Thursday, October 29, 2015
YZF R15 - Racing Instinct
Humachine Technologies & Sensual Racing Form
The YZF-R1 and YZF-R6 are equipped with under cowls that are based on the image of a diffuser, to give them the best form for aero-management. These are not cowls for simply enclosing the engine, but forms composed of blade surfaces that actively control airflow. This spirit has been directly inherited by the YZF-R15 version 2.0.
"Harmony between rider and machine"
YAMAHA's Human Technology involves studying the form of the motorcycle actually in motion with the rider on it. The R series is the embodiment of 1) a wide frontal space that protects the rider, 2) an easy to ride seating area that gives riders the freedom of movement and allows them to steer effectively, 3) the glamorous tail treatment that takes into account the management of airflow behind the rider, and 4) a sensual racing form that brings all 3 of these elements together in a harmonious package. These characteristics have been splendidly reproduced in the YZF-R15 version 2.0.
The YZF-R15 version 2.0 is a new model that has been developed under the concept of a "Graded Up R15". While maintaining the proven ease of handling of the existing R15, the R15 version 2.0 boasts of spruced up looks and better performance in circuit riding. The design elements are borrowed from the supersport model YZF-R1 that is adapted from YZR-M1 MotoGP race machine.
The YZF-R15 version 2.0 is a 150cc liquid-cooled 4-stroke fuel injected bike. The R15 version 2.0 has undergone changes as compared to the present YZF-R15 in the specs of the Engine Control unit (ECU), drivetrain unit, a long aluminium swing arm, wider front and rear tires (radial tire for the rear), split seat, LED taillights and new-design middle cowl & tail cowl.
http://www.yamaha-motor-india.com/motorcycle-yzf-r15.html
The YZF-R1 and YZF-R6 are equipped with under cowls that are based on the image of a diffuser, to give them the best form for aero-management. These are not cowls for simply enclosing the engine, but forms composed of blade surfaces that actively control airflow. This spirit has been directly inherited by the YZF-R15 version 2.0.
"Harmony between rider and machine"
YAMAHA's Human Technology involves studying the form of the motorcycle actually in motion with the rider on it. The R series is the embodiment of 1) a wide frontal space that protects the rider, 2) an easy to ride seating area that gives riders the freedom of movement and allows them to steer effectively, 3) the glamorous tail treatment that takes into account the management of airflow behind the rider, and 4) a sensual racing form that brings all 3 of these elements together in a harmonious package. These characteristics have been splendidly reproduced in the YZF-R15 version 2.0.
The YZF-R15 version 2.0 is a new model that has been developed under the concept of a "Graded Up R15". While maintaining the proven ease of handling of the existing R15, the R15 version 2.0 boasts of spruced up looks and better performance in circuit riding. The design elements are borrowed from the supersport model YZF-R1 that is adapted from YZR-M1 MotoGP race machine.
The YZF-R15 version 2.0 is a 150cc liquid-cooled 4-stroke fuel injected bike. The R15 version 2.0 has undergone changes as compared to the present YZF-R15 in the specs of the Engine Control unit (ECU), drivetrain unit, a long aluminium swing arm, wider front and rear tires (radial tire for the rear), split seat, LED taillights and new-design middle cowl & tail cowl.
Bridgestone Battlax R10 Race Tire Review
Considering that Bridgestone is the sole tire supplier to the MotoGP World Championship it’s obvious that the Japanese brand manufactures some of the stickiest, lean-inducing motorcycle tires money can’t buy. But what about the ones you can buy? Does its prototype technology trickle down to riders who have cash to spend and want the best performing sportbike tires for racing and/or apex strafing at track days? To find we used Bridgestone’s Battlax R10 and R10 EVO as the spec-tire for our recently published eight-bike 2013 Middleweight Supersport Shootout X.
The R10 model is Bridgestone’s premium motorcycle tire engineered for road racing. It’s an evolution of the older style BT-003 race tire that improves on every facet of performance from handling, to grip and road feel. Available in just one compound (medium or as Bridgestone calls it Type 3) and a single size (120/70-17), the front R10 employs an updated shape for enhanced steering response and line-holding precision through turns. (Bridgestone also offers an EVO-spec front tire available in a hotter running Type 4/hard compound — however based on its recommendation we ran the standard R10 front). The tread pattern was also re-worked and said to complement handling and reducing flex slightly during hard braking. The compound is designed to work in a wide range of asphalt temperatures, from less than 68 degrees Fahrenheit to in excess of 104 degrees. During our test the temperature of the pavement was in excess of 145 degrees at the hottest part of the day (115 degree ambient air temperature).
The Bridgestone Battlax R10 EVO tire was designed to perform in a much wider range of temperatures. This is what the tire looks like after two flying laps during Superpole.
The Bridgestone Battlax R10 EVO tire was designed to perform in a much wider range of temperatures. This is what the tire looks like after two flying laps during Superpole.
Bridgestone had mixed results with its original R10 rear tire as tested during the 2012 Suzuki GSX-R1000 First Ride report. So much so that it quickly replaced it with its EVO designated successor. Although it appears the same as a standard R10 the EVO tire uses a revised structure and new compound blend designed to offer improved grip during acceleration, especially at high lean angles. The tire’s contact patch has been increased at lean angles in excess of 40 degrees and the compound formula now provides more road adhesion and does so at a wider range of track temperatures than before. The rear EVO is available in soft and medium compounds (Type 2 and Type 3) with us using the latter selection in OE sizes (180/55-17).
Compared to other popular brands the profile of the Battlax race tires proved to be compatible with each manufacturer’s machine, requiring minimal chassis set-up to get optimum handling performance from the motorcycle. Steering response is neutral yet precise and the tires offer plenty of feedback and road feel especially toward maximum lean. Flex characteristics was also favorable with it offering a good balance between that firm rigid feel under load yet still had a small degree of sidewall movement over bumps when loaded with the throttle or brakes.
Despite our testers not being totally sold on its mid corner handling the Honda posted very high average corner speeds.
The F3 feels light in the corner and has an incredibly accurate front end. With some fine tuning this bike could be a Supersport Shootout winner.
The Bridgestone Battlax R10s worked well with each motorcycle in the test requiring very minimal chassis set-up time to get the most out of. Grip was excellent, as was durability. We wouldn’t hesitate to line up on a race grid with these tires.
For optimum grip, wear characteristics and durability, Bridgestone recommends the tires be preheated to between 170 and 212 degrees before heading out on track. When done so they provide a very high-level of immediate grip. However, analysis of the tire’s temperature after our Superpole-style lap timing session showed that it does take a few laps for the R10s to arrive at operating temperature. In fact even in 115-degree heat the Battlaxs didn’t quite get to optimum temperature even after two flying laps at Chuckwalla. This isn’t a bad thing but it demonstrates how much heat the tire needs for maximum performance. It also shows how effective it can be especially in very hot conditions.
Consistency of grip and overall durability was another strong point with both tires recording in excess of 40 laps around Chuckwalla’s 2.68-mile road course before any signs of grip degradation were seen. In fact the only bike that could get the rear tire to move while picking up the bike off corner with the throttle pegged to the stop was the 120-plus horsepower GSX-R750 and even so it was nothing more than a small wiggle rather than real tire spin.
Bridgestone Battlax EVO Tire Pressure
Front (hot – off warmers): 32 psi
Rear (hot—off warmers): 28-29 psi
Front (hot—off track): 33-35 psi
Rear(hot—off track): 29-31 psi
All said and done it’s difficult to find any real complaints with Bridgestone’s latest road racing tires. They offer a neutral exterior profile that’s compatible with each manufacturer’s chassis. Handling response, road feel, grip and durability
Bridgestone Battlax R10 Highs & Lows
Highs
Very compatible with each brand’s chassis
Neutral yet precise steering and handling
Excellent grip and durability
Lows
Tires require lots of heat to get maximum performance
were also excellent. Although you can’t buy a set of MotoGP slicks the R10 and R10 EVO are the next best thing and are a set of rubber we’d love to race on.
http://www.motorcycle-usa.com/2013/08/article/bridgestone-battlax-r10-race-tire-review/
The R10 model is Bridgestone’s premium motorcycle tire engineered for road racing. It’s an evolution of the older style BT-003 race tire that improves on every facet of performance from handling, to grip and road feel. Available in just one compound (medium or as Bridgestone calls it Type 3) and a single size (120/70-17), the front R10 employs an updated shape for enhanced steering response and line-holding precision through turns. (Bridgestone also offers an EVO-spec front tire available in a hotter running Type 4/hard compound — however based on its recommendation we ran the standard R10 front). The tread pattern was also re-worked and said to complement handling and reducing flex slightly during hard braking. The compound is designed to work in a wide range of asphalt temperatures, from less than 68 degrees Fahrenheit to in excess of 104 degrees. During our test the temperature of the pavement was in excess of 145 degrees at the hottest part of the day (115 degree ambient air temperature).
The Bridgestone Battlax R10 EVO tire was designed to perform in a much wider range of temperatures. This is what the tire looks like after two flying laps during Superpole.
The Bridgestone Battlax R10 EVO tire was designed to perform in a much wider range of temperatures. This is what the tire looks like after two flying laps during Superpole.
Bridgestone had mixed results with its original R10 rear tire as tested during the 2012 Suzuki GSX-R1000 First Ride report. So much so that it quickly replaced it with its EVO designated successor. Although it appears the same as a standard R10 the EVO tire uses a revised structure and new compound blend designed to offer improved grip during acceleration, especially at high lean angles. The tire’s contact patch has been increased at lean angles in excess of 40 degrees and the compound formula now provides more road adhesion and does so at a wider range of track temperatures than before. The rear EVO is available in soft and medium compounds (Type 2 and Type 3) with us using the latter selection in OE sizes (180/55-17).
Compared to other popular brands the profile of the Battlax race tires proved to be compatible with each manufacturer’s machine, requiring minimal chassis set-up to get optimum handling performance from the motorcycle. Steering response is neutral yet precise and the tires offer plenty of feedback and road feel especially toward maximum lean. Flex characteristics was also favorable with it offering a good balance between that firm rigid feel under load yet still had a small degree of sidewall movement over bumps when loaded with the throttle or brakes.
Despite our testers not being totally sold on its mid corner handling the Honda posted very high average corner speeds.
The F3 feels light in the corner and has an incredibly accurate front end. With some fine tuning this bike could be a Supersport Shootout winner.
The Bridgestone Battlax R10s worked well with each motorcycle in the test requiring very minimal chassis set-up time to get the most out of. Grip was excellent, as was durability. We wouldn’t hesitate to line up on a race grid with these tires.
For optimum grip, wear characteristics and durability, Bridgestone recommends the tires be preheated to between 170 and 212 degrees before heading out on track. When done so they provide a very high-level of immediate grip. However, analysis of the tire’s temperature after our Superpole-style lap timing session showed that it does take a few laps for the R10s to arrive at operating temperature. In fact even in 115-degree heat the Battlaxs didn’t quite get to optimum temperature even after two flying laps at Chuckwalla. This isn’t a bad thing but it demonstrates how much heat the tire needs for maximum performance. It also shows how effective it can be especially in very hot conditions.
Consistency of grip and overall durability was another strong point with both tires recording in excess of 40 laps around Chuckwalla’s 2.68-mile road course before any signs of grip degradation were seen. In fact the only bike that could get the rear tire to move while picking up the bike off corner with the throttle pegged to the stop was the 120-plus horsepower GSX-R750 and even so it was nothing more than a small wiggle rather than real tire spin.
Bridgestone Battlax EVO Tire Pressure
Front (hot – off warmers): 32 psi
Rear (hot—off warmers): 28-29 psi
Front (hot—off track): 33-35 psi
Rear(hot—off track): 29-31 psi
All said and done it’s difficult to find any real complaints with Bridgestone’s latest road racing tires. They offer a neutral exterior profile that’s compatible with each manufacturer’s chassis. Handling response, road feel, grip and durability
Bridgestone Battlax R10 Highs & Lows
Highs
Very compatible with each brand’s chassis
Neutral yet precise steering and handling
Excellent grip and durability
Lows
Tires require lots of heat to get maximum performance
were also excellent. Although you can’t buy a set of MotoGP slicks the R10 and R10 EVO are the next best thing and are a set of rubber we’d love to race on.
http://www.motorcycle-usa.com/2013/08/article/bridgestone-battlax-r10-race-tire-review/
YAMAHA RD500R - BACK TO THE FUTURE
In 1984, two-strokes ruled, rather than damaged, the planet. Yamaha RD350LCs and Suzuki Gammas ran rings around bikes twice their size, providing laughs for hooligan pilots everywhere. While Yamaha made lumbering FJ1100s for men to go touring, they also built RD500s on the back of GP success for boys who could afford the finance. In truth, the RD was a complex, cobbled-together rush job and Suzuki's later square four RG500 was faster and angrier. But it didn't matter. The clock was ticking on the two-stroke sensation and draconian emissions legislation meant the end of the road for high-performance strokers. Until the day global warming theories are debunked, we can but dream that Yamaha will resurrect its biggest LC. And what a dream it would be.
Engine
An evolution of the original RD500LC V4, but instead of making 80 horsepower, we're looking at a true rear-wheel, fuel-injected, ram-air, 130 horsepower of joy and a healthy 65 lb.-ft. of torque. As before, the rear cylinder exhaust pipes cross over to ensure they're the required length before exiting under the tail unit. Can you imagine the cackle from those four stingers? That's the sound of the best power-to-weight ratio on any modern production bike.
Chassis
A fusion of YZR500 and R1 engineering results in a frame that can take the stresses a peaky, high-performance stroker will deliver. Unlike the European 1984 RD, the chassis is lightweight alloy instead of steel. Suspension comes from the 2008 R6 and is adjustable for high- and low-speed compression damping. The rear shock is situated in the traditional location behind the engine, as opposed to under it as on the original. There's no comedy anti-dive valving in the forks or fashionable-at-the-time sixteen-inch front wheel either.
Body Work
Heat could be an issue with a compact V4 layout, so the RD's bodywork is designed to keep things cool by channeling air where it's needed. Cool air is forced in; warm air is expelled. The fuel tank is from the R1 parts bin, while the top cowl once lived on a scooter. The tail unit houses the exhausts from the rear cylinders and the seat pad opens to reveal a small storage compartment for a spare bottle of fully synthetic two-stroke oil.
http://www.superstreetbike.com/2009-yamaha-rd500r-back-future
Engine
An evolution of the original RD500LC V4, but instead of making 80 horsepower, we're looking at a true rear-wheel, fuel-injected, ram-air, 130 horsepower of joy and a healthy 65 lb.-ft. of torque. As before, the rear cylinder exhaust pipes cross over to ensure they're the required length before exiting under the tail unit. Can you imagine the cackle from those four stingers? That's the sound of the best power-to-weight ratio on any modern production bike.
Chassis
A fusion of YZR500 and R1 engineering results in a frame that can take the stresses a peaky, high-performance stroker will deliver. Unlike the European 1984 RD, the chassis is lightweight alloy instead of steel. Suspension comes from the 2008 R6 and is adjustable for high- and low-speed compression damping. The rear shock is situated in the traditional location behind the engine, as opposed to under it as on the original. There's no comedy anti-dive valving in the forks or fashionable-at-the-time sixteen-inch front wheel either.
Body Work
Heat could be an issue with a compact V4 layout, so the RD's bodywork is designed to keep things cool by channeling air where it's needed. Cool air is forced in; warm air is expelled. The fuel tank is from the R1 parts bin, while the top cowl once lived on a scooter. The tail unit houses the exhausts from the rear cylinders and the seat pad opens to reveal a small storage compartment for a spare bottle of fully synthetic two-stroke oil.
http://www.superstreetbike.com/2009-yamaha-rd500r-back-future
YAMAHA R6 | SECRET TO SUCCESS
Taking first place in a custom bike show no longer requires a wide rear tire, full chrome and spikes galore, as proven by Ramsey Ackad’s 2009 Yamaha R6. It toured the country with the SSB Yamaha Custom Showdown bike show during 2011 and was a fan favorite at each of the three venues. The unique R6 is fully ridable and features more performance upgrades than aesthetic mods, so how did it outshine the flashier competition?_“Once I decided to actually start building for the showdown versus just myself, my goal was to create something unique I could use on the street and more aggressively on the track. While I do respect a full-on show bike, I love Yamaha and GP racing way too much and it was a must that I could track my bike. Those that have been to the track know track days are extremely addicting and besides, why build something amazing if you’re never going to fully use it? Almost every part I installed on my bike needed to enhance the overall look of the bike while adding functional performance value. I grouped my part purchases in stages that made sense both from an aesthetic and performance point of view.” _
That’s the beauty of a smart build—parts that make your bike faster can also greatly improve style, it just requires good taste and a clever plan.
The R6 (named Pharaoh) was a winner because of its clean lines and race-inspired stance. But not every component is exactly what it appears at first glance, lending to Ramsey’s clever way around some of the paths more traditionally taken. A full set of carbon fiber bodywork with custom paint laid over the top could end up costing more than the price of the bike in the first place, but this R6 is wrapped in vinyl that mimics the look but costs a fraction of the price of the real thing. And the best part about a vinyl wrap job is that it’s done to the customer’s specs and can be applied in the garage.
Not every upgrade could be performed on the cheap however. Braking system mods rang the register up, but the exotic Brembo master cylinder and classy EBC rotors not only improved looks but also proved the bike is built to ride—not haul around in a trailer. Holding consistent with the gold accent theme and racebike look are trick looking, fully-adjustable gold rearsets from the lesser-known firm, Bohemian Racing. Not only are they designed for performance and practicality but they also look like a piece of art.
A pieced together full aftermarket exhaust system also avoided the sticker shock that could come after sourcing it from a single brand. An Akrapovic silencer is attached to Arrow headers for a bit of DIY-ingenuity that saved money but produced a tidy result. Fueling wasn’t ignored though, and after swapping the stock air filter for a freer-flowing K&N; unit, a Power Commander V was installed to get the air/fuel ratio in check.
From extra motor muscle to overall allure, the R6 shows that the gold standard in custom bike building has taken a twist. Throwing massive amounts of money and creating wild one-offs isn’t always as critical as careful planning and execution, and this bike has a trophy to prove it.
2009 Yamaha R6
Front end: Brembo 19x18 master cylinder, EBC Contour XC rotors, Galfer brake lines, Scotts Performance steering stabilizer, Evotech axle nut
Rear end: Galfer brake line, Supersprox-Stealth sprockets (-1/+1), EK MVXZ 520 chain
Motor: Arrow headers, Akrapovic slip-on, Dynojet Power Commander V, K&N air filter
Paint: Vinyl Styles
Accessories: Bohemian Racing rearsets, Bohemian Racing keyless gas cap, Pazzo Racing clutch lever, Puig Racing windscreen, Greggs Customs flushmounts, Hotbodies Racing undertail, HT Moto seat covers, Rascal Grafik tank grips, PIAA Xtreme bulbs
Owner: Ramsey Ackad
Builder: Ramsey Ackad, Vinyl Styles
http://www.superstreetbike.com/custom-bikes/2009-yamaha-r6-secret-success
That’s the beauty of a smart build—parts that make your bike faster can also greatly improve style, it just requires good taste and a clever plan.
The R6 (named Pharaoh) was a winner because of its clean lines and race-inspired stance. But not every component is exactly what it appears at first glance, lending to Ramsey’s clever way around some of the paths more traditionally taken. A full set of carbon fiber bodywork with custom paint laid over the top could end up costing more than the price of the bike in the first place, but this R6 is wrapped in vinyl that mimics the look but costs a fraction of the price of the real thing. And the best part about a vinyl wrap job is that it’s done to the customer’s specs and can be applied in the garage.
Not every upgrade could be performed on the cheap however. Braking system mods rang the register up, but the exotic Brembo master cylinder and classy EBC rotors not only improved looks but also proved the bike is built to ride—not haul around in a trailer. Holding consistent with the gold accent theme and racebike look are trick looking, fully-adjustable gold rearsets from the lesser-known firm, Bohemian Racing. Not only are they designed for performance and practicality but they also look like a piece of art.
A pieced together full aftermarket exhaust system also avoided the sticker shock that could come after sourcing it from a single brand. An Akrapovic silencer is attached to Arrow headers for a bit of DIY-ingenuity that saved money but produced a tidy result. Fueling wasn’t ignored though, and after swapping the stock air filter for a freer-flowing K&N; unit, a Power Commander V was installed to get the air/fuel ratio in check.
From extra motor muscle to overall allure, the R6 shows that the gold standard in custom bike building has taken a twist. Throwing massive amounts of money and creating wild one-offs isn’t always as critical as careful planning and execution, and this bike has a trophy to prove it.
2009 Yamaha R6
Front end: Brembo 19x18 master cylinder, EBC Contour XC rotors, Galfer brake lines, Scotts Performance steering stabilizer, Evotech axle nut
Rear end: Galfer brake line, Supersprox-Stealth sprockets (-1/+1), EK MVXZ 520 chain
Motor: Arrow headers, Akrapovic slip-on, Dynojet Power Commander V, K&N air filter
Paint: Vinyl Styles
Accessories: Bohemian Racing rearsets, Bohemian Racing keyless gas cap, Pazzo Racing clutch lever, Puig Racing windscreen, Greggs Customs flushmounts, Hotbodies Racing undertail, HT Moto seat covers, Rascal Grafik tank grips, PIAA Xtreme bulbs
Owner: Ramsey Ackad
Builder: Ramsey Ackad, Vinyl Styles
http://www.superstreetbike.com/custom-bikes/2009-yamaha-r6-secret-success
Kawasaki Ninja ZX-10R (2016).
Bildergalerie: Vorstellung Kawasaki Ninja ZX-10R (2016). 28 Bilder
Die neue Kawasaki Ninja ZX-10R basiert auf dem Weltmeister-Bike von Jonathan Rea. Bei der Entwicklung des 2016er-Modells sollen viele Anregungen der beiden Superbike-WM-Piloten Jonathan Rea und Tom Sykes eingefloßen sein. Rein äußerlich ähnelt die neue Ninja der Vorgängerin; dennoch haben die Entwickler enorm viele technische Änderungen vorgenommen.
WEITERE INTERESSANTE ARTIKEL
Neue Kawasaki Ninja ZX-10R für 2016 Neue Kawasaki Ninja ZX-10R für 2016 Sieben Sport-Motorräder in der Landstraßen-Wertung Aprilia RSV4 RF, BMW S 1000 RR,… Sieben Supersportler im Track-Test Supersport-Motorräder im… BMW S 1000 R, Kawasaki ZX-10R, KTM 1290 Super Adventure und Suzuki Hayabusa 1300 ABS Power-Bikes von BMW, KTM, Suzuki…
Was ist also neu an der Kawasaki Ninja ZX-10R? Der Reihenvierzylinder-Motor wurde überarbeitet und liefert unter Einhaltung der Euro-4-Vorschriften 147 kW (200 PS). Optimiert wurden insbesondere der Zylinderkopf, die Nockenprofile und der Brennraum. Die Drosselklappen werden nun elektronisch gesteuert. Außerdem wuchs die Airbox, und die Übersetzungsverhältnisse wurden verändert, was sich vor allen Dingen auf das Beschleunigungsverhalten aus der Kurve heraus auswirken soll.
Verbesserungen stecken im Detail
Eine leichterere Kurbelwelle soll Handling und Drehfreude verbessern. Auch am Fahrwerk der neuen Kawasaki Ninja ZX-10R haben die Entwickler einiges optimiert. Unter anderem wurden die Schwinge und damit der Radstand verlängert. Der Fahrer sitzt nun näher am Lenkkopf, was das Gewicht etwas nach vorn verlagert. Dies soll sich positiv auf die Kurvenstabilität auswirken.
Die in Kooperation mit Showa neu entwickelten Federelemente stammen aus dem Superbike-Werksbike und werden zum ersten Mal in einem Serienmodell verbaut. Außerdem wurde die Frontverkleidung überarbeitet, sodass sich Fahrer aufgrund der neuen Scheibe über einen besseren Windschutz freuen dürfen.
Auch bei der Sensorik wurde die neue Kawasaki Ninja ZX-10R weiterentwickelt. Das 2016er-Modell verfügt nun über ein Kurven-ABS von Bosch, eine verbesserte Traktionskontrolle und einen Schaltassistenten, welcher bei der Basisversion allerdings nur beim Hochschalten hilft. Zum Runterschalten ohne Kupplung wird ein zusätzliches Kit benötigt. Auch bei den Bremsen macht Kawasaki keine halben Sachen und stattet die neue Ninja mit 330-mm-Bremsscheiben inklusive M50-Monoblock-Bremssätteln von Brembo aus.
Preis unter 20.000 Euro?
Den genauen Preis für die neue Ninja ZX-10R hat Kawasaki in Barcelona noch nicht genannt - jedoch angedeutet, dass er unter 20.000 Euro liegen soll. Wann die neue Ninja bei den Händlern stehen wird, ist ebenfalls noch offen.
Noch mehr Informationen zur neuen Kawasaki Ninja ZX-10R stehen in MOTORRAD 22/2015, die am Freitag, den 16. Oktober erscheint.
Herstellervideo zur neuen Kawasaki Ninja ZX-10R
Die neue Kawasaki Ninja ZX-10R basiert auf dem Weltmeister-Bike von Jonathan Rea. Bei der Entwicklung des 2016er-Modells sollen viele Anregungen der beiden Superbike-WM-Piloten Jonathan Rea und Tom Sykes eingefloßen sein. Rein äußerlich ähnelt die neue Ninja der Vorgängerin; dennoch haben die Entwickler enorm viele technische Änderungen vorgenommen.
WEITERE INTERESSANTE ARTIKEL
Neue Kawasaki Ninja ZX-10R für 2016 Neue Kawasaki Ninja ZX-10R für 2016 Sieben Sport-Motorräder in der Landstraßen-Wertung Aprilia RSV4 RF, BMW S 1000 RR,… Sieben Supersportler im Track-Test Supersport-Motorräder im… BMW S 1000 R, Kawasaki ZX-10R, KTM 1290 Super Adventure und Suzuki Hayabusa 1300 ABS Power-Bikes von BMW, KTM, Suzuki…
Was ist also neu an der Kawasaki Ninja ZX-10R? Der Reihenvierzylinder-Motor wurde überarbeitet und liefert unter Einhaltung der Euro-4-Vorschriften 147 kW (200 PS). Optimiert wurden insbesondere der Zylinderkopf, die Nockenprofile und der Brennraum. Die Drosselklappen werden nun elektronisch gesteuert. Außerdem wuchs die Airbox, und die Übersetzungsverhältnisse wurden verändert, was sich vor allen Dingen auf das Beschleunigungsverhalten aus der Kurve heraus auswirken soll.
Verbesserungen stecken im Detail
Eine leichterere Kurbelwelle soll Handling und Drehfreude verbessern. Auch am Fahrwerk der neuen Kawasaki Ninja ZX-10R haben die Entwickler einiges optimiert. Unter anderem wurden die Schwinge und damit der Radstand verlängert. Der Fahrer sitzt nun näher am Lenkkopf, was das Gewicht etwas nach vorn verlagert. Dies soll sich positiv auf die Kurvenstabilität auswirken.
Die in Kooperation mit Showa neu entwickelten Federelemente stammen aus dem Superbike-Werksbike und werden zum ersten Mal in einem Serienmodell verbaut. Außerdem wurde die Frontverkleidung überarbeitet, sodass sich Fahrer aufgrund der neuen Scheibe über einen besseren Windschutz freuen dürfen.
Auch bei der Sensorik wurde die neue Kawasaki Ninja ZX-10R weiterentwickelt. Das 2016er-Modell verfügt nun über ein Kurven-ABS von Bosch, eine verbesserte Traktionskontrolle und einen Schaltassistenten, welcher bei der Basisversion allerdings nur beim Hochschalten hilft. Zum Runterschalten ohne Kupplung wird ein zusätzliches Kit benötigt. Auch bei den Bremsen macht Kawasaki keine halben Sachen und stattet die neue Ninja mit 330-mm-Bremsscheiben inklusive M50-Monoblock-Bremssätteln von Brembo aus.
Preis unter 20.000 Euro?
Den genauen Preis für die neue Ninja ZX-10R hat Kawasaki in Barcelona noch nicht genannt - jedoch angedeutet, dass er unter 20.000 Euro liegen soll. Wann die neue Ninja bei den Händlern stehen wird, ist ebenfalls noch offen.
Noch mehr Informationen zur neuen Kawasaki Ninja ZX-10R stehen in MOTORRAD 22/2015, die am Freitag, den 16. Oktober erscheint.
Herstellervideo zur neuen Kawasaki Ninja ZX-10R
http://www.motorradonline.de/motorraeder/vorstellung-kawasaki-ninja-zx-10r-2016/688476
The BMW C 600 Sport is a scooter with the heart of a motorcycle
The first BMW motorbike I rode was a 1972 R 60/5 borrowed from a friend. It was black with a 600cc boxer engine producing 40 hp and 36 lb-ft of torque. The
Beemer (BMW bikes are Beemers, cars are Bimmers) was a wonderful machine and much smoother than the Japanese 2-strokes I grew up on. I had the R 60/5 for
the weekend and I ended up riding it long past midnight, hitting its top speed of 99 mph on a deserted stretch of the Merritt Parkway. I loved it.
Thirty years later, while working for a Porsche racing team, I spent a summer riding a 50cc Aprilia scooter on the service and surrounding roads of North
America's sports car tracks. The Aprilia topped out at a wimpy 40 mph… on a downhill. (For reference, I've exceeded 50 mph on a bicycle.)
MORE FROM ROAD & TRACK
BMW C 600 SPORT
PRO-LANESPLITTING LEGISLATION IN CALIFORNIA TABLED…
BIZARRE $1100 VOLKSWAGEN ELECTRIC SCOOTER FITS IN …
WILL ELECTRIC BIKES ONE DAY RULE MOTORCYCLING'S MO…
When BMW recently dropped off their new C 600 Sport Maxi Scooter for review, I was expecting more Aprilia than R 60/5. Boy, was I wrong.
The C 600 Sport is the smaller and lighter of BMW's two new scooters. While both are powered by the same 647cc parallel twin engine, the C 650 GT is
designed for longer-distance touring, featuring a bit more length for more passenger comfort, a larger storage area, and 26 lbs. more weight. Both
bikes—er, scooters—have an impressive (for a scooter) 109 mph top speed. With a choice between the two, I opted for the Sport, the more nimble of the pair.
The first thing you notice about the C 600 is its styling. From in front or behind, it looks like an honest-to-God sportbike. The tires—while smaller in
diameter than a motorcycle's—are larger and wider than I've seen on any scooter. Fitted on stylish 15" wheels, the Z-rated rubber is super-sticky and
almost as wide as some small car tires.
These maxi-scooters feature all the technology and luxury a BMW buyer would expect in a vehicle wearing the Roundel: heated seats, heated handgrips, ABS,
ventilated disc brakes, hidden dash storage bins, a multi-function LCD display, and LED front and rear lights. The suspension is motorcycle-worthy,
consisting of a single-sided rear swingarm and an inverted fork in front. There's even a parking brake, which is activated whenever the kickstand is down.
It's nice to have when you're parked on anything less than a flat surface.
Under the comfortable seat is a large storage area perfect for a large backpack, camera equipment (including a tripod), or a six-pack of beer and a bottle
of wine. At least that's what I was able to stash there. The locking storage compartment also features a neat expandable area to hold a helmet when the
bike is parked. As I eventually discovered, the machine won't start if the compartment is expanded, since the pocket drops down to nearly touch the rear
tire.
Fire it up with a push of the starter button, and a twist of the throttle gets you under way. The transmission is a CVT unit, so the initial throttle input
needs to be a bit aggressive. The C 600's 60 hp provides brisk acceleration that's more than adequate for anyone used to the instant response of a
motorcycle. Large ventilated discs and aggressive rubber deliver short braking distances and crisp handling. I rode tentatively at first, but soon found
myself leaning farther into the corners and carrying more speed than I believed possible on a scooter. And the C 600 is comfortable—the suspension easily
soaks up rough pavement and the adjustable windscreen provides good wind protection. At a stop, however, you feel every one of the scooter's nearly 550
lbs, and the wide stance required to clear the running boards makes flat-footing a challenge for the vertically impaired.
So who are these scooters aimed at? BMW thinks folks who used to ride in their younger years and are looking to get back in the saddle will be drawn to
their comfort and practicality. Also, new riders who might be intimidated by a sportbike or are seeking something geared toward daily use—especially in an
urban, stop-and-go environment. No matter which camp you fall into, there's a lot to like here. I still prefer something more visceral, with a manual
transmission—i.e. a real motorcycle. But, considering the decent storage space, smooth ride and good wind and rain protection, I wouldn't be surprised if
BMW meets its sales targets with this thing. Ultimately, these scooters aren't cheap, but nothing worth owning from the folks in Bavaria ever is.
http://www.roadandtrack.com/new-cars/road-tests/reviews/a5585/bmw-c-600-sport-scooter-road-test/
Beemer (BMW bikes are Beemers, cars are Bimmers) was a wonderful machine and much smoother than the Japanese 2-strokes I grew up on. I had the R 60/5 for
the weekend and I ended up riding it long past midnight, hitting its top speed of 99 mph on a deserted stretch of the Merritt Parkway. I loved it.
Thirty years later, while working for a Porsche racing team, I spent a summer riding a 50cc Aprilia scooter on the service and surrounding roads of North
America's sports car tracks. The Aprilia topped out at a wimpy 40 mph… on a downhill. (For reference, I've exceeded 50 mph on a bicycle.)
MORE FROM ROAD & TRACK
BMW C 600 SPORT
PRO-LANESPLITTING LEGISLATION IN CALIFORNIA TABLED…
BIZARRE $1100 VOLKSWAGEN ELECTRIC SCOOTER FITS IN …
WILL ELECTRIC BIKES ONE DAY RULE MOTORCYCLING'S MO…
When BMW recently dropped off their new C 600 Sport Maxi Scooter for review, I was expecting more Aprilia than R 60/5. Boy, was I wrong.
The C 600 Sport is the smaller and lighter of BMW's two new scooters. While both are powered by the same 647cc parallel twin engine, the C 650 GT is
designed for longer-distance touring, featuring a bit more length for more passenger comfort, a larger storage area, and 26 lbs. more weight. Both
bikes—er, scooters—have an impressive (for a scooter) 109 mph top speed. With a choice between the two, I opted for the Sport, the more nimble of the pair.
The first thing you notice about the C 600 is its styling. From in front or behind, it looks like an honest-to-God sportbike. The tires—while smaller in
diameter than a motorcycle's—are larger and wider than I've seen on any scooter. Fitted on stylish 15" wheels, the Z-rated rubber is super-sticky and
almost as wide as some small car tires.
These maxi-scooters feature all the technology and luxury a BMW buyer would expect in a vehicle wearing the Roundel: heated seats, heated handgrips, ABS,
ventilated disc brakes, hidden dash storage bins, a multi-function LCD display, and LED front and rear lights. The suspension is motorcycle-worthy,
consisting of a single-sided rear swingarm and an inverted fork in front. There's even a parking brake, which is activated whenever the kickstand is down.
It's nice to have when you're parked on anything less than a flat surface.
Under the comfortable seat is a large storage area perfect for a large backpack, camera equipment (including a tripod), or a six-pack of beer and a bottle
of wine. At least that's what I was able to stash there. The locking storage compartment also features a neat expandable area to hold a helmet when the
bike is parked. As I eventually discovered, the machine won't start if the compartment is expanded, since the pocket drops down to nearly touch the rear
tire.
Fire it up with a push of the starter button, and a twist of the throttle gets you under way. The transmission is a CVT unit, so the initial throttle input
needs to be a bit aggressive. The C 600's 60 hp provides brisk acceleration that's more than adequate for anyone used to the instant response of a
motorcycle. Large ventilated discs and aggressive rubber deliver short braking distances and crisp handling. I rode tentatively at first, but soon found
myself leaning farther into the corners and carrying more speed than I believed possible on a scooter. And the C 600 is comfortable—the suspension easily
soaks up rough pavement and the adjustable windscreen provides good wind protection. At a stop, however, you feel every one of the scooter's nearly 550
lbs, and the wide stance required to clear the running boards makes flat-footing a challenge for the vertically impaired.
So who are these scooters aimed at? BMW thinks folks who used to ride in their younger years and are looking to get back in the saddle will be drawn to
their comfort and practicality. Also, new riders who might be intimidated by a sportbike or are seeking something geared toward daily use—especially in an
urban, stop-and-go environment. No matter which camp you fall into, there's a lot to like here. I still prefer something more visceral, with a manual
transmission—i.e. a real motorcycle. But, considering the decent storage space, smooth ride and good wind and rain protection, I wouldn't be surprised if
BMW meets its sales targets with this thing. Ultimately, these scooters aren't cheap, but nothing worth owning from the folks in Bavaria ever is.
http://www.roadandtrack.com/new-cars/road-tests/reviews/a5585/bmw-c-600-sport-scooter-road-test/
Updates for BMW C 650 Sport and C 650 GT
Updates for BMW C 650 Sport and C 650 GT
BMW's maxi-scooters get new suspension, sharper throttle response and traction control
Posted: 21 September 2015
by Visordown News
BMC C 600 Sport 2016 red
BMW C 650 GT 2016 with Side View Assist
Side View Assist warning triangles are located in the base of the C 650 GT's mirrors.
BMW has revealed updates to its two maxi-scooters, the C 650 Sport and C 650 GT, including new suspension, traction control and a claimed sharper throttle response.
Revisions to the automatic CVT transmission deliver a quicker throttle response from standstill according to BMW, while suspension updates make for a more comfortable ride.
BMW's 'ASC' Automatic Stability Control, or traction control, now comes as standard, along with ABS.
The C 650 GT also comes with optional 'Side View Assist', which uses ultrasound sensors at the front and rear of the scooter to detect objects in the rider's blind spot up to a distance of five metres. When one is present, and travelling within 6.2mph of the speed of the scooter, a yellow warning triangle is illuminated in the left or right-hand mirror base, depending on which side the object is on. If the rider then indicates in the direction of the object, the warning triangle will start to flash. The system works when the scooter is travelling between 15 and 80mph. BMW says it's a world first for a two-wheeler.
The C 650 Sport has been given a 'more modern, dynamic and future-oriented design,' which we think refers to the styling updates including reshaped bodywork and a new stacked twin silencer. It was previously known as the C 600 Sport although it shares GT's 647cc parallel-twin engine, making 60hp and 46.4lbft.
Both models get a new instrument panel and colour options. See our full gallery below.
Both use a tubular steel frame and are also offered restricted to 47hp for A2 licence holders.
Read our top 10 maxi-scooters feature.
BMW said in a press release: 'The new C 650 Sport and C 650 GT – dynamic maxi scooters for sports, touring and urban cruising.
The differing conceptual emphasis of each of the two BMW maxi scooters enables a broader target group to be addressed than previously: the C 650 Sport is geared towards riders with a sporty bent while the C 650 GT sets its sights on those who attach greater importance to comfort and touring capability.
The new C 650 Sport and the new C 650 GT now go further towards addressing these aspirations. With an extensively modified drivetrain, more comfortable suspension settings and a completely revised design for the C 650 Sport, they combine more markedly than before the excellent ride qualities of a motorcycle with the specific agility and comfort offered by the maxi scooter concept.
Optimised drivetrain set-up and new exhaust system for a more active riding experience.
The 2-cylinder in-line engine with a capacity of 647 cc once again ensures dynamic propulsion in the new maxi scooters C 650 Sport and C 650 GT. The rated output in both models is 44 kW (60 hp) at 7 500 rpm. A variant is also available with 35 kW (48 hp) at 7 000 rpm. Engine mapping was redefined for use in the new C 650 Sport and the new C 650 GT with a view to satisfying the requirements of the EU4 pollutant class. What is more, a new silencer gives the vehicles a more dynamic look as well as providing a particularly full sound and enabling adherence to the new ECE R41-04 noise test regulations.
A new CVT transmission set-up in conjunction with new clutch linings enables optimised clutch engagement and therefore a significantly more dynamic set-off response. This was achieved by changing the transmission ratio spread of the CVT as well as by fine-tuning the centrifugal force weights.
New suspension and damper set-up for increased comfort.
The suspension construction of the new C 650 Sport and C 650 GT continues to use a torsionally stiff hybrid composite structure consisting of a tubular steel bridge frame and a die-cast aluminium unit in the area of the swinging arm bearing. Retaining the existing spring travel of 115 millimetres in each case, it was possible to create a more comfortable suspension set-up. As a result, the C 650 Sport and C 650 GT offer a perfect compromise between sporty flair and comfort.
ABS and ASC as standard for maximum safety when braking and accelerating. Side View Assist option for the C 650 GT.
Based on the “Safety 360°” principle, the optimum design of the brake system in conjunction with the standard BMW Motorrad ABS Bosch 9.1MB ensures the very highest level of active riding safety. Another safety bonus is the ASC (Automatic Stability Control), which is now also on board ex works as standard. Additional comfort is also offered by a feature that is a world first for two-wheel vehicles: the first motorcycle rider assistance system Side View Assist (SVA). This new option for the C 650 GT supports the rider when changing lane, for instance, by monitoring the blind spot – especially useful in an urban environment.
Completely new dynamic design for the C 650 Sport and detailed stylistic fine-tuning for the C 650 GT.
The new edition of the two models particularly features a more modern, dynamic and future-oriented design for the C 650 Sport. This integrates it seamlessly in the BMW Motorrad design philosophy. By contrast the C 650 GT – positioned in the Comfort subsegment – has been fine-tuned with new rear side trim panels and a new rear light unit. Both models have also been fitted with newly designed instrument dials as well as new handlebar trim. Other new features include the revised kinematics of the centre stand and the automatic daytime riding light function.
The attractive paint finishes of the new C 650 Sport and C 650 GT.
The C 650 Sport and C 650 GT are each offered in three colour variants. The Valencia Orange metallic matt of the C 650 Sport highlights its athletic character and in conjunction with the contrast surfaces gives it a dynamic, modern appearance. By contrast, Lightwhite non-metallic makes the new C 650 Sport look technical, compact and light. In Blackstorm metallic the new C 650 Sport appeals to a more classically oriented clientele. In the C 650 GT, Blackstorm metallic highlights the elegant character of the vehicle, while Frozen Bronze metallic in conjunction with a contrasting tone creates a harmonious paint finish that clearly emphasises the styling of the new C 650 GT. Lightwhite non-metallic highlights the dynamic side of the C 650 GT. This colour gives it a particularly light and agile look.
Read more: http://www.visordown.com/motorcycle-news-new-bikes/updates-for-bmw-c-650-sport-and-c-650-gt/28188.html#ixzz3pxbw5mMO
BMW's maxi-scooters get new suspension, sharper throttle response and traction control
Posted: 21 September 2015
by Visordown News
BMC C 600 Sport 2016 red
BMW C 650 GT 2016 with Side View Assist
Side View Assist warning triangles are located in the base of the C 650 GT's mirrors.
BMW has revealed updates to its two maxi-scooters, the C 650 Sport and C 650 GT, including new suspension, traction control and a claimed sharper throttle response.
Revisions to the automatic CVT transmission deliver a quicker throttle response from standstill according to BMW, while suspension updates make for a more comfortable ride.
BMW's 'ASC' Automatic Stability Control, or traction control, now comes as standard, along with ABS.
The C 650 GT also comes with optional 'Side View Assist', which uses ultrasound sensors at the front and rear of the scooter to detect objects in the rider's blind spot up to a distance of five metres. When one is present, and travelling within 6.2mph of the speed of the scooter, a yellow warning triangle is illuminated in the left or right-hand mirror base, depending on which side the object is on. If the rider then indicates in the direction of the object, the warning triangle will start to flash. The system works when the scooter is travelling between 15 and 80mph. BMW says it's a world first for a two-wheeler.
The C 650 Sport has been given a 'more modern, dynamic and future-oriented design,' which we think refers to the styling updates including reshaped bodywork and a new stacked twin silencer. It was previously known as the C 600 Sport although it shares GT's 647cc parallel-twin engine, making 60hp and 46.4lbft.
Both models get a new instrument panel and colour options. See our full gallery below.
Both use a tubular steel frame and are also offered restricted to 47hp for A2 licence holders.
Read our top 10 maxi-scooters feature.
BMW said in a press release: 'The new C 650 Sport and C 650 GT – dynamic maxi scooters for sports, touring and urban cruising.
The differing conceptual emphasis of each of the two BMW maxi scooters enables a broader target group to be addressed than previously: the C 650 Sport is geared towards riders with a sporty bent while the C 650 GT sets its sights on those who attach greater importance to comfort and touring capability.
The new C 650 Sport and the new C 650 GT now go further towards addressing these aspirations. With an extensively modified drivetrain, more comfortable suspension settings and a completely revised design for the C 650 Sport, they combine more markedly than before the excellent ride qualities of a motorcycle with the specific agility and comfort offered by the maxi scooter concept.
Optimised drivetrain set-up and new exhaust system for a more active riding experience.
The 2-cylinder in-line engine with a capacity of 647 cc once again ensures dynamic propulsion in the new maxi scooters C 650 Sport and C 650 GT. The rated output in both models is 44 kW (60 hp) at 7 500 rpm. A variant is also available with 35 kW (48 hp) at 7 000 rpm. Engine mapping was redefined for use in the new C 650 Sport and the new C 650 GT with a view to satisfying the requirements of the EU4 pollutant class. What is more, a new silencer gives the vehicles a more dynamic look as well as providing a particularly full sound and enabling adherence to the new ECE R41-04 noise test regulations.
A new CVT transmission set-up in conjunction with new clutch linings enables optimised clutch engagement and therefore a significantly more dynamic set-off response. This was achieved by changing the transmission ratio spread of the CVT as well as by fine-tuning the centrifugal force weights.
New suspension and damper set-up for increased comfort.
The suspension construction of the new C 650 Sport and C 650 GT continues to use a torsionally stiff hybrid composite structure consisting of a tubular steel bridge frame and a die-cast aluminium unit in the area of the swinging arm bearing. Retaining the existing spring travel of 115 millimetres in each case, it was possible to create a more comfortable suspension set-up. As a result, the C 650 Sport and C 650 GT offer a perfect compromise between sporty flair and comfort.
ABS and ASC as standard for maximum safety when braking and accelerating. Side View Assist option for the C 650 GT.
Based on the “Safety 360°” principle, the optimum design of the brake system in conjunction with the standard BMW Motorrad ABS Bosch 9.1MB ensures the very highest level of active riding safety. Another safety bonus is the ASC (Automatic Stability Control), which is now also on board ex works as standard. Additional comfort is also offered by a feature that is a world first for two-wheel vehicles: the first motorcycle rider assistance system Side View Assist (SVA). This new option for the C 650 GT supports the rider when changing lane, for instance, by monitoring the blind spot – especially useful in an urban environment.
Completely new dynamic design for the C 650 Sport and detailed stylistic fine-tuning for the C 650 GT.
The new edition of the two models particularly features a more modern, dynamic and future-oriented design for the C 650 Sport. This integrates it seamlessly in the BMW Motorrad design philosophy. By contrast the C 650 GT – positioned in the Comfort subsegment – has been fine-tuned with new rear side trim panels and a new rear light unit. Both models have also been fitted with newly designed instrument dials as well as new handlebar trim. Other new features include the revised kinematics of the centre stand and the automatic daytime riding light function.
The attractive paint finishes of the new C 650 Sport and C 650 GT.
The C 650 Sport and C 650 GT are each offered in three colour variants. The Valencia Orange metallic matt of the C 650 Sport highlights its athletic character and in conjunction with the contrast surfaces gives it a dynamic, modern appearance. By contrast, Lightwhite non-metallic makes the new C 650 Sport look technical, compact and light. In Blackstorm metallic the new C 650 Sport appeals to a more classically oriented clientele. In the C 650 GT, Blackstorm metallic highlights the elegant character of the vehicle, while Frozen Bronze metallic in conjunction with a contrasting tone creates a harmonious paint finish that clearly emphasises the styling of the new C 650 GT. Lightwhite non-metallic highlights the dynamic side of the C 650 GT. This colour gives it a particularly light and agile look.
Read more: http://www.visordown.com/motorcycle-news-new-bikes/updates-for-bmw-c-650-sport-and-c-650-gt/28188.html#ixzz3pxbw5mMO
http://www.visordown.com/motorcycle-news-new-bikes/updates-for-bmw-c-650-sport-and-c-650-gt/28188.html
