Ducati’s Panigales Go Head to Head: 1199 vs. 899

 

Suppose you’re in the enviable position of having to choose between two of the most stunning sportbikes Ducati has ever made. Which do you buy: the $18,995 base-model 1199 Panigale or its 899 sibling at $14,995?
We wondered how the 899 stacked up against the more powerful 1199. Looking at our measured performance data, the 1199 produces 174 hp and 88 pound-feet of torque compared to the 899’s 131 hp and 65 pound-feet. Translated to straight-line speed, the bigger bike sprints through the quarter-mile in 9.91 seconds at 145.50 mph, hits 60 in 2.8 seconds, and has a measured top speed of 182 mph. By comparison, the adolescent Panigale does the quarter in 10.38 at 133.85 mph, hits 60 in 2.7 seconds, and has a top speed of 161.
Not many people buy a Panigale to go dragracing, right? So we had two-time AMA SuperSport championship runner-up Hayden Gillim run the two back to back on the tight and twisty Streets of Willow Springs. With our VBOX recording the data, the lighter, more agile 899 trounced the 1199 by 1.4 seconds (1:18.94 versus 1:20.36), even though its max trap speed of 127.5 mph was significantly slower than the 1199’s 133.4. What gives? The 1199 has so much power that it’s a handful on such a tight track. If we conducted the same matchup on Willow Springs’ ultra-fast main road course, the results would have been lopsided the other way.
On the street, it’s a toss-up. Both bikes get exceedingly hot in traffic and have hard-core, track-oriented riding positions. But both are also far more refined and civil than any Ducati superbikes of the past.
If your intention is to keep your new Panigale on the street and you can afford the $4,000 premium, the 1199 is a great choice. But for those interested in hitting trackdays, the 899 is our pick. It will save you money—enough to keep it on fresh race rubber for a long time.

SPECIFICATIONS
	Ducati 899 Panigale	Ducati 1199 Panigale
PRICE	$14,995	$18,995
DRY WEIGHT	415 lb.	403 lb.
WHEELBASE	56.2 in.	56.6 in.
SEAT HEIGHT	32.5 in.	32.5 in.
FUEL MILEAGE	38 mpg	31 mpg
0-60 MPH	2.7 sec.	2.8 sec.
1/4 MILE	10.38 sec. @ 133.85 mph	9.91 sec. @ 145.50 mph
HORSEPOWER	131.0 @ 10,940 rpm	174.4 @ 10,805 rpm
TORQUE	65.2 lb.-ft. @ 8960 rpm	88 lb.-ft. @ 8780 rpm
TOP SPEED	161 mph	182 mph

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2013 Brammo Empulse R Recalled for Falling Rear Tail Assembly

The 2013 Brammo Empulse R is being recalled because of a problem with its rear tail assembly. The recall affects 605 units of the Brammo Empulse R.
According to documents released by the National Highway Traffic Safety Administration, the tail assembly bracket may weaken around the mounting points from shock and vibration and may eventually fracture or break off. Should it make contact with the rear wheel, it may increase the risk of a crash.
A visual inspection of an Empulse R may reveal cracks near the tail assembly mounting points.
The problem was first reported on June 15 by an Empulse R owner. Brammo initiated an investigation two days later.
The rear tail assembly bracket is supplied by Brill and CLS but built only for and according to Brammo’s specifications. As such, Brammo has assumed responsibility for correcting the issue by redesigning the bracket.
The new part is still under development but when it is ready, Brammo is expected to contact owners and replace the faulty part with the new one.
[Source: NHTSA]

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Isle of Man TT 2013: PokerStars Senior TT Race Results

For a while there, it looked as if John McGuinness would be held off the top podium position through the entire 2013 Isle of Man TT. McGuinness had recorded third-place finishes at the Superbike, Superstock and the second Supersport TT races earlier in the week, but the active leader in Isle of Man TT wins was stuck at 19 wins all week.
That finally changed and the Honda TT Legends racer finally earned win #20 in the final race of this year’s event, the Senior TT. McGuinness completed the Senior TT in 1:45:20.394, ten seconds ahead of his teammate Michael Dunlop who was looking for his record-tying fifth win of the TT.
The race was started at 1 pm local time but was red-flagged after racer Jonathan Howarth crashed, with several spectators injured by flying debris. The race was restarted later in the afternoon at 4:30 pm local time. Gary Johnson carried the early lead through Glen Helen, with William Dunlop and Michael Dunlop both within a second behind him. McGuinness, meanwhile, was fifth behind Michael Rutter.
Rounding the Ramsey section of the Mountain Course, it was Michael Dunlop with the lead ahead of Johnson and McGuinness in third. The three lead riders maintained that order into the second lap when McGuinness gained some speed and moved into the lead. Dunlop was second while Suzuki rider Guy Martin moved up to third with Johnson forced to retire.

McGuinness led by 2.4 seconds after two laps before heading to refuel but his pit crew worked quickly, helping him increase his lead leaving the pit area. Dunlop managed to gain some ground later on the second lap to remain within 2 seconds of his teammate.
But McGuinness continued to find speed, increasing his lead through Lap 4 before going for another pit stop, leaving with a 7-second lead.
The lead widened to 10 seconds after Lap 5 and McGuinness turned one more solid lap to beat Dunlop by 10.092 seconds. Bruce Anstey set a race-best average speed of 131.531 mph on the final lap to take third place.
With his 20th win, McGuinness remains second in the all-time Isle of Man TT wins list behind Joey Dunlop, uncle of William and Michael Dunlop, and his 26 victories. Sidecar racer Dave Molyneux is third all-time with 16 after being unable to win either Sidecar race this year.
By finishing second, Michael Dunlop missed his chance to tie Ian Hutchinson’s record of five TT wins in a week, set at the 2010 Isle of Man TT. Still, with four wins and a second place finish, Michael Dunlop earned the coveted Joey Dunlop Championship Trophy as the top racer of this year’s TT.

Isle of Man TT 2013: PokerStars Senior TT Top Five Finishers
Pos.	Rider	Machine/Team	Time	Avg. Speed
1	John McGuinness	Honda TT Legends	1:45:20.394	128.943 mph
2	Michael Dunlop	Honda TT Legends	1:45:30.486	128.737 mph
3	Bruce Anstey	HM Plant Honda	1:45:37.999	128.584 mph
4	James Hillier	Quattro Plant Kawasaki	1:45:38.977	128.565 mph
5	Guy Martin	Tyco Suzuki	1:46:14.371	127.851 mph

[Source: IOMTT]

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2014 Suzuki Burgman 200 Gets CARB Approval

The California Air Resources Board has issued an executive order for the 2014 Suzuki Burgman 200, paving the way for the scooter to be introduced to the market.
For several years now, Suzuki has offered two main scooter models for the American market, the Burgman 400 and the Burgman 650, with some offshoots such as the Suzuki Burgman 650 Executive. The new CARB executive order suggests Suzuki is ready to introduce a new, smaller model to the family.
It’s not clear whether the Burgman 200 (listed in the CARB document by its model number “UH200″) is the same as the model (pictured above) currently available in European and Asian markets or whether it is a new, updated model.
The current Burgman 200 is powered by a fuel-injected 200cc single-cylinder engine (which matches the displacement listed in the CARB document) delivering power to the rear wheel through a continuously-variable transmission.
Suspension is comprised of a telescopic oil-damped fork and twin shock rear swingarm. The Burman 200 is also equipped with a combined braking system with single 220mm discs at both front and rear wheels.
The Burgman 200 comes with 13-inch wheels, compared to a 14-inch front/13-inch rear setup on the 400 and 15-inch front/14-inch rear wheels on the Burgman 650.
The underseat storage area is large enough for two full-faced helmets and has its own automatic light. Smaller items can be stored in three closed storage pockets below the handlebars.
[Source: CARB]

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Motorcycle GPS

Putting the parts together for a GPS navigation system on a motorcycle.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Step 1: Motivation

 I wanted a GPS navigation system on my motorcycle for road trips and for finding unfamiliar addresses. There are some dedicated systems out there (like the TomTom Rider), but I thought it would be cheaper and more fun to assemble one on my own.

I already had a capable PDA that could serve as a host. Getting a GPS receiver that works with it was easy. The main questions remaining:

1. How do I securely attach the PDA to the motorcyle?
2. How do I provide power to the PDA for long trips?

 

Step 2: Handlebar Mount

 I wanted to put the GPS system on my handlebars, rather than on top of my tank or inside the windscreen (my bike has no windscreen). There are a variety of mounting systems that clamp on to the handlebars, but I liked the look of the RAM ball-and-socket mounting system.

I chose a mount that screws into the clutch lever clamp, rather than one that clamps on to the handlebar tube itself. It would also have worked on the brake lever, but I'd rather mess around with my (wire-activated) clutch than my (hydraulic) brakes.

It was a simple matter of removing the bolts holding together the two sides of the clutch mount and bolting the ball attachment in with the supplied bolts and plastic standoffs.

 

Step 3: Securing the PDA

 The mounting system worked well. Attaching the ball to the handlebars was easy, and it was a snap to add and remove the platform that holds the PDA. However, RAM doesn't make a holder for my particular PDA. I got one that looked like it would be a little more secure than the one RAM recommended.

It turned out that my PDA was a little too thick for the holder to grip properly, especially with a protective skin case on (which is probably why RAM recommends the other). The spring-loaded grippers held pretty well, but I could get them to slip by pulling the PDA pretty hard.

It's hard to imagine the wind or acceleration pulling that hard, but I decided to be extra careful, and cast about for a way to further secure the PDA. Ennui to the rescue! Those trendy bracelets are strong rubber bands that happen to be exactly the right size.

 

Step 4: Power

The handlebar-mounted GPS system worked well. However, my PDA's battery will only last about three hours with bluetooth and the screen on constantly. Happily I'll be sitting right on top of a capable generator and battery. The only trick is getting access to them.

My bike didn't come with a cigarette lighter socket for plugging in accessories, so I decided to add one. I got a kit that included the proper socket and a nice in-line fusebox. I attached the kit directly to the battery, hiding the fuse just under the tank, and putting the actual socket in some of the empty space under the bike's seat.

One thing to be aware of: since the lighter socket is wired directly into the battery, it's on even when the bike isn't. Leave something plugged in too long while the bike isn't running, and you may be push-starting your bike.

I got a long, straight charging cable for my PDA and ran it under the fuel tank. I may need to put a small plastic bag over the connector when I leave the bike outside.

Source: TopXmotor.com

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2014 MV Agusta F3 800 Revealed

MV Agusta revealed official photos and specifications for the 798cc version of the F3 675 supersport. The new 2014 MV Agusta F3 800 offers similar styling to the 675 but offers a bigger engine, slipper clutch, upgraded suspension and monobloc calipers.
The F3 800′s three-cylinder engine has the same 79mm bore as the F3 675 but its 54.3mm stroke is 8.4 mm longer and uses the same counter-rotating crankshaft design said to reduce rotational inertia. The rev limiter has also been increased to 13,500 rpm and the fuel injection has also been revised for a higher flow rate. Like the 675, the F3 800 comes with a quick shifter but also gains a slipper clutch.
MV Agusta claims the larger engine produces 146 hp at 13,000 rpm and 64.9 ft-lb. at 10,600 rpm, both upgrades over the claimed output of 108.6 hp at 12,500 rpm and 47.9 ft-lb. at 12,000 rpm. According to MV Agusta, the F3 800 has the same dry weight of 381.4 pounds as the 675, giving the new model a significantly higher power-to-weight ratio. MV Agusta claims the F3 800 can reach a top speed of 167.1 mph compared to the F3 675 which claims a top speed of 139.8 mph.

Like the F3 675, the F3 800 comes with MV Agusta’s Motor & Vehicle Integrated Control System (MVICS) electronics package with ride-by-wire throttle, three preset engine maps, a fourth user-customizable map and an eight-level traction control system.
The 800 also gains fully adjustable suspension, with a 43mm Marzocchi upside-down fork and Sachs rear shock (the F3 675 only offers rear spring-preload adjustment). The brakes have also been upgraded with the 800 sporting monobloc four-piston Brembo calipers.
The 2014 MV Agusta F3 675 will be offered in three color options: pearl white/black, red/silver and matt metallic black. U.S. pricing and availability is still to be determined, but in Europe the F3 800 will go for 13,990 euros (US$18,282).

[Source: MV Agusta]

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RoboCop ( 2013 ) Toronto Filming - Motorcycle Video

The movie, which stars Joel Kinnaman, Michael Keaton, Gary Oldman and Samuel L. Jackson, is scheduled to hit theaters on 14 February 2014.

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Suzuki Motor Of America Announces New President

Since Suzuki Motor of America restructured after filing for bankruptcy, dropping its auto line and focusing on the powersports business, some changes are being made internally as well. President Seiichi Maruyama is leaving his post Taking his place is former Executive Vice President Toru Muraki.
 Also as part of the restructuring, Takuya Sato is named Executive Vice President overseeing the company’s marine operations.
“Toru Muraki’s global motorcycle experience further positions Suzuki Motor of America, Inc. to succeed,” said  Tak Iwatsuki, Suzuki Motor of America, Inc’s Chairman. “New product introductions, strong dealer support and care for the customer will remain our focus. And our leadership group is well-qualified to help us reach our goals.”
“I am eager to continue Suzuki Motor of America’s steadfast commitment to the powersports industry,” said Muraki.  An avid motorcyclist, Muraki joined Suzuki’s U.S. powersports business in 2010 to lead the Motorcycle/ATV Marketing efforts.  But his love for America began much earlier, during his first visit in 1987, where he visited much of the West Coast.
In the press release, SMAI and its management team thanked outgoing President Seiichi Maruyama for his leadership and wish him best of luck as he returns to SMC to take on a new role within the company’s European Automotive Business Operations.

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Honda MotoGP Production Racer Undergoes Testing at Motegi

Development of Honda‘s new production racer is well underway, as the new (relatively) low-cost MotoGP racebike underwent testing at Japan’s Twin Ring Motegi circuit May 23-24.
Conceived as a lower-cost option for race teams, the production racer project is running slightly behind schedule but Honda still expects it will available in time for the 2014 MotoGP season. Early reports estimate the price for the production racer to be around US$1.26 million, a substantial price, but still considerably less expensive than rumored $3.9 million it currently costs to lease a Honda RC213V for one season.
“Development of the model is currently a little behind schedule but the test results showed more than what we had expected, in particular, with its running performance,” says Shuhei Nakamoto, executive vice president of Honda Racing Corporation.
The Honda production racer is just one project designed to help curb costs of racing and increase the size of the grid in the MotoGP World Championship. Yamaha has its own plan to lease engines from its YZR-M1 MotoGP racer to other teams. Honda’s plan is a bit more ambitious, introducing a complete non-CRT machine alongside its RC213V prototype.
“We can’t announce its name or the specification at this stage but we will have an opportunity of announcing the details in the not too distant future,” says Nakamoto. “We will keep on developing the machine to meet the 2014 MotoGP technical and sporting regulations, and will introduce the model by the end of this year.”
The production racer is not to be confused with the RC213V-derived V4 Superbike also under development as a production model.
[Source: Honda]

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2012 Triumph Daytona 675, 675R Recalled in Canada for Missing Throttle Cable Guide

Transport Canada announced a recall for the 2012 Triumph Daytona 675 and 675R because certain units may be missing a throttle cable guide.
Without the guide, the throttle cable may get stuck in the steering stop, preventing the throttle from opening or closing properly. Such a situation could result in a loss of propulsion or, if the throttle is stuck open, could make it difficult to slow or stop the motorcycle.
Triumph dealers will inspected recalled units and if necessary install a throttle cable guide. In some cases, the throttle cables themselves may also be replaced.
According to the Transport Canada, the recall affects 61 units in Canada. No recall has been announced yet for the U.S., but Triumph North America operates in both Canada and the U.S., so a similar recall is expected from the U.S. National Highway Traffic Safety Administration in the next few weeks. We will provide an update if and when NHTSA announces a recall.
[Source: Transport Canada]

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