2009 Yamaha VMax VMX17



2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17

2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17



2009 Yamaha VMax VMX17

The legend is re-born.

In '85 the original V-Max turned the motorcycle world on its ear. Our engineers took a big dose of the original "Mad Max" DNA then added a bunch of Yamaha's latest sport bike technologies like our chip controlled variable intake stacks, a new high tech fuel injection system and our famous fly by wire throttle. The result is stunning. The legendary sound, engine character and amazing acceleration are all part of the 2009 design but there is a twist. The new VMAX offers truly sporty handling, thanks to its new lightweight aluminium chassis and fully adjustable suspension. We even improved rider comfort. Scorched any pavement lately?

Rocket Science

The VMAX has always been the muscle bike to end all other muscle bikes. Commanding respect, triggering fear. Now, the all-new 2009 VMAX. Re-thought, reloaded, with a major chip on its shoulder. The 2009 Yamaha VMAX - We didn't just improve a legend; We started a whole new one.


1985: The birth of a legend
Back in the ’80s the big V8 muscle car was the undisputed boss on the strip in the USA, and in both the car and the bike drag race scene, the large-capacity engine was king. A quarter of a century ago, cubic capacity ruled – and Yamaha captured the true spirit of the time with the introduction of the awesome VMAX in 1985. With its massive 1,198cc V4, 4-stroke, 4-valve DOHC engine kicking out 140PS, this radically-styled muscle bike became an instant legend which established itself as the definitive cult-bike. With around 100,000 units sold during its production run that spanned three decades, the original VMAX made history by being included in the Guggenheim Museum’s ‘Art of the Motorcycle’ exhibition while still in production. There has never been anything to beat it…until now…

2008: The rebirth of a legend
During the late 90’s Yamaha’s VMAX project team started to work on the rebirth of a legend. The team understand just how special the original VMAX is to its owners – as well as those fans who admired the bike without ever riding one. The project team identified a set of four goals that would enable them to create a worthy successor to the legendary original model.

- Awesome acceleration feeling together with strong performance
- Distinctive, precise and sharp handling
- A sophisticated chassis with unique bodywork
- Compliant to EU3 regulations


With these main aims in mind, the development team have created an all-new powerful state-of-the-art 1,679cc V4 engine providing 200 PS and 166.8 Nm of torque combined with Yamaha’s finest and latest electronic engine control technology such as YCC-I and YCC-T. We’ve also created an all-new low-profile diamond-type frame, which uses the engine as a stressed member in order to deliver the right balance of rigidity, which makes for excellent straight line stability – together with precise and sharp levels of cornering. All packed in a head-turning and forceful appearance.

Owners of the original model – as well as newcomers to the VMAX world – can be sure that the new VMAX delivers an unforgettable combination of innovation and acceleration.

The new VMAX stays true to the philosophy of the genuine hot-rod. Imagine yourself gripping the drag bars and feeling the mega-wide 200/50 R18 rear tyre transfer all the V4’s incredible 200 PS and 166.8 Nm of throbbing torque to the ground – it’s got to the ultimate adrenaline ride. We are proud to say the VMAX is back!

Key Features USA Model: (Canadian Model Below)

All-New for 2009

- The long-awaited ultimate power cruiser delivers unmatched performance from its all-new 65-degree, four-valves-per-cylinder, 1679cc V4—plenty of eye-opening, controllable acceleration from a compact engine that looks as powerful as it is.

- Downdraft four-bore fuel injection with YCC-I intake technology and YCC-T fly-by-wire throttle provide awesome acceleration throughout the broad powerband.

- Lightweight aluminum chassis puts the engine low and forward for mass centralization, resulting in a machine designed to handle curves as well as straightaways.

- Borrowing liberally from advanced sportbike technology, VMAX features a slipper clutch, wave-style brake discs with ABS and Brembo® master cylinders and complete suspension adjustability front and rear.

Engine:

- A new-generation V4: The thunderous 1679cc, 65-degree, liquid-cooled, fuel-injected four-valves-per-cylinder, DOHC engine pumps out astonishing power to reinvent the VMAX legend.

- The sportbike-proven Yamaha Chip Controlled Intake (YCC-I) switches nearly instantaneously between 150mm and 54mm intake funnels as needed for a broad powerband that delivers optimum performance at any rpm.

- Yamaha Chip Controlled Throttle (YCC-T), the fly-by-wire system, delivers flawless response every time the rider twists the throttle.

- Engine combines four-valve technology with a high 11.3:1 compression ratio, forged aluminum pistons and NGK® Iridium spark plugs with R1-type direct ignition coils to extract maximum horsepower from the fuel charge.

- Cams are driven by a combined chain and gear system to precisely control valves while keeping cylinder heads remarkably compact for such a large displacement engine.

- Hydraulically activated clutch includes racetrack-proven ramp-type slipper clutch system that makes braking from speed while downshifting smoother.

- Five-speed transmission has superbly spaced gear ratios to take full advantage of the engine’s awesome power in straight-line acceleration or through the canyons.

- Delivering this power cruiser’s muscle to the street means a beefy shaft drive just like its predecessor. Special shaft design includes two cross joints to accommodate the fat 200/50 R18 rear tire.

- The high-performance engine is cooled by two radiators for efficiency and clean looks. Lubrication is via a simple, reliable wet sump system.

- Four-into-one-into-two-into-four exhaust system with EXUP (Exhaust Ultimate Power valve) delivers a broad, seamless powerband with the right VMAX look.

- The iconic VMAX aluminum intake covers are hand buffed by craftsmen for superb quality and individuality.


Chassis/Suspension:

- The newly designed chassis is light and compact, with a cast aluminum main frame, CF die-cast and extruded aluminum rear frame and cast aluminum swingarm. The result is superb rigidity balance for both hard acceleration off the line and corner carving.

- Cartridge-damper-type front forks have substantial 52mm inner tubes with oxidized titanium coating. Forks have both compression and rebound damping adjustability plus spring preload.

- Link-type Monocross® rear suspension has a piggyback reservoir and features compression and rebound clickers, plus remote preload adjustment.

- VMAX uses Brembo®-designed master cylinders, the front with radial pump and reserve tank. Large 320mm wave-style dual front discs are matched to radial-mounted mono block 6-piston calipers. On the rear wheel, there’s a 298mm disc, also wave design, and single-piston caliper. These high-tech brakes also incorporate three-position ABS.

- Tapered handlebar provides a muscular 1-1/8” diameter look at the triple clamp while using conventionally sized controls.

- Newly designed 18-inch radial tires, 120/70 R18 front and 200/50 R18 rear, are mounted on cast aluminum five-spoke wheels.

- For mass centralization that contributes to the bike’s lean looks, the 4 gallon (15-liter) fuel tank is mounted under the seat, with the filler under the rider’s backrest. Tank is constructed of fluorinated polyethylene with superb permeability resistance.


Additional Features:

- The Electronic Control Unit (ECU) uses three microprocessors to control fuel injection, ignition, YCC-T, YCC-I, meters and other electrical components.

- The instrument panel includes an analog, step-motor driven tachometer and digital speedometer with LED indicator lights. Prominent LED shift timing indicator adds to the performance character of the new VMAX.

- Organic electro luminescence multi-function display provides a more precise display vs. LCD and includes clock, fuel meter, trip meter with fuel reserve trip meter, transmission gear position, coolant temperature, stopwatch and more.

- Distinctive key design reinforces the unique character of this new VMAX.
H4 60/55W headlight provides excellent visibility and distinctive style, while the trick-looking LED taillight is light, bright and highly efficient.

- Rare earth magnet AC magneto puts out a robust 420W at 5000 rpm.


2009 Yamaha VMax VMX17 - USA Specifications
MSRP* $17,990 (Intense Black) Available from November 2008


Engine
Type 1679cc liquid-cooled 65° V-4, DOHC, 4 valves/cylinder

Bore x Stroke 90.0mm x 66.0mm

Compression Ratio 11.3:1

Fuel Delivery Fuel Injection with YCC-T and YCC-I

Ignition TCI

Transmission 5-speed, multiplate slipper clutch

Final Drive Shaft


Chassis
Suspension/Front 52mm telescopic cartridge fork w/oxidized titanium coating. Fully adjustable preload, compression and rebound; 4.7 in travel

Suspension/Rear Single shock w/remote reservoir and remote adjustable for preload, compression and rebound

Brakes/Front Dual 320mm wave-type discs; radial mount 6-piston calipers, Brembo® radial pump master cylinder

Brakes/Rear 298mm wave-type disc, single-piston caliper and Brembo® master cylinder

Tires/Front Bridgestone® Radial 120/70-R18 59V

Tires/Rear Bridgestone® Radial 200/50-R18 76V


Dimensions
Length 94.3 in

Width 32.3 in

Height 46.8 in

Seat Height 30.5 in

Wheelbase 66.9 in

Rake (Caster Angle) 31.0 in

Fuel Capacity 4.0 gal

Wet Weight 683 lb / 685 lb (CA model)


Other
Warranty 2 Year (Limited Factory Warranty) with Priority Delivery Program

Key Features Canada Model:

Engine:

All-new liquid-cooled, 1,679cc, DOHC, 16-valve, 65°, V-4 engine has no equal in its class. This new engine is more compact front to back allowing the engineers to place the engine in the "sweet spot" of the frame.

DOHC 4-valve "pent roof" cylinder head design provides optimum breathing efficiency for incredible engine performance. Valve actuation is via under bucket shims. Compression ratio is 11.3:1.

Steel valves are used for excellent durability. Intake valves are 34mm in diameter with a 14-degree valve angle while exhaust valves are 30mm with a 15 degree valve angle.

New "combination" chain and gear camshaft drive system is utilized. With this system, only the intake cams are driven by a chain (attached to the crank), the exhaust cams are driven by a gear drive off the intake cams. This design allows for more compact cylinder heads since the distance or "pitch" between the camshafts can be reduced.

Newly designed high-performance camshafts provide incredible engine performance. Centrifugal decompression device on the exhaust cam means fast, easy starting.

Automatic hydraulic cam chain tensioners reduce engine mechanical noise.

Lightweight, forged, aluminium short skirt pistons help provide fast throttle response, reduced vibration and provide excellent durability.

Connecting rods are carburized and use a nutless design. The lower end "cap" of the rod is made from the same piece of material as the upper portion; this design is known as "fracture splitting". This design aids in establishing true big end roundness, greater precision in con rod dimensions and are extremely durable.

New design 180-degree crankshaft is utilized.

Gear-driven engine counter balancer shaft is used to reduce vibration and maximize rider comfort. The balance ratio is 50% to allow some pulse feel. Since the crank design is 180 degrees, there is also some inherent natural balancing effect as well.

Twin radiator design features a curved upper rad and lower flat rad for maximum cooling efficiency. Each rad has its own cooling fan.

An oil-to-coolant heat exchanger type oil cooler maintains stable lubricant temperatures for increased performance and extended engine life.

Wet sump oil lubrication system is used and features a spin-on cartridge-type oil filter.

Mikuni fuel injection system uses four 48mm throttle bodies fitted with T.P.S. (Throttle Position Sensor) and numerous other sensors. An oxygen sensor has been fitted into the exhaust making this a "closed loop" type FI system. The benefits include excellent throttle response, great fuel economy, reduced emissions, stable idling and no choke to fuss with during start up. The closed loop design means the system is constantly monitoring the fuel / air mixture and adjusting it as required for maximum performance plus reduced emissions.

Denso 12-hole injectors are used for excellent fuel atomization for maximum power and response across the entire rev range.

The VMAX utilizes a lightweight main Electronic Control Unit (ECU) that in fact comprises 3 ECUs in total. The main 32-bit ECU controls the ignition and fuel injection process, while a 2nd and 3rd integral ECU controls the YCC-T & YCC-I. This "combined" ECU design reduces weight.

YCC-I or Yamaha's Chip Controlled Intake means the intake funnels / stacks vary in length (between 2 positions) depending on engine rpm. An electronic servo motor varies the funnel length from 150mm (for low to mid rpms) to the short setting of 54mm for high rpm. The transition or switching rpm between the 2 lengths is 6,650 rpms. The revolutionary YCC-I provides the best of both worlds, solid low rpm torque and power combined with an amazing high rpm rush. It takes only 0.3 of a second for the funnels to move from the tall to the short position.

Yamaha Chip Controlled Throttle (YCC-T) electronically controls the throttle valves for outstanding response and improved controllability at all rpms. This system features twin Throttle Position Sensors (TPS) and a D.C. motor driving the throttle valves. The YCC-T is used to provide even more control of the intake air volume for smoother torque character. The rider can "mechanically close" the throttles by simply closing the throttle twist grip.

Large capacity airbox uses a viscous-type paper air filter.

Air Induction System (AIS) injects fresh air into the exhaust port area to fully combust any un-burnt fuel, reducing harmful HC and CO emissions for a cleaner environment.

4-into-1-into-2 into-4 exhaust system is used. Not only does it make a serious styling statement but also provides excellent performance and reduced emissions thanks to a 3-way honeycomb catalytic converter in the under engine "muffler box". It also features Yamaha's patented Exhaust Ultimate Power Valve (EXUP). This system monitors engine rpm and adjusts exhaust flow (via the EXUP valve) for maximum performance at all rpms with no "flat spots". This system helps to improve torque, optimize fuel economy and reduce emissions too.

New crankcase design incorporates the cylinders into the upper half of the cases for reduced weight. Ceramic composite cylinder "bores" are a "liner-less" design with the ceramic coating sprayed directly on the aluminium block to ensure great heat dissipation for consistent power delivery, reduced friction and reduced weight.

Open deck type cylinder sleeves are used for maximum cooling efficiency.

Lightweight magnesium alloy crankcase covers are used.

Hydraulically activated, ramp-type slipper clutch featuring 10 friction plates is used to deliver consistent clutch performance with a light lever pull and minimal maintenance. A slipper or back limiter clutch assembly reduces rear wheel hop when making hard downshifts or under hard braking. The clutch master cylinder is a Nissin design using a 14mm piston. The clutch lever offers 4 positions of adjustability.

5-speed transmission features optimized gear ratios for maximum acceleration and performance. 5th gear is an overdrive gear to reduce engine rpm at highway speeds for a comfortable ride.

Clean, quiet, smooth low-maintenance shaft drive is used. This system features dual "U" joints to accommodate the extra wide rear tire.

Compact rear shaft drive gearcase assembly reduces weight and improves styling.

Functional hand finished aluminium intake covers highlight Yamaha's quality and attention to detail.

ACM magneto produces 420 watts of power at 5,000 rpms.

High-performance direct ignition coils (ignition coil is built into the spark plug cap) reduce weight while iridium spark plugs and high-output magneto deliver increased spark energy.

Chassis/Suspension

Lightweight cast aluminium frame has been designed to offer an optimized rigidity balance to maximize handling performance. This frame is very rigid or stiff at the head pipe, engine mounts and swingarm pivot point. In other areas, material is less rigid in order to allow for "tuned flex".

Extra-long, lightweight cast aluminium swingarm provides great torsional rigidity for excellent handling and manoeuverability. The distance between the swingarm pivot and the rear axle has been optimized (662.5mm) for great rear wheel traction. Threaded holes for racing type stand are provided.

Detachable C.F. die cast aluminium and extruded aluminium rear sub frame means easier maintenance access (and a less costly repair if the unit is "looped out").

Huge fully adjustable, conventional cartridge-type 52mm front fork features 120mm (4.7") of road-smoothing wheel travel. The inner types feature a oxide titanium coating to reduce friction and wear. The adjustable design allows the rider to tailor suspension settings to match rider's weight and road conditions to maximize handling and suspension performance. There is 6-way spring preload adjustability plus 20-way compression damping and 25-way rebound damping adjustability.

Lightweight triple clamps. The upper is made of cast aluminium while the lower clamp is forged aluminium. Fork pitch is 225mm while offset is 30mm.

Link Monocross rear suspension utilizes a fully adjustable remote reservoir rear shock. Rear wheel travel is 110mm (4.3"). Adjustments include 11 clicks / steps of spring preload adjustability (via easy-access remote adjuster), 12-way compression damping and 20-way rebound damping adjustability.

15-litre fluorinated polyethylene fuel tank is mounted below the rider's seat and therefore helps maintain a low centre of gravity plus mass centralization. It also provides space for the large capacity airbox. The fluorination treatment reduces the "permeation" of fuel vapours (hydrocarbons) into the atmosphere. The electric fuel pump is housed inside the tank. The low fuel warning light will illuminate with approx. 4.2 litres of fuel remaining.

Dual floating 320mm wave-style front rotors are squeezed by radial mount, monoblock 6-piston calipers. The result is incredible braking performance with excellent control and lever feedback. The master cylinder is a Brembo radial pump master cylinder with a 16mm piston, a direct GP race innovation. The lever is adjustable for various hand sizes.

298mm wave-style rear disc is squeezed by a single-piston slide-type caliper utilizing sintered metal pads and a 14mm Brembo master. The caliper is mounted below the swingram to maintain a handling enhancing low centre of gravity.

Anti-lock braking system features Yamaha's latest ABS system, very similar to that found on the '08 FJR1300. The linear controlled 3-position ABS system features an ECU with an integrated compact hydraulic unit built into the ECU plus active type wheel sensors with magnetic rotors. The benefit is reduced weight, excellent mass centralization and better lever feedback feeling when the system is operating. The main benefit of ABS is excellent control under hard braking or braking on wet or slippery surfaces since the ABS system helps to prevents wheel lock-up.

Rugged yet lightweight cast aluminium 5-spoke mag wheels front and rear. The wheels utilize hollow "spokes" to reduce unsprung weight for superior handling. Front rim size is a 3.50 x 18 fitted with a tubeless 120/70R18 radial tire, while the rear is 6.00 x 18 fitted with a wide tubeless 200/50R18 radial tire.

Conventional tapered 1?" diameter low rise steel handlebar.

Cool multi-function handlebar mounted meter includes analog tachometer and digital speedo plus an adjustable shift light and a variety of warning lights. A second multi-function display panel is located on top of the "fuel tank" (actually it is the airbox cover). Readouts on this panel include fuel gauge, fuel consumption display, odometer, dual tripmeters, clock, coolant temp, gear indicator, throttle valve opening, intake air temp, stop watch and fuel reserve tripmeter. This panel uses a highly visible 256 x 64 dot matrix "Organic Electro Luminescence display". Brightness is adjustable.

Details

Bright, H4 60/55-watt, halogen headlight

Eye-catching LED tail light also means it uses less electrical power too.

Immobilizer ignition system is designed to reduce the possibility of "ride-away" theft. This system must recognize the "coded ignition key" in order for the unit to start. If the immobilizer ignition does not recognize the key (or a screwdriver or other type of "jimmy tool") the bike will not start even if the ignition is turned or forced into the on position. If the system does not recognize the coded chip in the ignition key, it will not allow the ignition system, fuel pump or starter motor to function.

High-performance, long-life Iridium spark plugs

Lightweight forged aluminium shift lever and rear brake pedal

Low-fuel warning light

Low maintenance, lightweight, sealed battery

All new stylish key with special key case holder

Lean angle engine kill switch prevents unit from running if it is on its side to avoid engine damage.

IMPORTANT NOTE: The VMAX offers a significant level of power and performance. It is not intended for novice or inexperienced riders.


2009 Yamaha VMax VMX17 - Candian Specifications
MSRP: C$21,999

Engine Liquid-cooled, DOHC, 4-valve, 65 degree V-4
Displacement 1679cc
Bore and Stroke 90 x 66mm
Compression Ratio 11.3:1
Maximum Torque 17 kg-m (123 ft-lb) @ 6,500 rpm
Fuel Delivery Mikuni 48mm fuel injection (4)
Lubrication Wet sump
Ignition TCI / Electric Start
Transmission 5-speed (with slipper clutch)
Drive Train Shaft


Suspension (Front) Fully adjustable 52mm cartridge fork, 120mm (4.7") travel
Suspension (Rear) Fully adjustable Link Monocross, 110mm (4.3") travel
Brakes (Front) Dual 320mm discs
Brakes (Rear) 298mm disc
Tires (Front) 120/70R18
Tires (Rear) 200/50R18


Length 2395mm (94.3")
Width 820mm (32.3")
Height 1,190mm (46.9")
Wheelbase 1,700 mm (66.9")
Rake / Trail 31° / 148mm (5.8")
Ground Clearance 140mm (5.5")
Seat Height 775mm (30.5")
Fuel Capacity 15 litres
Wet Weight 310 kg (683 lb)
Colour(s) Metallic Black

2009 BMW G650X Country



2009 BMW G650X Country
2009 BMW G650X Country

2009 BMW G650X Country
2009 BMW G650X Country

• 2009 BMW G650X Country

2009 BMW G650X Country

See a Road. Eat a Road.

The most versatile member of BMW Motorrad's fresh new G series line up, the G 650 Xcountry is the classic scrambler concept topped off with a few modern features unique to BMW, like a zippy 53 hp single cylinder engine, and a high performance lightweight design. With a round head lamp, round side panels and black, anodized wheels, the look of the Xcountry is edgy and totally striking. Add Marzocchi telescopic forks and Magura aluminum handlebars and you can attack any road you want, from dusty gravel tracks to asphalt sweepers. On-road or off-road, the Xcountry is one scrambler that's will have your heart revving as fast as your tachometer.

Refined, generous chassis components surround a high-performance single-cylinder engine which has what it takes. Reliable, powerful and thanks to Euro 3 catalytic converter and state-of-the-art engine management with the very lowest fuel consumption and exhaust emission levels: this bike will put many larger machines behind it. And that applies to asphalt and off-road. The BMW G650X Country is a genuine scrambler. As well as being a BMW through and through: high-quality, durable, suitable for everyday use, with long maintenance intervals and the reliability which distinguishes the brand. The best of both worlds makes this BMW G650X Country unique.

All eyes are on you as you race away from the lights. Not for long though – you’ve soon disappeared into the distance. But the rider who’s got it all can afford to be generous, so why not cruise round the block again, and give them another look at what they’re missing?

The G 650 Xcountry is an all-purpose, go-anywhere bike for the 21st century. Compact, lightweight and responsive, it’s a star performer on any kind of road, while the optional BMW Motorrad ABS ensures it’s just as impressive stopping as starting.


Standard Equipment:
White Turn Indicators

Available Equipment:
ABS Brakes

2009 BMW G650X Country - Specifications
MSRP: $7,500

Engine
Type Liquid-cooled single-cylinder
Displacement 652 cc
Bore X Stroke 100.0 mm x 83.0 mm
Horsepower 53 bhp @ 7000 rpm
Torque 44 lb/ft @ 5250 rpm
Valve Gear DOHC, chain-driven with bucket tappets
No of cylinders N/A
Compression Ratio 11.5 :1
Engine Management BMW Motor Controller - Compact (BMS-C II)
Valves per Cylinder Four
Valves 2 x 36 mm intake / 2 x 31 mm exhaust
Fuel Tank HDPE, internal pump and external filter
Alternator W 280 Watts @ 14 Volts
Battery V/AH 12 Volts 10 Amps/hour maintenance-free
Engine Summary N/A

Drivetrain
Clutch Multiple plate in oil bath
Gear Box N/A
Primary Transmission 1:1.946
Gear Ratios I: 2.75:1
II: 1.75:1
III: 1.31:1
IV: 1.05:1
V: 0.84:1
VI: N/A

Final Drive System Chain
Final Drive Ratio 2.937:1

Frame & Suspension

Frame Steel bridge tubular frame
Front wheel suspension UPSD fork 45 mm
Rear wheel suspension Aluminum two unit cast swing arm, air damping
Spring Travel front/rear 9.4 inches / 8.3 inches
Ground Clearance N/A
Handlebar center point angle N/A

Brakes
Brake System Front and rear disc with optional ABS
Front Brakes One two piston caliper
Front Rotor 11.8 inch fixed rotor
Rear Brakes One, single-piston floating caliper
Rear Rotor 9.5 inch fixed rotor
Actuation Hydraulic, DOT 4 fluid type

Wheels & Tires
Front Wheel 2.50 x 19 wire-spoke
Rear Wheel 3.00 x 17 wire-spoke
Front Tire 100/90 x 19 tube-type
Rear Tire 130/80 x 17 tube-type

Dimensions
Overall Length 86.0 inches
Overall Width 35.7 inches
Wheelbase 59.0 inches
Seat height 33.1 inches
Weight - Dry 326 lbs.
Max permissible weight 739 lbs.
Fuel Capacity 2.5 U.S. gallons including one gallon reserve

Standard Equipment
LED Tail Light $N/C
Chain Rear Wheel Drive $N/C
Clear Turn Signal Lenses $N/C
(from Feb. 07 based on LED technology) $N/C
Closed Loop Catalytic Converter $N/C
Conified Aluminum Handlebar $N/C
Digital Engine Management (BMS C II) $N/C
with Twin Spark Ignition $N/C
Fuel Tank Located Under Seat $N/C
Redesigned Single Cylinder Engine (53 hp) $N/C
Removable License Plate Holder $N/C
Spoke Wheels $N/C
Complete Stainless Steel Exhaust System $N/C
Up Side Down Front Fork (45 mm) $N/C
Available Equipment
ABS $890.00

2009 BMW G650X Country - Canada Specifications
MSRP*: $8,200.00

Engine
Type Water-cooled 4-stroke, single-cylinder engine, four valves, twin overhead camshaft, dry sump
lubrication
Bore x stroke 100 mm x 83 mm
Capacity 652 cm3
Output 53 hp (39 kW) at 7,000 rpm
Max. torque 60 Nm at 5,250 rpm
Compression ratio 11.5:1
Fuel/engine management Electronic intake pipe injection/BMW
engine management, twin-spark ignition
Emission control Regulated 3-way catalytic converter, compliant with EU3 emissions standard

Performance/fuel consumption
Maximum speed 170 km/h
Fuel consumption – 100 km
at a constant 90 km/h 3.4 litres
Fuel consumption – 100 km
at a constant 120 km/h 4.8 litres
Fuel type Premium unleaded, minimum 95 octane (RON)

Electrics
Alternator 280-W generator
Battery 12 V/10 Ah, maintenance-free

Transmission
Clutch Multidisc clutch in oil bath, mechanically operated
Gears Synchromesh 5-speed gearbox, built into engine housing
Drive Endless O-ring chain

Chassis/brakes
Frame Bridge-type steel tube frame with bolted die-cast aluminium side sections and aluminium rear frame
Suspension, front Upside-down telescopic fork, 45-mm diameter
Suspension, rear Die-cast aluminium twin swinging arm; height-adjustable hydraulic strut, manually adjustable spring pre-load and rear damping
Travel front/rear 240 mm/210 mm
Wheelbase (unladen as per DIN standard) 1,498 mm
Castor (unladen as per DIN standard) 116 mm
Steering head angle (unladen as per DIN standard) 61.5°
Wheels Wire spoke wheels
Rim dimensions, front 2.50 x 19”
Rim dimensions, rear 3.00 x 17”
Tyre, front 100/90 S 19
Tyre, rear 130/80 S 17
Brakes, front Single disc brake, 300-mm diameter, double-piston . oating caliper
Brakes, rear Single disc brake, 240-mm diameter, single-piston . oating caliper
ABS BMW Motorrad ABS (disconnectable) available as an option

Dimensions/weight
Seat height, unladen 840 – 870 mm
Rider step length, unladen 1,880 –1,940 mm
Unladen weight, fully fuelled/road-ready* 160 kg
Dry weight** 148 kg
Max. permitted weight 335 kg
Max load (with standard equipment) 175 kg
Usable tank volume 9.5 litres
Of which reserve 2.0 litres
Length 2,185 mm
Height (not inc. mirrors) 1,205 mm
Width (inc. mirrors) 907 mm
Relevant . gures refer to the DIN standard de. nition of an unladen bike.
* As de. ned in EU directive 93/93/EEC, . lled with all operating . uids, fuelled to at least
90% of usable tank capacity.
** Unladen weight without operating . uids.

2009 Suzuki V-Strom 650 ABS (DL650A)



2009 Suzuki V-Strom 650 ABS (DL650A)
2009 Suzuki V-Strom 650 ABS (DL650A)


• 2009 Suzuki V-Strom 650 ABS (DL650A)

2009 Suzuki V-Strom 650 ABS (DL650A)

If you're looking for adventure, here's the machine to help you find it - the V-Strom 650. It combines the versatile performance of the V-Strom 1000 with exciting middleweight agility. Now available with the added safety and piece of mind of Suzuki's Antilock Braking System (ABS)


With its height-adjustable aerodynamic windshield and spacious riding position, the V-Strom 650 is designed for smooth, comfortable performance on the highway. In addition, it has an extra-large fuel tank for extended riding. It's equally at home around town, thanks to its low seat height, light weight and overall crisp handling. And the V-Strom's V-twin engine adds excitement to every ride, offering a wide powerband and strong acceleration in every gear.


What really sets the V-Strom apart from other street bikes, of course, is its unmatched versatility. Its lightweight, agile handling inspires confidence, while its smooth suspension front and rear performs exceptionally well in almost any situation.


It's time to get in on the adventure - with the Suzuki V-Strom 650.


Key Features:
Available with Anti-Lock Braking System (ABS) for optimum braking performance

Engine Features
SV650-based 645cc 90 degree V-twin, DOHC 8-valve, liquid-cooled engine with dual-spark plug heads for improved combustion and reduced emissions

Electronic fuel injection features the Suzuki Dual Throttle Valve System (SDTV) - maintains optimum air velocity in the intake tract for smooth low-to-mid rpm throttle response

Auto Fast Idling System (AFIS), automatically sets throttle valve opening during cold engine starts by monitoring coolant temperature

Digital ignition system provides optimum ignition timing with separate maps for each cylinder

Lightweight shim-under-bucket valve system operates 31mm intake and 25.5mm exhaust valves, plus valve timing with emphasis on low-rpm power

SCEM (Suzuki Composite Electro-chemical Material) plated cylinders minimize cylinder size and improve heat dissipation

Smooth shifting 6-speed transmission with cable operated clutch - final drive ratio lowered from SV650 for improved low rpm performance

High-efficiency liquid cooling system for optimum engine operating temperature - includes compact oil cooler

Plastic outer clutch cover and engine sprocket cover for reduced weight and noise

High-mounted stainless steel exhaust system with aluminum muffler tuned to enhance engine torque and low-to-midrange performance

PAIR - air injection system reduces CO and HC emissions - California model equipped with catalyst in exhaust to further reduce emissions

Chassis Features
Black-painted frame and swingarm for stylish appearance

Slim and compact front fairing for maximum wind protection, plus large comfortable seat - fairing includes large multi-reflector 60/55W headlights

Height-adjustable windshield for maximum wind protection and comfort - can be manually adjusted to three positions in a 50mm vertical range

Compact step-motor speedometer and tachometer with LED illumination, plus LCD display for twin tripmeters, odometer temperature gauge, fuel gauge and digital clock

Large rear luggage rack with rubber-padded platform to help keep bags and luggage in place

Aluminum twin-spar frame and aluminum swingarm are lightweight, compact and rigid - bolt-on sub-frame simplifies maintenance

Preload-adjustable 43mm front fork for a comfortable ride under all riding conditions

Link-type rear suspension features a single shock absorber with adjustable rebound damping and a knob-operated hydraulic preload adjuster for easy adjustment

Dual front disc brakes with large 310mm rotors and twin-piston calipers, plus single-disc rear brake with 260mm rotor and single-piston caliper

Lightweight cast aluminum wheels - F: 2.50 x 19 with 110/80R-19 radial tire, R: 4.0 x 17 with 150/70R-17 rear tire

Large 5.8 gallon fuel tank for long-range operation




2009 Suzuki V-Strom 650 ABS (DL650A) - USA Specifications
Model Number DL650AK9
Type DualSport
Warranty 12 month unlimited mileage limited warranty.

Suggested Retail $7499
SEP $484
Engine 4-stroke, liquid-cooled, DOHC, 90° V-twin
Bore & Stroke 81.0 mm (3.189 in) x 62.6 mm (2.465 in)
Compression Ratio 11.5 : 1
Fuel System Fuel injection
Lubrication Wet sump
Ignition Electronic ignition (Transistorized)
Starter Electric
Transmission 6-speed constant mesh
Final Drive D.I.D 525V8, 118 links
Overall Length 2290 mm (90.2 in)
Overall Width 840 mm (33.1 in)
Overall Height 1390 mm (54.7 in)
Seat Height 820 mm (32.3 in)
Ground Clearance 165 mm (6.5 in)
Wheelbase 1555 mm (61.2 in)
Dry Weight 220 kg (485 lbs)
Suspension Front Telescopic, coil spring, oil damped
Suspension Rear Link type, coil spring, oil damped
Brakes Front Disc brake, twin
Brakes Rear Disc brake
Tires Front 110/80 R19 M/C 59H, tubeless
Tires Rear 150/70 R17 M/C 69H, tubeless
Fuel Tank Capacity 22 L (5.8/4.8 US/Imp gal)
Color Gray

2009 Kawasaki Ninja ZX-14 Monster Energy



2009 Kawasaki Ninja ZX-14 Monster Energy
2009 Kawasaki Ninja ZX-14 Monster Energy


• 2009 Kawasaki Ninja ZX-14 Monster Energy

2009 Kawasaki Ninja ZX-14 Monster Energy

Ultimate Ninja® Superbike Adds Ominous Looks to Its Repertoire

For riders looking to shock and awe their rivals, the sinister looking special edition Kawasaki Ninja® ZX™-14 Monster Energy® is the sportbike of choice. Dressed in all black, it promises a cranked-up heart rate for anyone with a pulse, thanks to the black bodywork, frame and pinstriped wheels, highlighted by an aggressive Monster Energy graphics package.

The Monster Energy ZX-14 is a testament to effective engineering. Its engine and exhaust system permit it to comply with strict Euro-III emissions and tightening noise regulations. However, the ZX-14’s low-end torque, mid-range surge and its legendary Ninja peak power place it at the top of the sportbike food chain.

Secondary air ports in the cylinder head and its cover flow clean air into the exhaust system and boost the efficiency of the three honeycomb catalyzers employed in the exhaust system. These devices combined with a wide dispersal of atomized fuel from the fine-atomizing fuel injectors and optimized flow characteristics through the intakes, allow the ZX-14’s 1352cc engine to offer strong performance, yet still meet the toughest motorcycle emissions regulations.

The ZX-14 meets noise standards, by producing a minimum of internal mechanical noise, in lieu of using a more-restrictive exhaust system. A special piston profile and a urethane insulation sheet on the inside of the magnesium chain cover help quiet the engine and permit a freer flowing exhaust for greater power.

The ZX-14’s chassis design is every bit the equal of its power plant. Using an advanced version of Kawasaki’s unique aluminum monocoque design, its frame is lightweight and very strong. Die cast aluminum sections on the main frame make for lighter parts, keeping the weight down even more on the slim and compact frame.

The narrow engine, monocoque frame, and fuel tank provide a slim rider interface and a relaxed sport riding position. It is compact without being cramped, with its easy-to-reach bar position, low-set footpegs for ample legroom and a low seat height and narrow seat front to easily plant both feet on the ground when stopped. Comfort levels are high enough to cause riders to think they’re on a dedicated sport tourer – until the ZX-14’s throttle is twisted. When that happens, all confusion disappears, like so many competitors in the rear view mirrors.

Underneath its chilling exterior are the winning traits riders have come to expect from a ZX-14 – massive torque, effortless power, agile handling and comfortable ergonomics – reflected in the 1352cc Ninja’s sizeable collection of open class sportbike victories.

The all black Monster Energy package adds to the ZX-14’s already stunning, smooth, flowing appearance from front to rear. Quadruple projector beam headlights adorn the ZX-14’s front. The turn signals are cleanly integrated into the fairing and rear cowl with a unique “V” design LED tail lamp capping off the sleek aerodynamics that reinforces Kawasaki’s aircraft heritage.
Authentic Kawasaki Accessories are available through Kawasaki dealers.





Features
Monster Energy Edition
- Special Monster Energy graphics
- Special black wheels with green pinstripes
- All-new special black plastic bodywork compliments the Monster Energy graphics

1,352cc Four-Cylinder, DOHC Engine
- Tuned to provide smooth power across a very wide rev range, while producing impressive horsepower numbers
- Chrome composite plated aluminum cylinder bores are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability at high power outputs
- Carefully planned engine design is compact and narrow
- Low mechanical noise via special piston profile and urethane insulation sheet on the inside of the magnesium chain cover-

Exhaust
- Airflow into the exhaust from the large secondary air ports in the cylinder head and head cover, plus a third honeycomb catalyzer in the collector help meet strict Euro III emissions standards
- Internal silencer construction minimizes impact of emissions regulations while maintaining impressive top-end power
- Exhaust connecting tube entrances are designed to enhance low rpm torque characteristics

Gear-Driven Dual Engine Balancers
- Already in perfect primary balance, dual secondary balancers virtually eliminate unwanted vibrations for extremely smooth engine operation and reduced rider fatigue

Ram Air Induction
- Central ram air duct draws the cooler, higher-pressure air from the face of the fairing and efficiently guides it through the air cleaner and into the engine for maximum power output

Digital Fuel Injection
- 44mm Mikuni throttle bodies are fitted with sub-throttle valves, controlled by the ECU to provide precise response, make DFI® performance smoother, and help meet Euro III emission requirements
- Intake porting optimizes flow characteristics
- Injectors deliver lateral spray at a 20 degree angle to disperse the finely-atomized fuel over a wider area
- Fine-atomizing injectors produce 75ยต droplet size
- 32-bit ECU works with dual throttle valve system to further enhance throttle response and control

Digital Ignition
- Digital Timing Advance enhances low-and mid-range power
- Individual spark plug-mounted ignition coils fire each of the four sparkplugs independently to achieve the optimum timing for that cylinder at that instant
- ECU includes an idle speed control system for easier starting and warm-up

Radial Pump Clutch Master Cylinder
- Hydraulic clutch features a radial-pump clutch master cylinder for smooth and precise clutch engagement and feel


Next-Generation Monocoque Aluminum Frame
- Lightweight, monocoque frame is a hollow aluminum box that arches over the engine from the steering head to the swing arm pivot. It is narrow, strong, rigid and very light
- Frame’s cast aluminum sections - steering head and swing arm pivot areas – are produced with a die casting process for further weight savings
- Rigidly mounted engine is a stressed frame member, which increases the frame’s torsional rigidity and saves approximately four pounds
- Engine positioned forward in the frame, with the wheelbase and front/rear weight balance carefully designed to achieve high-speed stability and responsive handling
- Massive head pipe casting contributes to frame rigidity
- Frame houses the air box and air filter in a space-saving design that simplifies air cleaner maintenance
- Battery is also housed within the frame and has simple access through the back side of the frame

Suspension
- Inverted 43mm cartridge type front fork utilizes damping rates that offer stiff initial action to resist front-end dive when braking
- Stepless damping adjustment improves suspension performance
- Excellent control and feedback from fully adjustable bottom-link Uni-Trak® rear suspension
- Linkage rates provide linear suspension action
- Bottom-link design concentrates helps create a lower center of gravity, which makes the motorcycle more nimble
- Wheel rim center ribs are slightly offset so tire balance weights can be located precisely along the wheel’s centerline

Radial Mounted Petal Front Disc Brakes
- Radial mounted four-piston front brake calipers offer greater rigidity than traditional caliper mounting, to improve brake feel
- A separate brake pad is used for each piston. Individual pads provide increased cooling efficiency and can absorb more heat without deforming, so they maintain a consistent brake feel longer
- Petal design brake discs provide better cooling and warp resistance
- Radial-pump front brake master cylinder improves brake performance and lever feel

Wind Tunnel-Designed Bodywork
- Monocoque frame goes over the engine so the sleek fairing is uninterrupted by protruding frame spars, adding to the extremely long and low styling
- Both the front and rear turn signals are integrated into the bodywork and have clear lenses to enhance the appearance
- Quadruple projector beam headlights give the ZX-14 a distinctive front fairing. The outer lights contain position lamps and the high beams, while the low beams are in the center lamps
- Lightweight Denso radiator with high-density cores provides maximum cooling efficiency

Full Instrumentation
- White faced dual analog speedometer and tachometer are easy to read
- Multi-function LCD digital display includes an odometer, two trip meters, fuel gauge, gear position indicator and a clock
- Programmable shift indicator lamp illuminates at pre-set rpm to signal rider upshift
- Programmable clutch engagement lamp illuminates at pre-set rpm to signal the rider to engage the clutch
- Controller Area Network (CAN) interface between the gauges uses fewer wires yet allows a greater volume of information, such as estimated fuel mileage, to be exchanged




2009 Kawasaki Ninja ZX-14 Monster Energy - USA Specifications
Engine: Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four
Displacement: 1,352cc
Bore x stroke: 84.0 x 61.0mm
Maximum torque: 154 N/m {15.7 kgf/m} 113.6 lb-ft @ 7,500 rpm
Compression ratio: 12.0:1
Fuel system: DFI® with four 44mm Mikuni throttle bodies
Ignition: TCBI with Digital Advance
Transmission: Six speed
Final drive: X-Ring chain
Rake / trail: 23 degrees / 94 mm
Front Tire: 120/70 ZR17
Rear Tire: 190/50 ZR17
Wheelbase: 57.5 in.
Front suspension / wheel travel: 43mm inverted cartridge fork with adjustable preload, 13-way compression and 11-way rebound damping adjustment / 4.6 in.
Rear suspension / wheel travel: Bottom-Link Uni-Trak® and gas-charged shock with adjustable preload, stepless rebound and compression damping adjustments, adjustable ride height / 4.8 in.
Front Brakes: Dual semi-floating 310 mm petal discs with dual radial-mounted four-piston calipers
Rear Brakes: Single 250mm petal disc with twin-piston caliper
Overall length: 85.4 in.
Overall width: 29.9 in.
Overall height: 46.1 in.
Ground clearance: 4.9 in.
Seat height: 31.5 in.
Curb weight: 566.7 lbs.
Fuel capacity: 5.8 gal.
Color: Metallic Diablo Black with Monster Energy® graphics
MSRP: $12,399
Warranty: 12 Months
Wholesale distributor: Kawasaki Motors Corp., U.S.A.
9950 Jeronimo Road
Irvine, California 92618
(949) 770-0400
www.kawasaki.com

2009 Roehr 1250SC riding impression



The best sportsbike ever made in America? That would be the Roehr 1250SC!

When it’s launched in November this year, the US$50,000 Roehr 1250SC is likely to be the quickest, fastest, most exotic superbike from the US yet. With its supercharged, liquid-cooled, 60-degree, 8-valve v-twin producing a claimed 168 horsepower at the rear wheel, and the bike weighing in at 196 kilos dry, the 1250SC’ performance is likely to be a bit special.

Kevin Duke, at Motorcycle.com, recently tested the Roehr 1250SC. Here are some excerpts from what he has to say about the bike:

The Roehr is powered by the ‘Revolution’ v-twin from Harley-Davidson’s V-Rod lineup [and] a belt-driven Rotrex supercharger is the key to big power from this engine.

Mounted under the faux fuel tank and driven by a toothed belt, the Rotrex supercharger weighs just 3kg. It basically operates like a belt-driven turbocharger, but pumps the intake system with pressurized air that rises proportionally to engine speed. During idle, cruise and deceleration, a bypass valve recirculates unneeded air into the compressor, reducing parasitic drag and allowing the engine to function in its normally aspirated form. It’s a brilliant system, and operates as advertised.

The Rotrex unit supplies a very linear surge of power throughout its powerband, before running into a 9100rpm rev limit. Oddly for a bike with this much power, there are no steps in the powerband that create the palpable surge of output like a normally aspirated engine.

As such, winding out the 1250SC through the gears wasn’t as viscerally exciting as expected. However, watching the V-Rod-sourced speedometer speedily ratchet upward left little doubt about this engine’s efficacy. Dual underseat Akrapovic mufflers have quieting inserts to keep the big twin’s bellow relatively modest, while the supercharger whistles away almost imperceptibly.

Response from the stock V-Rod fuel injectors was glitch-free everywhere except for a slight kink when dialing on throttle from a closed position. But once the right grip is twisted open, you’d best be prepared for a never-ending blast of grunt that sweeps through its five-speed gearbox like nothing else on wheels.

There is plenty to like here. First off, it’s simply gorgeous, and I think it should assume the title of most dazzling American motorcycle ever to wear a fairing. Second, it’s exotic in a way few others are – there are 50 units planned for production, making a Desmosedici seem like a CBR. It’s all enough to almost make you forget it costs $49,999.

For the full road test, visit the Motorcycle.com website here. For more details on the bike, visit Roehr's official website here

Download video!

Here's an interview with Walter Roehrich, founder of Roehr Motorcycles. Walter is an Illinois-based engineer who’s been designing and building his own sportsbikes since the late 1990s. Here, he talks about the 1250SC…


2009 Buell 1125CR riding impression



The 2009 Buell 1125CR. It's an absolute blast...

MotorBox recently had the opportunity to test ride the new Buell 1125CR. Here are some excerpts from what they have to say about the machine:

Erik Buell always dreamt of getting his hands on a high-performance engine – something significantly more powerful than air-cooled Harley v-twins – because such an engine would unlock the true potential of Buell motorcycles. And with the liquid-cooled Rotax Helicon v-twin, which produces 146bhp at 9,800rpm and 111Nm of torque at 8,000rpm, that dream has come true…

The 1125CR’s Rotax mill, the same engine that’s also used on the 1125R, gets a freshly tweaked fuel-injection system for better low-rpm power delivery and reduced fuel consumption. The cooling system has also been fettled for better heat dissipation, and those who ride 1125CR now needn’t have their legs roasted.

The 2009 Buell 1125CR’s gearing has been altered for better low-rev acceleration, at the expense of a small loss in top speed – a step in the right direction. The swingarm is now 5mm longer, and is supposed to offer better high-speed stability.


It certainly won't beat litre-class repli-racers around a racetrack, but on the street, for having a few laughs, the Buell 1125CR is pretty cool...

The 1125CR’s chunky, muscular styling oozes testosterone, but this certainly isn’t a beautiful looking bike. The riding position reminds you of older Ducati Monsters, the spacious saddle lets you move around a bit till you find a position that’s comfortable for you, and the clutch and brake levers are adjustable.

On the move, the Buell 1125CR feels unexpectedly docile. At least in the beginning. But open up that throttle and you feel a direct connection between the accelerator and the rear wheel. And the six-speed gearbox is quiet, precise and quick.

The 1125CR can be hustled around corners pretty quickly. The bike’s aluminum perimeter frame, which also doubles as a fuel tank, mated to a 47mm USD fork at the front and monoshock at the back, works well. The Pirelli Diablo Corsa III tyres are excellent, and the 375mm single brake disc at the front, with its eight-piston calipers, is quite capable of hauling up the Buell in a hurry.

With its rather extreme steering geometry, the 1125CR is very agile and changes direction in a snap. But the surprising bit is that it also manages to remain stable at elevated speeds and remains planted in high-speed corners. The suspension, however, may benefit from some recalibration – the bike tends to hop around a bit when the roads get rough.

Peugeot HYmotion3 Compressor concept unveiled at the 2008 Paris Motor Show



The Peugeot HYmotion3 Compressor concept, the coolest trike we've seen in a long time...!


Very sophisticated, very high-tech and proof that 'environment friendly' doesn't have to be boring

The world’s first supercharged KTM RC8!


Download video!

Dyno testing the world's first supercharged KTM RC8...

How do you improve upon the already awesome KTM RC8? Well, if you’re Finland-based Lantto Racing, you simply blot a supercharger on to the bike! We don’t have much in the way of tech specs and high-res pictures, but Lantto’s bike does seem to be the world’s first supercharged RC8…

According to the (rather scant) information available on their website, this stretched, supercharged RC8 does 10.17 second quarter-mile (400m) runs, hitting 219km/h in the process. The bike has been built by Lantto, in partnership with the Denmark-based R-Techs.

We’ll try and get better pics and more information on the bike soon…


...and in the meanwhile, here's a Red Bull Racing replica KTM RC8 from Orca, whose work we've featured earlier, here and here

Prometheus Solar LLC’s solar-powered electric motorcycle



Below all that plastic, it's a Kaw Ninja 250 with its engine replaced with batteries...

2009 Ducati Fighter 1098 to be unveiled at the EICMA



This is what the 2009 Ducati Fighter 1098 expected to look like...

Rumours of a Ducati 1098-powered naked streetfighter have been doing the rounds for quite some time and now, according to a report on Hell for Leather, it’s been ‘confirmed’ that Ducati will indeed unveil such a machine at the upcoming EICMA show in November this year.

This naked streetfighter – perhaps to be called the Ducati Fighter – will be powered by the current 1098 engine, which might be retuned for better low- and mid-range power. The gearing is also likely to be lower, for better acceleration rather than top speed. To be priced somewhere between the 2009 Ducati Monster 1100 and the 1198, the Fighter could cost around US$15,000.

The Fighter will use a steel-tube trellis frame like the 1098, and is likely to have a single-sided swingarm. The 1098’s underseat exhaust pipes will make way for dual exhaust pipes on one side on the Fighter, which is expected to be significantly more hard-core than the Monster 1100.

More details, and hopefully some pictures, coming soon…


If Ducati are working the 1098 Fighter, can Aprilia be too far behind with an RSV4-based Tuono? Visit InfoMotori for the picture gallery. And while we don't have pictures of the 1098 Fighter yet, here are some pics of the 1098 itself...