycle News
Motorcycle News - Church of MO: 2010 Ducati Streetfighter Vs. 2008 Benelli TnT 1130 Comparison
https://ift.tt/2Sg8zJS OMG, has it really been ten years since the three wise men Duke, Brissette and Fonzie, mounted their modern-day dromedaries to follow that star, no matter how hopeless, no matter how far? All three have left MO, but their hard work remains in the form of this scripture, and even a recently (this-morningly) unearthed not-bad video. We know if we’ll only be true to their glorious quest, that our hearts will lie peaceful and calm when we’re laid to our rest, and the world will be Better for this. What? Amen. (If you haven’t seen the best Honda commercial ever, click here after you read and watch today’s sermon.) 2009 Streetfighter Comparison: 2010 Ducati Streetfighter Vs. 2008 Benelli TnT 1130Italian motorcycle civil war
By Pete Brissette Nov. 30, 2009
Photography by Alfonse Palaima Video by Fonzie
</div> Competition is good for business. It keeps the wheels of innovation turning and prices down. And best of all, the consumer is usually the winner, reaping the benefits of better products and greater selection of choice.A little intra-national rivalry is always good for business, too. A sense of pride in being the best from your own land keeps pencils sharp and late nights at the office routine when there’s another player from your own backyard vying for the same piece of the pie. Ducati is an undeniable presence in the world motorcycle market these days, so it would seem the Borgo-Panigale-based company has little to fear from within. Nevertheless, the Italian giant continues to innovate and refine, becoming an ever-larger PIA for the Big Four, and distancing itself from domestic competitors in the process.
Currently, Aprilia and MV Agusta are a couple factors from the Italian motherland keeping Ducati honest. Nevertheless, Ducati serves a crushing blow, nay, obliterates the competition. Figures culled from European motorcycle industry associations similar to the MIC in America are revealing. Year-to-date total units sold in Italy shows Aprilia moved 2,400 motorcycles, with Moto Guzzi at 1,200 and MV Agusta a humble 700. Ducati, on the other hand, seems to be in a world of its own with 8,600 bikes on the road – or somewhere – in Italy thus far. Makes ya wonder why the others even keep trying. So who’s left to challenge? For now, it seems no one. But we think Benelli has a shot at turning more heads if only the aged Italian firm would take a deep dip in the pool of money – tens of millions – given it by its large Chinese parent. Sexy they still may be, but Benelli’s scoots are something of an aging platform. And just like the 2008 models we’ve tested here at Motorcycle.com, current models available only in Europe allegedly continue suffering reliability issues. Perhaps even worse than occasionally wonky electrics and whatnot, is low-volume production keeping Benelli MSRPs too high, further crippling its chances at harassing Ducati, Aprilia or even MV. This became crystal clear when we pitted Ducati’s highly praised Streetfighter against the 2008 Benelli TnT 1130. (Read previous reviews linked at the end to understand why it’s a ’08.) The TnT deserves some respect, as it’s a quality package and was a streetfighter before the Streetfighter. Yet, when you start asking “Wudda git for the money?” well, then, the creamy Duc starts rising to the top.
Off the radar but not off the map The Benelli’s 1130cc in-line Triple is equally as capable as the Streetfighter’s big Twin when it comes to effortlessly hoisting the front. There’s a lot to like about the Benelli TnT 1130. Its 1130cc in-line Triple is a refreshing departure from in-line Fours and V-Twins in the liter-class sportbike segment. And its single underseat canister emits a raspy note, giving the TnT an additional character-defining trait. “There’s a lot to like about the Benelli TnT 1130.” Unfortunately, the sporty and sportbike classes seemingly become more defined each year by ultimate output. And so in this sense the Benelli’s 111 peak horsepower at 9,000 rpm suffers a crushing blow by the Streetfighter’s near 134 hp at 9,800 rpm from its 1099cc Vee. But any crusty veteran knows that midrange stonk carries as much or more value in the street, where peak horsepower is often an esoteric ideal. Although the Streetfighter’s more mild chassis geometry hinders feathery steering response, overall stability and superior front-end feel was ultimately more appealing. The Triple spools up well over 95% of its peak torque for the better part of 1,000 rpm, right where it’s most usable in everyday sitches: midrange 4-5,000 rpm. In fact, the TnT’s output below 5000 rpm exceeds the Duc, and dyno traces intermingle from there until 7300 rpm when the Streefighter shows its high-rev muscle. Beyond 5K twisting force dips a few pound feet over a spread of a couple thousand rpm, then eventually climbs again, peaking at 69.9 ft-lbs at 8,100 rpm. There’s still at least 1,000 rpm of near peak twisting power after that. Nothing like a good, strong cup of torque to start off yer mernin’ right! Though the Duc’s desmo Twin produces almost 3 more ft-lbs at peak (8,400 rpm), it doesn’t see as a big a share of peak as early in the rev range as the Benelli does. However, the Streetfighter’s torque curve is (surprisingly!) more linear than the TnT’s. At 7K rpm the Twin begins a whopping 22-pony gain in horsepower —and 5-plus ft-lbs to go with it — spread smoothly over a 1,000-rpm range! The SF also carries most of peak torque further, about 1,500 rpm, once past peak, than does the TnT. The Ducati tips its hand here, revealing its race-bred strong top-end engine heritage. We can play the numbers game all day, but a bike is more than just a sum of figures. Of the Benelli’s fueling and throttle response, Kevin “Cool Hand” Duke likened the EFI’s off-idle abruptness, especially at small throttle openings, to fuel-injection systems of five or more years ago that often had a “digital” on-off sensation. The SF is no angel either, as with most Ducatis fueling below 2,000 rpm is snatchy. Chassis differences, good and bad, abound The Streetfighter underlines its value with fully adjustable suspension front and rear. However, as Kevin noted in the Ducati’s solo ride review, the Showa shock “initially confounded us with its stiffness.” After painstakingly backing out a good bit of preload, and fine tuning rebound and compression damping, the rear half of the SF was much better balanced with the good performing USD 43mm Showa fork. The primary issue here is a bike delivered with a spring rate that’s likely too heavy for most folks that’ll saddle up to the Duc. After all the springy parts were squared away, what impressed most were a planted front-end with good feel and an unflinchingly stable chassis overall.
On the other side of the suspension coin is the soft-ish TnT. Though big and impressive, the inverted 50mm Marzochhi fork is wholly unadjustable. Despite this, the TnT’s front is well damped, though it will dive under heavy braking. The Benelli’s Extreme Shock was the polar opposite of the Duc’s heavily sprung unit. To keep the chassis balanced, and the rear from wallowing excessively through corners, nearly all spring preload was required. The saving grace in the TnT’s suspension department was the relative ease with which the shock could be adjusted when compared to the Duc’s unit that seemed purposely designed to restrict access. One of the benefits from the Benelli’s high-by-comparison, more upright one-piece motocross-style handlebar is the amount of leverage a rider can apply for initial steering input. Pair this to a rake angle shallower than the Ducati (24.5 v. 25.6 degrees), as well as an edgier trail figure (4.13 v. 4.48 inches) and a wheelbase almost 2.5 inches shorter (55.8 v. 58.1 inches), and on paper the TnT looks like it should move with the swiftness of a fleet-footed featherweight boxer. Indeed the Ben is agile for a bike with a claimed dry weight of 438 lbs (473 lbs wet). Yet its lower-spec suspension doesn’t allow the rider to capitalize on the racy geometry. We preferred the Duc’s minor sacrifice of slightly heavier steering in exchange for confidence-inspiring stability mid-corner, and 65 fewer pounds (claimed dry), in favor of the TnT’s sportbike-like initial steering effort. Believe it or not, all Brembos are not created equal. The Benelli sports a pair of more basic four-pot calipers and 320mm rotors. This budget-minded Brembo kit is adequate, but doesn’t offer excessive levels of feel, and a healthy squeeze at the lever is required to stop the bike with authority. The Ducati’s monobloc radial-mount Brembo clampers and 330mm rotors package is at the other end of the spectrum. Feel at the lever is great, and stopping force is unparalleled. Look. Forget about all the horsepower, badass looks and any other fancy caca you want to say about the Ducati. The brakes are nothing less than sublime, and alone are just about worth the price of admission. When you experience them you’ll understand. Can you live with them? We’ve ticked off a number of shortcomings in the Benelli when compared to the Streetfighter. But if either of these nutters is something you think you might ride day in and day out, consider the TnT’s open, upright, easy-going rider triangle. The SF on the other hand says “Weekends Only!” to most of us hovering around 40 years and above. Where the TnT’s upright bar makes for an easy reach from the narrow-waist saddle perching the rider 30.7 inches off the ground, the Ducati’s handlebar is not only lower, the ends actually have a downward bend that dictate an aggressive rider stance. A 33-inch seat height also might scare away those thinking commuter thoughts. Effort at the clutch is borderline heavy on both steeds, but at least the Duc offers an adjustable lever. The Streetfighter’s mirrors sit low and offer a view not much better than most repli-racers’ mirrors, while the Benelli’s mirrors are higher and provide a wider field of view. The Duc’s instrument panel is essentially a replica of a GP unit and far easier to navigate than the Benelli’s non-intuitive LCD panel. And we’d be remiss if we didn’t mention the SF’s “exhaust heat shield that intrudes on right-side boot space when up on the balls of your feet … and slippery footpegs, too,” as Duke noted. It’s a demerit each of our test riders noted. Last Bike Standing Digesting the (mostly) objective data between this pair of Italian rough necks, just about any one can see the Ducati comes out ahead. But factor in the sometimes-subjective issue of price, and the only thing keeping the Benelli from throwing in the towel is its atypical styling and general rarity. Benelli’s low annual production burdens the TnT with a $500 penalty over the Duc’s $14,995 tag. You can, however, purchase a TnT model with suspension and braking comparable to the Streetfighter, but MSRP on the TnT Sport Evo is $16,999, and you still don’t gain any more power over the base TnT. Then there’s also the issue of dealer support, or lack thereof…
Can Aprilia and MV offer any resistance? The Tuono 1000 R and R Factory unfaired fighters present a predicament similar to the Benelli. The standard Tuono is considerably cheaper at $13K, but again we’re talking about sacrificing 15 hp, or more, and you still don’t get the Duc’s stunning brakes. Step up to the Factory to get premium Ohlins springy parts and various carbon fiber dress-up bits and you’ll find yourself on the other side — like with the TnT Sport Evo — with a $16,999 price tag, and still no gain in power or higher-spec monobloc calipers. It’s almost the same story with MV Agusta’s Brutale 990R and 1090RR. The 990R has the Streetfighter cornered with an MSRP of $15,000. But for the spec sheet jockeys out there, the 990R’s claimed output of 139 hp from its in-line Four(!) is down to the Duc’s claimed 155hp. Reach for MV’s 1090RR and finally you’ll get the Brembo monoblocs and come closer in the engine game with a claimed 144 hp, but now you’re back up to a stratospheric $18 grand.
Competing in the high-end realm is the S version of the Streetfighter, complete with Ohlins suspension and Ducati’s traction control, but we’re not entirely sure its $4,000 premium over the standard SF is justifiable. Ultimately, if you look at what’s available in its price range, Ducati’s Streetfighter appears to be without equal. Related Reading The post Church of MO: 2010 Ducati Streetfighter Vs. 2008 Benelli TnT 1130 Comparison appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO December 22, 2019 at 10:43AM
MotoGP News - Espargaro wants Aprilia to replicate Ducati/Dovizioso MotoGP example
https://ift.tt/35N86Tb Aleix Espargaro says his "objective" with Aprilia in MotoGP is to replicate what Andrea Dovizioso has achieved at Ducati, as his and the team's transformation has been "unbelievable". Dovizioso joined Ducati in 2013, but did not get his first podium for the marque until two years later. However, he has been runner-up in the championship and Marc Marquez's closest rival for the last three seasons. Aprilia finished last in this year's manufacturers' standings, and Espargaro was 14th in the riders' table having managed just five top-10 finishes. After commenting that Dovizioso is his favourite rider, and saying Ducati's strategy of keeping Dovizioso as part of a stable line-up was "clever", Espargaro said Aprilia has to follow this example. "It is, this is our objective [to replicate Dovizioso and Ducati], 100%," said Espargaro, when asked by Autosport if what Dovizioso has done was an inspiration for him. "This is what we would like. The easiest thing would be to change team and find a factory bike, another place even in a private team and try to fight for the podium. "But the nice thing, and the thing that I would like, is to put Aprilia on the podiums as he did with Ducati. "When he arrived at Ducati, the Ducati was super far [from the front] and look at the level of the bike now. "He's close this year to 300 points [Dovizioso score 269 in 2019]; this is unbelievable. "The problem is the best rider in history [Marquez] is there, so second place in the championship is like a title." Aprilia is set to radically overhaul its RS-GP in 2020, though had nothing new to trial at the Valencia and Jerez tests in November. Though the manufacturer's owner Piaggio is "very big", Espargaro said Aprilia is "proving on track" with its results that it is MotoGP's smallest manufacturer and that its resources do not currently match that of the rest of the grid. "Today, no," he replied, when asked if Aprilia's resources are enough to battle the big teams. "Because it's there, you can see the results we've done in the last three years, but Aprilia joined MotoGP in the last five years [in 2015]. "So, it looks like we are missing something because we are not at the level of our rivals. "What I want to say that actually Aprilia is very, very big. Piaggio group is very big, so we have to prove that on track. "I hope that in the future we can change this. It's not nice to hear - it's the reality - but it's not nice to hear from you guys that we are the smallest ones, but this is what we are proving on track. "So, this is what we have to change." Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei December 22, 2019 at 04:28AM
Motorcycle News - 2019 Cake Kalk OR Review – First Ride
https://ift.tt/2rb9xfc The Cake Kalk OR is the first in the line of a quartet of stylish Swedish electric… motorcycles? Yeah, they’re motorcycles. No pedals over here. But after a quick couple of days getting acquainted with the Kalk OR – the company’s off-road model – in Moab, UT, I came away surprised not only by how much fun was had, but also with the riding experience itself. The Cake Kalk OR is a veritable amalgam of two-wheeled fun. It’s a bit mountain bike and a bit off-road moto and a total blast to ride. Before getting straight into the Kalk OR, let’s take a look at who Cake is and where they come from. The CompanyMaybe you’ve heard of Cake or perhaps you’ve seen the unmistakably Swedish-designed white e-motos. The bikes exude the clean minimalist design we’ve come to think of when considering the Scandinavian country’s exports. Contemporary Swedish design also tends to have an element of responsibility to it. Responsibility to sustainability. It’s obvious that the electric power train of the Cake vehicles lends to this, but it doesn’t stop there. The company’s ethos revolves around three words: light, clean, and quiet. This mindset hints at Cake’s goal of moving society toward a zero-emission future. Cake founder Stefan Ytterborn’s vision was to create a cleaner, quieter motorcycle. Ytterborn didn’t have a motorcycling background before Cake, quite the opposite actually. He found himself rather annoyed with some of the things we petrolheads hold dear – the noise and smell of motorcycles – and thought there had to be a better way. An avid outdoor recreationist, Ytterborn began looking for an inclusive solution rather than simply lobbying to ban motorized vehicles from riding areas, which may come as no surprise to those familiar with Stefan Ytterborn’s portfolio of startups. Ytterborn happens to be the founder and former CEO of POC (Piece of Cake) helmets – an industry leader in cycling and snow. When he founded Cake, he brought a handful of POC employees with him as he set out on this new venture. Both the staff in Sweden and the US are made up of passionate skilled enthusiasts from all walks: mountain biking, skiing, moto, etc. The Cake Kalk ORFollowing my visit to AIMExpo I was able to connect with the folks at Cake, which eventually led to being one of three editors invited to join the company in Moab, UT for a day of testing. It has been a dream/goal of mine to get hold of an electric motorcycle and to be able to hit some trails through the woods in near silence. Sure, Utah’s red rock formations are a fry cry from the dense forests of my daydreams, but I’m not complaining about having the chance to do so on Moab’s Slickrock Trail and the surrounding areas. The day we arrived, we had the chance to preview the motorcycles in the afternoon, discussing specs and any questions we might have before the following day’s ride. Swinging a leg over the Kalk OR (OR meaning Off-Road) and having a quick spin immediately highlighted the machine’s nimble 150-pound weight and also the ergonomics. I’ve been doing a fair bit of cycling lately in an attempt to stave off calories from my non-stop travel schedule, and while the Kalk OR reminds me nothing of my road bike, the ergos are very close to that of my mountain bike. The steering head angle, the handlebar’s offset from the fork, and even the footpeg position is more akin to the feel of a mountain bike than a dirtbike. Not a complaint, just something that took some getting used to. Interesting fact, the Cake Kalk OR is almost entirely made by Cake. Building an entirely new vehicle, Ytterborn and the team at Cake were unwilling to compromise their vision by using existing componentry that could potentially add weight (an issue when trying to stick with the company’s goal of a 150-pound vehicle) or sacrifice performance. Although the components are manufactured by companies all around the world with most taking place in Taiwan, design and development for those parts is handled in Sweden. A new vehicle, one that was to be built to the standards of Ytterborn’s team, required nearly everything to be made from scratch. The only existing components used are suspension and brakes. Even the 38mm Öhlins inverted fork and TTX 22 shock have been adapted from current mountain bike products to be specifically fit for the Kalk OR, mostly in consideration of the weight differential. Formula brakes – an Italian company that manufactures both bicycle and motorcycle braking systems as well as bicycle suspension and wheels – are used both front and rear. Down to the Trail Saver tire, Cake tells us everything has been built for the Kalk OR specifically and that, naturally, comes with a price tag. The Kalk OR retails for $13,000. If you’re still reading after that showstopper, let’s take a step back to look at that price. Like we’ve heard with the H-D LiveWire, the Cake Kalk OR is meant to be a halo product. One to aspire to, and with a new company, particularly one developing vehicles with entirely one-off production, there is a lot of cost to recoup. On sale since 2017 in Europe, Cake tells us they are happy with sales thus far and are continuing to make less expensive products for the masses. Speaking of which, since the introduction of the Kalk OR, there is now the Kalk& – a street-legal version of the OR – and just recently announced at EICMA, the Ösa Lite and Ösa + – a utilitarian modular vehicle Cake views as a cross between a workbench and a scooter. In case you were wondering how this whole operation is funded, let’s not forget that Stefan Ytterborn is an accomplished businessman. Cake closed its most recent round of fundraising to the tune of $14m. The recent round, led by Creandum, included global fund e.ventures, in addition to a strong backbone of existing investors and a limited number of very specific and peak competence specialists. “This is a giant step for CAKE, hooking up with leaders in their trade, and aside from the capital injection nursing our way forward sharing in-depth competence and experience. The ability to accelerate is timely, just having launched the street certified Kalk& model for North America and Europe, as well as launching the next model Ösa, a more commuter oriented vessel, during fall,” says Stefan Ytterborn, Founder and CEO of Cake. Undoubtedly, this will help Ytterborn and his crew continue to grow and diversify the company’s product line. The Kalk OR runs on a 51.8-volt, 50-Ah, 2.6-kWh battery that powers its 11kW motor. 206 lb-ft of torque is the claim. Mathematically, that’s what you get with 42Nm at the output shaft when combined with the 12-tooth front and 80-tooth rear sprocket. As is typically the case, the throttle has been tuned carefully to allow riders to enjoy the benefits of the electric drivetrain while not immediately sending ham-fisted riders on their backsides. There are also three ride modes and three braking modes. Ride mode one, Explore, is the most docile power delivery and limits the top speed to 28 mph, which Cake tells us gives three to four hours of ride time. Ride mode two, Excite, is a substantially sporty increase in power delivery from mode one but is still delivered predictably and in a linear fashion. Ride mode three, Excel, gives you everything she’s got, captain, and will light up the rear quickly, disregarding the Trail Saver tires’ namesake. Top speed is somewhere around 55 mph. The throttle action is smooth and precise, allowing the rider to dial in the power they’re looking for easily, but beware: Until you get used to the throttle’s sensitivity, it’s easy to spin up the rear over bumpy or loose conditions. Cake tells us the battery is good for about three hours of trail riding. As always, your mileage may vary, but mine didn’t much. In fact, during our time on the Slickrock Trail after about 90 minutes of riding I was still showing three out of four LEDS on the dash, telling me I had somewhere between 75% and 50% juice left. We’re told there’s a one-and-a-half-hour charge time on a 110V power supply from 0-80%, and two and half hours from 0-100%. Cake reps also claim more than 3,000 charge cycles before the Kalk OR’s battery shows any signs of deterioration. The Kalk OR has three “brake” settings that allow two levels of battery regeneration. Mode one is freewheeling with no regenerative braking, two is described as two-stroke-like levels of regenerative braking whereas mode three is akin to a four-stroke’s engine braking and provides the most regen. Mode three was a bit much for me to get used to, but in order to hopefully elongate my battery life, mode two was a happy compromise. Starting off in ride mode two, the more gradual delivery of power, relative to mode three, left me wondering if I was going to complete some of the steeper climbs encountered. After switching to mode three, on all but bumpy or loose rocky conditions, the quick power delivery was welcome, particularly when slowing just before a steep ascent when I needed to get back on the throttle quickly. While mode three did deliver that power quicker, I still found myself losing steam toward the middle of the climb and not much further into it than what mode two had provided. After discussing the issue with Cake employees and our own resident e-bike specialist, T. Siahaan, I surmised that all things considered (terrain, rider, etc.) the small, lightweight motor was simply being taxed beyond its limits. The load of a 175-pound rider on that steep of a hill seemed to be too much for the relatively small motor. The obvious fix during my time on the Kalk OR was simply to carry more momentum, something the MTB-savvy folks from Cake on our ride were already doing. Not to discredit the rest of the machine, but the suspension and brakes were pretty fantastic. One should hope so, with those being the only components that Cake felt comfortable outsourcing. The 38mm Öhlins fork is air/oil sprung and provides just over eight inches of travel. Adjustable for high-speed compression, low-speed compression and low-speed rebound, the three stage air spring-equipped suspenders offer individual setup for ride heights and bottoming resistance. The modified Öhlins TTX 22 shock also offers eight inches of travel and is adjustable for both high and low-speed compression as well as rebound. The bike stayed in a good spot in the suspension and never bottomed while I was riding, although there weren’t many situations where it might have. The Formula brakes required little pressure from the rider and were easy to modulate, though having the rear brake on the left hand lever took some getting used to. Cake says they’ll offer a traditional right foot brake for those interested. It didn’t take long to grow accustomed to the differences the Kalk OR carries with it versus a traditional motorcycle or dirtbike. Again, with mountain bike ergos, the only real hurdle for new riders may come from the almost 36-inch seat height, and since it’s not a bicycle, there isn’t a lower top tube to straddle. The long flat seat is similar to a dirtbike’s but a little wider, making it more comfortable initially, though when I found myself seated for a stretch of time I began to start noticing the hard edges of the seat/frame rail pushing into my inner thighs. After I stopped thinking of the Kalk OR as a dirtbike and started tossing it around like a mountain bike, I really started having fun. The 152 pounds (claimed) of e-moto allow you to ride it like a bicycle, and when we were riding in deep sand for miles on end, the low weight made the Kalk OR easy to straighten out with my legs when things started getting sideways. It was also nice having a motor to take us out to the viewpoints those sandy roads led us to. I wouldn’t have enjoyed pedaling through it. The style of the bike is polarizing. I’ve talked to more than a handful of people about the Kalk, and they either love the style or hate it. I think it looks great. Good from afar and even better up close when you can appreciate the attention to detail. Having the chance to ride one showcases the fun to be had that nothing else I’ve ridden is capable of. Sure, $13,000 isn’t chump change, really, it’s a tough price point to swallow for many motorcyclists, I’m sure. I won’t even bother mentioning the laundry list of great motorcycles that can be had at that price, but maybe that’s why they’ve been marketing to the outdoor crowd heavily. If someone’s spending 10 or 12 grand on a mountain bike, what’s another K for a motorized one? On my MO salary, the MSRP is a deal-breaker, but that’s my problem, not yours. The Kalk OR is such a fun bike to ride that one just needs to look at the specs to decide if it’s worth it to them. You’ll have fun on it, no doubt. So what’s that worth to you?
Motorcycles via Motorcycle.com https://ift.tt/2Std7JO December 20, 2019 at 07:12PM
Motorcycle News - Robert Pirsigs Zen CB77 SuperHawk Rides into the Smithsonian
https://ift.tt/35JJeMb The author of the acclaimed Zen and the Art of Motorcycle Maintenance died at age 88 in 2017, and now the Honda CB77 Super Hawk that served as the catalyst for the book is headed to the Smithsonian. After being stored for decades in the family’s New England garage, the bike’s been recently restored and is a gift from Pirsig’s widow, along with his leather jacket, maps, shop manual, toolboxes, and other gear from the 1968 ride. This story at NPR.org tells the tale of Pirsig’s epic: Zen was published in 1974, after being rejected by 121 publishing houses. “The book is brilliant beyond belief,” wrote Morrow editor James Landis before publication. “It is probably a work of genius and will, I’ll wager, attain classic status.” Indeed, the book quickly became a best-seller, and has proved enduring as a work of popular philosophy. A 1968 motorcycle trip across the West with his son Christopher was his inspiration. Christopher Lehmann-Haupt reviewed Zen for The New York Times in 1974. “[H]owever impressive are the seductive powers with which Mr. Pirsig engages us in his motorcycle trip, they are nothing compared to the skill with which he interests us in his philosophic trip,” he wrote. “Mr. Pirsig may sometimes appear to be a greener‐America proselytizer, with his beard and his motorcycle tripping and his talk about learning to love technology. But when he comes to grips with the hard philosophical conundrums raised by the 1960’s, he can be electrifying.” Pirsig was born in Minneapolis, the son of a University of Minnesota law professor. He graduated from high school at 15 and enlisted in the Army after World War II. While stationed in South Korea, he encountered the Asian philosophies that would underpin his work. He went on to study Hindu philosophy in India and for a time was enrolled in a philosophy Ph.D. program at the University of Chicago. He was hospitalized for mental illness and returned to Minneapolis, where he worked as a technical writer and began writing his first book. The Honda CB77 in question, all 305 cc of it, gave the Japanese maker its toehold in the rest of the world beginning in 1961, and was Honda’s biggest, most powerful and sophisticated bike (overhead cam! electric start!). Capable of 9000 rpm and 100 mph with only about half the displacement of the British competition, the Honda was also dead-reliable and oil-tight. Pirsig’s book is an extended (some would say too extended) meditation on quality, and without the Honda along for the ride, maybe it wouldn’t have been written? Then again, Wkipedia reminds us, “The novel never mentions the make or model of Pirsig’s motorcycle, but does discuss their companions’, John and Sylvia Sutherland’s, new BMW, an R60/2.” Whether you’re a fan or not, over 5 million copies of Zen have been sold to date, in 27 languages, and so the lowly CB takes its rightful place on Washington’s National Mall, alongside Charles Lindbergh’s airplane, Chuck Berry’s Cadillac – and all the other historical bikes in the Smithsonian Motorcycle Collection.
The post Robert Pirsig’s “Zen” CB77 SuperHawk Rides into the Smithsonian appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO December 20, 2019 at 05:10PM |
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