Behold the next generation of traction control that can actually predict when the limit of tire grip will be reached  

 Traction control has now become the new buzzword among sportbikes. If your latest and greatest sporting flagship doesn’t have it, chances are that the buying public is going to wonder where your company stands technologically. And yet, at the same time, there’s also a growing contingent that wonder if this electronic nannying is really what they want in their sportbike. They don’t want a system that constantly intrudes and reminds them that something else is also controlling the motorcycle.

The current OEM traction control systems available are undoubtedly excellent systems with a wide range of adjustability. They are able to react to a power-induced loss of rear tire grip with incredible speed and accuracy.

The only issue is that—although adjustable for the level of intervention—the systems are based on a set table of parameters once traction levels are determined to be past the limit. In other words, only when a set limit is reached does the system activate, and then it just pulls back power until tire grip (or a preset amount of tire slip) is restored.

This is where the new 2011 Kawasaki ZX-10R and its new S-KTRC system distinguishes itself from previous TC setups. Instead of only reacting to tire slip when it occurs, the ZX-10R’s TC analyzes numerous factors including throttle position (plus the rate of opening), wheel speeds, engine rpm (plus rate of change), gear position, and speed to actually sense and begin formulating a plan of various mapping scenarios before tire slip occurs. And then once tire slippage does occur, the S-KTRC system continues analyzing all parameters every five milliseconds and adapting its mapping strategy in order to maintain or even increase acceleration (which often means a certain amount of tire slip is ideal)—making it a true racing-developed TC system that can actually predict traction loss and proactively adapt its maps according to conditions.

ALL-NEW NINJA

But the new ZX-10R isn’t just all about the S-KTRC setup. “Forget everything you remember about the old ZX-10Rs of the past; the 2010 ZX-10R Ninja is all-new from the ground up,” said Karl Edmondson, Kawasaki Motor Corp U.S.A. product manager.

Without becoming overly involved in the technical features of the new Ninja’s engine and chassis (look to the print magazine for all the details, which are pretty extensive and help explain why the Kawasaki performs as well as it does), a brief overview of the powerplant shows that the bore and stroke remain the same as the previous unit—but that’s about it. Interestingly, the design brief was for more power overall, but without any “more midrange torque than is necessary” in order to provide a smooth, linear powerband that would provide more usable, smoother power to encourage earlier and higher throttle application for more time spent at full throttle.

The engine features more aggressive cams actuating 1mm-larger intake valves, with the cylinder head sporting new intake and exhaust porting, and lighter pistons pushing a higher 13.0:1 compression ratio. The crankshaft drives a new secondary counterbalancer, and is positioned slightly higher in relation to the main output shaft for better mass centralization. A new cassette transmission permits gear ratio changes (seven different accessory gearsets will be available) without draining the engine oil.

Up top, the repositioned ram-air intake duct (closer to the highest point of pressure on the fairing nose) funnels into a larger airbox/air filter setup. The new Keihin TTK47 fuel injection system sports larger 47mm throttle bodies (versus the old 43mm units). Down below, exhaust gases are cleaned up courtesy of a 2.6-pound-lighter system sporting a larger stainless steel under-engine chamber equipped with dual 300-cell catalyzers.

The all-new aluminum twin-spar frame shifts weight bias forward slightly with a 0.5-degree steeper rake (but longer trail) combined with a 20mm-longer swingarm. Showa’s BPF (Big Piston Fork) makes its way to the ZX-10R after debuting on the ZX-6R in ’09, with the rear shock mounted in a horizontal fashion above the swingarm with a reverse linkage. New three-spoke wheels are lighter, and the front brake calipers are slightly changed, with all four pistons measuring 30mm (instead of the previous staggered 32/30mm setup).

The usage of wheel speed sensors has also allowed Kawasaki to develop its new KIBS (Kawasaki Intelligent Braking System), claimed to be the world’s smallest and lightest ABS unit at just six pounds—with 2.3 pounds of that weight coming from the larger battery required to power the unit. Besides monitoring wheel speeds, the KIBS also analyzes brake system hydraulic pressure, throttle position, gear selection, engine rpm, and clutch actuation to decide how much and when to intervene at each wheel. The system is claimed to be able to detect rear wheel lift under aggressive braking without the use of gyro sensors; and its cycling rate is much quicker than conventional ABS, leading to better brake feel and feedback when the system is active. Unfortunately, Kawasaki had no ABS models at the press launch, so a review will have to wait until we get our hands on one for a full test.

All told, the new ZX-10R has a claimed curb weight (fully topped off with fuel and all fluids) of 437 pounds, which would put it right in the ballpark with the Honda CBR1000RR, current flyweight of the class. The ZX-10R ABS model scales in at 443 pounds wet.

SMART TRACTION CONTROL

Even though claimed power figures are slightly higher for the 2010 model, the new ZX-10R in stock form doesn’t really feel any faster than the previous version, which can surely be attributed to the more stringent EPA noise and emissions tests that have forced the manufacturers to keep their top-end power levels in check (of course, it’s not as if the previous ZX-10R was a slug…). Another reason is that the new ZX-10R’s powerband is smoother, without the in-your-face upper midrange hit of the previous generation that always gave the impression of serious steam.

The S-KTRC is adjustable to three levels, as well as being turned off. Level 3 is meant for low traction (wet) conditions, so it was too intrusive on a dry racetrack—although we’d like to see how it behaves in those conditions. Level 2, however, was very transparent; it seemingly allows the same amount of wheelspin as the “Race” setting on the BMW S 1000 RR, while simultaneously providing more drive. In fact, it’s this transparency where the S-KTRC system excels; instead of coarsely reigning in power to the point that the bike either isn’t giving you the power you want when you ask for it or the tire ends up going into a spin-grip-spin series of gyrations, the Kawasaki simply continues smoothly driving forward even with the rear tire spinning and hung out slightly. The power reduction is so subtle that often the only way you can tell is by the bar graph that displays the intervention level on the bottom of the dashboard’s LCD panel.

While the amount of tire slip Level 2 permits is fairly high, the intervention threshold of Level 1 is basically experts-only. You really have to be aggressive with the throttle and spin the tire in order to activate the system, and because of its high threshold, the system is not idiot-proof. Grab a handful of throttle and spin the tire while cranked over at maximum lean in a slow corner, and the system will let the tire slip continue to the point that if the rider backs out of the throttle instead of picking the bike up onto the fat part of the tire, the resulting sudden gain in traction will upset the chassis enough to possibly put the rider on his head.

We also tried the ZX-10R with the S-KTRC system turned off, and found its powerband to be amiable enough that in the right hands, spinning the tire off corners can be accomplished with confidence and ease. And the Kawasaki’s acceleration was just as fierce, showing that the traction control system was indeed very transparent and non-intrusive in most riding conditions.

The S-KTRC is sophisticated enough to detect and reign in power wheelies, again without the use of a gyro sensor. In Level 2, the system worked well for the most part, pulling back just enough power to keep the bike accelerating, instead of abruptly cutting power and slamming the front end back down as with the BMW when running in all but its top-level Slick mode. In Level 1 though, the S-KTRC was fairly hands-off, leaving the job of dealing with wheelies to the rider.

The ZX-10R also has three Power Modes: Full power, Variable middle power, and Low power. Full power mode is as the name suggests; Variable middle power is said to provide 75 percent of full power output with a milder power curve, “although full power can be accessed depending on the throttle’s rate of change,” and Low power only allows 60 percent of maximum. Full power provided crisp throttle response without being abrupt, while the Variable middle power setting provided a softer response that would probably work well on the street and tighter canyons—but on the track, it was a bit too lazy. And Low power was just, well, too low to be useful in our opinion.

Overall handling was excellent, with a very neutral steering response at any lean angle, unlike the slightly top-heavy feel of the previous generation model. The relaxed steering geometry provided better stability at a very small cost to steering effort and quickness, although the new ZX-10R was definitely easier to transition from full lean on one side to the other through Road Atlanta’s switchbacks than the previous model; the work at mass centralization obviously paid off here. Brakes are basically like the previous generation: excellent, with superb power, feel, and feedback, and a very linear response that allowed you to bleed off the tremendous speed generated by the Kawasaki with confidence and ease.

Usually we loathe bar graph tachometers for the simple reason that they are difficult to read at a glance, but we’ll make an exception here for the new ZX-10R. The Kawasaki’s bar graph tachometer is a very bright LED unit (instead of the poorly contrasting LCDs of the others) that can be programmed to flash at the desired shift point. The LED display automatically adjusts for ambient light, and it’s easy to notice the whole bar graph flashing even in bright daylight conditions.

ANOTHER STEP UP

Even without its superb traction control system, the new ZX-10R would still be a very impressive machine. But the addition of the S-KTRC takes the Kawasaki to a whole new level.

The 2011 ZX-10R demonstrates that today’s rider aids are not fail-safe devices, nor do they magically make mediocre riders into good ones. And as the S-KTRC demonstrates, they can be transparent enough that they aren’t the annoying electronic nanny that many fear. They only serve as a safety net that can give more people the potential to approach and learn the upper half of a modern literbike’s vast performance envelope.

And the S-KTRC system alone makes the new ZX-10R easily worth the $13,799 sticker price ($14,799 for the ABS model).

 A more track-oriented version of Pirelli's Diablo Rosso sport tire makes its debut at Assen

During this first half of 2010, it feels like we've been attending just as many press launches for tires as we have for motorcycles. Latest evidence is Pirelli's recent launch of its new Diablo Rosso Corsa tire, held at the historic Assen TT circuit in the Netherlands.

Designed as a more track-ready companion to the company's current Diablo Rosso sport tire, the Diablo Rosso Corsa represents Pirelli's frequent incorporation of technology gleaned from its participation as the official spec tire of the World Superbike/Supersport/Superstock Championships. In fact, Pirelli says the Diablo Rosso Corsa is credited with 25 patents, most of which came from concepts originating from World Superbike tire development.

Replacing the Diablo Corsa III, the Diablo Rosso Corsa features the same basic "Three Zone Compound" design in the rear tire (basically two compounds, a harder center with grippier shoulder portions), but with new compounds in both sections. Special resins and plasticizers along with a new dedicated curing process increase the center compound's wear resistance while also offering a good balance of wet and dry grip, and the shoulders utilize a new 100-percent carbon black compound (with resins from Pirelli's Diablo Supercorsa DOT racing tire) that offers quick warmup and excellent traction even at severe lean angles. The front tire's single compound was also developed from World Superbike rider feedback, offering the best grip without losing tread stiffness necessary for hard braking.

The Diablo Rosso Corsa also features a new "H" shaped bead that promotes a uniform pressure between tire and rim, and the number of wires in the bead have also been reduced, decreasing the tire's overall weight. The steel belt also utilizes a somewhat familiar-sounding "High Performance Single Cord" (HPSC) feature that sports a "road-oriented winding scheme" in the center and a "racing winding scheme" on the shoulders. The Diablo Rosso Corsa's tread pattern is similar to the Diablo Corsa III, but with much less tread siping on the edges (the Diablo Rosso Corsa has half the land/sea ratio as the Corsa III) to put the maximum amount of rubber on the pavement for optimum grip.

As we first saw with the Angel ST sport-touring tire, the Diablo Rosso Corsa continues Pirelli's recent penchant for interesting marketing ploys by featuring a unique personalization tool: special customizable labels that can be designed by the buyer via the "My Diablo Rosso" dedicated section of the official Pirelli website (www.us.pirelli.com/drc), and then applied to the tire sidewall in special areas reserved just for this purpose. Customers can choose from a vast selection of templates, including the preferred circuit layout from any of those on the World Superbike Championship calendar, country flags, and compose a name or unique message in a variety of colors; six labels and a tube of special glue (cost is €5.00, about $6.45) are then mailed to the customer after ordering.

The Circuit van Drenthe's numerous ultra-high-speed turns would definitely expose any weaknesses in a tire (especially one that is basically still intended as a street tire), so it seemed like Pirelli was sticking its neck out with this press launch—but the company need not have worried. While the Diablo Rosso was a slight improvement over the standard Diablo, the Diablo Rosso Corsa has major advantages over the Diablo Rosso.

Pirelli seemed pretty confident in the quick warm-up characteristics of the Diablo Rosso Corsa; the fleet of sportbikes Pirelli had waiting in pit lane for the journalists did not have any tire warmers, despite ambient temperatures in the low 60s. Turns out there was no reason to worry, as there was none of the disconcerting "riding on marbles" feeling on the first lap that you often get with cold tires on a cold morning. While you obviously couldn't go full-bore on the first lap, it only took a few corners before you could begin exploring some lean angle, and the tires were fully up to temp by the end of the second lap (and this was with very high tire pressures—some bikes were running 48 psi rear and 42 psi front—in the first couple of sessions before we lowered them, as Pirelli reps started off with standard "manufacturer recommendations" that were way too high for track use).

Edge grip from the Diablo Rosso Corsas was much better than the standard Diablo Rosso, with much better feedback and a smoother ride over bumps. Even with a Euro-spec Honda CBR1000RR, it took a concerted effort to get the tire to spin, and traction maintained a steady level for numerous sessions (we weren't able to see exactly how long the traction levels would last, as Pirelli reps changed the tires halfway through the day). Overall stability on the triple-digit curves of Assen was excellent, with no wallowing and very little tread squirm while hard on the brakes. And to top it all off, the Diablo Rosso Corsas steer much quicker than the standard Diablo Rosso, which we thought was a little on truckish side when it came to turn-in response.

The Diablo Rosso Corsa is only available in a 120/70ZR-17 front (MSRP: $205.00), with the rears available in 160/60ZR-17 ($249.00), 180/55ZR-17 ($258.00), 190/50ZR-17 ($310.00), and 190/55ZR-17 ($326.00). For more information, log onto www.us.pirelli.com.

Ducati gives us a glimpse of the future with the 2010 Multistrada S

Some creations are answers to questions nobody asked. Take the motorized ice cream cone for example (yes, it's real. Look it up). I never knew there was anything wrong with a conventional ice cream cone, but apparently some people are too lazy to lick their own ice cream. That got me thinking about other useless items I've been noticing lately. Sunglasses for dogs, or "Doggles," for example. Really? What's the point in that? In fact, what's the point in Halloween costumes--or just clothes in general--for animals in the first place? 

Apply this same rationale to two wheels and some other inventions come to mind. Linked braking--never understood it. Don't like it. Want it to go away. Trikes is another one (ok fine, that's three wheels, but you get the idea). I don't understand those either. Not for me. Want them to go away.

Lately more and more electronics have been making their way on to motorcycles, all in the name of rider safety. Initially I was against aids like traction control and instead preferred to handle the motorcycle myself. But as time goes on and these systems become more refined, I can't help but find myself taking advantage of these different rider aids (and sometimes getting saved by them as well).

Leave it to Ducati, then, to focus all its energy into a machine full of electronic techno-gadgetry, both to assist the rider and tailor it into just the motorcycle the rider wants. The 2010 Multistrada is a technological tour de force for Ducati that showcases just how far a group of dedicated engineers can go when not restrained to the confines of racing and certain rules packages. What makes it so special? The fact that the bike truly can transform into four different motorcycles--Sport, Touring, Urban and Enduro--at the push of a button is one of them. Once that button is pushed, the Mitsubishi ECU completely changes the engine characteristics to suit whichever setting you choose. Not only that, but traction control settings vary depending on the mode as well. But perhaps the neatest thing about the new Multistrada is the DES--or Ducati Electronic Suspension, designed in conjunction with Ohlins--that literally allows the rider to adjust the compression, rebound and preload all electronically via buttons on the left switchgrip. On the S model (standard models get traditional forks and shock by Marzocchi and Sachs, respectively), not only is the engine output varied depending on which mode is selected, but suspension settings are also varied as well. And if that's not enough, both power output and suspension circuits are completely customizable to give the exact ride that you, the rider, desire.

But wait! There's more! The suspension isn't the only thing to get a makeover. Ducati engineers practically redesigned the venerable 1198cc V-twin seen in the company's superbikes to best suit the Multistrada. To extract the most out of the engine to win races, the 41-degree valve overlap achieves greater volumetric efficiency by "scavenging" excess air while both valves are open. Unfortunately, this makes for poor combustion at low engine speeds, where the majority of Multistrada owners will ride their motorcycles. Instead, the Testastretta Evoluzione engine in the Multi is now re-tuned with 11-degree valve overlap, sacrificing peak horsepower for torque and driveability.

In the June, 2010 issue you'll be able to read my complete first ride impressions from the international press launch in Lanzarote, a small Spanish island just west of Morocco. The small volcanic island deserves a feature of its own for its amazing landscape and wonderful roads, but for now we'll settle for a few hours riding the Multistrada there. So how is the bike? It's pretty special, I've got to admit. Its ability to change characteristics on demand is what separates it from just an average motorcycle. Whether you're traveling alone or fully loaded with a pillion, the Multistrada can adapt.

Sure, it may be the answer to a question nobody asked. But I prefer to call it the catalyst to a question we should have asked sooner.

Bank robbing suspect using sportbike as getaway vehicle arrested after scuffle; three persons injured

News agencies in the Los Angeles area reported on Friday that a suspect who may be the so-called “Sports Bike Bandit” has been arrested after attempting to rob a bank in Long Beach, California. Given that label by the FBI because he wore motorcycle gear to hide his identity and used a sportbike as a getaway vehicle for his heists, the person has been suspected as being responsible for seven bank robberies over the past 12 months in the Southern California area. He was arrested after security guards and bank customers tackled and disarmed him as he was attempting to rob the Farmers and Merchants Bank at about 10:30 am. Three people, including the suspect, were injured in gunfire that erupted as he was being wrestled to the ground; none were hurt seriously. Local news footage showed police moving the suspect’s getaway vehicle, which appeared to be a second-gen Yamaha R1 with red duct tape and cellophane plastic plastered over all the bodywork in an apparent attempt to hide its actual color.

The FBI had released bank surveillance camera photos of the Sports Bike Bandit a few weeks ago, showing a person wearing a full-face helmet, jacket and gloves. News photos of the aftermath of the latest bank robbery attempt show a helmet that appears to be the same one in the FBI surveillance camera photos sitting on the floor of the bank, leading to news agency assumptions that this is the same person.

No wonder the bank tellers and managers were staring at me as I walked up to my local bank fully clad in motorcycle gear the other day. I’m smart enough not to walk into the bank with my helmet on, however; I took it off before walking in the door, putting them a bit more at ease. I found out later that it’s standard procedure at most banks to prepare to send an alarm if a helmeted person enters a bank. So don’t be a lazy fool and walk into your local bank with your helmet on. Not with yahoos like this guy giving us yet another negative stereotype we don’t need.

MV Agusta's flagship sportbike gets a makeover for 2010

 Lighter. Stronger. Faster. The three main buzzwords when it comes to new bike introductions, but in the case of the new MV Agusta F4 those words actually ring true. As much of an icon as the previous F4 1000 was, it desperately needed a makeover. To that end, the entire bike was given a thorough once over to see where the fat could be trimmed and muscle could be gained.

The result is an all-new MV Agusta, simply called the "F4" that sheds considerable amount of weight from before. It's also visibly slimmer. So much so that MV claims its width rivals that of some V-Twins. In the engine bay the biggest difference addresses the abrupt throttle response of the last model with a heavier crankshaft for greater inertial torque. Among the other changes, the all-new engine receives a similar top-end to that of the previous F4 1000 312R with higher-lift cams, titanium valves, and variable-length intake tracts. All this means the new F4 puts out a claimed 184 horsepower to the crankshaft. About par with today's current crop of literbikes.

Change also swept through the chassis department and the new frame is now lighter, narrower and stronger than before. To prove just how agile the new F4 is, I was invited to the Circuito de Almeria in southern Spain to put the bike through its paces. We were greeted by cold weather and a threat of rain that meant that we would need to evaluate quickly. But thankfully the rain gods smiled upon us that day.

The first thing I noticed was the high footpeg position and aggressive sportbike ergonomics, though handlebars didn't seem any lower than Ducati's we've ridden before. On the track the F4 hides its 423lb dry weight well and handles like a dream. Turn-in is precise and the Marzocchi suspension inspires gobs of confidence--so much so that yours truly was able to achieve elbow-dragging lean angles (unfortunately this wasn't caught on camera). Part of that is due to the superb Pirelli Diablo Supercorsa race tires (Diablo Supercorsa SP tires come standard) that provide phenomenal edge grip.

On the engine side, the heavier flywheel adds a noted improvement in driveability, especially on corner exit. Power delivery is much calmer and not as hyper as before. Top end speed didn't feel as potent as, say, a Kawasaki ZX-10, but it's by no means a pig.

There are a host of other little changes that are outlined in more detail in the June issue of the magazine. But for now I'll leave you with this quick ride impression and these photos.  

 The already naughty Ducati Hypermotard receives a little more evil for 2010 in the shape of the 1100 Evo and 1100 Evo SP.

By all accounts there was nothing inherently wrong with the existing Ducati Hypermotard -- especially when there isn't much of a benchmark to compare it to. Heck, even the few that do exist haven't received much of an update lately. But inevitably people will complain about something (including us magazine hacks) and over time the same folks who designed the bike in the first place will look back and see things that could have been done differently. Because in essence, the Hypermotard is a stripped down Multistrada with a narrow seat, wider bars, and stiffer suspension. Not to mention technological advances in just the short few years since the bike's debut in 2007 have meant that in some ways the Hypermotard is already obsolete.

The boys in Bologna new it was time for an evolution of the breed and that's just what they delivered: the Hypermotard 1100 Evo and Evo SP (one guess as to what Evo is short for). With the release of the little Hypermotard 796 not too long ago the 1100 bikes have raised the bar and distinguished themselves as motorcycles for more experienced riders. As with most model evolutions, emphasis was placed on shedding weight and adding power.

So what's the difference between the two bikes? Well, the SP is a leaner, meaner, hard-edged version of the Hypermotard with taller handlebars, and 30mm more ride height for the truly experienced rider looking to back'er in and cause chaos wherever they go. The standard Evo doesn't have a raised ride height, nor the harsh suspension, but engine modifications are the same (all of which will be covered in the May issue of the magazine).

During our brief outing on the roads surrounding Scottsdale, Arizona, it was clear the new bikes were definitely evolutions of its predecessor. Both models felt more refined, with a larger spread of torque throughout the powerband. Well, at least according to the butt dyno. For normal riding the standard Evo model was actually the preferred bike as its softer ride absorbed road imperfections better than its top-spec sibling. In the twisty bits the Evo held its own compared to the SP especially on this particularly chilly day. Pirelli Diablo Rosso tires on the Evo get to working temperatures much quicker than the Diablo Supercorsa SP tires fitted on the SP (if they even got warm at all), which made for a much more confident ride, despite its perceived shortcomings. For this ride the SP models were fitted with optional Termignoni exhaust systems which broadened the torque curve noticeably and brought the front end up with ease. The taller ride height and handlebars actually played a part in leveraging the bike from side to side, especially on the gravel-filled roads we encountered.

Of course, that's just a short taste of what it's like to ride the Hypermotard 1100 Evo and Evo SP. Be sure to read the May 2010 issue of Sport Rider to see what's new on both bikes, along with my complete first ride impressions.

 Instead of dumbing-down a superbike or ending up with a crude naked literbike, Kawasaki builds a naked bike from scratch

Naked bikes have never sold well in the U.S. Although European brand loyalists probably beg to differ, the actual number of naked bikes sold in the U.S. is miniscule compared to other categories, and especially tiny compared to the numbers sold in Europe. Thus it’s easy to see why most manufacturers' American lineups are devoid of any fairing-less bikes that used to be the standard in the ‘70s. The attempts in the recent past—especially by the Japanese factories—have received a tepid response at best from American consumers.

So it was easy to wonder at first why Kawasaki was even bothering with the new Z1000. While the previous two generations of Z1000 were interesting bikes in their own right, both editions didn’t exactly ring up major sales in the U.S. But there was a distinct enthusiasm for the new Z1000 among the Kawasaki personnel that went well beyond the usual company loyalty or sales pitches. “We were seriously considering just letting you ride the bikes first and skipping the tech presentation until afterward,” admitted Kawasaki senior media relations manager Jeff Herzog at the 2010 Kawasaki Z1000 press launch in Cambria, California, “because we wanted to see your reaction after riding it. Riding the bike tells you more about it than any technical presentation ever could.”

Herzog was right, because it’s way too easy for people to jump to conclusions simply based on earlier models. For instance, an easy assumption is that the new Z1000’s larger 1043cc engine was the result of the engineers simply boring out the previous powerplant and calling it done. You can scratch that idea—the 2010 Z1000’s engine is all-new, with a bore/stroke configuration that is actually more undersquare (longer stroke, smaller bore) than before. Kawasaki emphatically states that the engine is not a remake of the previous ZX-9R-based engine or a tweaked ZX-10R mill. So if the engine is new, then Kawasaki must have saved some coin by using the same mild steel chassis, right? Negative…the new Z1000’s engine is housed in an all-new aluminum chassis and swingarm with eccentric axle adjusters. What about the suspension? Nope…the front fork now gains compression damping in addition to spring preload and rebound, and the rear shock now features a reversed linkage with horizontally-mounted shock.

Of course, the proof is in the pudding, and one ride on the Z1000 will convince you that Kawasaki just may have hit the nail on the head with the latest generation model. One aspect I always found lacking with the previous Z1000s was that instant lower-end acceleration response that you always get from V-twin naked bikes like the Ducatis and Buells. The old Z1000s—especially the first generation model—always required some rpm before they’d start pulling hard, and while it wasn’t akin to riding a supersport 600, being required to wind up the engine to get some real steam would sometimes become annoying.

With the new powerplant’s longer stroke/bigger displacement configuration, that is no longer an issue. Here is a Japanese inline-four naked bike that finally gets it; snap the throttle open at 4000 rpm, and you get some instant pull that simply doesn’t exist on other inline-four nakeds. The Kawasaki gains some noticeable spunk at 7000 rpm, generating the type of arm-pulling acceleration that the “retuned for midrange power” engines of the past nakeds should have had from the beginning. And the party doesn’t taper off until 1000 rpm short of the new mill’s 11,000-rpm redline, meaning you’ve got a wide swath of power to play with on the Z1000 (which is a good thing, as trying to read the tiny bar graph tachometer on the four-position-adjustable-tilt LCD dashboard at a glance is difficult at best). Off-idle throttle response is smooth as silk, another good thing as unfortunately Mother Nature decided to dump on us and check our wet weather pavement skills during the latter part of the ride.

That wet weather also meant we weren’t able to really put the new suspension and chassis to a reasonable test. What we could glean from the few dry pavement twisty sections we encountered was a much lighter and neutral steering Z1000 than past editions. Ergos struck a nice balance between sport and standard, with a narrow midsection between the knees and flat, supportive seat adding positives to the mix. Braking power was amply powerful with plenty of feel at both ends, and traction from the OEM-spec Dunlop D210 Sportmax rubber was decent in both dry and wet conditions.

Best of all, however, is the fact that despite the all-new design and upgraded suspension, the new Z1000 will have an MSRP of just $10,499. The performance,  day-to-day versatility, and overall fun quotient you get for that money simply can't be beat, and is actually a bargain in my opinion.

We can’t wait to get one to test on our favorite roads, as the one-day ride only barely whet our appetites for finding out what the new Z1000 is really capable of, and look for more details on our First Ride impression in the April issue of Sport Rider. But don’t just take our word for it—Kawasaki will be offering demo rides at various events across the country, where you can get a taste of the new Z1000’s performance and discover what a fun bike to ride it really is. If you have the opportunity, don't miss out on a demo ride; let the Z1000 show you how it's broken the mold for naked bikes.

No more hype—we find that BMW has built a rocketship

OK, we know what you’re thinking: “Yeah yeah, the same old thing. ‘This bike rips’—they say that about all the bikes when they ride them the first time.’” Well, I’ll just say this: ignore the hype this time at your own peril, because this bike lives up to it all. With its maiden entry into a very competitive class, BMW is about to put its stamp on the literbike category in a very big way.

It was difficult not to be have even the slightest bit of skepticism when we arrived at the fabulous Autódromo Internacional do Algarve racing circuit located in the hills near Portimau, Portugal for the international press launch of BMW’s new S 1000 RR literbike. BMW has built a long-standing reputation for bikes that—while solid performers in their own right—weren’t quite as aggressive as the latest supersport tackle from the Japanese (and some Italian) manufacturers. Much of this was due to BMW’s penchant for incorporating different and often unusual ideas in some portion of the motorcycle’s design, a hallmark of the Bavarian manufacturer.

The S 1000 RR is cut from a completely different cloth. As we covered in our tech piece here, the new RR is probably the most “conventional” sportbike ever produced by BMW. No Telelever or Duolever alternative front suspension, no left-field take on the inline-four engine design, no shaft drive, etc. BMW engineers were quick to point out that all ideas past and present were considered during the RR’s design, but were eventually dropped because they would have impinged in one way or another on the bike’s ultimate goal: to go head-to-head with the best supersport machinery and be the best performing literbike on the planet, period.

So let’s cut to the chase, shall we? The Dynamic Traction Control/Race ABS-equipped S 1000 RR (considering the added performance, we can’t see why you wouldn’t spend the extra $1480 over the standard model) has four riding modes to choose from: Rain, Sport, Race, and Slick. Rain mode cuts top-end power to “only” 150 horsepower, and its TC and ABS settings intervene at milder lean angles and braking situations, but don’t get the wrong idea here; this is not just some heavily neutered power map like on some other bikes. You can feel the power increase as you pick the bike up from lean angle, and you can have plenty of fun with the power in this setting if you’re so inclined. The Sport mode bumps the power back up to its full 193 claimed crankshaft horsepower (probably about 180 at the rear wheel, and believe us when we say that power felt close to that mark; we'd been riding a modified Japanese literbike with 165 rear wheel horsepower before the trip, and the Beemer was MUCH faster), with less intervention from both TC and ABS systems. This setting seems well-suited for the street; very smooth throttle response, with monster power available in the right situations, and ABS that doesn’t intrude until very aggressive braking is asked.

I’m sure a lot of you out there are thinking, “I’m a good rider, I don’t need those dumb lower power modes, give me Race or Slick.” Don’t be so sure of that bravado; the RR’s throttle response in Race mode is very aggressive, with an ultra-crisp off-idle response that requires a skilled throttle hand to keep it from upsetting the chassis. Slick mode is even more aggressive, with an almost belligerent throttle response and upper-midrange hit that demands you have everything planned well in advance. This is especially important because both Race and Slick mode allow a surprising amount of wheelspin before the TC intrudes on the proceedings; the amount of speed that can be generated in Race and Slick mode in the hands of a skilled rider truly put them in the realm of exclusive racetrack use. Of course, both the Dynamic Traction Control and Race ABS can be turned off if so desired, but they both perform so well that we only saw the need to try turning off the ABS at the end of the day when riding extremely aggressively—the DTC works well enough in those modes that we saw no need to disable it.

So was there anything to gripe about with the S 1000 RR? Yeah, there were a few little things that we’ll cover in the full story in the upcoming March issue. But for the most part, we can confidently say this: the scattered griping by some about the assymetrical headlights is incredibly trivial in the face of the BMW S 1000 RR’s astounding performance.

Available in Europe for a year, KTM finally brings the RC8R stateside...and we ride it.

When KTM decided to return to its street bike roots, we knew they wouldn't just tip-toe back, but we had no idea it would come out with something as wild as the RC8. Unconventional in every way, the RC8 made it known that the little company from Mattighofen (that's northern Austria in case you're wondering) was coming out with guns blazing.Personally, I liked the RC8. It was an extremely comfortable, legitimate liter-class sportbike that handled great. But it was hampered by its 1148cc V-twin, especially up top.
Knowing that in order to reach its ultimate goal of World Superbike competition it would have to improve the RC8 even more, KTM then released the RC8R, with a true 1200cc lump (1195cc to be exact). Further improvements were made to reduce weight, improve shifting and to stop quicker. Sounds like the perfect solution, right? Well we wouldn't know since the bike never made it to our shores for 2009.
But as the saying goes, all good things are worth waiting for, and such is the case with the RC8R's North American introduction. I just returned from the challenging Mazda Raceway Laguna Seca, where I had the chance to sample the bike. With such an impressive base to work with I was curious if the R model would really be much of an improvement.
I'll get more into the technical details in my full report in the magazine, but a few immediate impressions when comparing with the standard model: Riding the base back-to-back with the R it was clear that the extra effort that went into the latter makes a difference. For starters, seating position is higher due to the adjustable subframe and it's a noticeably more aggressive stance when sitting on the bike. Its quick steering nature is further enhanced via forged aluminum Marchesini wheels and the stock Pirelli Diablo Supercorsa SP tires are worlds better than the Supercorsa Pros on the standard model.
Of course, the obvious difference between the two bikes is the bigger engine. With just a slight increase in torque (89 lbs.-ft vs 91 lbs.-ft, claimed) grunt coming off corners is hardly noticable, but the 15 extra peak horsepower (155 vs 170, claimed) is definitely felt when twisting the throttle to the stop.

Brakes on the R model are unchanged from the standard version and provide great stopping power, though we never had any complaints in this area anyway.

That's it for now. Check the March, 2010 issue for my full report.

Kawasaki instills a host of major improvements to the big Connie

 When Kawasaki resurrected the Concours label two years ago with its ZX-14-based (but basically all-new) Concours 14, the factory's original intention was to put more "sport" in the sport-touring category. With the engine and chassis lineage tracing back to the biggest Ninja, the basic platform for pavement-rippling performance was assured. Actually, more like delivered—in our '08 hypersport-tourer comparison "Long-Range Missiles", the Concours 14 bested the competition despite a few niggling issues by virtue of its superb all-around design and performance.

Kawasaki conducts a lot of focus group research with its customers, and they found that while the Concours 14 following was very enthusiastic about their likes on the new model, they were also very adamant on what improvements they felt were needed. Thus Kawasaki wasted no time incorporating those suggestions—plus a few more from factory engineers—into the latest 2010-model of the big Connie that was introduced to the media in Indian Wells, California. 

There were no complaints about the ZX-14-derived engine and chassis, so the beefy 1352cc powerplant and stout monocoque-style frame return basically unchanged (and we're not about to gripe with that decision). But heading the list of wish list/improvements is better engine heat management. Complaints of owners getting baked by rising engine heat on their shins and upper torso while sitting in traffic have been addressed with better ducting and heat shielding in the more aggressively-designed fairing. A taller windscreen with wider upper portion was also installed to answer requests for better wind protection, with a new four-preset programmable position feature added as well.

During our '08 comparison test, we rued the fact that the Kawasaki lacked the heated grips that its competition had installed as options when riding through cold weather. Apparently others felt the same; the new Concours not only has stepless-adjustable heated grips, but it comes equipped with them standard—not as an extra-cost option. Also helping in this area are mirrors positioned 40mm higher, which not only provides a less-obstructed rear view (we complained of this in our test, with the saddlebags intruding on the rear view) but also provide additional wind protection for the rider’s hands.

Biggest news for the 2010 Concours 14, however, is the addition of second-generation K-ACT (Kawasaki Advanced Coactive-braking Technology) ABS and Kawasaki's first traction control system, dubbed the KTRC (Kawasaki Traction Control). The K-ACT ABS is an improved version of the system originally found on the Voyager full-touring model, with a linked front-rear brake setup that now has two modes for rider preference. With the ABS wheel-speed sensors already in place, the KTRC was a natural add-on to the system. Unlike most traction control systems that pull back on ignition timing and fuel delivery however, the KTRC employs a three-way system of igntion, fuel, and throttle opening to reduce power.

There's also a Fuel Economy Assistance Mode that accesses a leaner fuel map that can boost fuel mileage during cruising speeds, according Kawasaki. There's plenty of other detail changes, including a redesigned spare KIPASS key fob, slightly revamped Bridgestone BT-021U tires for "sharper handling and longer tire life," etc. Check out the next issue of Sport Rider for more detailed info on these changes.

So what's the one-day-ride impression/bite-size blog verdict? The 2010 Concours 14 is a definite improvement over the previous edition—one that was already good to begin with. Heat management is vastly improved, and the rider aerodynamics with the taller and wider windscreen are even better than before (although the taller riders in our journalist group weren't as enthused, and we weren't fans of the four-step preset); mirror view is much better, but not quite optimum. The K-ACT ABS and KTRC work as advertised and work well, although we felt there were some minor issues with brake progressivity (check our print test for further details). Handling with the new-design Bridgestone rubber was definitely more neutral, with far less of the quirky steering traits exhibited by our '08 test bike; initial turn-in was a bit slower, however. All-in-all, a solid thumbs-up from SR's El Jefe for the '10 Concours 14. Stay tuned for a full report soon.

 Honda's new VFR is what we've been waiting for.

SR's tour of Japan at the hands of Honda first came to you from the Tokyo Motor Show, where I pointed out that attendance from the OEMs (in both two wheels and four) was the worst it's been in recent memory. Though the companies that were there seemed to all be focused on one thing: alternative fuels.

That was just an appetizer to the main course of our trip -- getting first crack at riding Honda's new 2010 VFR1200F around the Sugo circuit. You can refer to my entire first impressions in an upcoming issue of the magazine, but really, all everyone (including us journalists) wants to know is whether the dual clutch transmission works as advertised. I'm glad to report that, finally, Honda has come up with an alternative to the standard cog box that actually works. And works well.

With the standard six-speed transmission, the VFR1200 would just be another motorcycle with some clever Honda engineering, but the DCT is unlike anything we've seen since. Unlike the Yamaha FJR1300AE, Honda's DCT is true push-button shifting (or fully automatic if you'd like) that remains engaged even at a complete stop. An actual button on the bars engages neutral, Drive or Sport modes when riding in full automatic. Four sensors (front and rear wheel speed, throttle position and crank position) are amazingly accurate at determining when to shift and what the rider is intending to do and can engage a shift quicker than humanly possible. Downshifts, too, are seamless. Test riding the bike for the first time at the Sugo circuit, heavy braking zones were no match for the DCT as it executed rapid, seamless downshifts, rev-matching perfectly each time. I'm even confident in saying that I lapped the circuit quicker in full auto than I did with the standard six-speed transmission.

Of course, this is with the fully automatic in Sport mode. Standard Drive mode is rather sedate, with shifts occurring too often, leaving you at least two gears too tall in most situations. It was annoying even just cruising around as it's slow and clumsy to react.

Switch over to manual mode by way of the toggle switch on the right bar and true push-button shifting is now a reality, again executing perfect shifts in either direction each time the button is pressed. I found that this freed me to focus on other aspects of riding. DCT technology has been on cars for some time now (granted, they're high-end performance cars), so the technology is nothing new. Packaging it for motorcycle use is, and the DCT is claimed to be only 20 pounds heavier than the standard bike.

I could continue to wax poetic about what Honda's done here, but I think you get the idea. Honda has raised the bar yet again and it'll be interesting to see where this technology goes, both within Honda (possibly a DCT CBR?) and across the industry. Don't forget to stay tuned to the magazine for my full first-ride thoughts and impressions.

Clean-air technology at the forefront of the major manufacturers' minds. Well, the ones that showed, anyway.

When it comes time to showcase the engineering minds of  the big four Japanese manufacturers the Tokyo Motor Show is where it happens. It's where its been happening for the past 41 years. And not just for motorcycles either -- many of the Japanese car companies are also here as well. But like any other industry right now, the motorsport industry is feeling the hurt -- There are some names glaringly missing from the roll sheet. On the motorcycle side, Kawasaki is clearly feeling the hurt and doesn't have a presence at the show whatsoever; save from one attendee in a Team Green sweatshirt. Similarly, Suzuki, too, has a slim presence -- instead choosing to focus its efforts on the four-wheeled division. How much is the economy hurting Suzuki? Let's just say you know it's bad when the company doesn't even have its best selling model: the GSX-R on display (though one of Loris Capirossi's GSV-R machines is out here).   

While attendance is down at the 2009 Tokyo Motor Show, no doubt due to the struggling economy, I'm glad to report that I'm on the ground here in Tokyo for an action-packed few days of motorcycling. Starting with the motor show. While officially here on a Honda press junket to tour the company's new Kumamoto factory and get a first ride aboard the new VFR1200F (of which you can expect features in the print version of the magazine), we also stopped off at Makuhari Messe, to check out what's new and exciting in both the two and four wheeled worlds at the motor show. And while I'd love to spoil all the fun and tell you how it went, you'll have to wait for an upcoming issue for my full report.

It is safe to say that both Honda and Yamaha had a strong presence this year and both have similar outlooks and focuses for the future: Clean Air Technology. The big buzz word nowadays, it seems the theme throughout the show for many of the manufacturers is to slowly reduce our dependence on fossil fuels and switch to more environmentally friendly alternatives. 

That's about the most I can divulge at the moment. Stay tuned for my feature in a future issue of Sport Rider, where we reveal the exact steps Honda (along with most of the other OEMs) are taking in regards to its product line. Also watch out for a quick interview we had with the president and CEO of Honda, Takanobu Ito, about his new position and market strategy for the company. Until then, keep an eye out on the blogs for more from Japan.

 While sportbikes are our main focus, every now and then we find time to get dirty.

 I'll admit, I'm one of those guys who got a late start with motorcycles. I didn't ride dirt bikes or mini road racers as a kid. In fact, I didn't get my first motorcycle of any kind - a 1990 Yamaha FZR600 - until I was 19. Yep, I'm a late bloomer.

You see, I was a car guy growing up. My dad was car guy and it just naturally rubbed off on me, but whenever I saw a sportbike whizz past me on the street or heard the two-stroke ring of my neighbor's dirtbike, my ears would always stand at attention. I wanted to ride a motorcycle.

Needless to say, I've since progressed past those days of the 'ol Fizzer, but the more I study the history of our sport I realize that all of the old greats cut their teeth riding dirtbikes. Indeed, getting comfortable sliding a bike around and playing on the edge of traction is a skill with numerous benefits on a street bike (not to mention it's a great workout). So when some friends invited me out to ride at our local motocross track, I was quick to take them up on the offer.

Now, other than knowing what all the controls do, I'm a terrible dirt rider. It's bad enough I felt out of place without leathers on, but trying to pick up a whole different skill set to ride dirt was more difficult than I thought it would be. I started simply enough - on a Kawaski KLX140L - and actually had a great time sliding the bike around. Being able to put my feet on the ground, just as on a street bike, really lifted my confidence. Heck, by the end of the day I was attacking jumps like I knew what I was doing. Figuring I had this in the bag, I stepped up to a real dirt bike - a Kawasaki KX 250F - and tried playing with the big (well, bigger) boys.

Talk about a zap in confidence. Now, with the taller seat height and not being able to touch the ground it was as if I had no idea what I was doing again. Every jump looked daunting, every turn more harrowing. Talk about getting left in someone else's roost. Which I did. Many times. And it hurt. All that said, I still think riding dirt is a great way to keep the skills sharp. I'm definitely not done with it, though I think next time I'll stick with a little bike.

Go ahead, call me a sissy.

The CPSIA lead ban affects everyone in motorcycling—not just youth off-road vehicles

 By now many of you have surely heard of the debacle that has been caused by the Consumer Product Safety Act of 2008, otherwise known as the CPSIA. Late last year, a number of children's toy retailers were forced to hastily recall large stocks of their products made in China from store shelves and warehouses when it was discovered that paint and other components used in their construction contained excessive amounts of lead. Lead can cause numerous serious health problems in children, so there was a massive public outcry for the government to do something (as well as opportunistic politicians seeing a chance to do some grandstanding). Unfortunately, as is often the case when a bureaucratic entity wades into a situation to save the day, the result is often a paint-brush style of lawmaking that—while usually handling the original problem at hand—also unnecessarily affects other industries who had nothing to do with the issue that instigated the law.

Such is the case with the current motorcycle industry malaise that has resulted from the CPSIA's poorly thought-out and generalized wording. Because the CPSIA bans any product intended for children with lead content that exceeds specified standards, it has effectively killed off the youth off-road vehicle market. This is due to the fact that motorcycles and ATVs use lead alloys in many components for specific manufacturing reasons, and even though the possibility of lead exposure from touching those parts that are even accessible is infinitesimally small (many health experts have cited that you would get the same exposure from drinking a glass of water), they still fall within the overly broad guidelines of the law and are thus subject to its enforcement. This has forced manufacturers and dealerships to stop the sale of any youth motorcycles and ATVs, and any parts-related retailing as well.

What does this have to do with sportbikes? A hell of a lot more than you think.

The economic impact that this consequence has had on the motorcycle and motorized recreation industry is obvious. In an overall economy that is already struggling, cutting off a good portion of revenue from dealerships that are already barely keeping their heads above water can be catastrophic. I've already heard reports of many dealerships going out of business, and there are others surely teetering on the brink of bankruptcy due to the loss of revenue. Less dealerships means less competition, leading to higher prices and more difficulty sourcing parts and other related items. This is besides the lost opportunity for a youth to discover the joys of motorized recreation, which will surely plant a seed of enthusiasm that will carry on to later years and help grow the sport. Or the fact that- robbed of properly designed machinery- youths will end up attempting to ride full-size ATVs, a very dangerous prospect.

Previously, the AMA and MIC recommended focusing letter-writing campaigns toward the Consumer Product Safety Commission (the federal agency responsible for enacting and enforcing this law). However, it soon became obvious that the CPSC was unwilling to exclude motorcycles and other products that were not in the original intent of the law, mostly due to the fact that the CPSIA's legal language isn't specific enough, and the CPSC didn't want to bank on the hope that their interpretation of the law would stand up to any court challenges (For instance, although there are minimum standards for lead content prescribed in the one section, another portion of the law states that banned products include any that will "result in the absorption of any lead into the human body", which could be interpreted to mean even the most miniscule amount). Although CPSC chairwoman Nancy Nord denied a petition from the motorsports industry asking for motorcycle/ATV exclusion, she did vote for a one-year stay of enforcement for the CPSIA. However, it's important to note that CPSC Commissioner Thomas Moore hasn't weighed in on the petition, nor do we know the position of the state attorneys general on this matter, and it's only a temporary hold on the situation.

(UPDATED 4/17/09: According to the AMA, the CPSC "voted to not exclude youth-model motorcycles and ATVs from a law that bans their sale because of possible lead concerns--but has cleared the way for a second vote by month's end to delay enforcement of the law." Also, Moore finally released a statement agreeing with chairwoman Nord on favoring a stay of enforcement. "It is clear from the post-enactment statements of some Members of Congress who were Conferees on the CPSIA that they believe the Commission has the authority to make sensible allowances for these vehicles as long as child safety is not compromised," Moore said in his statement. "Given the extremely restrictive language of the law, the only avenue I can see is for the Commission to establish an enforcement plan that follows, to the greatest extent possible, the Act's intention for future production, while providing relief to the industry and the riding community for vehicles already manufactured and those manufactured during the stay."
According to the AMA, "Because both members of the commission have said they favor a stay of enforcement, the move almost certainly will stay the execution of parts of the Consumer Product Safety Improvement Act (CPSIA) within the agency.  On Friday, commission filings in preparation for the vote indicated a stay could be as long as two years, possibly expiring May 1, 2011. A planned second vote on that timeframe is expected by the end of April.
In addition, it's not clear whether state attorneys general, who are also charged with enforcing the law, will also stand down.")

Note that none of Moore's statement talks about getting motorcycles/ATVs excluded from the CPSIA, only "providing relief...for vehicles already manufactured and those manufactured during the stay." Trying to get the CPSC to exclude motorcycles/ATVs from the lead ban is barking up the wrong tree. The only way to truly fix the situation is to get the CPSIA amended via legislation. One way is to strongly advocate two new bills that have been introduced, S. 608 in the Senate and H.R. 1587 in the House of Representatives. Introduced by U.S. Sen. Jon Tester (D-Mont.), on March 17, S.608 would amend the CPSIA to exclude secondary sales, repair services and certain vehicles, including youth ATVs and motorcycles, from the ban on lead in children's products. Reps. Denny Rehberg (R-Mont.), Michael Burgess (R-Texas), Earl Pomeroy (D-N.D.), and Mike Simpson (R-Idaho), introduced H.R. 1587 on March 18 in the U.S. House of Representatives to amend the lead prohibition provisions of the CPSIA to provide an exemption for certain off-highway vehicles, along with other purposes.

The MIC is urging its members, dealers, and enthusiasts to act and show their support for S. 608 and H.R. 1587 by contacting their members of Congress and appropriate committee members via www.StopTheBanNow.com.

Benefit for Prostate Cancer Awareness and Education showing of Peter Starr film starring Kenny Roberts, Barry Sheene, et al.

 A one-night-only charity benefit screening of Peter Starr's original award-winning film "Take It To The Limit" is scheduled for Tuesday, April 28 at 7:30 pm at the Movies 7 cinema in La Mirada, California. A winner at the Chicago and Houston International Film Festivals, "Take It To The Limit" stars racing heroes such as Kenny Roberts, Barry Sheene, Mike Hailwood, Russ Collins, Roger DeCoster, Bruce Penhall, Gary Scott, Debbie Evans, Mike Bast, and many others. This 100-percent charity showing benefits prostate cancer awareness and education through the Healing Arts Educational Foundation.

Tickets for the charity screening cost $20.00, and include a free ticket ($15.00 value) to opening night at Speedway Night at Industry Speedway on May 27, located in the Industry Hills Expo Center. Tickets can be purchased by logging onto www.healingartsmedia.net/charity. The Movies 7 cinema is located at 15296 Rosecrans Ave., La Mirada, CA, 90638.

Kawasaki officially announces withdrawal from the 2009 MotoGP World Championship due to global economic crisis

Kawasaki announced that it will be pulling out of the MotoGP World Championship due to budget cutbacks resulting from the global economic downturn. This would leave both current rider John Hopkins and new signing Marco Melandri not only without rides for the '09 season, but also cause issues with sponsorship contracts both for the riders (performance bonuses, endorsement deals), the team (Monster Energy Drink sponsorship) and the MotoGP World Championship (the grid is now below the required minimum 18 entries per the rules stipulated by the FIM).  The current prevailing rumor is that Kawasaki will officially announce its withdrawal from the MotoGP championship next week.

This marks yet another motor racing casualty due to the worldwide economic crisis. Honda has already pulled out of Formula One, and its American Honda subsidiary has pulled the plug on participation in the AMA Superbike championship. Roger Penske has canceled his plans for the Detroit Grand Prix (hosting both Indy Racing League and American Le Mans series auto racing), Suzuki and Subaru have officially dropped out of the World Rally Championship, and the Audi and Porsche factory teams have pulled out of the American Le Mans series. NASCAR is also feeling the pinch, with many companies pulling back on sponsorship dollars.

Needless to say, 2009 is going to be a tough year for most racing series across the globe, as ever-tightening economic belts tie a noose around increasingly expensive racing exploits.

American Honda becomes the first official casualty of the feud between the manufacturers and the DMG

American Honda somewhat surprisingly announced that it will withdraw its factory team from participation in the 2009 AMA Roadracing Series. The current world economic downturn was cited as the reason for the withdrawal, but the transparency of that explanation is all too obvious. The continuing turmoil between the American subsidiaries of the Japanese manufacturers and the Daytona Motorsports Group (new owners of AMA racing) hasn't abated despite numerous attempts to come to some sort of agreement, and American Honda's official withdrawal signals the first real casualty of that long-simmering feud. Only Yamaha has stated its intentions (however unofficially) to compete with a factory team in the new AMA series, with Honda (well, previously at least), Suzuki and Kawasaki adamantly refusing and threatening to start a breakaway series due to disagreements with the final AMA rules package released recently.

What makes American Honda's decision a bit surprising is that its factory squad recently participated in the annual winter Daytona tire test (where factory teams usually get the opportunity to not only prepare for Bike Week, but to also shake down next year's equipment). American Honda rider Neil Hodgson reported that the new more restrictive rules seemed to suit the CBR1000RR better, and he left the test as the quickest rider overall by a significant margin. While Honda hadn't committed to the new AMA series, and Hodgson was the only rider (longtime Honda stalwart Miguel Duhamel's contract expired in '08), their appearance at the tire test was seen as a possible compromise in position, as both Kawasaki and Suzuki refused to take part.

Interestingly,Hodgson still has a year left on his contract, and it is unknown what his plans are, or whether Honda intends to release him from that contract so that he can ride elsewhere. Unfortunately, all of the teams in racing series around the world have already solidified their rider lineups, so Hodgson will have a difficult time finding another ride for '09.

Honda stated that it will continue to support the satellite Erion Honda and Corona Honda racing teams, as well as its factory motocross and supercross race teams.

Will we only see one factory team in AMA racing next year?  Does it really matter if factory teams and their star riders participate? What do you think of this mess? Let us know your thoughts.

Shoppers Cite Dealer-Related Issues among the Top Reasons for Deciding Against the Particular Motorcycle Brand They Had Originally Planned On Purchasing

A majority of new-motorcycle buyers reject a motorcycle brand because of dealer-related issues, according to the J.D. Power and Associates "2008 Motorcycle Escaped Shopper Study" released today.

The inaugural study, which analyzes the reasons shoppers consider a particular motorcycle brand but ultimately purchase a different brand, finds that 51 percent of new-motorcycle shoppers cite dealer-related issues as a reason for rejecting a motorcycle brand. One of the primary dealer-related issues for rejecting a brand is the inability to test ride a bike, which was mentioned by one-fourth of shoppers as a reason for rejection, while 7 percent of shoppers indicate that the inability to test ride was the most influential reason for not purchasing a particular motorcycle brand (this reflects the common knowledge among motorcycle enthusiasts- i.e., not riders purchasing their first bike- of the liability issues associated with allowing someone to test ride a motorcycle as opposed to test driving a car). In addition, 18 percent of shoppers rejected a motorcycle because it was not available at the dealership, while the perception of being able to receive better service at another dealership is mentioned by 15 percent of shoppers as a reason for rejection.

“To avoid losing customers due to dealer-related issues, it’s important for dealers to better manage customer expectations,” said Tim Fox, research manager of the powersports practice at J.D. Power and Associates. “For example, making customers aware before they arrive at the dealership why they can or cannot test ride a particular motorcycle may help brands convert more shopper visits into sales. Since dealer-related issues can be controlled to a certain extent by dealerships and brands, focusing on meeting customer expectations in this regard can result in improved customer perception of a brand as well as lower rejection rates.”

The study also finds that price and financing are cited most often as the reason for rejecting a motorcycle brand, with 57 percent of shoppers mentioning price-related issues as a reason for rejection. Overall, price is cited by 41 percent of shoppers as a reason for rejection, and 28 percent name price as the most influential reason for rejection. Similarly, 16 percent of shoppers mention the lack of low-interest financing, rebates or other incentives as a rejection reason, while 23 percent of shoppers mention high maintenance costs.

“It is important for dealers to understand that for many of these lost sales, there was a legitimate chance of closing the sale during the shopping process,” said Fox. “Eighty-four percent of shoppers indicate they ‘seriously’ considered the brand they rejected, and 41 percent indicate they ‘very seriously’ considered the brand. While price is often a major reason for rejection, 51 percent of shoppers end up spending the same or more on the brand they purchased compared with the brand they considered but rejected.”

While 81 percent of customers report having used the Internet to research motorcycles when shopping, 73 percent also say they read magazine reviews, and 28 percent say they attended a trade show or motorcycle event, according to the study. Seventy-eight percent of motorcycle buyers indicated they contacted or visited a dealership for information before purchasing.

“More than three-fourths of customers report interacting with a dealership to find more information on a particular motorcycle, so manufacturers have a great opportunity to win or lose customers at this point in the shopping process,” said Fox.

The study, which also examines the impact of gas prices on motorcycle riding habits, finds that 29 percent of motorcycle riders report that they changed their driving habits during late September and early October 2008 when gas prices averaged $3.42 per gallon. Among those riders who changed their habits, 75 percent report using their motorcycle more often for commuting to work or school, and 41 percent say they use their motorcycle more often when driving around town. Additionally, 31 percent report doing less cruising, and 30 percent say they did less extended traveling.

The 2008 Motorcycle Escaped Shopper Study is based on responses from 3,022 new-motorcycle buyers. The study was fielded in September and October 2008.

So what do you think about this survey? Besides the obvious aspect of non-existent dealership test rides and riding more when gas was $3.50 per gallon, does it fall in line with your experiences while shopping for a new or used motorcycle at a dealership? Let us know your thoughts.

When we got word that Kawasaki was releasing an updated Ninja 250 (finally), images started popping up of the baby Ninja complete with racing bodywork and an aftermarket exhaust system. The previous version of the Ninja 250 gained a cult following and has been (and continues to be) Kawasaki’s best selling motorcycle, period. And with that many units being sold it was only a matter of time before people started racing them. In fact, the series was extremely popular with club racing organizations in many parts of the country. With word of a new bike being released, a renewed enthusiasm for “Ninjette races” started to grow. After riding the standard version at the intro in San Diego, I honestly had reservations about actually racing one of them. I had been used to running around racetracks on 600cc and 1000cc machinery.

But that all changed on a fateful day at Infineon raceway in Sonoma, California. While sampling a large portion of Kawasaki’s sportbikes, Ari Henning of Motorcyclist magazine challenged me to a battle royale around the undulating track on the little Ninja. Not one to back down from a challenge, I accepted. Though officially a trackday, Ari and I had the red mist in our eyes; we were sure there was a trophy waiting for us back in the pits, and while he put up a great challenge I eventually won the journalist-GP on the 250. Sadly, there were no trophies waiting for me, only boosted egos.

The high from that day carried over to the following work week and phone calls were immediately put in place to get a race-prepped Ninja 250 in the works. It was also around this time that the Willow Springs Motorcycle Club (my local track) just announced a new series specifically for Kawasaki’s latest hit. Perfect. After all the leg work was finished, the result is the green machine you see above. Be on the lookout for a future issue of SR with details regarding the bike and our subsequent races, but I can tell you this; for a smidge more than five-grand you can have a brand new racebike, including the cost of the bike itself! Not only that, but maintenance costs are inherently lower throughout the racing season compared to bigger bikes. Tires last multiple race weekends, fuel costs are drastically reduced (pump gas, anyone?) and engine modifications are forbidden. 

Without giving too much away, it’s was hard not to chuckle inside my helmet while riding this thing. The racing was action packed (albeit pretty slow) and usually was the highlight of the race weekend.    

So what do you think? Is little bike racing up your alley, or are big bikes the only way to go?

If you were in the market for a scooter, would you be interested in something like this?

Some members of Suzuki’s R&D department decided to create this styling study for the company’s popular Burgman 400 scooter. It was created in an attempt to gauge customer interest in this type of scooter (apparently trying to gain a younger scooter audience than what it consists of at present) and displayed at Suzuki’s dealer show last September to gauge their interest as well. Apparently it was a hit with the dealers. What do you think? Let us know your thoughts on this sporting take on scooters by Suzuki.

Bridgestone was officially appointed the sole tire supplier for the MotoGP World Championship for a three-year period starting from 2009.

The decision comes following an announcement in September from the Fédération Internationale de Motocyclisme (FIM) that MotoGP will become a single-make tire formula from 2009, and after a subsequent tender process in which Bridgestone was the only tire manufacturer to submit a proposal to FIM and Dorna. The specific regulations pertaining to the single tyre contract will be confirmed by FIM in due course.
Hiroshi Yasukawa, Director of Bridgestone Motorsport, commented on today’s announcement: “Bridgestone is pleased that we have been appointed the sole tire supplier to the MotoGP World Championship for the next three seasons, starting from 2009.“Although we were sorry to hear that tire competition would not continue in MotoGP, Bridgestone appreciates the importance of safety and cost in motorsport. We respect the decision taken by FIM and Dorna to impose a one-make tire rule for next season and acknowledge the safety and cost reasons given for their decision.
“We submitted a proposal to FIM and Dorna in order to continue competing at the pinnacle of motorcycle racing, and to continue to be a part of the MotoGP community, of which we are proud to have been involved since the 2002 season. We have developed strong relations with manufacturers, teams, riders and personnel in the MotoGP world and are happy to be able to continue a high level of participation in the sport. Even in a single tire situation, however, we must also guarantee and increase our return on investment from a business point of view, something that we hope to achieve through a close working relationship with all our teams and with Dorna.
“Alongside safety and cost, fairness is another pillar of Bridgestone’s involvement in motorsport and we are committed to servicing our teams fairly at all times. Having worked with all manufacturers in MotoGP this season, we believe that we are well placed to offer the fairest possible treatment across all teams. We have relished competing on a global motorcycle racing stage with our rivals over the last seven seasons and will miss the opportunity to showcase our technical capabilities against them. In this period of competition, we have improved our performance level step by step and have been immensely proud to have taken the world title for the last two seasons, firstly with Ducati and Casey Stoner in 2007, and this year with Fiat Yamaha and Valentino Rossi.
“Our technical department has already started looking at how best to approach the 2009 season with the desired push for improved safety in MotoGP at the forefront of our development plans. We must make sure that our tires work safely and competitively at each event, bearing in mind the complexity of tire performance at each individual circuit and, most importantly, we must ensure that our tires offer the same performance potential across all teams.   
“We have a busy winter period ahead of us in order to best prepare ourselves for the first race of the 2009 season, but on-track preparations will begin as soon as the checkered flag has fallen on this 2008 season with a post-race test in Valencia, the first opportunity we will have to work with new teams and riders.”