The New Kawasaki Motorcycles

• Kawasaki Z750 - New Naked performance.

Following the stunning success of Kawasaki's brilliant Z1000 super-Naked, Kawasaki proudly presents the new Z750, a middleweight Naked sports bike aimed at a broad range of riders and riding applications. Although the Z750 retains much of the Z1000's aggressive attitude and in-your-face styling, this sporty machine has a new look and personality all its own. Offering an unbeatable combination of responsive power, lightweight handling and dynamic styling, this new machine gives customers a new kind of "Z" performance.

Class-leading engine performance comes from a 748 cc liquid-cooled In-Line Four equipped with electronic fuel injection, a first for its class. Based on the high-performance Z1000 engine, this power plant delivers high power over a broad powerband. Other noteworthy technology includes an all-stainless exhaust system with stylish oval muffler, LED instrumentation, and lightweight new wheels that share their design with the Ninja ZX-10R. Riders will love the Z750's responsive handling. In town, on the highway or in the twisties, the Z750's light-handling "stiffness-balanced" chassis and brilliant throttle response make this lightweight sports bike a joy to ride.

• Kawasaki ZX6RR - Better the second time around.

In keeping with its original concept of No. 1 performance on the circuit, for 2004, the concept of the Ninja ZX-6RR diverges from that of the street-use 6R, becoming even more race-oriented than before. A series of engine and chassis upgrades significantly enhance this lime green racer's winning potential.

• Kawasaki ZX10R - Get ready for the ride of your life!

Ultimate Supersport! Kawasaki storms into the litre-class with the uncompromising new Ninja ZX-10R, the machine everyone has been waiting for - everyone except the competition. Boasting a category-leading power-to-weight ratio, an awesomely powerful engine loaded with advanced technology and style evocative of the world of MotoGP, the new Ninja ZX-10R is the definitive expression of Kawasaki's supersport DNA

Unlike most other Kawasaki machines, the Ninja ZX-10R design started with chassis simulations. The engineers wanted an extremely lightweight and compact chassis that would offer superb handling and stability. The combination of a short wheelbase with a long swingarm is a configuration also seen on the Ninja ZX-RR. An all-aluminium frame with 600-class dimensions mated to a long and highly rigid gull swingarm gives the ZX-10R category-leading handling performance on track and twisty roads.

No less impressive, the powerful and incredibly compact new In-Line Four is a showcase of advanced supersport technology. A number of considerations were made to avoid compromising the desired chassis dimensions; use of a one-piece cylinder/crankcase, a compact rear-mounted generator and "stacked" transmission kept the high-spec power unit lightweight and compact. Other engine features include a new fuel injection system, a close-ratio transmission with a back-torque limiter clutch, and magnesium engine covers - all of which contribute to the bike's design aim of being the No. 1 machine on the track.

Those sitting on the ZX-10R for the first time will be amazed that despite its compact size and race-purpose ergonomics, it is by no means cramped. Thanks to an idealised seat/pegs/handlebar relationship and a concave tank top, which allows the rider to mould himself to the bike, the 10R puts the rider in a position to take full advantage of the engine's awesome power and the superb chassis response.

• Kawasaki Vulcan 2000 - New Naked performance.

In the cruiser category bigger is definitely better, and the super-macho new Vulcan 2000 is the largest displacement V-Twin in the world. This high-powered flagship machine is unlike anything in the cruiser category and completely redefines Kawasaki's brand DNA in this important market. Complementing the engine's massive size and impressive power output is an attractive style that mixes modern and traditional design elements in a streamlined, highly integrated package. Centrepiece of the Vulcan 2000's remarkable styling is the streamlined headlight nacelle enclosing a "gatling" projector-beam headlamp.

Engine displacement is an incredible 2,053 cc, making the Vulcan 2000 the largest displacement production V-Twin in history. Not only does this muscular power plant produce massive amounts of torque and horsepower, it is also one of the best-looking VTwin engines in the world, with the huge gracefully tapered cylinders attractively accentuated by the long pushrod tubes and curvaceous engine covers.

The "stretched" low-and-long chassis is just as impressive. As the top model in Kawasaki's cruiser line-up, every detail expresses the high quality, superb comfort and feeling of trustworthiness customers expect from a flagship machine.

• Kawasaki Spy Shots

2004 Kawasaki Ninja ZX-10R

These are photos of the Kawasaki ZX-10R in its first test outside Japan, at the Spanish Calafat track, approximately 90 miles south of Barcelona. As seen in the photos (and as expected, given the spec sheet of the ZX-6R introduced as a 2003 model), the ZX-10R will have upside-down forks, radial-mounted brake calipers and ram-air with a centrally located air duct. Also expected is an entirely new engine (in the traditional in-line, four-cylinder configuration) and a very low dry weight for the class. From the photos, it is obvious that the new bike will take styling ques from Kawasaki's MotoGP machine.

2006 BMW F800S

2006 BMW F800S
2006 BMW F800S

With its completely new mid-range sports bikes, BMW Motorrad is ringing in the next round of its model offensive. In the first half of 2006, the F 800 will be the fourth model series to come off the Berlin assembly lines and it is sure to stir up the middle class. The F 800 S is an 800-cc twin which offers lots of character, an excellent suspension and typical BMW properties.

The athletic F 800 S sports bike has a dry weight of under 419 lbs. (approx. 441 lbs. ready-to-ride) and is the first model of the new and separate model series. The precise suspension is designed for high directional and cornering stability as well as optimum handling. The classic BMW qualities such as safety, compliance with the highest environmental standards, ergonomic seating position and comfort also for the passenger define the new standard in the mid-range bike. A closed-loop three-way catalytic converter, state-of-the-art digital engine electronics and optional ABS are also a matter of course for this motorcycle.

With regard to the drive-line, BMW Motorrad is continuing with the innovation introduced on the F 650 CS and makes use of the low-maintenance and quiet-running belt-drive. It is lighter than shaft drive and represents the optimum combination of weight, space requirements, efficiency and service life in this performance class.

The engine is also a completely new design. It was developed in cooperation with Bombardier-Rotax GmbH. It is manufactured in the Austrian Rotax plant and is delivered to the Berlin production line ready-for-assembly. The first two-cylinder inline engine in the history of BMW Motorrad features a four-valve design. High 12:1 compression and a combustion chamber designed similarly to the one used in the new K-engine ensure effective and low-emission combustion, as well as efficient fuel consumption which will be considerably lower than that of the competition. Mass compensation for the crankshaft balances unwanted vibrations without foregoing the vigorous characteristics associated with two-cylinder engines. The compact engine unit with integrated 6-speed gearbox has been designed for balanced power delivery and uncomplicated riding pleasure. A peak output exceeding 80 bhp with respective torque will also satisfy a sports-rider's needs.

The new BMW F 800 S will be presented to the international press and then the public for the first time at the EICMA Motor Show in Milan on 15 November 2005.

2007 BMW K1200R Sport - Bike Test

It is a broad question and in recent years BMW has attempted to answer it with its own Germanic take on the genre. Dominated by the Big Four from Japan, the sportbike marketplace is glutted with high-performance racing platforms snatched up by 20-somethings in search of the latest thrill. BMW has entered the sportbike fray with an older customer base and its stolid reputation for luxury and comfort. Yet the German firm leaves no doubt of the sporting capabilities from its latest Inline-Four, having stuck the Sport moniker in the new design's name - the BMW K1200R Sport.

The Sport is a tweener model in BMW's K-series family, a hybrid of its fully-faired K1200S and the naked K1200R siblings. In the sportbike market as a whole, the K1200R Sport is even harder to define, with its engine placing it somewhere between a superbike and hyper-sportbikes like the Hayabusa or ZX-14. It is neither one of these extremes, however, and is miscast as the aggressive machine most motorcycle folk conjure up when they hear the term "sportbike." It's like putting Arnold Schwarzeneger in a martial arts flick, he can deliver the muscles and bad dialogue, but Jet Li would slice up the Governator like an order of Hibachi chicken at Benihana.

The Sport's uncertain categorization in the motorcycle realm was the first thing noted by all of our test riders; too lax for a sportbike, but too sporty for a tourer. Our eventual conclusion is the K1200R Sport is a sportbike, but a BMW sportbike - with all of the idiosyncrasies and accoutrements one would expect from a bike displaying the Beemer badge. In my warped imagination I can almost see a Kaiser-helmeted German with a white lab coat and monocle clicking his knee-high boots together and shouting, "Jah, ve built a sportbike. You vill ride it!"

And ride it we did, putting over 1000 miles on the new Beemer on every paved surface we could think of, including the Interstate, twisty backroads, scenic highways, and even the racetrack. The versatile mount handled the various conditions with aplomb and typical BMW style and comfort.

In describing the Sport's performance, it would be inconceivable to start anywhere other than its colossal 1157cc motor. The Inline-Four K-series engine is a monster powerplant, which can flat out smoke just about anything running on the road. Possessing a 79mm bore and 59mm stroke, the Four provides ample horsepower and torque, which we felt on the road and track. Getting a chance to hit a Pacific Track Time trackday at Thunderhill Raceway with the Beemer let us uncork the mill not to its limits, but the limits of this test rider, as the forceful motor could have provided seconds, thirds, and a week of leftovers for our timid pilot whose nether regions puckered up once the speedo approached 140 mph.

Having felt the raw energy roaring out of the Beemer first hand, we measured it on our Dynojet 200i dyno. Looking at the power curve, rear-wheel horsepower rises along with the revs before reaching its crescendo of 138.5 ponies at 11,000 rpm; meanwhile, torque builds and peaks sooner, crossing 70 lb-ft around 3500 revs and topping out at 80.9 lb-ft at 8500 rpm. Translation: The four-valve-per-cylinder, DOHC design is a stompin' bucket of bolts that pulls like crazy.

Power delivery is smooth, with a crisp throttle response allowing the Sport to get up and go. The broad powerband pulls steady throughout any gear and peaks with a dramatic top-end hit, although it's rare that the rider would ever need to throw the rpms on this machine up toward the indicated redline. The ability of the Sport to get the speedo up from the limits of law-abiding freeway speed to the triple-digits, even in lower gears, is exhilarating (only on the track, of course - nudge, nudge, wink, wink).

Transmitting that bounteous bevy of torque and horsepower is the Sport's shaftdrive - a perfect example of how BMW has a different take to the whole sportbike concept. Compared to chain-driven machines, the shaftdrive doesn't hold the Sport back, however, and doesn't exhibit any noticeable lash engaging through the six-speed transmission. The ample power is transferred to the rear wheel in a smooth manner.

"BMW has really refined the driveline power-train and I have nothing to complain about there," explained test rider and MCUSA Graphic Designer Robin Haldane. "No drive lash and a smooth power delivery to the rear wheel were welcoming aspects of this bike, not to mention the cool factor that the single-sided swingarm gives."

A rough edge in the gearbox is BMW's familiar clunk, which is so characteristic of the manufacturer's machines it could be trademarked. The clunk from the gearbox is a sound more than a sensation, and shifts are smooth once you get comfortable with the hydraulic clutch. Although, some of our testers never quite came to terms with this aspect on the Beemer, with one rider complaining that shifts up or down were accompanied by lunges or dips if the rpms weren't just so.

2007 Ducati MultiStrada

The Ducati Multistrada introduces a new generation of sport bikes, capable of excelling on every road you challenge with amazing sports performance, outstanding comfort and everyday-use versatility. Ideal for a day in the mountains, the daily commute or a weekend tour, the Multistrada is aggressive like a sport bike when the road turns twisty, yet smooth and relaxed when scenery beckons.

For 2007, the Multistrada features a potent new 1100 Desmo engine with a quieter more robust 'wet' clutch, comfort enhancing vibration-isolated handlebars, and a new maintenance program that reduces costs by as much as 50% -- the Multistrada's all-round performance is better than ever.

Developed on the winding mountain roads and city streets of Italy, the Multistrada is a real-world motorcycle for real-world riders, a dream come true, a high performance sports bike that doesn't compromise comfort, versatility or practicality.

The Multistrada breaks down all the barriers. Its unique versatility is a matter of design. On mountain roads its impressive cornering performance comes by way of Superbike-grade suspension, world-class brakes and the renowned Ducati Trellis frame. For long journeys, the longer travel suspension smoothes the way, vibration isolated handlebars reduce fatigue and the relaxed riding position optimises comfort for both rider and passenger. In town the agile chassis, wide bars and broad power of the new 1100 engine make crossing busy city traffic an adventure to look forward to.

It is this extreme versatility and all-round performance that prompted US magazine Cycle World to nominate the Multistrada 'Best Sport Tourer'.

The Multistrada is available in two versions: The impressive Multistrada 1100 and, for those who demand the ultimate in sport performance, an all-conquering 'S' version, the Multistrada 1100 S.

MultiStrada 1100

The new Multistrada 1100 widens the horizons of all those who are 'sport motorcyclists' at heart but still want a bike they can use seven days a week. Riding a Multistrada makes every road a thrill. The punchy new 1100 Desmo L-Twin engine delivers smoother, more tractable power delivery and, coupled with a refined chassis, delivers confident handling and optimal comfort, even over long distances.

The unmistakable Ducati Trellis frame combines with fully-adjustable suspension to adapt the bike to any road condition and every riding style, while rider comfort has been further improved with new vibration-isolated handlebars.

Superb road holding, a powerful new 1100 engine and all day comfort gives the versatile Multistrada a unique personality and character in true Ducati style.

The 1100 is the latest evolution of the Multistrada concept, introduced by Ducati at the start of 2003. It contains all of the innovations that helped to make the model a true point of reference for a totally new market segment.

The characteristic two-part nose fairing, with a transparent screen that moves with the handlebars, allows better than average steering manoeuvrability. The unique tank and seat assembly comes from a single moulding and provides a fuel capacity of 20 litres; one of the innovations on the Multistrada 1100 is the inclusion of a fuel reserve sensor. The joint action of the fuel level gauge and the new sensor guarantees a reliable and constant indication of the amount of fuel remaining in the tank at all times.

Two display management functions are new features on the 1100 model: trip fuel and auto 'light off' system. The former is an additional trip meter that is activated when the fuel reserve light is on, while the latter is a feature that automatically switches off the lights after 60 seconds of key-on if the engine is not running.

Other style features of the Multistrada that remain unchanged on the 1100 version are the front headlight cluster, the single-sided aluminium swingarm, the tail section and the aggressive exhaust unit.

Like the rest of the 2007 range the Multistrada 1100 fully complies with EURO 3 exhaust emissions: the lambda probe inside the muffler unit combined with a three-way catalytic converter ensure maximum efficiency. The function of the lambda probe is to detect the amount of oxygen present in exhaust gases and gauge the fuel mixture. In this way the oxygen concentration through the catalytic converter allows the correct chemical reaction and the three-way converter oxydizes the unburnt hydrocarbons and carbon monoxide and reduces the nitrogen oxides.


The renowned Multistrada chassis remains unchanged, guaranteeing exceptional stability at speed, as well as fantastic agility through fast bends, thus allowing expert riders to find it easy to achieve blistering performance with the 1100.

The round tube Trellis frame is made from high quality steel (ALS 450) for maximum rigidity and precise directional control.

The fully adjustable suspension of the Multistrada 1100 features Marzocchi forks at the front with upside-down 43 mm stanchions. Adjustments for hydraulic compression and rebound damping as well as spring preload are standard.

The Sachs rear monoshock is equipped with a practical hydraulic remote control to adjust spring preload, which operates through Ducati's rising rate linkages. The Multistrada is equipped with an exceptional braking system; two 320 mm semi-floating discs at the front wheel with two 4-piston Brembo callipers, while rear stopping power is provided by one 245 mm disc with one Brembo 2-piston calliper.

Starting with Model Year 2007 the entire Multistrada family benefits from new vibration-isolated handlebars, which through a pair of silent blocks contained in the specially-designed steering head increases rider comfort.


The Multistrada 1100 receives a boost in cylinder size thanks to an evolution of the renowned Desmodue air-cooled twin-cylinder engine. For this model the Ducati 1100 Dual Spark now has a displacement of 1078 cc, which offers truly powerful torque and extraordinary reliability.

The new engine benefits from a bore increase of 4 mm to 98 mm, vs. the 1000 Dual Spark's 94 mm. As a result the cylinder displacement is 1078 cc, a considerable increase on the 992 cc of the previous version.

This new engine now offers a power output of 95 HP at 7750 rpm and 10,5 Kgm of torque at 4750 rpm. These superb values contribute to the bike's rideability and the powerful mid-range delivery of this modern air-cooled engine highlights the sporting character of the new Multistrada 1100.

The engine has been designed to comply with the Euro 3 norms while, at the same time, boosting performance.

Compact, powerful and acknowledged as the ultimate expression of the Ducati philosophy of air-cooled twin design, the new 1100 Dual Spark Desmo engine that equips the Multistrada family represents the result of decades of experience and a whole series of innovations that extend from the combustion chambers to the crankshaft.

The end result is a powerful engine that is particularly exuberant in the mid-range and generally acknowledged as the most advanced air-cooled L-twin ever designed. In addition to offering the significant advantages of an air-cooled power plant, the 1100 DS also draws inspiration from the advanced Testastretta racing engine, including the special casting techniques used to make the cylinder heads, the use of oil-pressurized plain bearings to support the camshafts, and the angles and configuration of the valves.

All this, plus the exclusive Dual Spark ignition, with its "double flame front", offers more complete combustion, while simultaneously boosting mid-range power and reducing emission levels.

A closer look at the 1100 DS engine reveals a reduced angle between the intake and exhaust valves, one of the basic principles with which the renowned Testastretta engine was designed, which allows for a more compact combustion chamber, reducing the volume and thus obtaining improved combustion. The improved efficiency of the combustion chamber allows the engine to run on a leaner air/fuel mixture without compromising performance at high temperatures and significantly reduces emissions of hydrocarbons (HC).

The camshafts are supported on oil pressurized plain bearings, which reduce the overall dimensions, the weight, and the number of moving parts, while also improving heat dispersal. The new configuration also puts the camshafts in a more direct relationship with the valves, reducing friction and stress on valve components and thus increasing reliability. In fact, although the cylinder head is more compact, it allows more space for the intake and exhaust valves, these being 45 mm and 40 mm in diameter respectively. Further innovations include valve seats made of beryllium bronze, a technologically advanced material that affords better heat dispersal and wear-resistance and thus maintains valve clearances more accurately over a longer period of time.

To guarantee high mid-range performance, the crankshaft, cylinders and pistons have been designed to obtain a bore and stroke value of 98 mm and 71.5 mm respectively. The pistons are fitted with nitrided steel rings, which afford improved sealing and significantly reduce oil consumption. The connecting rods are made from a new material composition (30NiCrMo4) that has exceptional flow characteristics during forging. In cross section, the new rods are thinner side-to-side, but wider fore to aft, increasing strength and lowering weight for increased reliability and performance.

The crankshaft is of a more compact design and the oil passages have been strategically repositioned in areas less critical for its structural strength. The result is a crankshaft that is more rigid and with less flex, making for less vibration and improved reliability.

The 1100 Dual Spark engine also features a new 'wet' clutch that has lighter lever effort, is quieter and more modular than a dry clutch and is characterized by having exceptional wear-resistance.

Thanks to an excellent compromise between performance, reliability, noise and lever effort, this clutch is ideal for sports riding and at the same time offers ensures a more progressive action and feel.

The overall look of the engine is characterized by injection-moulded timing belt covers in black, high mechanical and thermal resistance plastic. The engine covers are in a new dark grey colour.

Starting with the entire 2007 range Ducati has introduced a new maintenance programme in which servicing intervals have been extended, and less parts are required and fewer operations are performed, thus reducing the bike's overall running costs by up to 50%.

MultiStrada 1100S

Due to its world-class suspension and componentry level, this version is for those riders who demand the ultimate in sports performance. It is based on the Multistrada 1100 but features a number of components derived from the Ducati Superbikes, including fully-adjustable Ohlins suspension and carbon fibre highlights.

The Multistrada 1100S is to all intents and purposes a production special, a bike that is capable of highlighting the sporting characteristics of a model whose winning feature is its versatility.

The 1100 features a number of racing components including a front mudguard and cam belt covers in carbon fibre, as well as exclusive variable-section alloy handlebars, which from this year are fitted with vibration isolator mounts. The prestigious Ohlins suspension, derived from the Superbikes, bring clear benefits in terms of superior road handling as well as an exclusive quality look.


The chassis is the same as the one that has always given the Ducati Multistrada its extreme versatility and all-round performance and the Multistrada 1100S earns its 'S' status by adding sophisticated suspension and a sporting set-up to an already high performance motorcycle. It provides true superbike performance and is capable of lightning-quick cornering and extreme riding precision.

At the front 43mm Ohlins forks with low friction TiN fork sliders, adjustable in hydraulic compression, are complemented by a fully adjustable Ohlins rear shock with remote preload adjuster for Superbike-class road holding.

Color Scheme

Fairing Frame Wheels
Multistrada 1100 Red Red Black
Multistrada 1100S Red Red Black

Black Black Black

Ducati 1098 R

WMK_1098R_02_dyn.jpg (95 K) WMK_1098R_03_dyn.jpg (115 K) WMK_1098R_04_stat.jpg (99 K) WMK_1098R_05_stat.jpg (96 K)
WMK_1098R_06_stat.jpg (84 K) WMK_1098R_07_studio.jpg (98 K) WMK_1098R_08_studio-kit.jpg (100 K) WMK_1098R_09_studio-acc.jpg (97 K)

The lightest, most powerful twin-cylinder bike ever and true competition-level traction control system supplied as standard for maximum track performance.

The 1098 R is the ultimate Superbike. The most advanced, most powerful twin-cylinder motorcycle ever built, with the highest torque-to-weight ratio in the sport bike category. It is the product of a team of designers and engineers focussed on one objective only – to win.

The "R" is a race bike, pure and simple. Its competition specification and superior components together with advanced electronics and race-proven chassis technology deliver a level of performance that empowers you with confidence and capability.

World Superbike rule changes mean that the road-going "R" version is closer than ever to the factory race bike. The 1098 R is not a replica - it"s the real deal. An incredible 180 hp L-Twin Testastretta Evoluzione engine in a race-winning Trellis chassis set-up tips the scales at an unbelievably lightweight 165 kg (364 lbs) and comes with a race kit that introduces Ducati Corse"s world championship winning traction control system.

Once again, Ducati raises the bar and sets the world standard for sport bikes while turning the heads and racing the hearts of enthusiasts throughout the world.

1098 Technology: Trademark Ducati features like the high tail section, compact front end, twin under-seat silencers and single-sided swingarm are just some of the features that turned the 1098 models into an instant award-winning success. When launched in November 2006, the 1098 and 1098 S introduced a number of "firsts" for Ducati and production sport bike design. It was the first production motorcycle to have the amazing stopping power of Brembo Monobloc brakes, the first to have a data acquisition system integrated as standard equipment and the first to use an ingenious construction method for its weight-saving single-sided swingarm. More "firsts" for a road-going Ducati included the direct application of MotoGP technology, like the power producing GP6-derived elliptical throttle bodies and the use of the information-rich instrumentation originally developed for the World Championship-winning Desmosedici GP7.

The "R" version of the 1098 is not only the flagship of the Superbike family, but also the platform on which the very latest Ducati Corse technologies are expressed in street bike form. The 1098 R takes all the original 1098 features, reduces weight even further and adds an extra 20 horsepower, traction control, sand-cast crankcases, titanium valves and con-rods, TTXR rear suspension and much more to produce the most awesome performance ever seen in this category.

The 1098 R comes with a race kit, which is intended for track use only, boosting power output from 180 to approximately 186 hp. The kit consists of a 102dB carbon fibre slip-on muffler kit by Termignoni and a dedicated ECU. The ECU not only has reconfigured mapping to suit the racing mufflers, but also initiates the system dialogue that controls the DTC (Ducati Traction Control) system. The 1098 R is the first ever production bike to be fitted with a true competition-level traction control.

1098 R Testastretta Evoluzione power

The 1098 R engine represents the finest twin-cylinder technology in the world. It produces 180 hp (132.4 kW) @ 9,750 rpm and 99.1 lb-ft (13.7 kgm) of brute torque @ 7,750 rpm in standard mode and an astonishing 186 hp when using the supplied race kit, which is intended for track use only.

The specification of this engine underlines its no-compromise race technology. To help contain the massive "R" power output, the crankcases and cylinder heads have been sand-cast produced, a process that improves the molecular quality of the casting, increasing strength while ensuring that intricate shapes are achieved with absolute accuracy. Confirming the 1098 R"s race specification by minimising weight and increasing performance, the crankshaft connecting rods are made in titanium saving 130 g over the stock 1098 rods while reducing their reciprocating forces and improving crankshaft acceleration. Cam belt covers moulded in carbon fibre and cam covers cast in magnesium alloy complete the lightweight package. The result is a weight saving of 5.6 kg (12.34 lbs) over the 999 R engine and 2.2 kg (4.8 lbs) less than the 1098.

The increased capacity of 1198.4 cc is the product of a larger bore and stroke of 106 x 67.9 mm and is fed through four titanium valves per cylinder and compressed to a ratio of 12.8:1. The valves, which are chrome nitride (CrN) coated, have been increased in diameter by approximately 5% to 44.3 mm for the inlet and 36.2 mm for the exhaust. They are actuated by rocker arms that are super-finished for reduced friction and fatigue, and double overhead camshafts with radical profiles that achieve approximately 16% more lift than the standard 1098.

These incredible valve performances are only possible because of Ducati"s unique Desmodromic system, where valve closure is activated mechanically. At high rpm it would be almost impossible for the valve to follow the steep closure profile of the cam lobe if it were relying upon a normal valve spring, but with the Desmo system the valve is mechanically closed with the same accuracy as it is opened, enabling steep cam profiles and radical cam timings. This system is used on every single Ducati motorcycle including the world-beating Desmosedici MotoGP bike.

The pistons utilise the same design developed for the Desmosedici in the Ducati MotoGP program by using a distinctive double-ribbed undercrown to achieve high strength with minimal piston wall surface area and, therefore, less friction. In this way, the 106 mm RR58 alloy components are able to operate reliably at high rpm while delivering incredible performance.

The 1098 R elliptical throttle bodies have been increased 6.5% in size compared to the 1098, a diameter now equal to 63.9 mm. For the first time on a road-going Ducati, twin injectors are used on each cylinder. The first centrally mounted injector feeds through a 4-hole nozzle while the second offset injector feeds through a 12-hole nozzle ensuring progressive and fluid power delivery throughout the rev-range. With this configuration the system has the capacity to provide much heavier fueling when used in competition.

The gearbox shares the same ratios as the 1098 and 1098 S, except for 3rd, 4th and 6th gear, which has a higher ratio so as to be able fully exploit the speed gained from the supplied race kit or additional performance modifications. Also with performance in mind and because of its high resistance to fatigue, the gears are machined from the same high-strength steel used in Ducati Corse race applications with 3rd, 4th, 5th and 6th gears being subjected to a shot-peening treatment that further ensures their strength and reduced fatigue. The dry, multiplate "slipper" clutch reduces the destabilising effect of aggressive downshifting and helps provide the fine control required when used under extreme track conditions.

The 2-1-2 exhaust system, which complies with Euro 3 emission standards, is formed in 52 mm-57 mm diameter tubing with a wall thickness of 0.8 mm (.030 in) and terminates with Ducati"s trademark twin under-seat mufflers beautifully formed in super lightweight titanium and stainless steel.


The 1098 R chassis and suspension components are the results of detailed study and a performance first priority approach to development. The goal was to achieve even more weight saving while building in strength and rigidity to manage the incredible power of the new 180 hp engine. The result is an impressive 16 kg (35 lbs) overall vehicle weight reduction compared to the 999 R and an impressive 6 kg (13 lbs) over the already lightweight 1098 S.

Trellis frame

Developed in cooperation with Ducati Corse, the 1098 R Trellis frame features main section tubes in ALS 450 with a diameter of 34 mm and 1.5 mm thickness to achieve a total weight of just 9 kg (19.8 lbs) and an extremely high strength-to-weight ratio. Race-proven with hundreds of victories, the Trellis design remains the chosen engineering solution by Ducati Corse and a feature of every Ducati motorcycle.

Front subframe

As with all the models in the Superbike family, the front subframe is produced in magnesium alloy to reduce the weight to just 0.61kg (1.3 lbs). While its construction ensures secure, rigid support for the headlamp, instruments and fairing, the weight-saving around this high, forward position contributes considerably to overall "feel" and control of the machine.

Rear subframe

Underlining its competition intention, the 1098 R is designed as a true "monoposto" with no provisions to carry a passenger. By producing the rear subframe in aluminium alloy it has enabled a 50% weight reduction (compared to biposto models) to 1.3 kg (2.8 lbs).

Single-sided swingarm

The 1098"s unique single-sided swingarm is made up of main operational components in aluminium castings so as to ensure strength around the pivot points, wheel hub and suspension links, with fabricated aluminium sections used to fuse the construction into a single, beautifully engineered component. For the "R" model, the swingarm is finished in black to denote its racing status as well as to contrast sharply against the "racing gold" wheels.

Rear Suspension

Working together with the single-sided swingarm and an efficient linkage is a fully adjustable Ohlins TTXR single shock. Used for the first time on a Ducati production bike,
this exclusive shock gives top performance while enabling considerable weight-saving over similar components produced with traditional technology.

The TTXR uses twin tube technology and offers totally separate damping adjustment in compression and rebound. It uses experience gained in MotoGP to minimise friction and reduce the risk of cavitation under extreme conditions. A vitally important feature of the rear suspension system is the ability to adjust rear ride height independent of spring pre-load and other suspension settings, critical when seeking the perfect set-up for personal riding style or track conditions.

Front Suspension

The front the of new 1098 R boasts fully adjustable 43 mm Ohlins with low friction Titanium Nitride sliders feature radial Monobloc caliper mountings. The unique look of these mountings further endorses the no-compromise racing specification of the 1098 R. The Ohlins set-up offers superior road holding, delivers precise feedback, and enables every rider to be more confident and in control. The Ohlins package is completed with a control-enhancing, fully adjustable steering damper.


Brembo Monobloc calipers

The 1098 R is also equipped with Brembo"s Monobloc caliper racing technology. The M4 calipers use four 34 mm pistons and two large surface pads for maximum stopping power. The calipers are machined from a single piece of alloy compared to the bolt-together construction of conventional ones. The Monobloc design has much higher rigidity and resistance to distortion during extreme braking and gives a much more precise feel at the brake lever. The massive 330 mm discs and Monobloc caliper technology combined with the legendary stability of Ducati"s Trellis frame and the 1098 R"s lightweight 165 kg (364 lbs) now makes world championship level brake performance available for the road.

Super lightweight wheels

One of the most effective ways to improve the handling and performance of a motorcycle is to reduce its unsprung weight by using superior lightweight wheels. The 1098 R uses lightweight Marchesini Y-shaped spoke wheels created from forged then machined alloy and finished in "racing gold". Both front and rear wheels achieve a lower moment of inertia and unsprung weight to enhance the 1098 R"s change of direction and braking performance.

Fairing and finish

Wind-tunnel development has enabled excellent aerodynamic penetration, allowing the rider to take a perfect racing stance, effortlessly. Great care has been taken in the design of the air supply ducts so to ensure efficient air-flow through radiator and oil coolers as well as provide ample air delivery to the airbox feeding the powerful Testastretta Evoluzione engine. The fairing belly-pan, tank lower side panels, seat assembly and front fender in carbon fibre are contributing factors to the overall performance of the machine.

In true "R" style, the red bodywork sports white background number plates on the tail section and nose fairing. The front and rear Marchesini wheels are finished in "racing gold", exactly the same as the F08 official factory race bikes and the fairing belly-pan, front fender and side panels are left in a contrasting natural carbon fibre finish.

Finally, the small red, white and green tricolore graphic, neatly shaped between the twin headlamps in the nose fairing, proudly underlines the Italian design, style and precision race engineering of this motorcycle.



Desmosedici-style digital instrumentation is taken from Ducati"s MotoGP World Championship winning GP7 project. This pure racing, minimalist solution has no switches or buttons to compromise its clean lines. Instead, information additional to the default read-out is managed by handlebar-mounted switch gear, allowing the rider to scroll through and select from various menus. The default read-out presents rpm and speed, with the former displayed across the screen in a progressive bar graph. Optionally, the rpm and speed can be displayed in numeric values. The instrument display also doubles as a control panel for the activation of the data acquisition system as well as listing lap times recorded by using the high-beam flash button as a stopwatch. For the 1098 R, fitting of the race kit initiates dialogue between the race kit ECU and the display to activate the DTC (Ducati Traction Control).

Traction control

For the first time ever on a production motorcycle, a true competition-level traction control system comes integrated into the 1098 R electronics as standard equipment. Activated by fitting the race kit ECU, which is designed to be used with the race mufflers and so intended for track use only, the Ducati Traction Control (DTC) system is accessible via the digital instrument display and offers eight levels of control.

The DTC is the same system developed and used by Ducati Corse for their world championship winning MotoGP and World Superbike projects and offers a choice of eight profiles developed by professional racers. Each profile has been programmed with a wheel-spin tolerance matched to progressive riding levels of skill and confidence from one to eight. Underlining the fact that this is a professional system intended strictly for track use only by competent riders, profile eight has been developed by the official Ducati MotoGP test rider, Vittoriano Guareschi.

Choose the profile that best suits the track conditions and riding style and, upon activation, front and rear wheel sensors compare speed differential to sense when rear traction is being broken (wheel-spin). Using exactly the same software logic developed and used by Ducati Corse, instant electronic adjustment to the ignition advance or a pattern of "spark cuts" initiates immediate control over power output so as to restore traction at the rear wheel before re-establishing normal power delivery. In this way, DTC provides an incredible advantage during mid-corner acceleration.

Once again Ducati raises the bar for the sport bike category by transferring its MotoGP race technology into production.

Data acquisition

Supplied with the 1098 R, the Ducati Data Analyser (DDA), which includes PC software, a USB-ready data retrieval card and instructions, enables owners to review and analyse the performance of the bike and its rider, and make comparisons between various channels of information.

Normally used on race bikes only, the system records numerous channels of data including throttle opening, vehicle speed, engine rpm, engine temperature, distance travelled, laps and lap times. The system also automatically calculates engine rpm and vehicle speed data so as to also display gear selection as an additional channel of information. At the end of a ride or track session, up to 2 mb (approximately 3.5 hours) of data can be downloaded to a PC ready to compare, analyse and get an inside view of the performance of both the rider and the 1098 R.

Data can be analysed in graphic form with options to zoom into detail of specific sections. Dragging a trace along a timeline to reveal individual values of the above listed channels enables the user to analyse performance in the same way that data technicians are able in factory teams.

New colour schemes for the Monster 696

Following the world unveiling at the last Milan Motorcycle Show (EICMA07), the new Monster 696 reveals its two new colour schemes just a few weeks from its arrival on the market.

In addition to the "Ducati red", the Monster 696 will also be available from April 2008 in the new "pearl white" and traditional "matte-black" or "dark".

"Pearl white", already featured on other highly successful Ducati models like the Superbike 848, emphasizes the muscular lines of the Monster 696 which contrast sharply with the seat, sub-frame and Hybrid-Trellis frame. The "dark" version demonstrates how the Monster silhouette remains totally uncompromised by centralising the bike's volumes and masses. Both colours are complemented perfectly by black wheels and frames.

The new Ducati Monster 696 best identifies the next generation of naked bikes. It is a bike that perfectly combines fun and excitement in any type of environment - relaxed in the city, but at the same time ready to unleash its sport character with top performance.

Refined style and design are the clear motivations behind the new Monster and the continued perfection of the Desmo engine ensures that its "saint and sinner" image will impress any rider. A comfortable and confidence-inspiring chassis combines with the famously smooth and powerful Ducati L-Twin engine to provide the most enjoyable riding experience. The balance of new technologies expressed in stylishly finished materials is shaped around the original cool Monster heritage.

Maintaining the unique style and character built on 15 years of world-wide success, the Monster now moves forward into a new era.

Ducati Presents 2008 Range Of Bikes

World Preview Of New Monster 696 - Superbike Range Completed With Introduction Of New 848 And Flagship 1098 R Model

The entire Ducati world will take up a display area of 800 sq. metres (Pavilion 18, Stand D65) at the 65th edition of the EICMA International Motorcycle Exhibition in Milan from November 6th – 11th. New bikes, new accessories and a new line of apparel all form part of the innovative 2008 line-up for the Bologna manufacturer, which is also celebrating its recent world title victory in MotoGP.

In a press conference held before the exhibition officially opened, Gabriele Del Torchio, Ducati Motor CEO, met representatives from international media to illustrate the Bologna-based company's fantastic results on a sporting and commercial level - a confirmation of its recent unprecedented success.

“The continuous growth that Ducati is experiencing is confirmed by positive economic and financial results for the third successive quarter, which we have presented to our investors”, declared Del Torchio at the press conference. “The new products that we have brought to EICMA represent the result of the research and the technological development that Ducati is offering with this new range. They also confirm that Ducati is a company which is based on product and will make up our sales target for the next few years. Our future plans are clear and precise: Ducati will continue to be the leader in the premium bike sector, confirming the passion, the Italian style, the unrivalled design and the superior track-honed performance that make up our DNA”.

The undisputed star of the Milan Show is the new Ducati Monster 696. Refined style and design are the clear motivations behind the new Monster and the continued perfection of the Desmo engine ensures that its ‘saint and sinner' image will impress any rider. A comfortable and confidence-inspiring chassis combine with the famously smooth and powerful Ducati L-Twin engine to provide the most enjoyable riding experience. The balance of new technologies expressed in stylishly finished materials is shaped around the original cool Monster heritage.

Maintaining its traditional Monster silhouette, the 696 now looks more muscular than ever. Its wide tank tapers to the thin waistline of a comfortable narrow seat ensuring sure-footed confidence when at the traffic lights. The large diameter Hybrid Trellis frame blends stylishly into an aluminium sub-frame and swingarm while minimalist instrumentation and simple controls at the front of the Monster contrast with twin, bold, Ducati-style mufflers at the rear to enhance its urban-ready image.

The chassis of the new Monster is made up of a new Hybrid Trellis frame with larger diameter tubes directly inspired by the 2007 World MotoGP title-winning Desmosedici GP7 machine. Attached to this is a rear aluminium sub-frame. The front brake system is the envy of its class and becomes the new benchmark for the category with two 320 mm discs and four-piston radial calipers.

At the rear, the dual-sided aluminium swingarm draws inspiration from Ducati Corse's finest racing products in this area. The dash instrumentation is now totally digital and continues the tradition of all Ducati's latest-generation sport models, guaranteeing lightness, ease of use and a wealth of information. The new exhaust system stands out with its re-routed downpipes that now give the underside of the Monster a cleaner appearance and terminate with twin, bold Ducati-style mufflers. The headlamp unit is characterized by a new triple arc main beam, while the rear light uses modern LED technology.

The engine of the new 696 is an evolution of the previous 695 version. Measuring 696 cc, it boasts a series of updates and refinements. Power output gets a 9% boost to 80 hp (59 kW) and an 11% increase in torque to 50.6 lb-ft. This new engine continues to have the best horsepower per litre ratio of all Ducati's air-cooled units, and it ensures a smooth and powerful delivery for a relaxed but thrilling ride in all conditions.

For 2008, the Superbike family features two important additions: the introduction of a mid-engine size version, the light and nimble 848, and an extreme ‘racing' version for all those who demand the maximum performance, the 1098 R, which will take part in the 2008 World Superbike Championship.

The new 848 enjoys all the performance advancements of the entire Superbike family, while adding its own innovations to redefine the middleweight sport bike class. The words ‘agile' and ‘refined' aptly describe the 848. At 168 kg (369 lbs), the 848 is an amazing 20 kg (44 lbs) lighter than its predecessor, and a significant 5 kg (11 lbs) lighter than its larger capacity brother, the 1098.
The highly advanced 848 engine uses an improved method of engine case production in which cases are vacuum die-cast formed. While providing significant weight savings of more than 3 kg (6.5 lbs), this method also ensures consistent wall thickness and increased strength. Further refinements include a sophisticated wet clutch that offers 1 kg (2.2 lbs) less weight, a much longer service interval, improved clutch feel and quiet operation. With the first twist of the wrist, the powerful rush of the Testastretta Evoluzione engine confirms that the rules have changed. The 848's 134 hp is not only 30% more powerful than its predecessor, but it provides a power-to-weight ratio even better than the potent 999.

The new 1098 R is the most powerful and lightest twin-cylinder bike ever produced by the Borgo Panigale factory, with the highest torque/weight ratio of any sport bike available. A total of 180 hp is on tap for this new Superbike, together with an amazing torque value of 13.7 kgm. The weight figure also confirms the racing origins of the 1098 R: 165 kg puts the bike at the forefront of this category. The 1098 R is supplied with a racing kit for track use. This is made up of a pair of “102dB” carbon mufflers and dedicated ECU, which boost the already exceptional performance of this new twin-cylinder Ducati. With this kit the rider can also activate dialog between the ECU and the DTC (Ducati Traction Control) system, which is fitted to a production bike for the first time ever.

The massive influx of motorbike fans and Ducati “tifosi” expected at EICMA will also get a chance to see the definitive version of the Desmosedici RR, derived from the MotoGP bike, of which 1500 will be produced and the special Tricolore version of the Monster S4R S, which features a front fairing, seat cover and fuel tank in the red, white and green colours of the Italian flag together with gold frame and wheel rims.

The new 2008 range is completed by the black version of the Hypermotard 1100 S and the new two-colour grey-liveried version of the GT 1000, as well as numerous new accessories, special components and a new collection of Ducati clothing.

An area of the stand is also dedicated to Ducati Corse to celebrate Casey Stoner's victory in the MotoGP World Championship, but also the titles won by Nicolò Canepa in the FIM Superstock 1000 Cup on the 1098 and by the Women's Team in the European 1000 Superstock and Italian 600 Superstock championships.

VIDEO: Ferrari California's fast-action retractable hard-top

If you're on Ferrari's mailing list for the new California, you might have seen a new email in your inbox today with a link to another chapter (literally) opening up on the vehicle's dedicated website. Today's installment leads to a video of the California's trick folding hard-top – another first for Ferrari (if you don't count the innovative one-piece mechanism designed by Fioravanti for the limited-production 575-based Superamerica). Thanks to a mechanism that moves multiple segments in unison, the hard-top can be deployed or retracted in only 15 seconds – faster than the soft-top on any convertible ever to roar out of the gates at Maranello.

Beauty & Beast: Autodelta J4 2.2 C supercharged Alfa 159

European reviews of Alfa Romeo's mid-range line-up invariably yield the same conclusion: the Brera, Spider and 159 are impossibly beautiful (take our word for it if you haven't seen one in the flesh), but the performance just isn't there. That's where Autodelta comes in. The British tuning house specializes in dialing up the performance quotient on Alfas, and after pumping up the Brera and Spider with its top-of-the-line J-series packages, Autodelta has turned its attention to the 159 sedan.

The result of a year and a half of development, the 159 J4 2.2 C promises to fill the dynamic void of the standard saloon. Rather than starting with the heavier 3.2-liter V6 (which is coupled to Alfa's Q4 all-wheel-drive system), Autodelta takes the 185hp 2.2-liter JTS direct-injection inline-four and bolts on a Rotrex C30-74 supercharger to boost output by 60 horses up to 245. Autodelta has also replaced the stock plastic intake manifold with a new aluminum one to cope with the extra power and fitted new NGK Iridium IX spark plugs, a new electronic limited slip differential, new springs and dampers, bigger brakes, a quad-tipped stainless exhaust, 19-inch OZ Botticelli HLT rims with custom Dunlop SP Sport Maxx GT rubber, and a full aero kit, along with trimming out some unnecessary weight and tinkering with the ECU.

Lambo Reventon exhaust gets plasma-sprayed ceramic coating

Automotive news moves fast. Sometimes faster than a Lamborghini supercar, even. Take the Reventon, which by now seems like yesterday's news. But after being revealed back in October 2007, Lamborghini has yet to begin delivering the $1.5 million supercars to their 20 eagerly-awaiting buyers. We would hardly have noticed, waiting for news of one rapped around a pole somewhere, until Lamborghini started announcing the selection of component suppliers for the Reventon.

The latest: coating specialist Zirotec, which will be supplying its Diamond Black coating to the exhaust system on the Reventon. The material was developed for nuclear reactors, and uses zirconia-based ceramics to insulate extreme heat. The coating is plasma-sprayed to the exhaust tubing in order to protect the composite bodywork, and gives the tailpipes a unique black finish. The material is also used in racing cars and on the Koenigsegg CCX.

Audi adds 2.0-liter TFSI to A5 lineup

The A5 already has good looks, and for the 2009 model year, Audi's killer coupe adds a bit of environmental responsibility. Audi's new 2.0L TFSI engine will be added to the A5's repertoire, giving the four-ringed automaker a vehicle capable of a reported 42.8 Imperial mpg (36 mpg US) in mixed driving. The little powerplant also has a fun side, with 208 hp at 4300 rpm and 258 lb-ft at 1500 rpm, which helps the A5 hit 62 mph in a respectable 6.9 seconds when equipped with the six-speed manual. The engine was derived from the 1.8L TFSI, but it includes Audi valvelift technology, which ueses sliding cam units mounted on the intake camshaft to allow for more valve lift variation to maximize performance and efficiency. The good news is that the frugal petrol motor will be available beginning this August for a respectable £28,760, but the bad news is that there is no word when the engine will be available Stateside. It will, however, be available in the A4 when it launches this fall.

RENNtech PKG2 boosts SLR 722 to 740hp

The Mercedes-Benz SLR McLaren may be on its way out, but that doesn't mean there can't be more horsepower extracted from the supercar. The original had 617hp. Then came the SLR 722, which despite its name had 650 horses underhood. The 722's American importer, RENNtech, addressed the perception gap with its first package, boosting output to an eponymous 722hp. Never satisfied to leave well enough alone, RENNtech has now released its second package for the SLR 722 that further boosts power to 740 thanks to a revised ECU and a freer-flowing exhaust system.

While RENNtech's PKG1 went for a solid $12,900 (come on, what's a lousy $13k on the price of such a supercar?), the new PKG2 costs a heftier $26,990, plus an extra $7,800 for the optional Signature 10-spoke 20-inch rims, which can be had in chrome, satin-ceramic or "sniper gray" finishes. The SLR won't be leaving without a final swan song.