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5/31/2020

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Silverstone: F1 races given go-ahead by UK government - F1 News

 
F1 News - Silverstone: F1 races given go-ahead by UK government

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Silverstone has been closed under lockdown laws during the coronavirus pandemic

Formula 1 has been given the go-ahead by the UK government to hold two races at Silverstone this summer, BBC Sport has been told.

F1 sources say people involved in elite sports events will be exempt from a requirement on international travellers to self-isolate for 14 days.

Sports will be required to submit and win approval for a detailed plan of their movements and activities.

The government is expected to confirm the move later this month.

The exemption should also allow the Champions League to resume and this summer's cricket Test series in England to go ahead.

An F1 spokesperson said: "We welcome the government's efforts to ensure elite sport can continue to operate and their support for our return to racing.

"We will maintain a close dialogue with them in the coming weeks as we prepare to start our season in the first week of July."

On Saturday, the culture secretary, Oliver Dowden, announced that sport can resume behind closed doors subject to strict conditions, with social distancing maintained where possible.

He said: "Football, tennis, horse racing, Formula 1, cricket, golf, rugby, snooker and others - all are set to return to our screens shortly."

F1 bosses have been working on extensive plans to ensure their races are as safe as possible in the context of the coronavirus crisis that has laid waste the start of the season, which has seen the first 10 races called off.

The races will be held behind closed doors, with no spectators allowed, and teams will take the minimum number of operational staff.

Personnel will be tested before travelling to ensure they are virus-free, flown on charter jets and tested every couple of days while at the events.

Teams will be kept apart from each other and stay in different hotels, to which they will travel by bus to minimise contact with the public.

F1 is poised to confirm the European part of a rescheduled 2020 season early this week, with plans to start the campaign with two races in Austria on 5 and 12 July, followed by a third in Hungary on 19 July.

The Silverstone events would follow in early August, before - it is believed - further races in Spain, Belgium and Italy.





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May 31, 2020 at 03:51PM
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5/31/2020

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Custom Bikes Of The Week: 31 May 2020- Motorcycle News

 
Motorcycle News - Custom Bikes Of The Week: 31 May, 2020

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The best cafe racers, classics and minibikes from around the web
A sleek and sophisticated Thruxton from Massachusetts, a tiny BMW balance bike from the Netherlands, a rare Royal Enfield Interceptor up for auction, and a bizarre folding WW2 ‘parascooter’ from Excelsior—Britain’s first motorcycle company.

BMW balance bike by Roel van Heur
BMW K75 balance bike by Roel van Heur A while ago, Roel helped a friend to build a custom K75. Then Roel heard that his mate was expecting a baby—so he decided to build the kid a balance bike, inspired by his dad’s custom.

The Dutch designer started by sketching out the pint-sized two-wheeler in SolidWorks, then bought a pile of stainless steel tubing to build it up. The frame and forks were bent, cut, welded and hand-brushed at home. The fork ‘boots’ are 3D printed plastic items, but they’re just for show, since the forks are rigid.

BMW balance bike by Roel van Heur
There’s an alarming level of detail here. Roel had the triple trees laser cut out of stainless, with his own logo etched into the top yoke. Then he welded on the bars, and finished them off with bicycle handlebar tape. The headlight’s an old bolt-on part for classic cars, but it now runs with a small LED inside, and a battery hidden in the steering stem.

BMW balance bike by Roel van Heur
The faux fuel tank was 3D printed in two halves, and finished in the same green as the dad’s bike. Better yet, it’s easy to unscrew them, and bolt on a new set if you want to change colors.

BMW balance bike by Roel van Heur
As for the hoops, they’re standard 12” balance bike wheels, wrapped in Kenda tires, because the tread pattern reminded Roel of classic motorcycle tires. The seat’s another off-the-shelf balance bike part, albeit a high-end one.

The owner of this mini-Beemer is going to be one stoked little tyke—as soon as he’s big enough to ride it. Who else thinks Roel should put this into production?

Triumph Thruxton by Nova Motorcycles
Triumph Thruxton by Nova Motorcycles This 2013-model Triumph Thruxton rolled into Nova Motorcycles‘ Massachusetts workshop for a simple spruce up—but the crew had a bigger vision. They’d just seen a bunch of great-looking Triumph customs at a major bike show, but all retained the stock fuel tank. So Nova figured the best way to make their Thruxton really stand out would be to use all-new bodywork.

Nova designed a new tank and tail unit, which was then executed in Kevlar-reinforced fiberglass by nearby specialist Tannermatic. Tannermatic also built the carbon fiber front fender, while Counterbalance Cycles made the seat. The green paint code’s straight out of Aston Martin’s book, complete with a subtle yellow highlight.

Triumph Thruxton by Nova Motorcycles
But there’s more than just new bodywork at play here. Nova added bolt-on braces to the Triumph frame too, inspired by the work of Colin Seeley. And they engineered a stunning triple tree and ‘floating’ headlight mount, in collaboration with COFAB Engineering.

They also threw a full catalog of Motogadget parts at the build, including a speedo that sits behind a laser-cut acrylic screen in the top yoke.

Triumph Thruxton by Nova Motorcycles
Other upgrades include a two-into-one exhaust, an air box delete kit and smaller bits from British Customs, an Andreani Misano cartridge kit for the forks, and K-Tech shocks.

Triumph Thruxton by Nova Motorcycles
Nova also improved the brakes with Brembo parts, and routed the rear lines to inside the frame. Clip-ons, rear-sets, an adaptive LED headlight; the parts list is as mouth watering as the perfectly-proportioned silhouette.

1968 Royal Enfield Interceptor for sale
1968 Royal Enfield Interceptor The current day RE Interceptor is a 648 cc parallel twin with fuel injection and disc brakes. But our friends at Silodrome have just given us a glimpse of its ancestor: a rare original 1968 Interceptor that’s about to go on the auction block at Mecum.

The Interceptor was first released in 1960 with a 692 cc parallel twin motor, and was Royal Enfield’s fastest production bike at the time. By 1962, capacity had been bumped up to 736 cc, with a bunch of internal upgrades including a dynamically balanced crankshaft.

1968 Royal Enfield Interceptor for sale
This one here is a 1968 Series 1A Interceptor—a model that featured further updates, like a coil ignition, a chromed fuel tank, and a new seat, handlebars and fenders. It’s a looker too, thanks to a full cosmetic revamp done just three years ago, and a fresh mileage of just 19,473 miles. It also has a new clutch, brakes, tires and cable.

Designed to go head-to-head with brands like Triumph and Norton in the US desert racing market, the Interceptor reportedly didn’t sell in big numbers—making good condition examples particularly rare. If this one floats your boat, why not put in a bid? [Via]

The foldable Excelsior Welbike
The foldable Excelsior Welbike Motorworld by V. Sheyanov is a Russian collection of rare and fascination wartime machinery. They have a knack for finding and restoring the most obscure of motorcycles—like this foldable paratrooper bike.

The Welbike, which came out in 1942, was built by Excelsior—Britain’s first motorcycle company. It was powered by a single cylinder, two-stroke 98 cc engine, mounted horizontally in the frame. It had no gear box, no headlight and just a rear brake, with a top speed of 30 mph on flat terrain.

The foldable Excelsior Welbike
It was essentially developed as a ‘parascooter,’ to be dropped alongside paratroopers as a mode of transportation on the ground. The Welbike would be stored in a container, and could be assembled in 10 seconds by unfolding its handlebars and raising its seat.

The only problem was, it wasn’t particularly effective. Due to the massive weight difference between the Welbike and the average paratrooper, they would often land far apart from each other. And with tiny wheels and not much power, it was often abandoned in rougher terrain, where going on foot was actually quicker.

The foldable Excelsior Welbike
Post-war it wasn’t a hit either, since it wasn’t street legal. Most Welbikes ended up being exported to North America, and sold in department stores, before it was discontinued in 1954. The Welbike might not have been particularly successful, but it sure is cute, and has our heads filled with ideas for a modern electric version that could fit in a car’s trunk. [More]

The foldable Excelsior Welbike





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May 31, 2020 at 12:28PM
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5/31/2020

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Church of MO: 2010 BMW K1300S Vs Honda VFR1200F Shootout- Motorcycle News

 
Motorcycle News - Church of MO: 2010 BMW K1300S Vs Honda VFR1200F Shootout

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Whatteth the heck was going on in 2010 anyway? Not much, really, relatively speaking. The World Health Organization was in trouble for overestimating the swine flu pandemic, the Deepwater Horizon had a small leak in the Gulf of Mexico, and the US was busy finishing up Operation Iraqi Freedom. Small things. Of much greater import, Honda launched its first big VFR. It really wasn’t what anybody was expecting, but you don’t go riding the motorcycle you want, you go riding on the motorcycle you have. Let that be a lesson, and always strive to know the unknowns as well as the known. Amen. Over and out. Good luck.

—————————————————————————————————————–

2010 BMW K1300S Vs Honda VFR1200F Shootout

The sportbikes of sport-tourers!

By Kevin Duke Apr. 09, 2010
Photography by Alfonse Palaima Video by Fonzie
Marketing mavens created the word “tweens” when they realized kids aged 9 to 13 were spending more than $1 billion a year on stuff and needed to describe the demographic.And these two bikes – Honda’s new VFR1200F and BMW’s new-for-’09 K1300S – occupy a similar in-between niche. On one end are liter-sized sportbikes bred on the racetrack, like those in our recent 2010 Literbike Shootout. While the other end is occupied by big sport-tourers like the BMW K1300GT, Honda ST1300, Kawasaki Concours 14 and Yamaha FJR1300 we compared last summer.

When the VFR1200F was introduced to us last fall in Japan, Honda engineers described a hypothetical middle-aged rider who wanted a sportbike to ride on twisty roads but who has to travel 75 to 100 miles to get to them.

Full-on 1000cc sportbikes are too uncompromised for long-distance trips, becoming uncomfortable for aging wrists, and have maintenance-heavy chain drives. But the 1300cc class of sport-tourers scale in at or above a porky 650 lbs, compromising their agility in sport-riding situations.

The sportbikes of sport-tourers: BMW K1300S vs Honda VFR1200F. The sportbikes of sport-tourers: BMW K1300S vs Honda VFR1200F.

Kawasaki and Yamaha have described their S-Ts as “supersport tourers.” If that’s the case, then the VFR and K1300S are super-duper supersport tourers!

The Perfect Match

The K13 and VFR stand apart in their tween-ness. Both boast four-cylinder motors with similar displacements – there is a discrepancy of only 56cc between the 1237cc Honda and 1293cc Beemer, with both posting nearly identical peak power numbers. Single-sided swingarms with shaft drive makes the pair distinct from the chain-drive Kawi ZX-14 and Suzuki Hayabusa, as does their ability to mount accessory saddlebags. Base prices are just $449 apart. Honda’s dual-clutch version of the VFR has yet to become available.

‘Tweens: Neither pure sportbike nor fully equipped sport-tourer.‘Tweens: Neither pure sportbike nor fully equipped sport-tourer.

The VFR’s $15,999 MSRP is, somewhat surprisingly, above the K13’s. But judged by finish detail and build quality, the Honda clearly looks more expensive. Honda has a new paint process in which the parts are gently agitated to yield a glass-smooth surface, and the VFR is one of the first bikes to receive this high-end treatment.

Take That, Harley!
A smooth paint finish is desirable on any vehicle, and it’s especially critical on a motorcycle’s fuel tank because its proximity to the rider is, literally, under his nose. Honda’s new process in which painted components are sprayed while being gently shaken yields an amazingly smooth surface. Below are some stats claimed by Honda. For reference, a value of 0 (zero) is as smooth as glass.
Comparing Paint Smoothness
Honda Civic 7.0
Older Honda motorcycle fuel tanks 6.6
Honda Accord 4.7
Lexus 3.0
Harley-Davidson 1.7
New high-end Honda motorcycle tanks 0.8
The VFR’s attention to detail and finish quality is superb.The VFR’s attention to detail and finish quality is superb.

We were given a first-hand look at this technology when we visited Honda’s Kumamoto factory in Japan last fall. We were presented with three fuel tanks – from an older Honda cruiser, a Harley and a new Honda cruiser – which we inspected under magnification. Indeed, the new Honda’s tank was visibly glassier than the Harley’s. Very impressive.

The Viffer Grande’s flawless paint and smooth bodywork joints are just a couple of reasons this Honda could be pinned with the upmarket Acura badge. The downside to the clean body panels are hidden fasteners that complicate the disassembly/reassembly process – an ordeal that’ll make a reasonably bright 40-year-old as frustrated as an 8-year-old trying to assemble IKEA furniture.

The BMW 1300S exhibits chunkier styling than the curvy VFR.The BMW 1300S exhibits chunkier styling than the curvy VFR.

As is typical of BMW, the K1300S is nicely finished, with attractive surface detailing and quality materials, but it doesn’t have the sheen and gleam of the VFR which sets new standards for sporting motorcycles. Examples are the VFR’s stylish mirrors with integral turnsignals that look much more expensive than the flat-black nylon mirrors on the K bike.

The design language in terms of style couldn’t be more divergent. The Honda is penned with soft curves that blend like a well-used bar of soap, contrasting sharply with the BMW’s hard edges and angles. Detractors will say the K looks a bit too Transformers-ish and the 1200F looks too bland. Opinions vary wildly, but we can report that in-the-flesh judgments of the Honda were consistently more favorable than when evaluating only from 2-dimensional pictures.

Climbing aboard, the Honda’s well-finished cockpit exudes quality. Switchgear feels expensive to the touch. The gauge panel is nestled smoothly below the windscreen, proudly displaying an analog tach in the center flanked by two LCD displays. Its digital speedo is easier to read than the crowded digits on the K13’s traditional analog speedometer. The K’s circular main dials are augmented by an LCD panel that displays a host of info including gear position like the VFR.

We aren’t fans of the VFR’s relocated horn button where we expect a turnsignal switch to be.We aren’t fans of the VFR’s relocated horn button where we expect a turnsignal switch to be.

In an ironic twist, it’s the Honda that has an odd placement of its turnsignal switch. It’s located where the horn button is usually found, ostensibly for speedier activation of the horn. It also causes people to look at you when they hear you beeping for no apparent reason until finding the button becomes second nature.

“In an ironic twist, it’s the Honda that has an odd placement of its turnsignal switch.”

The K13 family was one of the first BMWs to change to the single left-thumb button we’re all familiar with instead of the former three-button BMW arrangement. The K13 gets bonus marks for its self-canceling turnsignals, something the VFR lacks – an inconvenient omission for such a premium machine.

“The BMW’s updated-for-‘09 switchgear is good stuff,” Pete notes. “The integrated start button/kill switch, as well as integrated passing light/high beam, just make sense. I also like that the indicator switch only needs a limited amount of range before activating the turnsignals.”

Launch Time

The K13’s inline-Four fires easily and emits a raspy exhaust note, sounding racier and quicker to rev than the V-Four Honda. Only a whiff of the K13’s throttle is needed to take off from a stop, and this is a boon because its clutch engages at the end of its travel and is grabby during higher-rpm launches. On a related note, its large clutch pack interferes with a rider’s right leg at stops.

“The big engine in the K bike feels quite sporty, like it’s accelerating with ferocity,” Pete enthuses, “to the point that going on just engine sound and feel as indications of when to shift had me shifting a few thousand rpm below actual redline.”

BMW’s K1300S has a potent powerplant.BMW’s K1300S has a potent powerplant.

Throttle response is much improved from the previous K1200 but still suffers a digital feeling. Reaction from the motor isn’t always perfectly congruous with what’s being asked for from the ride-by-wire throttle. We noticed a subtle lag when getting hard on the gas that felt akin to a carbureted bike running rich, as if BMW was trying to ensure the K13 doesn’t have any throttle abruptness. We also weren’t keen on the excessive amount of compression braking when rolling off the throttle at high revs.

The Honda’s V-Four engine is unlike anything else on the market.The Honda’s V-Four engine is unlike anything else on the market.

The K1300 has a narrow midsection thanks to the inline-Four’s lay-down cylinders and its aluminum frame designed to be slim below the rider.  The VFR enjoys the inherent narrowness advantage of its V-Four mill, enhanced even further by Honda cleverly having the rear cylinders’ rod journals rotating inboard of the front cylinders’ rods, enabling the rear cylinders to be skinnier than the fronts. It’s remarkable how compact the VFR feels for a 1237cc motorcycle.

The front and rear cylinders of the VFR are set 76 degrees apart, and its crankpins are offset 28 degrees to eliminate primary vibration. The resulting exhaust note is unlike any previous VFR and less inspiring than I’d hoped from a semi-exotic V-Four. It sounds oddly like a BMW Boxer motor until its exhaust valve opens at 6000 rpm, then becomes raspy like some kind of hybrid two-stroke. We’d be curious to hear it breathe through a freer-flowing muffler.

Quick roll-outs are enabled by the VFR’s wide powerband and a cooperative clutch take-up zone. The V-Four pulls cleanly from as little as 1500 rpm, and it’s very smooth up top. Such is its smoothness that, on one sporting canyon ride, I hit the 10,600-rpm rev limiter in second gear while being blissfully unaware I was so high up in the rev range.

Rev to rev, the Beemer’s four cylinders punch out more power than the Honda’s throughout the usable powerband. It’s only around 10,000 rpm when the VFR has a slight advantage as the K tapers off.Rev to rev, the Beemer’s four cylinders punch out more power than the Honda’s throughout the usable powerband. It’s only around 10,000 rpm when the VFR has a slight advantage as the K tapers off.

In terms of power, both bikes yank out 146 horsepower at the rear tire, which is impressive in itself. But the key to these big-cube motors spinning speedo numbers ridiculously quickly is the early production of torque. Each has more than 70 ft-lbs of twist available as early as 4000 rpm, providing the grunt necessary to attain Big Speed from nearly any point on the tach.

The Honda has a very linear powerband once a low-rpm dip is passed around 3500 rpm, with a flat torque curve that peaks with 82.0 ft-lbs at 8700 rpm. Despite a V-Four’s reputation for superior low-end urge, the K13’s well of power runs deeper. It cranks out more than 80 ft-lbs over a 4000-rev span beginning at 5500 rpm, culminating with almost 90 ft-lbs at its 8000-rpm max output.

The Beemer’s slightly bigger motor puts up a dyno chart even more impressive than the VFR’s. A low-rpm dip in the Honda’s chart results in a 20-plus ft-lb advantage for the K1300S at 3500 rpm.The Beemer’s slightly bigger motor puts up a dyno chart even more impressive than the VFR’s. A low-rpm dip in the Honda’s chart results in a 20-plus ft-lb advantage for the K1300S at 3500 rpm.

As for the VFR1200F, Honda’s first electronic throttle system has its own peccadilloes. Ridden at a moderate pace, it’s practically flawless. But when flogged, we noticed soggy throttle response below 5500 rpm. In the lower gears, it feels like it pulls from three-quarter throttle as strong as it does from just one-eighth throttle, as if the ride-by-wire system isn’t giving exactly what a rider is asking for. A minor occasional-but-not-consistent abruptness when reapplying the throttle can make for agitated nerves.

This pair of 6-speed gearboxes also falls into the excellent-but-flawed category. The VFR really impressed us with the silkiness of its transmission. “I was awestruck in the first few miles with the near-perfect gearbox,” Pete enthuses, “Shifting is so transparent that if it weren’t for the gear position indicator in the LCD I couldn’t have been certain that I actually changed gears.”

BMW’s Gear Shift Assistant allows upshifts without backing off the throttle or pulling the clutch lever.BMW’s Gear Shift Assistant allows upshifts without backing off the throttle or pulling the clutch lever.

The only negative comment about the VFR’s tranny is that hurried, high-rev upshifts from first gear didn’t always make it to second gear. “You need to be deliberate or you will be revving in neutral,” notes guest rider Glenn Giardinelli. And although the Honda is equipped with a slipper clutch to ease downshifts, it isn’t as slippery as the CBR1000RR’s or other literbikes.

The K1300’s gearbox is quite good, aided on our test bike by the optional Gear Shift Assistant that allows upshifts without using the clutch or backing off the throttle. But Pete noted notchy downshifting and says it lacks the refined quality found in the Honda’s gearbox.

The shaft-drive systems on both bikes suffer more driveline lash than a chain- or belt-driven bike, although it’s only really noticed when the bikes are being caned on a twisty road. Otherwise, these are exceptional shafties, with only a hint of jacking the rear suspension. The VFR’s engine uses stacked transmission shafts to keep the powerplant as short as possible, and this enables deployment of a long swingarm to reduce shaft-drive jacking within an acceptably short 60.8-inch wheelbase.

The responsive VFR1200F feels much lighter than it is.The responsive VFR1200F feels much lighter than it is.

One thing Honda really nailed with the VFR is its neutral and natural demeanor, giving a rider confidence to take control of any situation after only a few revolutions of its wheels.

“Though Honda says the bike weighs 591 pounds ready to ride, initial steering effort and overall handling qualities belie the nearly 600 pounds,” Pete explains. “The VFR is responsive to the slightest steering or body language input, yet it’s not skittish. And it’s as stable mid-corner as the rock-steady K13S.”

The K1300S’s wheelbase stretches about 1.5 inches beyond the VFR’s, but the bike feels even longer than that. Partially to blame is the K’s oddball Duolever fork which is positioned at a lazy 29.6-degree rake angle. Contrast that with the sportier 25.3 degrees of the Honda’s inverted telescopic fork. Trail numbers are nearly identical, with the K’s 3mm greater than the VFR’s 101mm.

On the road, the VFR feels wieldier in most circumstances, particularly during low-speed maneuvers and on tight canyon roads. It’s the more agile machine despite carrying about 30 extra pounds – it feels like a much lighter bike than it appears on a spec chart. Front-end feel isn’t quite on par with a pure sportbike, but feedback is delivered clearer than with the BMW’s Duolever unit.

The K1300S has outstanding stability in high-speed turns.The K1300S has outstanding stability in high-speed turns.

“It takes on canyon roads with what I’d estimate to be 85% of the ability of a Gixxer 1000,” says Giardinelli, owner of a GSX-R1000.

The K13’s forte is in fast, sweeping curves where its lanky chassis geometry provides for exceptional stability. And when we say it corners as if on rails, we mean it doesn’t really want to deviate from its course when at higher speeds. A twisty mountain road will tire the Beemer rider quicker than a Honda pilot, but the K13 is nevertheless spritely enough to scythe canyons with supersport-mounted buddies. Ground clearance on both bikes is quite good, but the Honda has a slight edge with its higher footpegs.

Ergonomics are an important consideration for a long-distance ally, and both bikes are set up to be comfortable but sporty.  The Viffer’s riding position is very neutral, with just a slight lean forward to the high-mounted clip-on handlebars. A K13 rider has a bit more of a stretch to the bars, which fit tall riders fine but places pressure on the wrists of shorter riders like Pete: “I prefer the Honda’s more upright clip-ons to the BMW’s lower bar. Riding the Beemer, my hands and wrists would protest after a while, but not so on the VFR.”

The VFR’s bars are slightly higher than the K1300’s, but it has a slightly shorter seat-to-peg distance.The VFR’s bars are slightly higher than the K1300’s, but it has a slightly shorter seat-to-peg distance.

Seat design is always going to be a compromise, especially on a sporty bike like these. A wide, thick seat offers more comfort but is awkward at low speeds and when sport riding. The VFR’s 32.1-inch seat is claimed to be just 0.2 inch lower than the K1300’s, but it’s so narrow at the fuel tank junction that it feels even lower than that. The 5-foot-6-inch Giardinelli appreciated the easy reach to the ground, but he whined that the seat is too narrow for good support when he sits close to the tank while sport riding. Longer-armed riders are able to sit back on the seat’s supportive wider section and were pleased with the comfort.

The BMW’s thicker seat padding and slightly lower footpegs supply about an inch more legroom than the Honda, making it a better fit for those with gangly legs. Short riders might want to order the accessory low seat (31.1 Inches) that is a no-charge option when buying new.

Considering their svelte fairings and moderately low windscreens, both bikes do a surprisingly good job at protecting riders from the elements without using wide bodywork or barn-door windshields. Our shorter test riders were happy with the available shelter, but taller riders receive moderate helmet-level windblast. The VFR has an optional windscreen extension accessory that should provide a bigger bubble of unstirred air.  The Honda’s layered body panels perform well at routing hot air away from its rider.

BMW’s K1300S has a comfortably sporty riding position.BMW’s K1300S has a comfortably sporty riding position.
Where’s the Bags?
Both BMW and Honda are angling this duo toward the sport side of the sport-touring equation, so price and weight are kept to a minimum by excluding several typical touring amenities. But long-haul riders haven’t been forgotten, as there is a plethora of touring-oriented accessories to tick off in the options box.
Got stuff? The VFR1200F’s optional luggage provides places to put it. Note also the optional windscreen extension.Got stuff? The VFR1200F’s optional luggage provides places to put it. Note also the optional windscreen extension.

BMW is perhaps the leader in providing optional accessories for its bikes, and our K1300S supports that theory. To its $15,500 base MSRP, our test unit was fitted with the $2,250 Premium Package that includes heated grips, electronic suspension adjustment, traction control, tire-pressure monitoring and the Gear Shift Assistant. Also fitted to our bike was a small luggage rack ($150). BMW’s Sport Case saddlebags and related bracketry retail for $1,000.85

The list of options from Honda isn’t as extensive as its German rival’s, but stylish and color-matched hard-shell saddlebags ($1,399.95) will be at the top of a touring rider’s option list. The VFR’s tailsection is equipped with integrated bag mounts that are almost invisible. Also available is a color-matched trunk ($599.95).

We’re happy to report the VFR can be ordered with a trick set of heated hand grips ($349.95) that supply more heat to the front of the grips where it is most needed. Also available is a centerstand ($249.95) a windscreen extension ($249.95) and a 12-volt power port ($99.95).

The immediate remote adjustability of BMW’s ESA II suspension is ideal for a multi-role fighter like the K1300S.The immediate remote adjustability of BMW’s ESA II suspension is ideal for a multi-role fighter like the K1300S.

In the suspension category, the Beemer steps up with its second generation of electronic suspension adjustment, ESA II, in which it automatically changes the shock’s spring rate based on the combination of damping and preload setting chosen from the system’s three modes. ESA II is part of the $17,800 Premium Package fitted to our test bike, and it can also be ordered as an a la carte option for $900.

ESA II proves to be ideal for a bike in this category of motorcycles, enabling markedly different suspension performance at a touch of a button. When it’s time to drone on the superslab on the way to the squiggly lines on a map, simply dial up the Comfort setting for a spine-easing cushy ride. And when it’s time to chase down a Gixxer up a canyon road, a firm and buttoned-down ride is available at a push of a handlebar-mounted button to switch to Sport mode.

Honda took a simpler suspension route, choosing to minimize adjustments to just spring preload and rear rebound damping. Rear preload is hydraulically adjustable by a dial near the left passenger footpeg. The minimally adjustable suspension turns out to be an excellent compromise between comfort and sport, supplying a delicate balance of suppleness and control despite its relative simplicity.

Both bikes have terrific ABS brakes and smallish fuel tanks.Both bikes have terrific ABS brakes and smallish fuel tanks.

Braking performance is another area of excellence, with the triple-disc sets providing outstanding power and standard anti-lock control. Graybeards may fear ABS, but they shouldn’t, as these modern systems are minimally invasive. Nor should they gripe about Honda’s linked brake system in which the brake pedal activates two pistons in the left front 6-piston caliper; it’s not linked front to rear.

“The brakes are some of the best I’ve ridden to date,” raves Pete who has ridden nearly every brake system out there. “The amount of force available at the lever is on par with many Brembo systems I’ve ridden; and feel is equally as excellent.”

One of the downsides to a sport-touring bike angled toward the sport side is the seeming inevitability of limited fuel capacity. At 5.0 and 4.9 gallons, respectively, the K13S and VFR hold less go-juice than many high-mileage riders would like. If you ride hard like we do, don’t expect much more than a 170-mile range at the 34 mpg we averaged with the VFR. The Beemer averaged a couple mpg better. It would take a restrained wrist to squeeze out 200 miles between fills with either bike.

Regarding passenger accommodations, we weren’t able to find anyone crazy enough to ride with us. But Pete surmised “the K bike might make the better two-up tourer over long distance in light of what seems like a roomier saddle, longer wheelbase and array of suspension adjustment.”

Boiling It Down

Having already sampled the VFR a few months ago, we knew the K1300S was going have a real battle on its hands when we’d get the chance to ride them side by side. As good as the bold new Honda is, we were impressed by how well the K1300S matched up to it. This is an excellent sporting motorcycle with an enviable engine and an interesting set of options.

“Although the BMW may not have the utter refinement of the Honda, I wouldn’t be ashamed or regretful of having a K1300S in my garage if I’d purchased one and then later had the chance to ride a VFR1200F,” says Pete. “Furthermore, the practical techy options like anti-spin control, ESA II, etc, that have real-world application raise the K13’s’s price by only $1,800 more than the Honda’s, making a case for the BMW being the better value. Frankly, the BMW’s Premium Package option is simply worth the added cost over base MSRP, especially so if you amortize that $1,800 across the term of a loan.”

The BMW surges ahead in terms of its wealth of available equipment. The BMW surges ahead in terms of its wealth of available equipment.

The VFR1200F presents a dichotomy, maybe two. It’s a sport-touring GT, but it doesn’t have a large fuel tank or cruise control. And yet it’s not quite a sportbike, what with its 150 extra pounds over a CBR1000RR and its sport-compromised shaft-drive system.

Old-time VFR fans complain this new Viffer is too heavy to deserve the nomenclature, remembering the landmark V-Four bikes from the 1980s but forgetting the previous VFR has an engine 455cc smaller and weighed just 50 pounds less without shaft drive.

While we’re all trying to stuff the VFR in preconceived boxes, Honda has delivered an exotic and meticulously finished grand-touring machine that can run with nearly anything on the road while coddling its rider in comfort, precisely the target Honda intended to hit.

Honda haters have derided the VFR as being too heavy and not attractive enough for serious consideration, but those people likely haven’t ridden it. Running the 1200F through a tank of gas is a sure way to win over the skeptics. Consider us converted.

With the emergence of the VFR1200F, the sportbike/S-T hybrid class has a new pecking order.With the emergence of the VFR1200F, the sportbike/S-T hybrid class has a new pecking order.

Related Reading
2010 Honda VFR1200F Review – First Ride
2009 BMW K1300S Review
2010 Kawasaki Concours 14 Review
2009 Sport-Touring Shootout
2008 Middleweight Sport-Touring Shootout: BMW F800ST vs. Honda VFR800 Interceptor

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May 31, 2020 at 10:50AM
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5/31/2020

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MotoGP News: Aprilia an "empty void" in disastrous 2018 - Redding - MotoGP News

 
MotoGP News - MotoGP News: Aprilia an "empty void" in disastrous 2018 - Redding

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Scott Redding says the Aprilia MotoGP team was like an "empty void" in 2018, two years on from his disastrous final premier-class campaign with the Italian manufacturer.

The 27-year-old Briton replaced fellow countryman Sam Lowes at the Team Gresini-run Aprilia squad in 2018, having previously raced both Honda and Ducati machinery in his first four years in the premier class.

But the 2013 Moto2 runner-up struggled with the RS-GP from the outset and while team-mate Aleix Espargaro managed four top-10 finishes, including a sixth at Aragon, Redding's best was an 11th in the final race of the year at Valencia and he was replaced by Andrea Iannone for 2019.

Redding has since re-built his reputation by winning the British Superbike Championship at his first attempt last year and secured a factory contract with Ducati for the World Superbike Championship for 2020, but speaking in a BT Sport podcast admitted that his Aprilia experience was "psychologically demoralising."

"I thought the intention from [Aprilia] was there," said Redding, who sits second in the WSBK standings after a trio of podium finishes in the opening round at Phillip Island prior to the coronavirus pandemic.

"I believe I'm a better rider than Aleix Espargaro. I do like the guy but I believe I'm a better rider than him. But he was beating me all the time and I just couldn't get my head around it.

"And they said 'we are gonna do this, we are gonna do that, it's a factory bike and we are gonna do this'. And it was just a f***ing empty, an empty void.

"And that's what kind of hurt me because I was working hard, I was the lightest I'd ever been in racing. But there was nothing coming."

Redding said his bike was not developed during the year and was the same specification at the penultimate race in Sepang as it had been in pre-season testing.

"[There was] no engine braking, didn't turn, spun its head off and then they expect me to race with that," he said. "It was psychologically demoralising. Like, what is the point?"

Redding said he was convinced that there was something inherently wrong with the 2018 iteration of the RS-GP after its first test and had requested Aprilia to conduct a side-by-side test with a previous version of the bike.

However, the British rider said he was rebuked by the team, although a subsequent test on the old machine for teammate Espargaro vindicated his opinion that the '18 bike was a step backwards in terms of performance.

"They just didn't believe in me," said Redding.

"The mildest thing I said to them was, 'Bring the old bike at a private test and we'll test it'. And they laughed at me, they laughed.

"They were like, 'Don't be so silly, the new bike is better and blah blah'. I said, 'Yeah but just try, just test. We don't know but we are in a bad situation, just try'.

"And they laughed at me."





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May 31, 2020 at 04:42AM
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5/30/2020

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Moto Motivo Calabrone Ducati ST4S- Motorcycle News

 
Motorcycle News - Moto Motivo Calabrone Ducati ST4S

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After immigrating to the US with his family 12 years ago, Johann Keyser turned his passion into a career. The South African ex-pat has ridden motorcycles for the majority of his life, including a stint in professional foot up trials. As a sponsored rider for Italian Endurance bike manufacturer Fanatic Motors, Johann learned a thing or two about the benefits of adding lightness to a bike. He now applies this principle to his Moto Motivo builds along with an educated selection of performance upgrades. His latest build dubbed ‘Calabrone’ demonstrates this approach by transforming a hefty Ducati ST4S Sport Tourer into this lean, mean Italian cafe racer.





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May 30, 2020 at 09:04AM
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5/30/2020

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Austria set to host Formula 1 season openers in July - F1 News

 
F1 News - Austria set to host Formula 1 season openers in July

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The Red Bull Ring in Austria is set to host the opening race of the 2020 F1 season

The Forumla 1 season-openers in Austria have been approved by the country's government, according to reports.

The races, scheduled for 5 and 12 July, will take place behind closed doors at the Red Bull Ring in Spielberg.

The 2020 season was due to start in Australia in March, but the coronavirus pandemic forced the postponement of that race and a further nine more.

If the Austria races run successfully, the F1 season could continue on 19 July in Budapest, Hungary.

Silverstone agreed a deal for two grands prix to be held at the British track in August.

F1 bosses are still putting together a revised calendar for this season.

More to follow.





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May 30, 2020 at 08:39AM
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5/30/2020

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MotoGP News: Espargaro close to new Aprilia deal likely to be his last - MotoGP News

 
MotoGP News - MotoGP News: Espargaro close to new Aprilia deal, likely to be his last

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Aleix Espargaro has revealed he is "really close" to finalising a new Aprilia MotoGP deal for 2021 and beyond, admitting that this will likely be his last contract before retirement.

Espargaro has often been critical of the Gresini-run Aprilia squad since coming on board in 2017, having achieved only a best finish of sixth in three seasons and a best championship placement of 14th.

His current contract was due to expire at the end of this year, but said that his positive experience of Aprilia's radically-revised 2020 bike in pre-season testing in February had convinced him to stay at the team.

The 30-year-old also hinted a new agreement with the Italian marque could be longer than two years, but suggested he would likely bow out of MotoGP upon its conclusion.

"The most important thing is that I finished the pre-season with a very good taste in my mouth," Espargaro told Autosport.

"The changes I've been waiting for for the last three years came in two tests and I ended up very happy.

"The talks had stalled until a couple of weeks ago, but we are really close to reaching an agreement.

"I am very happy with Aprilia, I don't have many years left in my career and I have always said that my biggest wish is that the bike works and that I can retire from this team.

"I am sure that if I renew for Aprilia, it will be my last contract.

"I don't know if it will be two years or more, but if the project convinces me and I like it, I will finish my career here.

"I trust and wish that the technical project will continue to grow from now on and in the future, and if that is the case I would like very much to continue to be the leader of this team."

Espargaro has been partnered by three different team-mates in his Aprilia tenure so far, and could end up with a fourth different partner next year depending on whether Andrea Iannone is able to get his 18-month doping ban overturned.

Although Aprilia is known to be keen on retaining Iannone if possible, Danilo Petrucci has also been linked to a potential switch to Aprilia if he is not retained by Ducati, as seems likely.

Espargaro admitted he felt sorry that Ducati had elected to promote Jack Miller to a factory seat at Petrucci's potential expense based on the pair's results last year.

"I know that Aprilia want me and Andrea to continue and keep both riders, but I know there is a bit of a mess with all this," said the Spaniard.

"What I feel bad about is how Danilo has been treated.

"Not only did he win a race, but he made the same points as Miller in 2019 (Petrucci outscored him by 11), and now it seems that Jack Miller is the new Casey Stoner and that Danilo is no good, when last year with the same bike they made the same points.

"In the end time puts everyone in their place, maybe Jack will get on the official bike and do very well, he is young and talented.

"We will see if Ducati will do well."





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May 30, 2020 at 07:11AM
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5/30/2020

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Formula 1: Is Daniil Kvyat joining Biffy Clyro? - F1 News

 
F1 News - Formula 1: Is Daniil Kvyat joining Biffy Clyro?

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How, exactly, did Biffy Clyro's lead singer Simon Neil end up teaching Formula 1's Alpha Tauri driver Daniil Kvyat to play the guitar?

Because the Russian offered to help get Scottish rocker Neil good enough to compete in one of Formula 1's virtual grands prix.

The pair met up thanks to 5 Live's Guestlist programme to teach each other a few moves from their respective professions - which could lead to a racing debut for Neil. And, who knows? A spot on stage for Kvyat?





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May 30, 2020 at 04:15AM
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5/29/2020

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2020 Ducati Multistrada 1260 S Grand Tour Review- Motorcycle News

 
Motorcycle News - 2020 Ducati Multistrada 1260 S Grand Tour Review

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2020 Ducati Multistrada 1260 S Grand Tour

Editor Score: 91.25%
Engine 18.5/20
Suspension/Handling 14.0/15
Transmission/Clutch 9.5/10
Brakes 9.25/10
Instruments/Controls 4.5/5
Ergonomics/Comfort 9.0/10
Appearance/Quality 9.5/10
Desirability 9.0/10
Value 8.0/10
Overall Score 91.25/100

I’ve ridden touring bikes all across the American continent. From a transcontinental dash on a touring cruiser to multi-day jaunts on Gold Wings to a gravel road to the Arctic Ocean in Prudhoe Bay, AK, I’ve done my time and racked up the miles, but none of the touring motorcycles I’ve ridden appeal to me as much as the sport adventure touring class of motorcycles. They appeal to me and the type of riding that I like to do. With that said, the 2020 Ducati Multistrada 1260 S Grand Tour is a great example of the species. 

2018 Ducati Multistrada 1260 First Ride Review 

What you get with the Multistrada 1260 S Grand Tour is all of the features of the S model (most notably the semi-active Ducati Skyhook Suspension (DSS) Evo, which allows easy adjustment of suspension baseline parameters) and adds a list of trim and comfort features. First, the Grand Tour gets an exclusive colorway of Sandstone Grey with a 1260 graphic on the fairing combined with a red frame and red highlights on the cast aluminum five-spoke wheels. The GT’s touring chops are augmented by standard hard bags and a centerstand. The rider and passenger seats feature Grand Tour logos. Premium electronic features include heated grips, tire pressure monitoring system, and keyless starting and fuel tank access. Dual LED spotlights increase conspicuity and nighttime visibility. 

Other than all of the above listed items, the Grand Tour is all Multistrada 1260 S, and that’s a good thing. The Testastretta 1262cc DVT (Desmodromic Variable Timing) is an engine seemingly without weak points. First, the DVT massages the bottom end torque for more grunt down low, claiming 85% of the engine’s torque is available at 3,500 rpm – a fact that was confirmed by our trip to the MotoGP Werks dyno. With a peak of 89 lb-ft of torque hitting at 7,800 rpm, the 73 lb-ft we recorded makes for 83%. At higher rpm, the valve timing changes to benefit the increased volume of combustibles that need to be moved into and out of the twin cylinders. The 1260 engine hits its 143.5 hp peak at 9,800 rpm. That’s plenty to motivate a claimed 525-lb package.

Look at how flat and broad that torque curve is. While you can’t always run the engine out to its rev limit, you can have tons of fun in the mid-range.

The engine niceties don’t stop with the power output. The Grand Tour has a valve adjustment interval of 18,000 miles, which is a reasonable distance for a touring bike. The fueling is spot on with nary a hiccup during our test – and I tried to find some abruptness. Additionally, the Ducati Quick Shifter (DQS) handled every situation I tossed at it. From trolling around at low speeds to ripping off high-rpm shifts, I almost never used the clutch after getting the bike rolling.

As with all premium modern motorcycles, the Multistrada comes with a suite of electronic aids to help the rider keep the shiny side up. The IMU allows for fine-tuning of the Ducati Wheelie Control and Traction Control through eight levels plus off. Similarly, the Bosch IMU powers the Multistrada’s Cornering ABS and its Electronic Combined Braking System, which links the front and rear brakes in Urban and Touring ride modes and cedes most of its control to the rider in Sport mode. Designed to limit the rear wheel lift effect introduced by the high center-of-gravity and the long stroke of the suspension, the Electronic Combined Braking System can also be varied over a range of adjustments. 

The 17-inch cast wheels point to the Grand Tour’s street focus, but the Pirelli Scorpion Trail IIs will get you down a dirt road or two without drama.

Braking is handled by a pair of 330mm discs squeezed by Brembo M50 calipers. I’ve loved these calipers for so long that I feel guilty for wishing they were Stylemas even though I know they aren’t necessary. Such are the fickle desires of a motojournalist. The master cylinder is a Brembo radial unit with an adjustable lever. Combined, they deliver formidable braking power that is more than capable of stopping the 1260 S with the immediacy that is desired from a sporty adventure tourer.

Riding the Grand Tour highlights how well Ducati balanced the needs of long-distance touring riders and sport touring riders. The rider triangle is just about perfect for an all-day horizon chase. Yet, although the seat does tend to lock you into one position, you can lean into a more attack-focused attitude when the road starts to squirm on the map. The handlebar width plays a major role in the bike’s flickability and its willingness to charge into a series of corners with an ease that belies its 525-lb. claimed weight. The Multi feels much shorter than its 62.4-inch wheelbase would imply. In my street-focused ride time with the Grand Tour, the Pirelli Scorpion Trail II tires performed a great impression of sport touring tires, but since my travels typically don’t take me onto any fire roads, I’d swap them for some more dedicated sport touring rubber when these tires were done.

With 330mm discs and M50 calipers, the Multistrada stops like it means it.

The suspension, with its relation to the riding mode and therefore its ability to be adjusted on the fly, can play a vital role on traversing different kinds of pavement. I spent the bulk of my time in Sport and Touring modes since Urban mode limits the peak horsepower (and who wants that?). Basically, if I wasn’t attacking a winding road, I stuck to Touring. The throttle inputs are softened slightly, and the suspension is more supple for soaking up the broken pavement that you find in many urban centers these days. Interestingly, I also stuck with Touring on bumpy canyon roads. Yes, the softer settings allowed for more chassis pitch during braking and acceleration, but the softer settings do such a great job of soaking up the bumps, making for more pleasant work of those bumpy sections. When it’s over, a couple of clicks of my left thumb and a closing of the throttle has me back in Sport mode.

All the information you need right in front of you.

When the road straightens out and the rider wants to focus on racking up miles, the touring amenities come into play. As with all Multistradas, there is cruise control. The weather protection provided by the windshield is a good compromise between cooling and still air, but in its lowest position, turbulent air flows straight across the base of my helmet, raising the noise level. On cool days, the heated grips will be appreciated, and if you’re the forgetful type who frequently puts on their gloves before putting the key in the ignition, the wireless key fob is a godsend. You’ll still need to take the key out every time you want to open the saddlebags, though. 

Rider comfort, though very good overall, takes two big hits with the Grand Tour. First, the seat tends to lock the rider into one position. While the position is quite comfortable, being able to move around on the seat would allow for more leg stretching. If you’re the type of rider who likes to ride with the balls of your feet on the pegs, you might have some issues here. On the right side, as is common on far too many Ducatis, the rider’s heel hits the muffler’s heat shield. On the left, the tang for the centerstand hits the other heel. I commend Ducati for fitting the Grand Tour with a centerstand – and one that doesn’t touch down easily in a corner – having it crowd the rider’s foot is a bit of a bummer. Riders who place the arches of their feet on the pegs will not be bothered by these issues, but their toe sliders might protest a bit. 

Ducati Multistrada 1260 S Grand Tour action mountains

You don’t have to go in a straight line to chase horizons.

Our time, though short, with the 2020 Ducati Multistrada 1260 S Grand Tour reminded us of how much fun the biggest Multistrada is for travel and plotting the shortest distance through a series of corners. The additional features that the Grand Tour package gives over the 1260 S is worth the premium, given how it augments the Multistrada’s touring capabilities. The 2020 Ducati Multistrada 1260 S Grand Tour is available now for an MSRP of $23,295.

2020 Ducati Multistrada 1260 S Grand Tour
+ Highs
  • Killer engine
  • Great brakes
  • Functional and aesthetic interior updates
– Sighs
  • Heels of both feet hindered
  • Seat locks you into one position
  • No multi-day rides possible while we had it

In Gear

Ducati Multistrada 1260 S Grand Tour actionHelmet: AGV Sportmodular Helmet $850
Jacket: Dainese Super Speed Textile Jacket $370
Pants: Dainese New Drake Air Textile Pants $260
Gloves: Dainese 4 Stroke EVO Gloves $220
Boots: Dainese Axial D1 Air Boots $530

2020 Ducati Multistrada 1260 S Grand Tour Specifications
Engine Type Ducati Testastretta DVT with Desmodromic Variable Timing, L-Twin cylinder, 4 valves per cylinder, Dual Spark, liquid-cooled
Displacement 1,262 cc
Bore x Stroke 106 x 71.5 mm
Compression Ratio 13.1:1
Transmission 6 gears
Fuel System Bosch electronic fuel injection system, elliptical throttle bodies with Ride-by-Wire, equivalent diameter 56 mm
Final Drive Chain
Clutch Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run
Ignition / Engine Management Bosch EMS with RBW
Frame Tubular steel Trellis frame
Front Suspension Sachs 48 mm fully adjustable usd forks. Electronic compression and rebound damping adjustment with Ducati Skyhook Suspension Evo (DSS)
Rear Suspension Fully adjustable Sachs unit. Electronic compression and rebound damping adjustment. Electronic spring pre-load adjustment with Ducati Skyhook Suspension (DSS) Evo. Aluminum single-sided swingarm
Front Brake 2 x 330 mm semi-floating discs, radially mounted Brembo monobloc Evo M50 4-piston callipers, 2-pad, radial pump with cornering ABS as standard equipment
Rear Brake 265 mm disc, 2-piston floating calliper, with cornering ABS as standard equipment
Front Wheel 5-spoke Y-shape cast light alloy 3.50″ x 17″
Rear Wheel 5-spoke Y-shaped cast light alloy 6.00″ x 17″
Front Tire Pirelli Scorpion Trail II 120/70 R17
Rear Tire Pirelli Scorpion Trail II 190/55 R17
Silencer Stainless steel muffler with catalytic converter and 2 lambda probes, aluminum tail pipes
Rake / Trail 25° / 4.37 in.
Wheelbase 62.4 in.
Seat Height 32.5 – 33.3 in.
Fuel Capacity 5.3 gallons
Dry Weight 525 pounds (claimed)
Ducati Multistrada 1260 S Grand Tour Ducati Multistrada 1260 S Grand Tour action Ducati Multistrada 1260 S Grand Tour action mountains

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May 29, 2020 at 07:53PM
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5/29/2020

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Readers Rides: Jablonskis Buell 1125R- Motorcycle News

 
Motorcycle News - Reader’s Rides: Jablonskis Buell 1125R

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Jacob Jablonski tells us the story so many of us already know by heart. This is Jablonski’s personal account of his relationship with his first motorcycle, a Buell 1125R:

Buell 1125r

I bought it in 2015 as my first road bike (because we all know that dirt bikes only count a little bit) after learning how to ride for a year on my dad’s GL1500. That first test ride was both scary and exhilarating. I’d never ridden something like that before. It was fast, uncomfortable, and felt like it wanted to wheelie if I even thought about hammering on the gas. I loved it so much that my test ride ended up being 100 miles and three hours long. After buying the bike, I put about 15,000 miles on it in the span of two years, about double what it had when bought.

I decided to do a track day the next year and bought the orange fairings during EBR’s excess parts sale right after they reopened in 2016. I did a couple that year, one at Blackhawk Farms Raceway and the other at Road America. I crashed both times but made it out ok with nothing more than a scuffed fairing the first time and a sprained wrist the second time and was able to finish both days.

Buell 1125r

This is my Buell 1125R on turn 5 in Blackhawk Farms Raceway. It was my first day in intermediate and I touched my knee down during subsequent laps on both turns 4 and 5.

The next year, 2017, was a year of highs and lows. I put the fairings on, swapped out the OE master cylinder for one from a Kawasaki ZX-14, reversed the shifting pattern using a GSX-R1000 shifter linkage, and re-did the shocks. It wasn’t 100 percent where I wanted since I couldn’t mount the belly pan (Danny Eslick’s bike from 2009 has a distinctive bump on his right fairing and belly pan that mine lacks for clearing the clutch), but it ran cooler and looked way better than having the pods. I did two more track days at the same places and I finally got my knee down on the second-to-last session on turn 5 at Road America. Six weeks later I felt confident enough to sign up for the intermediate group at Blackhawk and ended up not being the slowest person. That day was the last time I was able to enjoy it the way I wanted to.

Two weeks later I had an accident and suffered second-degree road rash on my arms, back, palms, and knees. I did have my helmet and boots on (wear your gear when riding). I fixed the bike but had destroyed the left fiberglass fairing. I rode it around with mismatched fairings for a couple of months with the intent of putting the old fairings back on over the winter. Then, when leaving work one night in November, the last time I was planning to ride it for the year, I heard a knocking sound. I took it home, parked it, and since then I’ve taken the bike apart to check on the engine but haven’t actually gone into it yet. Life happens. I restored my ’99 Honda Valkyrie – which I bought while the Buell still ran – met my wife, bought a 2007 Yamaha R1 track bike – which didn’t help my motivation to fix the Buell at all – and got married.

Buell 1125r

And so it sits in pieces waiting for me to finally get the time and motivation to get it back on the road. As much as I like the Valkyrie, it’s not the same. I used to think I wanted a big, powerful cruiser like a Rocket 3 or a Vmax, but I realized that I like great handling and power more than being able to cruise for a long time and do burnouts on command. I just want to buy the used engine that I found on eBay for super cheap and slap it in the bike, but I have more responsibilities and with what’s going on now I don’t know if I can get one in the near future.

Buell 1125r Buell 1125r Buell 1125r Buell 1125r

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May 29, 2020 at 04:27PM
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