Gustav Bernuar Note's

This is the only 2WD Yamaha R1 in existence and MCN’s Trevor Franklin managed to snag a ride on the machine! And he came away suitably impressed, too

Pics: Motorcycle-USA

Much has been said and written on two-wheel-drive (2WD) on motorcycles. Of course, since 2WD motorcycles are about as common as one-wheel-drive cars, few have ridden or even seen one. And yet, a lot of people – including us – are quite fascinated with the idea of a 2WD sportsbike.

Back in March this year, Mark Gardiner managed to speak to Lars Jansson, who headed R&D work on Yamaha’s 2WD prototype R1, which was fitted with Ohlins’ 2-Trac system. We carried some excerpts from that conversation here. Now, MCN’s Trevor Franklin has actually ridden the 2WD R1, which is the only one of its kind in existence, at the Karlskoga circuit in Sweden. Here are some excerpts from what he has to say about the machine:

Although not leaning like a racer looking for a podium, I consider the angle of lean to be enough, with a handful of throttle, to feel the rear squirm. There’s a slight sensation of the front wheel trying to pick itself upright. And the bike as a whole appears to tighten up, become immediately stable with the loose, floaty feel from the headstock replaced with a tauter feel. At the same time, the bike pulls without fuss.

The slight front wheel twitch, for want of a better word, is like a signal to try harder. This ‘twitch’ fades to nothing as the pace picks up and dry lines appear. With a touch more circuit knowledge the R1 can now be used in anger. Brakes, throttle, suspension, tires… are all provoked. Strange but true, the bike makes me feel a lot more confident.

Chasing down the rider in front leads to bravery. Braking far too late, I peel in on the brakes and where I should have my left knee over the kerbing, I’m about six feet off line. Running wide it looks like the R1 is going to go grass cutting as I exit too fast towards the outside of the track where it is sopping wet. As I start to steer the bike tighter, I immediately get the gut-wrenching sensation the front is about to wash out. I nail the throttle in the hope the bike will straighten up and take to the grass for a softer fall. Then something magical happens: the bike smoothes out and literally drives (or pulls?) me around the outside of the track. Now what’s this all about? Has 2WD really saved my overweight carcass?

It’s the same story for the next two laps. Where the track is damp the bike instils enough confidence to open the throttle a lot more savagely than I would ever normally do. And more lean, way too much lean, does show the 2WD system isn’t infallible as the rear eventually breaks traction enough to cause a wide slide and out of seat experience. It’s more luck, than anything, the bike doesn’t go down.

The bike inspires enough confidence to open the throttle earlier and harder. And even though the rear end can be felt moving around, squirming and slipping in protest, the front of bike remains perfectly stable when it should be unsettled around the headstock. Bizarre. The bike feels different – with a strange taut, alert feeling to the front wheel, almost as if it’s electrified.

The effect is simply to make the bike feel as if it’s doing more of the road-reading and corner-assessing for you. Instead of tipping the bike in on damp corners and feeling (in my case hoping) for grip before driving through and trying again a bit faster next time, it’s as if the front wheel has scouted out ahead already and is telegraphing the message back that everything’s okay – come on, gas it.

Ok, as a cynic of anything that’s claimed to aid safety, I’m very, very impressed with the Ohlins 2WD system. As an aid to rider safety it is a perfectly executed plan. It surely won’t detract from our road riding pleasure and, as tested briefly by yours truly, will help in situations where you’d think the inevitable will happen. But like ABS and traction control, it is not going to save everyone in every situation – even these aids will see you on your arse if you ride outside their set parameters.

Now, the best part is, 2WD on motorcycles may still happen someday, perhaps even in the near future. According to those involved with the project at Ohlins, Yamaha may still consider fitting 2WD on the R1 [and, we suppose, other bikes…] in the next year or three. A 170kg, 200bhp YZF-R1 with 2WD? YES, PLEASE!!!

Randy de Puniet’s bike for the street? Well, this is as close as you can probably get…
Via MCN

French outfit AD Koncept has done a MotoGP-replica Fireblade – an LCR Honda Playboy paintjob, which is likely to be a bit less common than the usual Repsol-rep thing. According to MCN, it’s taken all of £15,000 (about US$25,000, not including the cost of the original, brand-new ’Blade…) to create this bike. The stock bodywork has been retained, though various carbonfibre bits have been bolted on and the stock windscreen has been replaced with a smoked double bubble unit.

The LCR Honda-replica Fireblade also gets a fully adjustable Ohlins fork and shock, Brembo brakes with monobloc radial-mount callipers and a Leo Vince titanium exhaust system. All of which, we suppose, are must-haves if you absolutely must be Randy de Puniet on the street…

Here’s a load of race-rep Fireblades. We love the Lawson/Gardner Rothmans colours!

The 2010 Honda Fireblade only gets minor mods…

For 2010, the Honda CBR1000RR Fireblade gets a few new paint schemes and a few (barely discernable?) styling mods, including a modified tail unit with new clear lens taillamp and an aluminium muffler cover

According to the details given on Honda’s press website, ‘Innovations have been made to absorb fluctuations in engine torque and improve throttle control. The ACG flywheels have been made bigger and crankshaft rigidity has been enhanced to fit the flywheel size, increasing crankshaft inertia mass by 6.87%. This enables generation of optimal crankshaft inertia mass during racing, improving throttle control and racing potential. This has been achieved without any increase in weight through the use of lightweight components including an aluminium cylinder head sealing bolt, thin-walled flange section for the exhaust pipe and a smaller fan motor.’

‘Our oxygen-sensing HECS3 (Honda Evolutional Catalysing System) constantly monitors emissions, reducing any harmful gases and tailoring fuelling for the most efficient combustion mixture,’ says a press release from Honda.

As with last year’s model, Honda’s excellent C-ABS is an option on the Fireblade and is an absolute must-have in our opinion. Accessories available for the 2010 ’Blade include carbonfibre rear wheel hugger, front mudguard and crankcase covers, carbon-fibre-look tank pad and fuel lid covers, colour-matched rear seat cowl, taller windscreen (black-tinted or clear), replacement rider’s seat based on elastomer mesh technology, seat bag, tank bag, anti-theft kit, tubular steel paddock stand and a special ECU for C-ABS circuit usage.

Pricing and availability details for the 2010 CBR1000RR to be added here shortly.

Will the ‘Blade still be one of the best all-around sportsbikes in 2010? Time and developments from Suzuki/Kawasaki/Yamaha will tell…!

The 2010 Honda CBR600RR gets a new ’special edition’ paintjob (above), but there no other cosmetic or mechanical changes have been made to the bike

The 2010 Honda CBR600RR continues as before, with no mechanical or cosmetic changes. C-ABS is still available as an option (an absolute must-have, in our opinion) and a new paint scheme is available, that incorporates a woman’s face in a stylised, high-contrast pattern. We’d much rather stick to the very cool red-white-and-blue or all-black paintjobs though, thanks very much.

Available accessories for the 2010 CBR600RR include a black-tinted windscreen, colour-matched seat cowl, colour-coordinated racing stickers, lots of carbonfibre parts and a special ECU calibrated for C-ABS circuit usage.

Pricing and availability details for the new Honda CBR600RR to be added here soon.

The red-white-blue and all-black paint schemes look best on the 600RR

source : fasterandfaster.net

YZF-R1

The new-generation YZF-R1 is more closely linked to our MotoGP winning M1 than ever before. For 2009 this legendary motorcycle is equipped with an all-new 998cc inline four-cylinder engine with a crossplane crankshaft that runs with an uneven firing interval of 270º - 180º - 90º - 180º. This innovative new design ensures superb throttle linearity, giving a feeling that the rider’s throttle hand is directly connected to the rear tyre. The new engine feels and sounds smoother than ever, and emits an unforgettable growl from the exhaust. Pushing out 182 PS at 12,500 rpm with 115.5 Nm of torque at 10,000 rpm, this MotoGP-inspired engine is without a doubt the most technologically advanced powerplant ever seen on a Yamaha supersport bike. And for the ultimate in feel and controllability, the new-generation R1 runs with an all-new Deltabox chassis offering an idealized rigidity balance.

YZF-R1
Features	-
New generation MotoGP inspired R1 New 998 cc engine with crossplane crankshaft Uneven firing interval for ultimate traction 182 PS at 12,500 rpm, 115.5 Nm at 10,000 rpm New lightweight Deltabox frame YCC-T and YCC-I for optimal performance
Engine	-
Engine type Liquid-cooled, 4-stroke, forward-inclined parallel 4-cylinder, 4-valves, DOHC Displacement 998 cc Bore x stroke 78.0 x 52.2 mm Compression ratio 12.7 : 1 Maximum power 133.9 kW (182 PS) @ 12,500 rpm (without air-induction) Maximum torque 115.5 Nm (11.8 kg-m) @ 10,000 rpm Lubrication system Wet sump Fuel System Fuel injection Clutch type Wet, multiple-disc coil spring Ignition system TCI Starter system Electric Transmission system Constant mesh, 6-speed Final transmission Chain Fuel tank capacity 18 L Oil tank capacity 3.73 L
Chassis	-
Chassis: Aluminium Deltabox Front suspension system Telescopic forks, Ø 43 mm Front travel 120 mm Rear suspension system Swingarm Rear travel 120 mm Caster angle 24º Trail 102 mm Front brake Dual discs, Ø 310 mm Rear brake Single disc, Ø 220 mm Front tyre 120/70 ZR17M/C (58W) Rear tyre 190/55 ZR17M/C (75W)
Dimensions	-
Length 2,070 mm Width 715 mm Height 1,130 mm Seat height 835 mm Wheel base 1,415 mm Minimum ground clearance 135 mm Wet weight 206 kg

source : yamaha-motor-europe.com

Designed to win on the racetrack, the 2009 R6 continues to redefine the role and scope of a 600cc Supersport machine. The technology and design of the bike is focused on providing maximum performance at the circuit.

Yamaha makes a range of kit parts to allow racers to change parts permitted under the FIM Supersport regulations, but the company knows only too well that in racing the base bike has to be good if you’re going to have a chance of winning. And as the fifth generation R6 uses technology transferred from the YZR-M1 MotoGP machine, it’s a worthy adversary for the cut and thrust of Supersport competition. One such example is the fuel injection system with its secondary injectors, working in tandem with the main injector to ensure optimum efficiency in the higher rpm range and giving a huge benefit to the Supersport racers, who are bound by the rules to use the production machine’s throttle bodies, injectors and butterfly mechanisms - hardly a handicap when the stock bike features equipment like this.

Other important technical features making a significant contribution to the performance of both the road and race bikes are the crank and pistons. These are two more areas where the racers must remain absolutely standard.

But there’s much more to the YZF-R6 than its engine. Using information gained from the YZR-M1 project, the steering head, swingarm pivot and rear axle are placed in a single plane to achieve the desired balance and rigidity. The chassis puts more weight over the front wheel, its 52.5/47.5 weight distribution replicating Mr. Rossi’s M1. The massive air induction system is another M1-derived feature, going straight through the machine’s headstock and using the inside of the frame as the air cleaner box.

As world Supersport rules insist on the standard front fork being used (only the internals can be changed), the 2009 YZF-R6 comes with redesigned fully-adjustable 41mm upside-down-front-forks, which feature a unique two-way compression stroke damping adjustment to allow both low and high speed damping to be tuned for even more control on the racetrack.

Supersport racing is one of the most popular racing classes at both world and national levels and Yamaha’s YEC (Yamaha Engineering Corporation) kit parts give private teams the full range of items needed to turn their R6 into a world championship contender. As Yamaha’s official team in the class Yamaha World Supersport Team will carry out further tuning on the machines of Fabien Foret and Cal Crutchlow, including the production of special parts developed in-house at their Neuss headquarters.

source : yamaha-racing.com

JogRR MotoGP - Four years at the top

Feel the spirit of MotoGP every time you ride on the JogRR MotoGP, the official paddock scooter of the 2009 MotoGP World Championship.

The JogRR MotoGP combines a responsive, powerful engine with lightweight, direct handling. Its high-output, liquid-cooled two-stroke 50cc engine enables sporty performance with top reliability.

The lightweight (84 kg) single-shock chassis, 12inch alloy wheels, responsive suspension and powerful disc/drum braking set-up provide sharp and accurate handling, whilst the automatic V-belt transmission makes it suitable for riders of all experience levels. It’s practical too – the underseat helmet locker and dual seat with flip-out passenger footpegs mean you can carry a passenger in safety and comfort.

Decorated in exclusive MotoGP graphics that feature official Grand Prix circuits, the JogRR MotoGP is a stylish, practical scooter offering sporty performance and handling for anyone inspired by the spirit of racing.

JogRR MotoGP
Features	-
Official MotoGP paddock scooter with exclusive paint and graphics High-tech liquid-cooled 50cc two-stroke engine Nippy acceleration and sparkling all-round performance Fully automatic transmission – no gears to bother about Rugged, asymmetric steel chassis Dual seat, passenger footpegs and grab-handle Designer digital/analogue instrument panel Underseat locker holds one full-face helmet Electric starter and kick starter Sports rear suspension and short wheelbase for great handling and steering Classy six spoke alloy 12 inch wheels with chunky tyres 190 mm front disc brake for great stopping power Lateral air scoops below footboard Catalyser exhaust (EU1) Flat tunnel-less footboard
Engine	-
Engine type Liquid cooled, 2 stroke monocylinder Displacement 49.0 cc Bore x stroke 40.0 x 39.2 mm Compression ratio 11.4:1 Maximum power 2.52 kW @ 7,000 rpm Maximum torque 3.29 Nm @ 6,500 rpm Lubrication system Separate lubrication Fuel System Gurtner PY12 Ignition system Electronic (CDI) Starter system Electric and kick Transmission system Automatic with V-Belt Fuel tank capacity 5.5 L
Chassis	-
Front suspension system Telescopic fork Rear suspension system Unit swing Front brake Disc, Ø 190 mm Rear brake Drum, Ø 110 mm Front tyre 110/70-12 Rear tyre 130/70-12 (all countries except Spain) / 120/70-12 (Spain) Stroke front 70 mm Stroke rear 60 mm
Dimensions	-
Length 1,740 mm Width 675 mm Height 1,065 mm Seat height 770 mm Wheel base 1,210 mm Minimum ground clearance 132 Wet weight 84 kg

source : yamaha-motor-europe.com

Benefiting from an unrivalled influence of MotoGP technology, the 2009 YZF-R1 represents the most significant development in engine and chassis technology ever seen in the history of the legendary motorcycle.

Featuring a revolutionary crossplane crankshaft engine and unique uneven firing order, the production model of the 2009 YZF-R1 delivers near linear torque providing smoother acceleration and greater levels of grip than previously thought possible, setting new standards for litre sportsbikes.

Minor modifications to the machine for racing from the homologated model include a modified cam-shaft, an enlarged radiator for extra cooling and the addition of an oil cooler. The new 2009 YZF-R1 has no rear sub-frame but incorporates a strengthened frame. The exhaust is unique, and was developed in partnership with The Yamaha World Superbike Team and Akrapovic. The standard fuel tank has also been replaced with an aluminium tank with an increased capacity, this still falls within FIM regulations. The bike features the latest Magneti Marelli electronic systems. The new swing arm is also developed purely for the WSB race bike based on knowledge taken from the 2008 racing season.

source : yamaha-racing.com