Honda CBR 250R Mugen

Diposting oleh Unknown on Sabtu, 04 Desember 2010



The Japanese manufacturer’s latest sensation, the CBR250R, has already caused a stir in the motorcycle world, a fact that was not left unnoticed by Honda’s in-house tuner. Mugen has therefore taken the new 250cc sportbike on an upgrade tour, and the result is a hot, mouth-watering ride.



The Honda CBR250R Mugen is a more sporty and aggressive sportbike, mostly thanks to the combination of black and red color scheme.



In addition to that. coming to match the body color, the seat that accommodates the rider and the pillion comes colored in red with Mugen emblems. The Mugen logo is noticeable also on the body, in the front of the bike. The windshield has also been replace with a much more attractive one.



The tank of the CBR250R Mugen also sports gold-colored lines. The alloy wheels have a red line with Mugen writing. To boost power and sporty sound, standard muffler was replaced with an upgraded chromed from Mugen. The engine, however, has been left untouched.



This means the bike is still propelled by the 249 cc four-stroke, four-valve single cylinder DOHC engine that uses liquid cooling and is mated to a six speed transmission. The unit features the company’s Programmed Fuel Injection System (PGM-FI), an oxygen sensor, as well as a catalyzer, in order to meet Euro III emission standards.



Other features of the regular model that can still be found on the Mugen version is the Combined ABS feature, a class-first system that includes a Combined Brake System (CBS) and an Anti-Lock Brake System (ABS)




Honda CBR 250R Mugen Features:

Year
2011

Engine


Liquid cooled, four stroke, single cylinder, DOHC, 4 valve per cylinder.

Capacity
249.4
Bore x Stroke 76 x 55mm
Compression Ratio 10.7: 1

Induction
Electronic fuel injection PGM-F

Ignition / Starting
- / electric

Max Power
26.4 hp 19.4kW @ 8500 rpm

Max Torque
22.9 Nm @ 7000 rpm

Transmission / Drive
6 Speed / chain
Frame Diamond; steel twin-spar

Front Suspension
37mm telescopic fork, 130mm wheel travel.

Rear Suspension
Pro-Link Monoshock damper, 104mm axle travel

Front Brakes
Single 296mm disc 2 piston caliper

Rear Brakes
Single 220mm disc 1 piston caliper

Front Tyre
110/70-MC17

Rear Tyre
140/70-MC17
Seat Height 784 mm

Wet-Weight


Fuel Capacity
13 Litres
More aboutHonda CBR 250R Mugen

Victory Vision Tour (2011)

Diposting oleh Unknown



The conventional two-wheelers and four-wheelers are passe now. Folks are more keen to find some vehicle that isn’t ordinary like the three-wheeler from Lehman Trikes. They call it CrossBow and we call its smart innovation. For starters, it comes equipped with the Victory Vision 106 cu. in. Freedom V-Twin engine. And the high power of this beauty gets a cushion in the form of the genuine Lehman ‘No Lean’ suspension. The two work together to give you a thrilling ride that is high on speed and low on the bumps.

The makers talked of the trike at the Annual Vitory Dealer Meeting in Wyoming recently. We are told that the base model for this three wheeler comes for $34,000 and you will not be able to own this one unil the end of 2009, which is when it will officially hit the markets.

The company prez was heard sayin gthat the Crossbow is all about a exciting breakthrough in the motorcycle industry. Well, we couldn’t agree more as it gives you a controlled and precise ride plus let’s not forget the impressive horsepower and torque. It is smart thinking.













Victory Vision Tour (2011) Features:

Engine
Engine Type 4-stroke 50o V-Twin
Cooling System Air / oil
Displacement 106 ci / 1731 cc
Bore x Stroke 101 x 108 mm
Compression ratio 9.4 : 1
Valve train Single overhead camshafts with 4 valves per cylinder, self-adjusting cam chains, hydraulic lifters
Fuel System Electronic Fuel Injection with dual 45mm throttle body
Fuel Capacity 6.0 gal / 22.7 ltr
Exhaust Split dual exhaust with crossover
Oil capacity 5.0 qts / 4.75 ltr
Charging System 48 amps max output
Battery 12 volts / 18 amp hours
Primary Drive Gear drive with torque compensator
Clutch Wet, multi-plate
Transmission 6-speed overdrive constant mesh
Final Drive Carbon Fiber Reinforced Belt

Chassis Dimensions
Length 104.9 in/2,665 mm
Wheelbase 65.7 in / 1670 mm
Seat Height 26.5 in / 673 mm
Ground Clearance 5.8 in / 148 mm
Rake/trail 29.0o / 5.6 in / 142 mm
Dry Weight 869 Lbs / 395 Kg
GVWR 1414 lbs / 643 kg

Suspension
Front Suspension Conventional telescopic fork, 46 mm diameter, 5.1 in / 130 mm travel
Rear Suspension Single, mono-tube, cast aluminum with constant rate linkage, 4.7 in / 120 mm travel, air adjustable

Brakes
Brake Systmen Type Linked (ABS)
Front braking system Dual 300mm floating rotors with 4-piston calipers
Rear braking system 300mm floating rotor with 2-piston caliper

Wheels and Tires
Front Wheel 18 x 3.0 in
Rear Wheel 16 x 5.0 in
Front Tire 130/70R18 Dunlop Elite 3
Rear Tire 180/60R16 Dunlop Elite 3

Color Options
Colors Crimson & Black; Two Tone Vogue Silver & Black; Solid Pearl White
More aboutVictory Vision Tour (2011)

Ducati Desmosedici RR

Diposting oleh Unknown



DUCATI DESMOSEDICI RR: THE ULTIMATE DUCATI EXPERIENCE

The dream of a true GP replica has finally come true and the Desmosedici RR will be the first-ever road-going motorcycle to offer such a stunning wealth of performance and technology that comes directly from Ducati's experience in MotoGP. The RR derives from the Ducati Corse Grand Prix racing Desmosedici GP6, the same bike with which Loris Capirossi and Sete Gibernau competed with in the 2006 MotoGP World Championship.



The body design and the aerodynamics faithfully reflect the Desmosedici GP6. The colour scheme, the fittings, the materials used in its construction as well as the technical features of the powerful four-cylinder desmodromic engine built by the Borgo Panigale factory engineers, leave no doubts whatsoever: the Desmosedici RR is the ultimate expression of the most extreme MotoGP racing machine today.



This is the new frontier of Ducati technological evolution, a dream come true, demonstrating once again the courage and the passion of Ducati, as well as the ability to transfer the experience of the racing world to a machine that is destined for road use.



PRODUCTION AND DELIVERY SCHEDULE
Reservations for the Desmosedici RR have been accepted via the official Ducati dealer network since 2 June 2006 and will continue to be taken until 31 December 2007. Production will begin in October 2007 and first deliveries will be made to 999R owners who placed their Desmosedici RR order before 30 September 2006. Production of all remaining orders will be completed by December 2008.





TWO MORE AWARDS FOR THE DESMOSEDICI RR ON THE INTERNET
The Motorcycle Bloggers International (MBI), the international association of motorcycle bloggers, has awarded the Ducati Desmosedici RR the “Best Concept Motorcycle” of 2006 and “Object of Lust”, making this bike known as the most desired bike of all time. These awards add to the long list of honours for this model, confirming the great success of Ducati’s “new creature”.



Ducati Desmosedici RR Features:

Engine

Liquid-cooled, "L"-four cylinder, DOHC, Desmodromic,
4 valves per cylinder, gear driven camshafts

Capacity
989
Bore x Stroke 86 x 42,56mm
Compression Ratio 13.5:1

Induction
Four 50 mm Magneti Marelli throttle bodies, 12-hole "microjet"with injectors over throttle, manual idle control;
Exhaust '4 into 2 into 1'vertical exit exhaust/silencer
Clutch Dry multi-plate slipper clutch, hydraulically actuated

Ignition / Starting
- / electric
Clutch Dry multi-plate slipper clutch, hydraulically actuated

Max Power
147,1 kW - 200 hp @ 13800 rpm
Max Toque 11,8 kg-m 116 Nm 85,55 lb-ft @ 10500 rpm

Transmission / Drive
6-Speed; Cassette type / chain
Gear Ratio 1st 37/15, 2nd 30/17, 3rd 28/20, 4th 26/22, 5th 24/23, 6th 23/24
Frame Tubular steel trellis hybrid, carbon fibre seat support, aluminium swingarm
Wheelbase 1430 mm / 56.3 in
Rake 23,5° / 24,5°

Front Suspension
Öhlins 'FG353' PUFF forks USD 43 mm pressurized, with preload, rebound and compression adjustment, TiN coated sliders

Rear Suspension
Öhlins rear shock, with rebound, low/high speed compression adjustment, and hydraulic preload adjustment

Front Brakes
Two Brembo radial "monoblock" calipers with four 34 mm pistons; two semi-floating 320 mm x 6 mm discs, with machined flange: the same as GP6 wet race set-up

Rear Brakes
240 mm fixed disc, floating caliper with two 34 mm pistons

Front Wheel
Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as GP6

Rear Wheel
Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as GP6

Front Tyre
Bridgestone 120/70 R17

Rear Tyre
Bridgestone 200/55 R16
Seat Height 830 mm / 32.7 in

Dry-Weight
171 Kg / 377 lbs

Fuel Capacity
15 Litres
More aboutDucati Desmosedici RR

Aprilia RSV 4 Max Biaggi Replica Superbike

Diposting oleh Unknown on Kamis, 02 Desember 2010



Aprilia RSV4 Max Biaggi replica superbike The bike is destined for the racing track and can be used as an entry-level WSBK race machine as it offers a heck more performance over the production street version and also meets FIM regulations.



The RSV4 Biaggi Replica features a 65-degree V4 with Weber-Marelli throttle bodies, two injectors per cylinder, adjustable height intake ducts and ride-by-wire throttle. The power of V4 is channeled to the track through an extractable six-gear transmission with a multi-disc bath clutch and mechanical anti-skipping system. It also features a 4-2-1 titanium sport exhaust with a single-side silencer in carbon and titanium.

When it comes to chassis, adjustability is key for tailoring a machine to every rider's unique settings. The Biaggi Replica has an aluminum double rail frame with cast and pressed elements featuring an adjustable headstock position and angle, engine height and swingarm pin height.



As for suspension, found out front are an Ohlins fork with 43mm stanchions and tin-surface treatment, adjustable pre-charge, compression and extension. Out back is an Ohlins TTX36 mono-shock absorber with adjustable in spring pre-charge, offset, compression and extension with dedicated calibration. The suspensions operate via a progressive APS linkage.



Regarding electronics, the Biaggi repli-racer is loaded with the latest technology, including a digital APX on-board computer that uses advanced vehicle management strategies including: TCS traction control, QuickShift assisted shifting, Antibacklash system, engine brake and pit lane speed limiter. All the parameters of these gizmos can be modified with a push of a button on the handlebar or dedicated "Aprilia Racing Palm."



Stopping power is provided by Brembo, with radial attachment single body calipers and sintered pads that operate on 320mm front floating disks. To save weight, the system utilizes a lightened stainless steel braking surface and a flange in aluminum.



Where this power meets the pavement you'll find radial Pirelli Diablo SBK tires, 120/75 on the front and 190/65 on the rear, wrapped around Marchesini forged magnesium alloy wheel rims with a seven spoke design and "anti slip" treatment.

Regarding looks, the RSV4 Biaggi Replica is available in the Alitalia livery of Biaggi's machine, or a carbon look, and can be used as an entry level for the SBK class in accordance with FIM regulations.



Gigi Dall’lgna, technical and sport manager of Aprilia Racing says:

“With the RSV4 Biaggi Replica we offer the sports enthusiast a motorcycle which is as close as you can get to the RSV4 that Max rides on the track in World Superbike. In this project, which was developed in parallel to our re-entry into SBK, we poured out all of our knowledge and years of experience on tracks all over the world. This is the bike which came out of it, conceived and developed within Aprilia Racing to offer unique sensations to the shrewd user.”

More aboutAprilia RSV 4 Max Biaggi Replica Superbike

Aprilia Mana 850

Diposting oleh Unknown



With its exclusive and unmistakably Italian design, the 850 Mana is unique among motorcycles. Its revolutionary Sportgear transmission is electronically controlled to deliver unrivalled riding pleasure. No ordinary motorcycle, the 850 Mana is destined to change the riding habits of bikers all over the world.



The Mana takes all the stress from motorcycling while injecting more satisfaction and more fun into riding under all conditions, from commuting to sports touring on the open road. All you need to do to enter a whole new world is press the button on the handlebars. Everything is managed by an electronic control system that leaves you free to relax and enjoy the ride. The transmission management system offers a choice of three “Autodrive” mappings plus a manual, seven speed, sequential gearshift. The clutch lever has gone: the extraordinary sportgear transmission gives the pleasure of a very quick gearshifting with brilliant performance, especially in acceleration.








On the Mana you can be absolutely certain to find the perfect ratio for any traffic condition and riding preference. Whether you are just nipping across town or blowing away the cobwebs on a winding country road, the 850 Mana always delivers the ideal response and the same unique riding satisfaction. Whatever the conditions, and whoever the rider (even the most demanding), the Mana guarantees a perfect, peak-efficiency ride that lets you discover hitherto unknown potential.




Aprilia 850 Mana Features:

Engine
Liquid cooled, four stroke, longitudinal 90°V twin, DOHC, 4 valves per cylinder

Capacity
839.3
Bore x Stroke 88 x 69 mm
Compression Ratio 11.0:1

Induction
Integrated engine management system. Weber Marelli electronic fuel injection with one 38 mm throttle body

Ignition / Starting
Digital electronic ignition, with two spark plugs per cylinder, integrated with fuel injection system / electric
Exhaust Two in one system in 100% stainless steel with three-way catalytic converter and Lambda probe

Max Power
55.1 KW 75 hp @ 7250 rpm

Max Torque
7.79 kg-m76.5 Nm @ 8000 rpm

Transmission / Drive
Sequential with manual or automatic mode selectable by the user. 7 ratios in manual mode / chain
Frame High strength steel trellis

Front Suspension
43 mm upside-down fork 120mm wheel travel

Rear Suspension
Aluminium alloy single-piece swingarm. Hydraulic shock absorber adjustable in spring preload and rebound damping. 125mm wheel travel

Front Brakes
2x 320mm discs 4 piston caliper

Rear Brakes
Single 260mm disc 1 piston caliper

Front Tyre
120/70 ZR17

Rear Tyre
190/55 ZR17
Seat height 800 mm

Dry-Weight
200 kg

Fuel Capacity
15 Litres

Consumption average
21.7 km/lit

Standing ¼ Mile
13.4 sec

Top Speed
189.9 km/h
More aboutAprilia Mana 850

Aprilia Shiver 750

Diposting oleh Unknown



Lightweight, agile and powerful, the APRILIA 750 SHIVER is driven by a brand new 90° V twin engine with four valves per cylinder. Putting out 95 HP at 9,000 rpm, this extremely compact unit delivers similar power to an equivalent four cylinder engine, while maintaining all the benefits of a twin in terms of torque (81 Nm at 7,000 rpm) and riding pleasure.



These extraordinary results have been achieved in part by the fact that the new SHIVER is the first production motorcycle in the world to use ride-by-wire electronic throttle control to optimise throttle valve aperture on the basis of a range of parameters including engine speed, gear selection, throttle grip position and movement speed, temperature and atmospheric pressure. The new system guarantees consistently exceptional performance in top-end acceleration and low-end pickup, with smooth, effortless, low rev torque and reduced fuel consumption. The result is a smoother, more satisfying ride and unrivalled performance on the open road.



The Aprilia Shiver new 750cc V twin is also the first Aprilia road-going motorcycle engine to be designed, developed and manufactured entirely within the group, in keeping with the same strategy for technological innovation that has already seen the launch of Aprilia’s 450 and 550 cc off road twins.

As Aprilia tradition demands, the  Shiver chassis is simply unique in this class of motorcycle. The innovative, mixed trellis and aluminium frame delivers standard-setting rigidity to guarantee safety and precision control in the hands of inexperienced riders as well as experts. Thanks in part to this amazing frame, the new Shiver weighs in at only 189 kg.



The braking system is impressive too. The Shiver boasts the same, generous 320 mm front discs as Aprilia’s flagship models RSV 1000 and Tuono 1000 R.

It is certainly no easy matter to take the lead in a class as fiercely competitive as the medium powered naked class. A class where the battle is not just about technology and performance, but also design, economy of use and riding ease and pleasure, elements which are not always compatible and are particularly demanding for designers and engineers.



Aprilia has picked up this challenge and interpreted it by applying its own successful philosophy to a completely new design, destined to set new standards for years to come. A bike both strongly aggressive and at the same time clean-cut and elegant, in perfect Aprilia style. A bike at the top of its class for its sporty personality, designed on the basis of the know-how of a company which has to date won 250 world championship victories. The pride of all Aprilia bikes, refined mechanics and a top class chassis, are once again the key to the success of the 750 V2.

The Aprilia SL 750 Shiver is the naked everyone was waiting for. A design able to satisfy the disparate needs of those buying this type of bike. From everyday use to a trip along mountain passes or use on the racetrack, the Aprilia SL 750 Shiver is completely at home in any situation, guaranteeing pure riding pleasure at all times.



Light, agile and powerful, it has a new generation engine and the most advanced technical features in its class. The brand new 90° V2 produced entirely in-house by Aprilia is extremely compact. Above all, thanks to the advanced electronic management, it can deliver power comparable to four cylinder engines in the same class, but with much more favourable torque at low revs for an efficient and pleasing ride even on everyday routes. True to the Aprilia tradition, the chassis simply has no rivals in its class. The innovative mixed trellis/aluminium frame provides standard setting rigidity. All this makes the bike extremely compact, perfect even for the beginner.






Aprilia Shiver 750 Features:

Engine
Liquid cooled, four stroke, longitudinal 90°V twin, DOHC, 4 valves per cylinder

Capacity
749
Bore x Stroke 92 x 56.4 mm
Compression Ratio 11.0:1

Induction
Integrated engine management system. Injection with Ride by Wire technology control of the throttle bodies

Ignition / Starting
Digital electronic, integrated with the injection, two spark plugs per cylinder / electric
Exhaust Two in one system in 100% stainless steel with three-way catalytic converter and Lambda probe

Max Power
95 hp @ 9000 rpm

Max Torque
8.25 kg-m @ 7000 rpm

Transmission / Drive
6 Speed / chain
Transmission Ratio ° 36/14 (2.57) 2° 32/17 (1.88) 3° 30/20 (1.5) 4° 28/22 (1.27)
5° 23/26 (0.88)6° 24/25 (0.96)
Frame Dismountable steel trellis connected with high strength bolts to aluminium side plates. Dismountable rear frame.

Front Suspension
43 mm upside-down fork. 120 mm wheel travel

Rear Suspension
Aluminium alloy swingarm with reinforcement truss. Hydraulic shock absorber adjustable in spring preload and rebound damping. 130mm Wheel travel.

Front Brakes
2x 320mm discs 4 piston caliper

Rear Brakes
Single 245mm disc 2 piston caliper

Front Tyre
120/70 ZR17

Rear Tyre
190/55 ZR17
Seat height 810 mm

Dry-Weight
189 Kg

Fuel Capacity
15 Litres

Consumption average
19.7 km/lit

Standing ¼ Mile
12.3 sec / 176.2 km/h
Standing 1000m 23.5 sec / 204.6 km/h

Top Speed
224.3 km/h
More aboutAprilia Shiver 750

Norton NRV 588 Race

Diposting oleh Unknown on Rabu, 01 Desember 2010



Norton NRV588 - Rotary Revival
Riding The NRV588, A Modern Iteration Of The Wankel Rotary-Powered Norton Racers That Once Ruled British Racing is Alternative ideas for improving sportbike performance usually involve yet another arcane front suspension layout like the Bimota Tesi or BMW's Duolever/ Telelever designs-but rarely has anyone offered an alternative engine. Except for the two-stroke, which became a mainstream concept that eventually has been forced into near extinction by environmental concerns, and not counting the current fascination with renewable fuels, there haven't been any truly innovative concepts in gasoline-powered motorcycle engine design. Well, perhaps except for just one: the Wankel rotary.




The Norton Rotary Reborn
It's been 20 years since the rotary engine invented by German engineer Felix Wankel back in 1924 made its motorcycle roadracing debut in 1987. Powering the racebikes of the resurgent Norton factory, the rotary's then-superior performance led to eight years of competition that resulted in successive British roadrace titles, points-scoring GP finishes and victory in the Isle of Man TT against the top superbikes of the day. The fact that each Wankel engine cylinder has only three moving parts that simply rotate-compared with myriad moving pieces in a conventional four-stroke piston engine, many of which run at incredibly high velocities only to stop dead a couple of hundred times a second-makes this a plausibly more efficient mechanical solution. Admittedly, the thorny issue of the bike's exact engine capacity was always a matter of controversy. Because the rotary engine's unique three-sided rotor's power stroke occurs twice during a revolution of the crankshaft (actually called the eccentric shaft, basically a camshaft around which the rotor orbits), some claimed that its displacement should be measured by the single rotor-face-swept area of each of the Norton Wankel's two triangular rotors times two. Nonetheless the rules were massaged on an ongoing basis to make sure the crowd-pleasing Nortons could play their role as British underdogs taking on the might of Japan Inc.

I was able to test each successive year's variant of the Norton rotary racer and found the bikes thrilling to ride, with a good power-to-weight ratio that made them unquestionably fast and with adequate handling. Although the rotary is a dirtier, thirstier design than a conventional four-stroke, it's also lighter and more compact-and potentially more powerful. Just what you need to build a better racebike, as Brian Crighton proved by conceiving the Norton rotary racers that flourished two decades ago. Unfortunately the Nortons withered away after their last race in 1994, thanks to the corporate intrigue that eventually downed the parent company.



But some people never give up, and for 13 years, the 59-year-old Crighton continued to dream of building a Norton rotary racer as light and powerful as he always knew it had the potential to be. Now, with the financial backing of dedicated Norton enthusiast Roy Richards-founder and chairman of Britain's National Motorcycle Museum, where 16 of the 17 Norton factory rotary racers ever made now reside-Crighton's dream has reached reality. The Norton NRV588 is the bike he always wanted to build.

Launched a year ago at Britain's Birmingham Show, and after a season of development held back by the dismal British summer's constant rain, the NRV588 currently produces 165 horsepower at 11,450 rpm from its liquid-cooled twin-rotor engine, yet weighs just 289 pounds with all fluids but fuel. Crighton's ultimate rotary racer offers a power-to-weight ratio comparable to today's factory superbikes, with performance enhanced by current technology that includes a ride-by-wire throttle, fuel injection with a range of usable maps and traction control. "This is the bike I wanted to build for 1995 after we'd beaten the Yamahas and Ducatis plus the RC45 Honda to win the 1994 championship," says Crighton. "I wanted fuel injection for the road bikes to cope with emissions and ride-by-wire throttle to make it easier to ride in the wet via traction control. But they changed the rules to get rid of the Nortons, and anyway the company was fizzling out, so it never got built. But [a British magazine] published an article about my ideas back in August 1994, and when Roy Richards hired me three years ago to restore all his rotary Nortons for the museum, after I'd been working for him for a while I showed him the article. After reading it he said, 'Well, would you like to build it to finish the story off?' He said that he'd finance it personally, and that's how it's come about."

An Old Dog With New Tricks
The heart of the NRV588 is obviously the twin-rotor engine, one of the spare '94 Duckhams motors that incredibly hadn't even been opened and serviced since being built that year. Thus original mechanical spec is unchanged, with 9.6:1 compression and original porting (rotaries control intake and exhaust flow timing via ports, just like a two-stroke). But it's now fitted with fuel injection controlled by an Omex ECU using GEMS software, powered by a Yamaha R6 generator and controlling a single injector per rotor in Crighton's own dual 36mm throttle bodies. These are located beneath the required bulge in the front of the fuel tank to allow space for the tall shower-style injectors; they're necessary to permit usage of the NRV588's variable-intake system (hence the "V" in its designation). But while the concept is similar to the MV Agusta and Yamaha systems, the NRVs feature a linear electric servo motor that controls the movement of the telescopic intake trumpets via a gearbox driving a screw. This allows an actual progressive system, instead of the MV and Yamaha systems that only permit two positions. Plus, while the MV/Yamaha systems only allow a maximum of 75mm of variation in length, the Norton's fully progressive system extends over a huge 120mm range. The trumpets are fully extended at low rpm, then begin to contract from 6000 to 8000 rpm.

Another electric motor controlled by the ECU operates the throttle plates, in a copy of the modular ride-by-wire system on Ducati's MotoGP bikes. This has a conventional throttle cable running from the grip to a potentiometer, which translates the action in digital form to the ECU. The ECU then instructs the electric motor to operate the butterflies according to a preprogrammed map that can be altered depending on weather, track conditions, tire wear and so on.

Having ridden both four-cylinder sportbikes fitted with variable-intake systems, I was interested to see how this would work on the rotary engine. I remembered from my several previous Norton rides that it had a broad spread of power but suffered from a lack of low-end torque, especially if tuned for top-end power like the original bikes were. That always made them even more like a two-stroke to ride, and the heavier flywheel required to tame the otherwise explosive powerband also tended to compromise acceleration, only partially rectified by the bike's light weight.



The NRV588 has no such problem. For example, compared with Steve Hislop's TT-winning ABUS Norton, which had a nice midrange but was definitely peaky in terms of power delivery, the new bike feels like it's powered by an extremely potent electric motor. There's a huge range of seamless, linear power from 3000 rpm all the way up to the 11,500-rpm rev limiter. Throttle response is crisp without being abrupt, a welcome trait considering the NRV's high power output and light weight. The 2D LCD dash is hard to read because of the lack of contrast in daylight and the smallish numbers, and the engine is so smooth that you have no sense of feel that it's time to shift. This caused me to bump into the rev limiter often; a bright shift light would help here. The excellent low-end torque meant that driving out of the tight turns could be done in second gear-no need for first gear in the separate six-speed Yamaha OW01 gearbox with belt primary drive. However, there's no power shifter fitted to the race-pattern gearshift, because the engine's relatively heavy flywheel and long gear spacing make it difficult to prevent shock loading while shifting through the lower gears.

But where the variable-intake system in the NRV588 really shows is when you get to 8200 rpm, where maximum torque of 82 ft-lb is delivered, according to Crighton. Here, instead of the midrange flat spot that plagued the older Nortons, the engine keeps pulling hard and continues to accelerate strongly right to the 11,500-rpm limiter. Note that the 165-horsepower number is quoted at 11,450 rpm, which incidentally Crighton says is a conservative figure-he feels 175 horsepower is easily achievable with more development.

The ECU software allows Crighton to dial in a different engine map for wet pavement as well as a different ride-by-wire throttle program and (though it wasn't yet installed for any of my tests) a choice of traction control programs depending on track conditions. With the continuous and overlapping power pulses of the rotary engine making the bike especially prone to wheelspin, this will be a useful feature in the future. It could also allow riders to run a softer rear tire, enhancing traction even more. As it was, even without traction-control programs installed, the NRV's smooth throttle response and linear power made it a confidence-inspiring ride on a wet track-maybe just not as much fun on a dry one.

The bodywork was designed by Harris Performance and painted in colors that recall Norton's classic-era Manx GP singles. The chassis is a Spondon aluminum twin-spar frame based on the '94 Duckhams British Superbike title winner, but because one of Crighton's key objectives in designing the new bike was to maximize the benefits of the rotary engine's compact build, the main spars are 25mm longer to allow for a front-mounted Radtech custom radiator rather than the previous twin side-mounted radiators. This helps reduce the NRV's overall width to just 450mm, more than 50 percent narrower than the old Nortons and not much wider than a 250GP racer. But the rotary engine also has some heat issues caused by the continuous power pulses that can result in exhaust temperatures reaching more than 1000 degrees C. This required a new exhaust system made from costly Inconel alloy, which is more resistant to heat than titanium and is even lighter. Also, to bring cooling air between the rotor housings Crighton borrowed an idea from one of his hobbies. "I fly model aircraft, and they use high-performance duct fans that run at very high speeds and generate lots of airflow," he explains. "There's an electrically driven extractor fan in the duct beneath the seat linked to the ECU, so that as the temperature rises it runs quicker and pulls the heat out of the middle of the engine. The forward ducts on the fairing give a positive effect there, and there's a negative effect at the rear, so you end up with a good cooling airflow. It's the same variable system as the engine's electric water pump, which has no thermostat, just a sensor that monitors engine temperature.
More aboutNorton NRV 588 Race

Yamaha FZ6R

Diposting oleh Unknown





The 600cc four-cylinder powered FZ6R looks to be a nice way for novice, or nearly novice, riders to break into sport bikes, with user friendly features like lower seat and handlebar height as well as improved wind protection from the full fairing. Yamaha has also tuned the engine and transmission to be responsive, while still being easier to modulate for newer riders. But perhaps the biggest attraction of the FZ6R for the uninitiated is the price, starting just below $7000 the new Yamaha should be a good candidate for affordable thrills to a wide swath of the population.













Yamaha FZ6R Features:

Engine:

Type : 600cc liquid-cooled 4-stroke, DOHC 16 valves

Bore x Stroke : 65.5mm x 44.5mm

Compression Ratio : 12.2:1

Fuel Delivery : Fuel injection

Ignition : Digital TCI : Transistor Controlled Ignition

Transmission : 6-speed; multi-plate wet clutch

Final Drive : Chain

Chassis:

Suspension/Front : Telescopic fork, 5.1-in.travel

Suspension/Rear : Single shock, 5.1-in travel

Brakes/Front : Hydraulic disc, 298mm

Brakes/Rear : Hydraulic disc, 245mm

Tires/Front : 120/70 ZR17

Tires/Rear : 160/60 ZR17

Dimensions:

Length : 83.5 in

Width : 30.3 in

Height : 46.7 in

Seat Height :30.9 in

Ground Clearance : 5.5 in

Wheelbase : 56.7 in

Rake (Caster Angle) : 26.0°

Trail : 4.1 in

Fuel Capacity : 4.6 gal

Fuel Economy** : 43 mpg

Wet Weight : 467 lb (California model: 469 lb)
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