Friday, December 3, 2010

DUCATI IN NEPAL


One of the most popular motorcycle brands in Europe and America, Ducati is all set to make its debut in the Nepali market. Turbo Motors Trading, authorized dealer of Ducati motorcycles in Nepal, is launching the machine by the first week of November.

Ducati is best known for high performance motorcycles characterised by large capacity four-stroke, L-twin (90° twin-cylinder) engines featuring a desmodromic valve design.

Modern Ducatis remain among the dominant performance motorcycles available today partly because of the desmodromic valve design. Desmodromic valves are closed with a separate, dedicated cam lobe and lifter instead of the conventional valve springs used in most internal combustion engines in consumer vehicles.

According to Abhinav J.B. Rana, chairperson of Turbo Motors Trading, the bikes are being launched in Nepal to cater to Nepalis bikers who have a passion for racing bikes. “Besides, this Ducati is one of the most famous motorbike brands and has unique looks, unlike other racing bikes available in the market which has motivated us to launch this bike in Nepal,” said Rana.

Three models of Ducati motorcycles—the Monster 696, Monster 796 and Hypermotard 796—will arrive from Bologna, Italy, he added. These motorcycles are equipped with 700 cc, 800 cc and 800 cc engines respectively. While the Monster 696 and the Hypermotard will be available in black, red and white colours, the Monster 796 will be available in two colour options, black and red.

The bike has been able to create a huge buzz in the market before its launching. Rana said that they were receiving an encouraging response from biking enthusiasts. “Even before its launching, we are receiving a lot of enquiries. I am optimistic that the bikes will get a good response when they hit the market too,” added Rana. “At first, we will import three units of the Monster 696, two units of the Monster 796 and three units of the Hypermotard 796.” The company aims to sell 10 to 15 units in the debut year itself.

Likewise, the company will bring other Ducati models such as the Super Bike, Sport Classic, Multistrada and Street
Fighter if they receive orders from customers. “We are planning to launch four other models of Ducati bikes in the near future if we receive the expected response from customers,” Rana said.

Ducati’s debut will mean that there will be one more motorbike brand in the Nepali market which participates in the motogp race. Other companies which take part in the race and whose products are available in Nepal are Yamaha, Suzuki, Honda and Kawasaki. Among the SAARC nations, the motorbike is currently available only in India and Pakistan. 

Ducati bikes are rated number one in terms of performance and style, Rana said. The company will also offer Ducati apparels in the market in the near future.


 Turbo Motors Trading plans to open
 outlets at three places in Kathmandu,
 namely Kupandol, Putali Sadak and Naxal, in the first phase. The company will maintain ample stocks of major spare parts and import others from India and Italy as required. A specialized workshop will be set up in the valley, said Rana.

Sunday, August 15, 2010

Top 10 revolutionary concept bikes

The world is altering for the pits, but atleast the people from the biking world can swank of a contrary notion. The concepts, which  have evolved over the past few years, are definitely heart warming and since we people have the tendency to forget, let us just rev up and see the stunning concepts that have made an impact and left a lasting impression.


10. The SAGA



Designer: Paul Yang and Larry Nagel
Status : Project Motorcycle
Credibility: It was a first time project, which only took seven months for completion

Paul Yang wasn’t a designer by profession and he merely fluked it to join hands 
with the famous Larry Nagel but the amateur status of Paul did not prove to be a 
hindrance by any means. Indeed, a first time project bike conventionally takes 18 
to 24 months for completion and these two managed to produce a moving guzzler mere seven months which talks highly about the efficiency and dedication of this Duo.

9. Chrysler Tomahawk



Designer: Daimler Chrysler
Status: Production ready
Engine: V 10
Credibility: A sculpture that can be ridde

Chrysler Tomahawk for me is the ‘Big Daddy’ of all motorcycles. You ask me a reason and I have one many; for a V10 engine, which makes it capable of producing 500 horses powers it, is the foremost of them all. With a capacity of 8.3 liters and a ten-cylinder engine, it can literally fly at 400 mph. 
Hats off to Daimler Chrysler for making this bike reach the production floor !


8. Peraves Monotracer


Designer: Swiss Manufacturer Peraves
Status : Being limitedly produced (100 units each year)
Engine: BMW 1200 CC, 130 hp
Credibility: Combines the aptitude of a car and a bike


The Peraves Monotracer combines the features of a sports bike and a sports car and if any of you doubt it, just as a substantiation, it took Peraves some 90 
prototypes and 12 million kilometers to be sure that they live up to the rumored 
repute . When the driver dives into a corner a retractable stabilizer wheel is 
positioned in less than a half a second, enabling the bike to lean up to 52 degrees 
more, than most sport bikes in their lifetime.


7. BMW IMME 1200

Designer : Nicolas Bubar and Yves Dufeutrelle from ISD
Status: Prototype
Engine : A 150 hp engine based on the BMW 1200  Boxer
Credibility: A startling concept evolved by two rookie  designers 


Nicolas Bubar (22) and Yves Dufeutrelle (24) are design students at the 
international school of design and they thought that a sports bike based on the BMW 1200 boxer would be good idea. Tell you what folks; it definitely was a good idea for the IMME 1200 would now be presented at the next Munich Motorcycle Show at BMW stands.

Wednesday, May 5, 2010

Kawasaki VN1700 Classic Tourer (2009 onwards)

The VN1700 Classic Cruiser is one of three new models released this year to satisfy what Kawasaki sees as a gap in
the marketplace. The Voyager is the mile muncher with its huge batwing fairing, triple headlights and integrated
panniers; with the Classic being bare and bold by comparison. I took the middle road and jumped on the Classic
Tourer for a day's ride out with a Road King rider to see how it steps up to the Harley-Davidson mark.
It's difficult not to compare a Japanese cruiser with the American alternative, they are after all, quite literally
the kings of the road when it comes to torquey twins splashed with gleaming chrome. But Kawasaki has done itself proud with this 'fully dressed' Classic in many respects. There's a fluidity to the design that flows from the head of the elegant 20-litre tank and its integrated instrument dials, to the luxury passenger backrest.

A singular, circular headlight protrudes from the base of the handlebar-mounted windscreen, which is both

adjustable and effective. The ridge of it falls just below my eye line and while it offers a perfectly acceptable
level of protection, slouching like a teenager with hormonal issues significantly reduced the little head buffeting I had.
I was instantly welcomed into a bubble of quiet calmness that almost made me envious of five footers ... almost.
The VN may be as balanced as a good accountant's cheque book but it's a still an imposing bulk and I was grateful
of my elongated limbs when hauling it off the side-stand. That said, the scooped seat is only 730mm high, so it's by no means off limits to shorter riders. By comparison to the Road King, the riding position feels plusher, as though you're sitting in the heart of the bike, cradled in the curves and chrome, as opposed to on top of it.
Although the styling is tidy and simple, there are finer details like the V-shaped rear light that's wedged between the rounded 38-litre panniers. It's the first time Kawasaki has used an LED taillight on a bike in this genre but that's just the tip of the iceberg.


Beneath the classic retro design lies a wealth of technology that brings this low rider up to speed. Cruise control
is almost a given on this kind of motorcycle, but where the Road King uses a mechanical system, the VN1700 works
electronically with the ECU and can hold any speed between 30 and 85mph in third gear or higher. It's cancelled
instantly with a dab of brake, clutch or by closing the throttle. Following behind the Road King, it was noticeably
more efficient as changes in the road's elevation did little to alter the Kwaka's speed. Unfortunately, that meant constantly applying the brakes uphill to avoid rear-ending the slowing Harley.

The power delivery from the 1700cc V-twin is smooth and precise thanks to Kawasaki's first fully electronic
throttle valve (ETV) system which is standard on all three bikes in this range. It analyses the movement from the conventional throttle cable and provides a crisp response by ensuring the butterfly openings, ignition timing and engine mapping are always spot on.

Heel-toeing through the six-speed gearbox is a relatively smooth affair, with the odd clunk accompanying clutchless
changes. And on the motorway, dipping below 70mph (which is after all the legal limit in the UK) the bike begins to
shudder as the revs drop too low. Knocking it back a gear softens the lumpiness like a wooden spoon on hardened butter and makes the power feel far more available.

100 ft lb of torque rests like a coiled spring at 2,750rpm and although there is a lively surge available
throughout the rev range, the bike weighs 378kg (kerb mass) so the punch isn't particularly explosive. It is,
however, more than enough for blasting overtakes and the endless chasing of bends. And subtle and effective engine braking is backed up with a more potent stopping power just a two-fingered squeeze away.
The VN1700 pours as easily through the twisties like runny honey from a warm spoon. It has genuinely sweet
handling. It feels neutral and compliant, and you don't have to be built like Arnie to enjoy throwing the bike on
its boards.
Kawasaki has disguised the bike's bulk as well as vertical stripes on a plus size model, so it is good fun, but it
will also deck out. It doesn't require that much lean angle to have the footboards scraping, but it is noticeably
less restricted than other oriental options like the XVS950A and it's comparable to Harley-Davidson's own Road King.

Need to know Kawasaki VN1700 Classic Tourer
Model: Kawasaki VN1700 Classic Tourer, 
£10,799 (£10,999 Two Tone).
Engine: Transmission six-speed
Weight: 378kg
Seat height: 730mm
Fuel capacity: 20 litres

Saturday, May 1, 2010

Ridden: Yamaha R1


IT is the fastest R1 ever built and the buzz about Yamaha's new superbike has been heightened with promises of the latest MotoGP technology tried, tested and proven on Rossi's championship winning YZR-M1.

Combined with brave new styling and a colour scheme that's divided the biking fraternity, the launch of a new model has never been more exciting.

Moments after the press presentation, my note pad is safely stowed away and I'm clinging to a thundering white missile. The familiar scream of an in-line four-cylinder engine has been traded for a deeper, rounder rumble that sounds far more like a V4.

My mouth's drier than Jeremy Clarkson's wit, my brain's bulging with sensory overload and Australia's Eastern Creek race track is a constant blur of colour. Blue grandstands, a grey pit wall and yellow braking markers morph into a swirl of information that I'm struggling to separate. Concentrate. Breathe. I knock back two gears and, using all my courage, tip full pelt into turn one. I'm drunk on the speed; addicted to the thrill and I don't want to go home.

It's all very well, plying us mere mortals with endless power. But what's the point if you can't use it. 182 raging stallions may sound impressive, but if you're riding them bareback, with no reins and no control, you're just a passenger. Where's the fun in that?

So Yamaha went back to the drawing board, with the help of the living legend Valentino Rossi, to find a way to harness the bike's potential. And it comes in the form of a new crossplane crankshaft and its unequal firing order, the technical ins and outs of which amount to one simple goal; more rider control.

Sportier and more compact riding position
The normal combustion and rotational forces inside an engine can create a blurred or confused feeling of what's really happening at the rear wheel and a rider can easily misjudge the level of traction that's available. That can hurt - take my word for it.

The new crankshaft configuration eliminates these contradicting forces, giving the rider a more direct and precise feel. It's rather like a TV aerial that's weeded out all the fuzz to create a crystal-clear picture. If you know what's happening at the rear, you know how soon and how far you can open the throttle, especially in the corners. And that's the bit we all love.

With a smoother, more consistent delivery of torque and a more direct relationship between the power and the rider's right hand, it stands to reason that Yamaha would have to revise the rest of the bike to suit. So the chassis is less rigid than before to allow for more flex under acceleration. The wheelbase has been shortened by 5mm to encourage a nimble attitude and the engine is mounted at a steeper angle in the frame to help centralise the bike's mass. The riding position's now more compact and sportier, the brakes are only slightly revised, but these alterations, together with a few others, are intended to ensure the 2009 R1 is the best handling yet. It's a totally new generation of bike.

Throttle response is immediate
The changes are indeed noticeable. My first two sessions on track were on standard suspension settings. The front forks are completely new with compression adjustment on the left side and rebound on the right, the simplicity of which offers more precise adjustment.

The 998cc engine sounds and feels similar to a VFR's V4 engine at lower revs (and the back end looks like one too) but it behaves far more like an in-line four further up the rev range. The throttle response is immediate, it's not snatchy, but it is instantaneous to the extent that you'd probably have to be extra smooth on wet roads. However, there are three different electronic throttle mappings to choose from at the flick of a switch.

Interestingly, the standard setting is actually the most rewarding; the power is strong without being overly violent. If you want pure aggression, opt for mode A and brace yourself because it's truly, utterly bonkers, and mode B is gentler, but by no means castrated. There's also a totally pointless throttle indicator on the very comprehensive dash which now also includes a gear indicator. How, or indeed why, Yamaha expects you to look at an instrumental display to see how far you've opened the throttle while you're riding is anyone's guess. Your right hand tells you that, your speed tells you that and the stupid grin plastered across your face tells you that.

To sum up...

With the combination of standard tyres (we used Michelin Pilot Power) standard suspension settings and 24 degrees in the Aussie shade, the bike was fun, but surprisingly easy to provoke on the standard throttle mode and on mode A ... forget about it! I stuck it on mode B and left it there until Yamaha wheeled out the sticky stuff and tweaked the bike for track settings.

I don't mind admitting that initially, the bike felt more intimidating with the new suspension changes. Although it was now more planted at the rear, the front became a tad more nervous and mini headshakes became quite a regular occurrence, especially accelerating out of a corner.

But once I'd given myself a talking to and taken full command, I began to settle into a rhythm. The R1 is no Fireblade, let's get that straight. It doesn't have quite the telepathic, light agility that I'd anticipated, despite being unquestionably special and very steady once it's on its side. It's true, you do develop a level of trust and confidence in the bike that's rewarding and encouraging, it just took a little longer than I'd expected to find it.

While I'm undoubtedly impressed with this new evolution of R1, I can't help but wonder how it will fare on a group test alongside the other in-line fours, V-twins and Aprilia's new V4. A minor lapse in concentration on track had me exiting the uphill turn seven one gear too high and the lack of drive under 8,000rpm was noticeable. That said, get it right and the bike can sing sweeter than a pre-pubescent Charlotte Church. Only time and a comparative te= t will tell if it'll be just as successful.

FACTS AT A GLANCE

Model: Yamaha R1 $9,999
Engine: in-line four of 998cc, producing 180hbp at 12,500rpm and 84.87 ft lb at 10,000rpm
Transmission:chain drive through six-speed gearbox
Wet weight (including oil and fuel): 206 kg
Seat height: 835mm
Fuel capacity: 18 litres

Tuesday, April 27, 2010

Top 10: superbikes


The British Superbike Championship features some of the closest, most exciting racing you'll see anywhere in the world.
Machines which can do 0-100mph in around two seconds and reach almost 200mph while battling elbow to elbow - no wonder crowds of up to 60,000 pack in to see the action.
But what really makes fans connect with the racing is that the bikes on track are modified versions of what you can buy in the showroom and ride on the road.
The fat bloke wobbling around on his Ducati 1098 gets some reflected glory from the fact that Shane Byrne breaks the lap record at Brands Hatch on the same machine.
And we British love our sports bikes with a passion. Every year these 180bhp monsters, dripping with carbon fibre and expensive rare-metal alloys top the sales charts, but which is the best superbike? Here's our choice.

1. Honda CBR1000RR Fireblade
What more can be said about the Fireblade that hasn't been said a thousand times. More than any other machine the 'blade defines the term superbike. Since 1992 it has been the benchmark for others to meet.
It epitomises state-of-the-art performance in a package that can feel civilised on the road and brutally cutting edge on the race track. New for 2008, the latest model's daring looks have divided opinion. One thing the critic's aren't arguing about though is its performance and after 16 years it's still as breathtaking as ever.

2. Ducati 1098
No other manufacturer has enjoyed as much success in superbike racing as Ducati. The Bologna factory has even provided us with three British world champions - Carl Fogarty, Neil Hodgson and James Toseland.
The new 1098 has not been without its controversy - many rival manufacturers are unhappy it has a 200cc advantage, introduced to allow twin-cylinder machines, which don't rev as high, to compete with the fours. The 1098 picks up where the 916 left off; gorgeous to look at and a thumping mid-range.

3. Suzuki GSX-R1000
More than any other maker, Suzuki has brought the superbike to the masses and its sports bikes top the sales charts seemingly at will. The GSX-R1000 is one of the most powerful, but also one of the cheapest.
The Gixxer, as it's known, is no bargain basement duffer, in fact Troy Corser proved just how quick the GSX-R1000 can be when he claimed the World Superbike crown in 2005. Go out for a ride on any sunny day and you're guaranteed to be overtaken by at least 10 GSX-R1000s - so if you're happy to blend into the crowd, the Gixxer is probably best superbike in the world.

4. Yamaha R1
The fifth generation of the R1 now boasts more technology than Currys. The fly-by-wire throttle means wherever you are in the rev range you're guaranteed smooth and linear power delivery.
The R1 is also surprisingly comfortable to ride, unlike some other superbikes there's less weight on the wrists and your legs feel less cramped. However, in the ultra-competitive world of superbikes it would seem Honda's Fireblade has just edged its (somewhat squashed) nose in front and it's up to Yamaha to catch up.

5. Kawasaki ZX-10R Ninja
Kawasaki has always enjoyed its brutish reputation in the sports bike market. Next to the finesse and over-engineering of Honda comes Kawasaki's savage power and explosive delivery. This is no-holds-barred performance and the rider can just hang on and suffer.
But with 175bhp propelling you forward, all thoughts of discomfort will jump out of the window as the adrenaline kicks in. Without a major revision since 2006, the ZX-10R is, in the fast moving current of superbike development, a bit long in the tooth and it's soon going to be time for Kawasaki to unleash its next generation Ninja.

6. KTM RC8
The newest superbike contender thinks the future is orange. When we rode the RC8 last month at its world launch at Spain's Ascari circuit we described it as: "a very mean pussycat" - gentle when you wanted, but able to spit and snarl with the best.
The styling is going to divide opinions; described as 'like looking at a superbike through a cracked mirror'. But it's on the track that matters and the RC8 is making its race debut in the World Superstock Championship, possibly heading to superbike racing in 2009. KTM has a proud competition history, so its entry into production road racing will cause quite a stir.

7. MV Agusta F4 1000R
The F4, penned by legendary bike designer Massimo Tamburini, is the very pinnacle of what a great Italian sports bike should be: it's beautiful, focused and depressingly expensive. It just loves to be photographed and you can't take a bad picture of it.
But the F4 isn't all beauty and no brawn, this is a tyre-shredding superstock race winner at heart and faster than most mortal riders would dare go. Top of the range components, a highly tuned in-line four and a chassis capable of delivering the sharpest possible handling combine to make the F4 1000R one of the most desirable bikes on the planet.

8. Aprilia RSV1000R Mille
Aprilia had never made a superbike until it turned its hand to the RSV Mille and if this is the fruit of its first labour then it makes you wonder just how good its V4 superbike will be when it's unveiled later this year.

The RSV Mille utilises a punchy Rotax V-twin and brings Italian exotica to the mainstream, tempting a few would be Ducati owners away from the red-side. If the standard bike is just too soggy for you (which I very much doubt) then an ultra-trick RSV-R Factory version is available with the highest spec racing components - naturally, a higher spec credit card is also required.

9. BMW HP Sport
This is a bit of a departure from sensible, old BMW. For so long BMW has only dipped a toe in the sports bike market but now it's only gone and launched a full-on carbon factory racer. Just how BMW has squeezed nearly 130bhp from its air-cooled flat twin is almost more stunning than the bike's class winning victory at the Le Mans endurance race first time out.

Light and flickable with bags of torque, whatever this superbike loses on sheer top end it will make up for in its usability - however, don't lean too far or you'll scuff those carbon tipped cylinder heads.

10. Buell 1125R
The 1125R had a rocky start when the original bikes, plagued with fuelling glitches and other faults, were withdrawn and tweaked. Now, with the problems ironed out, we have America's first real superbike in all its glory.

It's been a controversial move by Erik Buell, not least because he ditched Harley-Davidson's air-cooled, 45-degree lumps in favour of an Austrian Rotax liquid-cooled monster of an engine. If you want something a little bit different from an inline-four Japanese rocket (and for a reasonable price) then the Buell 1125R is a worthy contender.

Friday, April 16, 2010

BMW S1000RR (2010 onwards)

Can the Germans really produce a superbike capable of rivalling the Japanese and Italians at the first attempt? It appears about as probable as me beating Valentino Rossi to the chequered flag.

But I have to say, after riding BMW's new S1000RR; the bike is more than just impressive; it really could be a future champion.

Slip streaming another rider; I dive into Portimao's last right-hander high in third gear, skimming the apex with my knee. I whack the throttle open as the rider in front traces a fat black line on the asphalt. I'm probably laying equally impressive darkies but as he insists on keeping the throttle to the stop, I follow his example without question. Of course I'd normally exercise far more caution, but the S1000RR's traction control has boosted my confidence.

The gear-shift light blinks furiously, encouraging me to shift without shutting the throttle. I grab another gear; the optional HP quick shifter cuts the ignition for a fraction of a second and enables fourth to be engaged. I do my best to find shelter behind the small windscreen as the needle runs to the red zone like a madman. The front wheel lifts briefly to crest a small rise and when the front tyre reconnects to the tarmac, the steering damper tempers the flailing handlebars that threaten to flap wildly out of control.

Up to fifth and sixth, I dive into the madness. I force myself to keep the throttle to the stop for gear after gear as the horizon rushes towards me in a wall of speed that is almost too fast to register.
Portimao's straight never seemed this short before, not on Ducati's 1198S or on KTM's RC8R. With the security of ABS brakes, I grab the anchors without hesitation, especially as in slick mode, the ABS won't be activated when the rear starts to step out. I shift down to third and stay late on the brakes to the apex. There's a light vibration in the front forks, but that doesn't prevent me from putting the S1000RR exactly where I want it. At this very moment, I feel convinced that this is the very best stock superbike currently available.

However, I wasn't a fan from the first encounter. A day earlier, I'd studied the S1000RR on display in the launch hotel in Portugal and was torn by the combination of innovative design at one side and a finish that leaves room for improvement on the other. The asymmetric fairing and headlight design has divided biking population; but in my opinion, it's not only brave, but stylish too.


However, there are a few incidentals that are less attractive. The windscreen has no less than eight visible bolts compared to the flush finish on Yamaha's R1, the seat lock is sunk into passenger seat rather than being housed underneath the rear unit, and the plastic additional parts on fuel tank look cheap.

If the S1000RR had shared the same price tag as Aprilia's RSV4 Factory or Ducati's 1198S this would be unacceptable. But at £10,950 for the basic model - and £12,235 for the Sports version with ABS and DTC (Dynamic Traction Control) the standard bike's cost is comparable to Japanese superbikes. Admittedly, it is still far from cheap and it doesn't quite have the exquisite finish of a Fireblade but it does offer a more sensational ride.

For my first few laps on track, I select the most restrictive of the four electronically controlled ride options - Rain Mode, where the ABS and traction control have the most sensitive settings and power is limited to 150bhp. Unlike the RSV4 Factory, the S1000RR doesn't feel like it's been brutally castrated but more 'pinched' instead. Power build up is extremely linear and useable and, after three measured laps to scrub in the tyres and dust off my track knowledge, I'm beginning to feel frustrated. The bike feels as though someone has tied an elastic band to the sub-frame and anchored it to the ground.

Still in Rain Mode, I crank the S1000RR over on Portimao's bone-dry track and confidently add more throttle. There's no need to stop to activate a different mode, just press a button, pull the clutch in and shut the throttle to activate the system. Sport Mode is essentially full power with a slightly less restrictive safety net. It's designed for sporty road use, which on track translates into traction control that's activated way before I'm on my own limit. Although the throttle response is still direct and without hesitation or delay, the power delivery is measured and progressive until you reach the throttle's half way point. Past that, it's ballistic.

On the straight the 192 sleeping stallions stampede towards the horizon with a breathtaking force that feels similar to Suzuki's GSX-R 1000 K5. Unfortunately the rear suspension, just like the old Gixxer, also appears to lack adequate damping force. As a result, the S1000RR feels unstable over bumps and is reluctant to maintain its line. For the next session, I make one simple adjustment by switching to Race Mode and I'm instantly rewarded with a performance that clearly belongs to a 1000cc superbike.

Experienced track day addicts are unlikely to find the traction control restrictive on this setting, but you will be comforted by the little jerks which indicate the system is quietly preventing the rear from stepping sideways. However, after another 20 minutes in the saddle, I've got forearm pump that would put Popeye to shame - and indication how hard I'm trying.

After a short break, I'm back on track in Slick Mode and it all makes perfect sense. Although the S1000RR isn't as agile as the Fireblade, it is extremely precise and stable on the brakes. I follow another rider who has disengaged his traction control and I'm instantly aware of how the electronics are holding back my bike's acceleration in some areas. But in the circuit's more technical sections, I gain ground due to the freedom and confidence the traction control offers me.

For the last session I ride with the traction control turned off and allow the bike to show me its true, brilliant potential as the Metzler semi-slick rear tyre flirts with the limit of grip. This is BMW first attempt at producing a really competitive superbike and they've hit the nail head on. It's not only cracking good fun; it's easily capable of holding its own in a group test and it is even more likely to be crowned champion.


Facts at a glance
Model BMW S1000RR £10,950
(£12,235 with ABS and traction control)
Engine liquid-cooled in-line four of 999cc
mounted across the frame, producing
192hp at 13,000rpm at 83 lb ft at 9,750rpm
Transmission chain drive through six-speed gearbox
Weight 204kg (dry weight 183kg)
Seat height 820mm
Fuel capacity 17.5 litres
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