Rumours abound as to who will be accompanying Casey Stoner in riding the Ducati Desmosedici next year and, whilst those names put forward have yet to be either confirmed or denied, the Italian factory are expecting decisions and announcements to be made in the coming week.
The factory team could see two MotoGP World Champions sharing the garage, with Nicky Hayden hotly tipped to be the prime candidate for the seat vacated by the outgoing Marco Melandri. Ducati MotoGP Project Manager Livio Suppo would not rule out the `Kentucky Kid´, and conceded that he was one of the riders being looked at for 2009.
`Of course (we have been looking at Hayden), there are a lot of rumours about this, but we will see next week,´ said Suppo, who was tight lipped about naming names for the vacant spots in both the factory and satellite Ducati outfits.
`Next week I think will also be the time to know the riders lineup for the second team (currently Alice Team). We will definitely be keeping Paolo Campinoti in charge.´
Prolonged speculation has surrounded a return to competition for Sete Gibernau, the former MotoGP World Championship runner-up who this year swung his leg over the Desmosedici GP8 and GP9 in testing at Mugello. Links with MotoGP Legend Angel Nieto and son Gelete have placed Gibernau on a fifth Ducati machine, sponsored by the Onde 2000 project that debuted in the 125cc category this year.
`We´re talking with the Nietos to set up a one-bike team, but it´s unfortunately also a little to early to talk about that,´ said Suppo, acknowledging the link between the Ducati MotoGP plans and the Spanish veteran. `We like Sete, and he´s done some tests this season in which he has proved to be very fast, so why not?´
Suppo also confirmed that Niccolo Canepa, currently testing the Desmosedici as part of the test team in-between wildcard superbike appearances, could possibly play a part in the 2009 season in some capacity.
BMW today announced the 2009 F 650 GS, a revised version of the venerable but relatively slow-selling F 650 GS. This is an important release in BMW's recent fast-track strategy, and for their goal of attracting more new and younger riders to the BMW fold. BMW has been selling tons of Adventure Touring motorcycles; indeed, the R 1200 GS has been a worldwide hit, and is credited with both starting and continuing the Adventure Touring craze.
Dual purpose motorcycles in general have been one of the bright points in an otherwise somnambulant motorcycle market over the past year or so, and if BMW gets this right -- and if the F 800 GS also meets expectations, BMW may be able to pull into double-digit percentages of market share. We hope to have more details and specifications soon, and we're working on editing many more photos of the 2009 F 650 GS, so stay tuned.
Meanwhile, here's the enthusiastic 2009 F650 GS press release, edited by webBikeWorld staff: Tame the urban jungle or take the road less traveled! After much anticipation, BMW's sophisticated new addition to its entry level model lineup -- the 2009 BMW F 650 GS -- has arrived at U.S. BMW Motorcycle dealers. With its 71 hp, torquey twin-cylinder engine, the all-new 2009 F 650 GS offers more power and sophistication than its single-cylinder predecessor.
Ideal for on- or off-road riding, urban commuting and any rider looking for a fun, efficient and reliable motorcycle, the middleweight twin tackles anything the ambitious motorcyclist could throw at it. Its rigid steel tube trellis frame, double-sided swing arm and chain drive offer reliability. A low seat height and narrow design make navigation through the worst traffic a breeze. Cast aluminum wheels and telescopic forks keep the ride smooth and precise at all times.
The 2009 F 650 GS has a manufacturer's suggested retail price of $8,255 (excluding freight). The Standard Package, offered at a manufacturer's suggested retail price of $9,760, (excluding freight) includes heated hand grips, Anti-Lock Brakes, an on-board computer, and white turn signals. The 2009 F 650 GS is available in three colors -- Flame Red, Iceberg Silver Metallic, and Azure Blue Metallic. The F 650 GS is the newest addition to BMW's dual-sport line up.
It follows in the footsteps of the highly acclaimed R 1200 GS - which traces its roots back to the early 1980s when BMW won the grueling Paris-Dakar rally four times with its trailblazing dual-purpose R 80 GS. Since their debut in 2004, the versatile R 1200 GS and its rugged companion, the R 1200 GS Adventure, have earned praise from motorcycle enthusiasts and the press for their exceptional performance both on and off the road. The R 1200 GS has earned award after award, including Cycle World's Best Open Class Street Bike and the International Journalist's Panel "Best Bike in the World." The R 1200 GS Adventure was named "Best Adventure Bike" three years in a row by editors of Motorcyclist Magazine.
The Shark Evoline is a new helmetdesign that picks up where the ROOF Boxer left off. It's probably more
functional than a simple flip-up helmet, because the Evoline is designed to be
worn with the chin bar rotated all the way back, unlike most/all flip-up
helmets, which are not designed to be worn (and are not safe) with the rotating visor in the
raised position.
Lots of moving parts here though, and
the weight...well, we won't get into that now, will we?
Probably one of the most anticipated helmets of 2008, the Shark Evoline has finally arrived. And the good news is that it has passed both ECE and DOT testing schemes, so this is one exotic flip-up helmet that will be sold in North America and Europe. In fact, it's currently going through the distribution process in the U.S. and should be on dealer shelves very soon.
The Evoline was just released in Europe -- after many retailers were taking orders for months, knowing full well that they couldn't deliver. But that's another story...
So what is it? Probably not as radical as some would hope actually. Some motorcyclists may not know that the rotating chin bar concept was pioneered by the still-radical-looking ROOF Boxer, a helmet we reviewed back about 5 years ago.
The Shark Evoline (is it "Evo-line", or "Evo-leen"?) takes it one step further, with a slick but complex system to rotate the chin bar all the way back, where it stays out of the way, nice and snug and nearly flush with the helmet shell.
The design of the Evoline allows it to be worn this way whilst riding, unlike all of the "normal" flip-up helmets I'm familiar with, which are not designed to be worn with the rotating visor in the raised position, although many riders do indeed wear them that way -- a dangerous proposition.
Now why a motorcycle rider would want or need a motorcycle helmet with the functionality of the Evoline is a question we can't answer -- we'll leave that up to you to decide.
Suffice it to say that there must be a defined need, or we doubt very much that Shark would have spent so much time, money and energy into designing the Evoline -- not to mention the cost involved in getting it to a point where it passed both the ECE and DOT testing regimens, finding a distributor, getting it into the distribution process, parts and accessories and all the rest.
So let's take a look and see what this interesting new helmet is all about!
Paint, Graphics and Overall Quality
The Shark Evoline shown here was purchased in Europe, thus it is ECE 22.05 approved only and was sourced using the European color palette, which is rather subdued.
This one is the gloss silver color, which is actually more like a graphite. The metalflake paint is nicely applied on the polycarbonate Lexan shell, with no obvious flaws. There's not much you can say about gloss silver or graphite; it is what it is.
It's unclear at this point whether the Evoline helmets sold in North America will have a different color palette or will be offered with a variety of graphic designs, but for the most part, flip-up helmets seem to have much more...dare we say boring?...colors than their full-face counterparts. Perhaps flip-up owners are a conservative breed?
But overall, the finish is about as good as it gets. The finish does "feel" thick and the clearcoat also seems thick and protective.
This helmet was apparently one of the first off the assembly line, and there are some quality issues here and there that we hope are resolved by time the distribution channels are filled.
The gasket around the bottom of the helmet has a few gaps and some glue is showing; the metal latches on the helmet shell are pitted and look unpolished; there's a bit of polish residue or wet sanding residue here and there; you can see in some of the photos that the screw heads and other metal bits are showing (a design, not a quality issue) and the Phillips head screws that hold the eccentric cam on the sides that rotate the visor are crooked.
This is a complex helmet, with more moving parts than many other "normal" flip-ups, and obviously more than a typical full-face helmet. All the parts add up to a bit of a creaky feeling -- the helmet isn't as solid as we'd like to see...but what flip-up is?The liner looks more expensive and plush than what is usually found in flip-up helmets, and it's relatively comfortable, although not as comfy as the ultra-plush liner in the Shark RSX, for example.
The vents click open and shut with authority, but the clear visor feels flimsy and has some distortion at the top and bottom, which is surprising for Shark and probably due to the completely different visor design.
Score: Overall, give the Shark Evoline a "Very Good" rating for the paint and the finish, with a "Good" for the rest.
Former Red Bull MotoGP Academy rider Bradley Smith took a well-deserved second place at the Gran Premio Cinzano di San Marino e della Riviera di Rimini on Sunday, dedicating the result to his Polaris World mechanics after a hot, sweaty weekend at Misano.
Smith reflected on the 125cc contest saying, `It was an important race for me and the team after a couple of disappointing results and we have bounced back. They worked so hard and all I can say is, this is for them!´
Revealing the tactics he had used after he crossed the line five seconds behind 125cc World title holder and race winner Gabor Talmacsi, Smith explained, `I knew that I would have to push hard in the first ten laps to get a gap otherwise there would be a lot of fighting, so I just tried to stay behind Gabor and go with him. When he made the mistake I tried to push and to go for the victory but he had better pace than me and was keeping maybe 10% in his pocket. Obviously I am a little bit disappointed because I always want to win.´
Although Smith is still in search of his first career victory, having led races on several occasions this season, he was taking all the positives from another exciting single cylinder battle. He stated, `At the end of the day today I was fighting with the World Champion. He is the best in the world so I took a lot of experience from this race and I will use it at Indianapolis which is a new track for everybody.´
Having finished tenth in the championship last season with now the disbanded Repsol Honda 125cc team, his latest result puts him within five points of the top five - in seventh position in the standings - in a highly competitive category.
His Polaris World employers have set him what now appears to be a more than plausible target of finishing in the top six before making an announcement on his 2009 contract, though Smith himself appears to be content to stay put.
He commented, `I want to stay in 125cc next year because I think I still need more experience and I am trying to learn and understand all the time. We have to wait and see, hopefully in the near future we will be able to say something but at the moment we have to wait.´
![[ap1.jpg]](http://3.bp.blogspot.com/_Mvhjidbvdzc/SLq8GCjanFI/AAAAAAAAHa8/NfESalmfq-E/s1600/ap1.jpg)
Forget the Falco, this is the bike Aprilia should have built...
While we never thought much of the Aprilia SL1000 Falco, this Falco-based café racer does look interesting. The fairing has been stripped away, revealing that 60-degree v-twin, and the stubby tail unit, custom-made exhaust and single, round headlamp all look butch and purposeful. If it were ours, we’d get it painted black. And then ride it downtown late in the night…
After the purchase of the Motorcycle Company MV Agusta by Harley-Davidson the Americans published now further details to their purchase intentions and the future of the Italian high-end manifacturer. Harley Davidson boss Jim Ziemer expects that by the assumption of MV Agusta the presence and the image of the mark in Europe are increased and the product families are supplemented by Harley-Davidson and Buell. The past managing director of MV Agusta, Claudio Castiglioni, stresses the thing in common of both marks: “Our customers, the motorcyclists, do not want to be received when driving a high-quality and high performance motorcycle compromises. Since Harley-Davidson understands the emotional component of the motorcycle driving just as well as the business side, am I full confidence that Agusta group their customers will in the long term inspire the MVs.
Harley-Davidson holds Agusta to the main business seat of many years of mV in the Italian Varese. There a guidance team with new managing director is to be appointed and the production of the current models again to be taken up. Castiglioni, will be active further in a leading position. Also Design boss Massimo Tamburini, under whose responsibility models developed such as F4 and brutal one or Ducati 916, remains to the enterprise.
MV Agusta had 2007 substantial financial difficulties after scarcely 6000 sold motorcycles in the year and had production 2008 strongly to throttle. On 11 July this yearly took over Harley-Davidson group the MV Agusta group, and concomitantly the mark Cagiva, for a purchase price of 70 million euros. Castiglioni receives a contractually held special payment to 2016, vorrausgesetzt it fulfills the production goals given by Harley-Davidson.
Moto Morini’s new Sport 1200 has arrived in the UK, their fifth new model in three years since the historic marquee returned to family-ownership. Designed by the Marabese studio to create the classic style of 1970’s machines, the 1200 Sport combines the CorsaCorta V-twin engine with top-flight components to deliver exceptional performance with timeless appeal.Based upon the Moto Morini 9½ roadster, at the heart of the 1200 Sport is the Franco Lambertini designed 1187cc 87° V-twin engine, tuned to develop 117 hp at 8500 rpm with a high torque (102 Nm 6700 rpm) that is well-distributed over the entire rev range. The engine is carried in a Verlicchi-designed trellis frame, with 50mm Marzocchi forks at the front and adjustable Paioli rear shock for sure-footed road holding even at high speeds. Other technological features include a powerful and responsive 320mm Brembo semi floating braking system and double-sided swing arm that is produced by hydro forming, without the need for welding, making it lighter and stiffer than conventional items.
However it is the appearance of the 1200 Sport that has the most immediate effect. Its single round headlight with mini fairing and impressive 21-litre tank with generous indents for the knees give this bike an impressive presence. The double tapered exhaust pipe exudes power and creates a potent exhaust note. Meanwhile the narrow bars and single seat unit are designed to work with the footrests to incline the rider forward into a sportier riding position.
The Moto Morini 1200 Sport sells for £7,999 OTR, just £500 more than the entry level 9 ½ model, and is available in White/Blue/Red or British Racing Green/Yellow.
visit www.motomorini.com
The Brutale looks so wicked that it almost cries out for even more performance. Going that bit faster is what every rider craves. Power is addictive. It had to be even more �brutal�. MV Agusta�s response was this: the 1078RR.
Now with a new engine and other technical components dedicated to performance, the top of the range Brutale leads the way in the sport naked sector while proudly flying the �Made in Italy� flag. The 100% MV Agusta engine is only for the select few who can manage the 150 HP and more that the new four-cylinder unit puts out. The decidedly muscular appearance of the new Brutale says it all and gives the rider an adrenalin rush before he even turns the key that kicks the mighty engine into life. Just looking at the Brutale starts you dreaming, listening to one sets your pulse racing, and riding one makes you fall in love.
The 1078RR is not just a motorbike; it is an incarnation of a true rider�s personality. Others want to be such a person. They want the same type of courage that will let them take a machine to its limits, that will let them choose a real machine and not just something �normal�. There is nothing is normal about the 1078RR: Life is faster, more colourful, more vivid. This is what a Brutale is about. The new engine size now asks even more from the suspension and brakes. They need to be stronger and more efficient to redress the balance and give the bike that sure-footedness and superb rideability that typifies MV Agustas. There can be no doubt that the 1078RR will be the utmost naked.
DESIGN1078RR means simply the best; the Brutale at its peak. This includes looks that stand out. Apart from the new instrument panel, the new colour schemes express grit and determination; they include pearl white/black, anthracite black and silver/red. The latter is obviously based on MV�s long tradition of racing. The �skin� of the Brutale 1078RR lets us see the components that have been changed in all their beauty: The new brakes, the new fork components and especially all the little details that finish off this work of art. They make all the difference not just to the rider but also to an observer. It is the same as looking at a masterpiece in an art gallery.EQUIPMENT: 10% MORE POWER
Transition from the 910R to the 1078RR involved the introduction of some new components that have given the Brutale RR 15 more HP and 2 kilos more of torque. A breakdown of the changes includes:
- decals and colour schemes;
- instrument panel graphics;
- revised suspension calibration;
- 1078 cc engine;
- slipper clutch;
- resized catalysers;
- Brembo monoblock (one-piece) brakes.
The main focus has been on finding the right balance between the new components.
POWER AND TRACTABILITY HAND IN HAND
The new Brutale has inherited the very best of MV Agusta technology. With its new 1078 cc engine based on the racing F4 RR 312, the new Brutale is a sure winner. The aim wasn�t so much about seeking maximum performance as of taming four cylinders to work together to offer a perfectly balanced ride. This is no easy feat when you�re dealing with 154 HP shoe-horned into a compact frame like the one on the Brutale. The bore and stroke have been increased to 79 and 55 mm from the original 76 and 50.1mm. The compression ratio has been kept high despite the significant increase in capacity from 909 to 1078.37cc. Maximum power output has increased by 15 HP thus setting a new record for the sports naked with 154 HP at 10,700 rpm. Torque has also been improved going up from 96 Nm (70.7 Ft/lb) at 8,000 rpm to 117 Nm (86.2 Ft/lb) at 8,100 rpm. The removable gearbox remains exclusive to this segment of the market and the speed and precision with which it changes allows the bike to reach its maximum speed of 166.04 mph in next to no time. Such performance is due to a large extent to the adoption of new 46 mm throttle bodies taken from the F4 1000 R (as opposed to the 48 mm units on the F4 R 312). These units also dictated the choice of a longer final drive ratio (two less teeth on the crown wheel) thus moving from 15/43 to 15/41. The EBS (Engine Brake System) was replaced with the slipper clutch used on the F4 sports version. It is a mechanical slipper clutch system with ramps and roller bearings. In seeking to offer a �softer� response to the throttle, MV engineers fitted a new larger exhaust catalyser that meant more room to manoeuvre with emissions in seeking to meet Euro 3 requirements and this allowed a richer mix. The end result is more flexible, smoother engine even under hard acceleration.
A TUBULAR FRAME AS PER MV TRADITON
Retaining the chrome-molybdenum trellis frame was a simple choice for MV. The trellis frame is more than merely aesthetically pleasing, it capably handles the reconfigured engine power output and last of all, is easy to work on when so required. In the first 750 version of the Brutale, the frame was designed to bear theoretical torsion and flexing parameters greater than those it would in fact have to handle. This was because we knew that eventually we would arrive where we are today. Therefore � no changes needed. The geometry is the same as are the other settings as proof of the fact that we knew right from the start where we would end. The rake is 101.5 mm (3.99 in), the wheelbase measures 1,410 mm (55.51 in) and the maximum overall length is 2,020 mm (79.52 in) for an overall weight of 185 kilos (407.8 lb).. The classic single rear swingarm sets the scene and is a symbol of technology and originality. It is simply a work of motorcycling art, but its compactness and manoeuvrability are both down to MV Agusta�s racing experience.
CHANGES TO THE FORKS
Due to the introduction of new brakes and the increased power output of the 1078 cc engine, the forks have been modified. The ends now have lugs to carry the calipers while internal calibration has been modified to handle the increased loads the suspension will have to deal with. Great care has been taken to ensure that none of the comfort that a bike like the Brutale 1078RR provides its rider is lost. One small change regards the travel that has been increased to 130 mm (5.11 in). The type of forks remains unchanged and the Brutale boasts a pair of upside down 50 mm Marzocchis to keep the front end glued to the road when the rider is using the machine with a certain degree of zest. The rear shock absorber remains unchanged and the suspension has been calibrated to handle the power output. The suspension system keeps the back end in line under the hard acceleration on exiting bends that the 154 CV engine encourages. Rebound, compression and spring pre-load can all be adjusted on the Sachs monoshock unit.
NEW BREMBO BRAKES
The Brutale 1078RR now features the most powerful and exclusive brakes available. The system features race-bred monoblock or one-piece radial calipers like those fitted to the F4. The aim of the new system is to increase stopping power and reduce braking distances but at the same time decrease the amount of pressure needed on the brake lever and thus tire the rider less. The Brutale 1078RR can brake later than the competition and is already set up for the track with its new monoblock radial calipers. With the Brembo system this Brutale is now Italian from head to toe. The highly original forged aluminium five-spoke star-shaped wheels are also Brembo and measure 3.50� x 17� at the front and 6.00� x 17� at the rear with 120/70 ZR 17 and 190/55 ZR 17 tyres.
As detailed by MCN, BMW will use the newly developed 1000 cc in-line four-cylinder motorcycle, and will partner with the Alpha Technik GmbH team based in Stephankirchen near Rosenheim at the Paris Motorcycle Show in September.
Peter Müller: “By entering the Superbike World Championship we will be competing against manufacturers and teams which are many years ahead of us in terms of experience in a segment which is new to us. We know it won’t be easy. With alpha Technik GmbH we have found a partner with a lot of development expertise and over 10 years of experience in superbike racing. We anticipate that we will be able to establish ourselves successfully within the strong international competitive field with our new motorcycle.”
quote:MCN
A phone call into Tim Saunders, principal of Corona Extra Honda Racing, and just like our favorite Food Network Chef, Emeril Lagasse would say, ‘Bam!’ We were going to have a go on their ultra-trick Corona Light 600 race bike. At long last, we would get our chance to check out the CBR600RR in proper AMA Supersport racing trim.
Saunders assembled his crew and with the bike and supplies in tow, they met us at the Fastest Road in the West - aka Willow Springs International Raceway. If 2.5 miles of wide-open asphalt isn’t the perfect playground to see what a bike like the Corona Honda has to offer, then we don’t know what is. In an effort to fully grasp the difference we also procured a stock 2007 CBR600RR fitted with a set of Bridgestone BT-002 DOT race tires.
Conditions were perfect, with a light wind and mid-70s registering on the thermometer as we suited up for our first taste of Corona’s supersport brew. With the Dunlop D208 N-Tec DOT race tires baking beneath the PowerStands digital tire warmers, we strolled towards the white with lime-accents Corona Light machine. The pungent aroma of VP race gas saturating the mild desert air was a reminder this was no ordinary CBR.
“Man, this is going to be good,” I said inside my helmet.
The bike itself was supposed to spend the year competing in the AMA Pro Honda Oils 600cc Supersport class. But after the season opener at Daytona, then-rider Gary Mason and the Corona team parted ways and the bike was left collecting dust in the team transporter until Cycle News super-scribe Steve Atlas was presented the opportunity to race the machine at the Corona AMA Superbike season finale at Mazda Laguna Seca Raceway. Atlas did the journalists proud by finishing 17th in the race, his virgin outing with the team.
There’s no question Honda engineers found the sweet-spot between racy track use and daily street-ability in the ergonomics department of the stock CBR. Once aboard the lime-logoed race bike, however, you realize that this ain’t no streetbike. The thin black seat foam atop the jacked-up Hot Bodies racing tail section, lower Vortex Racing clip-ons, and raised TiForce adjustable rearsets instantly positions the rider’s body into a proper track attitude: Tail high and nose down. This would be the first of many differences.
Unlike our user-friendly road going stocker, this bike is devoid of anything associated with proper street accoutrements, including an ignition key. Instead, two separate run/off engine control switches are mounted on each handlebar. The left switch controls what would normally be the key-style ignition, while the right one functions the same as stock. Switch gear, mirrors, horn, and keyed gas cap are all gone. The GP-style shifting pattern makes gear changes easier at full lean, but takes a bit of getting used to when switching from a stock pattern.
Walker Jemison, crew chief for the Corona squad, gently warmed the machine before we wrapped our overly excited hands on it. He forewarned us to not let the bike idle too low due to the upgraded oil pump, which doesn’t build enough oil pressure at low rpm. As a reminder, an orange arrow is placed at the 3000 rpm mark on the tachometer. Climb on, blip the throttle, grab the clutch and drop it into gear - it’s time to ride.
Once underway, we immediately notice just how rigid the Supersport machine feels. Where the stocker feels like it’s blissfully gliding over road imperfections, the Corona Honda lets the rider know it’s a proper race bike. Every single bump, crack, and pavement ripple is transmitted directly through the controls to the rider. In, fact there’s so much feedback that initially it feels somewhat overwhelming compared to the plush accommodations of the road-going version. Our first handful of laps consisted of just acclimating to both the flowing nine-turn road course and the 130-horsepower rocket underneath us. Riding a machine in this state of tune in cruise mode made it very clear to us that we better up the pace, or get off.
By noon we had the track layout down reasonably well and started to ride the bike more akin to its tire-shredding design. In stock form, the CBR is already renowned for its potent set of binders. We went blasting down Willows front straight-away to test the racing set. A single finger pull of the adjustable Active folding brake lever slows the Corona Honda with amazing voracity. Although outright power and feel was never an issue with the stocker, stopping force and feedback through the coated, Galfer steel-braided lines is simply off the charts. Wouldn’t it be great if these brakes came standard on every sportbike? Supersport rules reflect changes which can be implemented by the riding public rather easily. Simple brake pad and line modifications are the key to taking the OEM CBR brakes to the next level.
Unlike our user-friendly road going stocker, this bike is devoid of anything associated with proper street accoutrements, including an ignition key. Instead, two separate run/off engine control switches are mounted on each handlebar. The left switch controls what would normally be the key-style ignition, while the right one functions the same as stock. Switch gear, mirrors, horn, and keyed gas cap are all gone. The GP-style shifting pattern makes gear changes easier at full lean, but takes a bit of getting used to when switching from a stock pattern.
Walker Jemison, crew chief for the Corona squad, gently warmed the machine before we wrapped our overly excited hands on it. He forewarned us to not let the bike idle too low due to the upgraded oil pump, which doesn’t build enough oil pressure at low rpm. As a reminder, an orange arrow is placed at the 3000 rpm mark on the tachometer. Climb on, blip the throttle, grab the clutch and drop it into gear - it’s time to ride.
Once underway, we immediately notice just how rigid the Supersport machine feels. Where the stocker feels like it’s blissfully gliding over road imperfections, the Corona Honda lets the rider know it’s a proper race bike. Every single bump, crack, and pavement ripple is transmitted directly through the controls to the rider. In, fact there’s so much feedback that initially it feels somewhat overwhelming compared to the plush accommodations of the road-going version. Our first handful of laps consisted of just acclimating to both the flowing nine-turn road course and the 130-horsepower rocket underneath us. Riding a machine in this state of tune in cruise mode made it very clear to us that we better up the pace, or get off.
By noon we had the track layout down reasonably well and started to ride the bike more akin to its tire-shredding design. In stock form, the CBR is already renowned for its potent set of binders. We went blasting down Willows front straight-away to test the racing set. A single finger pull of the adjustable Active folding brake lever slows the Corona Honda with amazing voracity. Although outright power and feel was never an issue with the stocker, stopping force and feedback through the coated, Galfer steel-braided lines is simply off the charts. Wouldn’t it be great if these brakes came standard on every sportbike? Supersport rules reflect changes which can be implemented by the riding public rather easily. Simple brake pad and line modifications are the key to taking the OEM CBR brakes to the next level.
Once slowed down, a slight tug of the bars brings the bike on its side, carving hard to the left through Turn 1. Like the stocker, its amazing how little effort it takes to get these Honda’s to turn, but it’s even more amazing when it’s lighter and tighter. Up front, the standard appearing 41mm Showa fork is anything but. Hidden inside, there’s Ohlins 25mm supersport cartridge internals. Only ultra trick-looking adjustable fork caps give you a clue to how much potential is in there. Unlike the stock CBR which has a tendency to blow right through fork stroke, as any stock bike will when pushed hard in fast sections and heavily loaded, the Ohlins setup is both firm and compliant, and never feels overwhelmed. Contrary to the stock suspension, which gets progressively more out of sorts when ridden to the edge, the Corona Light Honda’s racing-spec front suspension follows the surface of the road carefully yet precisely, all while delivering an enormous amount of feedback - rewarding the rider for having the balls to go harder, faster and deeper. The faster you go, the better it gets.
Pickup the throttle and the Ohlins rear shock squats a bit as the Dunlop 190/55R17 rear tire digs into the pavement - hooking up and driving the bike forward like an oversized paddle tire on a CRF450R in the sand. The howl emitting from both the intake and the raspy wail from its underseat Ti Force muffler will put any rider on the verge of sensory overload. Dropping the throttle for a moment before easing it back on through the banked Turn 2 is a lap-by-lap thrill. Get back on the pipe after the apex and the engine zings above 11,000 rpm and into the core of the power as the front end gets light and the next turn approaches fast.
Funny thing is, the more time we spent turning laps the better both bikes begin to feel. Sure, the stocker doesn’t pull with as much gusto, but it still is fast. The biggest difference lies in the massaged components: Brakes and suspension. The harder we push and the more we lean, the more the race-spec fork helps keep things in check. The more aggressive we get on the gas, the quicker the Corona bike responds.
Accelerating hard out of the inside of Turn 2 to the left uphill Turn 3, the precise throttle, well-sorted suspension and warm, sticky tires give the confidence necessary to get on the gas much earlier than on the stocker. Blip the throttle, snag a shift and transfer weight to the left side of the bike as it snaps into position. With the bike carving left under acceleration, it’s time to maneuver past Turn 4,and downhill into the near 90-degree Turn 5. Trail braking into 5, with the added effect of gravity pulling the fork down, is one area showcasing the difference between stock and Supersport-spec suspension.
The brakes on both bikes are powerful, but the added feel and confidence that the Corona Light CBR exudes makes it easier to stay on a bit later and carry more speed. The transition is not nearly as abrupt on the racer as the stock bike because when the OEM fork is tapping out as the bike hits the apex, the Corona bike is in the sweet spot which again allows you to dial on the gas sooner.
Climbing uphill into Turn 6 the Pro-Link rear suspension is put to task, but the action is firm and responsive and resists the tendency to bottom out as the g-forces pull hard. Both bikes are in their element in the fast transitions but the stock bike feels almost couch-like compared to the racer. While the Corona Light bike is taught and flickable the stocker feels spongy and a bit less responsive when snapping it from side-to-side. Cresting the hill after Turn 6 while shifting and on the gas is a prime opportunity for the bikes to get nervous. The racer did more often than the stocker. The contributing factor here could be a number of things including a slightly more aggressive angle of attack, more mid-range torque lifting at the front wheel or the different steering damper.
While the stock HESD steering damper performs well, as you can tell, the original setup was jettisoned in favor of an adjustable GPR V1 gold-anodized unit. These aftermarket style dampers offer a range of adjustability which allows the resistance to be tailored to the individual rider. We have had plenty of experience with the GPR units in the past and they do a good job of keeping the unwanted movement in check, but it comes at a price. It requires a decision to be made regarding how much resistance will be dialed in where the HESD unit calculates the resistance on the fly, so in some cases it doesn’t even feel like it’s doing anything - and that’s the glory of the high-tech piece. The GPR on the other hand is always on. Motoring hard through Turns 6 and 7 loads the rear tire, un-weighting the front-end of the bike, but with the GPR damper we experienced a bit more head shake here. It never was an issue anywhere else on the track.
Compared to the stocker, the supersport-spec engine spools up extremely quick as we accelerate towards the notoriously high-speed Turns 8 and 9. Press down on the gearshift lever (GP-shift) through gears four and five and witness the precise-shifting glory of the Dynojet Quick Shifter, which facilitates throttle-to-the-stop, clutch-less upshifts. Neither of our test riders had ever ridden with one of these gizmos, but both came away believers. Sure, you can make clutchless up-shifts on the stock CBR, but it generally requires a moment of hesitation to engage while the race bike just keeps rolling on.
While the all-new for ‘07 Honda engine has plenty of pulling power around the 10-turn track, the Jett Tuning-built 599cc mill was exceptionally powerful with its seamless mid-range punch. The fun really begins when you hit that magic 13,000 rpm mark; suddenly, that beefy mid-range transforms itself into a thick surge flinging the bike forward at an incredible rate. Power keeps on coming up to 15 grand and another 1500 rpm of over-rev remains before you reach the limiter. Lap after lap we would drag these two rockets up the front straight with the Corona Light bike getting the edge on the stocker. Only a mistimed shift or an excellent drive on the standard machine would allow it to pull even at the finish line. The racer however, was just coming into its own and would start to pull a gap between there and the braking zone. It’s not really fair to the stock mill, but it taught us two more valuable lessons. The first is that the Jett Tuning performance upgrades give the CBR600RR a whole new personality. The second is that the CBR in stock trim is no slouch.
The man behind this wickedly powerful supersport mill is John Ethell. The name may sound familiar to AMA roadracing fans, since he’s the Honda engine-building guru that’s spent the last six years working in American Honda’s race shop building the motors for Red Riders like Miguel Duhamel, Josh Hayes and Aaron Gobert.
“Most of the power comes from the cylinder head, fuel injection mapping, and cam timing,” explains Ethell, owner of Jett Tuning. “Because of the rules in Supersport, we’re only allowed to clean things up a bit.”
In fact, AMA Supersport class rules only allow light modification in order to keep the cost factor down and elbow-to-elbow racing competition up. The engine itself has to retain both original displacement and stock internals. That means no aftermarket pistons, cams, valves, etc. So the real ingenuity comes from being able to maximize performance through the stock setup as rolled off the assembly floor by the manufacturer. This is the core of the Supersport racing philosophy. Take a bike the public can buy, do some minor modifications to push its performance envelope to the next level, then let the kids go play. That’s supersport racing, and with these Jett-Tuning powered Honda’s consistently running up front in both AMA 600 Supersport and Formula Xtreme-both companies must be doing something right.
So how much better is Honda’s amazing middleweight in race trim? The words magnificent, thrilling and heart-stirring all dart into our minds. In race trim, the Honda does everything with both precision and personality. It fuses rider and machine in a quest to achieve the lowest possible lap time. With the combination of hand-selected aftermarket components and meticulous attention to detail, the Corona boys have built something special.
On the flip side, in comparing the 2007 Honda CBR600RR to the race machine, it became quite clear that even though the stocker isn’t as sharp-edged or as refined as the Corona Light Honda on the track, it also doesn’t require as much focus or outright concentration at speed. Its comfort zone is anywhere between the stop sign and 80 percent. For a middleweight sportbike you can buy off the showroom floor, it is simply amazing how much performance Honda’s CBR600RR serves up. Then take that same platform, spend a week stripping off the unnecessary OEM gadgets, tweak the motor, suspension, brakes, top it off with a set of premium race rubber and voila, you have a motorcycle that is miles away from ordinary.
original location: www.motorcycleusa.com
Bright sunshine and 25 degrees celsius temperatures provided perfect conditions for Casey Stoner and Marco Melandri as they took to the Phillip Island circuit for the first of three days of testing alongside the majority of MotoGP teams in Australia.
It proved to be a positive day for both Ducati Marlboro Team riders, who recorded impressive lap times on a race setting. Stoner racked up 29 laps in 1'30 whilst experimenting with set-up and tyres, giving highly encouraging feedback on the new Bridgestone rubber. The World Champion is also continuing to regain strength in the shoulder he injured at Jerez towards the end of November, so much so that today he was able to complete a total of 73 laps.
Marco Melandri was also satisfied after completing just shy of 100 laps, making good progress with the base setting of his GP8 in both the cycle part and engine. He did not try the Japanese tyre manufacturer's latest offerings today but will start to do so tomorrow.
Casey Stoner (Ducati Marlboro Team), best time: 1'30.178 (73 laps)
"Everything went really well today, the feeling with the bike was perfect almost straight away. The new Bridgestones, which had already given us positive feedback at Sepang, also worked perfectly here at Phillip Island - one of them in particular improves the bike a lot in the exit of the corners, especially in the final section of the track. We've also taken a step forward with some small changes to the front, which have made the bike more stable and improved grip to the point where my best time came without pushing, on a tyre that already had 17 laps on it. I'm also really happy with the latest specs of the engine and the way it is responding under acceleration coming out of the corners. The weather was basically perfect all day apart from when the wind picked up a little in the afternoon but the smaller fairing, which we used for the race here in October, meant that it wasn't a problem. Towards the end of the day my shoulder was a little sore because this is such a physical track, with a lot of fast corners, but it is still better than it was in Malaysia."
Marco Melandri (Ducati Marlboro Team), best time: 1'30.869 (99 laps)
"I'm really happy today because I finally feel as though I'm riding the bike more or less as I should. We knew that Phillip Island would be better for us and that's proved to be the case. The feeling was good from the first lap, thanks also to the things we learnt in the last test. At Sepang I probably changed the balance of the bike too much, trying to make it more similar to what I have ridden in the past, whereas here we've just tried to find a good base set-up, which has made it more manageable in the corners and less nervous. I am happy even though we're still not at 100%. We've actually got plans to try something new with the weight distribution tomorrow and we want to continue working on the electronics to try and improve the power delivery even more, then we can start tyre testing. In any case we've made a great start here."
Phillip Island info
Circuit Record: Marco Melandri (Honda - 2005) 1'30.332 Best pole: Nicky Hayden (Honda - 2006) 1'29.020
Fastest Lap GP 2007: Valentino Rossi (Yamaha) 1'30.801 Pole 2007: Dani Pedrosa (Honda) 1'29.201
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