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2007 MV Agusta F41000S Senna

FEATURES

F41000 SENNA: THE DESIGNSensuality in motion, state-of-the-art technologyand pure flair define the F4 Senna.

Any machine bearing the name "Senna" must beequipped with exclusive modifications. Theseinclude a new engine that puts out 174 hp, a newWeber Marelli 5M injection system that providessuperb power distribution and new Brembo radialcaliper brakes for heart-stopping deceleration. MVAgusta is proud to offer this machine in honor ofthe legendary Ayrton Senna. Production is limitedto 300 units worldwide.

The legend of speed has its heroes. These arechampions who have shattered records, runthe fastest laps, pulverized pole positions, andfaced all kinds of challenges. They live in ourmemories, remembered by the races they ranand the cars they drove. However, there areexceptions: when we think of Ayrton Senna, wedo not remember him by the symbols of hissuccess; we see the portrait of a man. We seethe image of a champion in a league of hisown, who not only won three world titles(1988, 1990, 1991) and 41 Grand Prix victories,but who was also able to inspire us likeno one else. This is because Ayrton defied notonly his opponents, but speed itself. He wasattracted by the beauty of velocity and challengedit with unswerving faith. Close to theless fortunate, fair to his adversaries, Sennaalways drove with his heart, always allowingthe man to cross the finish line before thechampion.

"Ayrton was a star in a league of his own, both as a man and as a pilot; a champion at the steering wheel anda lover of speed, but also a man who paid attention to every detail and whose constant aim was perfection.These qualities, along with a sense of great humility and sensitivity, drew me to him immediately. We becamebound by a valuable friendship and mutual feelings of regard and admiration. When we met, we didn't just talkabout engines, although Ayrton was very attracted by two-wheel vehicles. Ayrton often thought of his country,Brazil, a land he loved, but which at the same time tormented him. He wanted to do something for unfortunatechildren; children who wouldn't have a future to look forward to without any help. Thus, before Ayrton left us,the Senna Foundation was born and is still alive today, guided by his sister, Viviane. Prestigious Ayrton-relatedobjects are used to finance projects for nutrition, medical-sanitary treatment and assistance, education, sport andart projects, as well as courses aimed at work placements, in this way giving concrete help to children so theymay hope for a brighter future."
- Claudio Castiglioni

The style of the F4 Senna is aimed at achieving total elegance. The new graphic work,realized with a metallic silver base, finds new dimensions, once hidden within the traditionalcolors, thus giving the image of a transformed line. This is also thanks to theSenna logos which, in this version, substitute the familiar F4 initials which appear on theother models of this range. The only exception is the saddle, covered with red alcantarawith the F4 logo embroidered on the seat padding, next to the name of the model andthe displacement at the back of the single seat tail.

The cockpit of the F4 Senna is embellished with special treatment to the upper steeringhead, where a silver plate bearing the name of the model and the serial number is positioned.The plate connects to a transversally fitted Ohlins steering damper. The tachometer,which has a new graphic design for its face, has a white background and black numeralsand sits neatly beside the digital display that has an additional chronometer function activatedwith the headlamp flasher. The fairing has a new aerodynamically designed Plexiglassscreen that cancels out any negative effects of front end lift developed at high speeds.

The rear suspension is fitted with the revolutionary Sachs Racing shock absorber thatbelongs to the same family as those used in Formula 1 racing. The unit is more than1200 grams lighter due to absence of a gas reservoir and is fitted with rebound-compression(high speed/low speed) damping and spring preload adjustment as well ashydraulic control that makes calibration easier and more accurate.

The frontal view is what makes the F4 Senna stand out from the rest. The Brembo Racing"Serie Oro" front brakes are exclusive to this model, as well as their bearings, which permittheir radial positioning. The black front fork by Marzocchi and legs measuring 50 mm,treated with titanium nitride, are also new. The Senna logo is also visible on the side viewmirrors and the front fairing is raised for improved driving comfort. This is thanks to anew type of plexiglass, developed within the wind tunnel which, thanks to its unique curvedshape lightens the aerodynamic mass which would otherwise weigh on the pilot's helmet.

The Y-shaped spokes on the alloy wheels only add to the elegant sculpted design of thesingle sided Aluminum alloy swinging arm (weight: 6.6 kg) and emphasis the essence ofthe F4 project. This lightweight material is also used for the frame plates (weight: 1.65kg) and for the lower fork triple clamp. The footrests are adjustable and are not onlymade from a solid piece, but also boast the F4 1000 logo. The rear carbon fibre mudguardis also new. Carbon fibre is also used for the heat shield on the exhaust.

The F4 Senna features the most individual equipment that can be offered on a productionmotorbike. The front end is dominated by Marzocchi forks with titanium nitridetreated 50-mm fork legs inserted into a solid one-piece triple clamp. These carry thenew Brembo Racing billet alloy 4-piston calipers. The Marchesini wheels are the same asused on Grand Prix machines. They are extremely lightweight and strong and boastlower gyroscopic inertia that increases ease of handling and potential cornering speed.

SPECIFICATIONS

ENGINE
Type: Four cylinder, 4 stroke, 16 valve
Timing system: "D.O.H.C", radial valve
Total displacement: 998.0 cc
Compression ratio: 13:1
Starting: Electric
Bore x stroke: 76 mm x 55 mm
Max. horse power - r.p.m. (at the crankshaft): 174 HP at 11900 - Lim. 13000 r.p.m.
Max. torque - r.p.m.: 81.8 lb/ft at 10200 r.p.m.
Cooling system: Liquid cooled, water-oil heat exchanger
Engine management system: "Weber Marelli" 5SM ignition - injection integrated system; induction discharge electronic ignition,"Multipoint" electronic injection
Clutch: Wet, multi - disc
Gear Box: Cassette gearbox; six speed, constant mesh
Primary drive: 50/79
Gear ratio
First gear: Speed 13/38 78.5 mph at 13000 r.p.m.
Second gear: Speed 16/34 108.1 mph at 13000 r.p.m.
Third gear: Speed 18/32 129.2 mph at 13000 r.p.m.
Fourth gear: Speed 20/30 153.1 mph at 13000 r.p.m.
Fifth gear: Speed 22/29 174.2 mph at 13000 r.p.m.
Sixth gear: Speed 21/25 187.0 mph at 13000 r.p.m.
Final velocity ratio: 15x40

ELECTRICAL EQUIPMENT
Voltage: 12 V
Alternator: 650 W at 5000 r.p.m.
Battery: 12 V - 9 Ah

DIMENSIONS AND WEIGHT
Wheelbase: 55.40 in.
Overall lenght: 79.01 in.
Overall width: 26.97 in.
Saddle height: 31.87 in.
Min. ground clearance: 5.12 in.
Trail: 4.08 in.
Dry weight: 418.8 lb
Fuel tank capacity: 5.5 gal. (reserve fuel: 1.0 gal.)

PERFORMANCE
Maximum speed: 187.0 mph

FRAME
Type: CrMo Steel tubular trellis (TIG welded)
Rear swing arm pivot plates: material: Aluminum alloy

FRONT SUSPENSION
Type: "UPSIDE - DOWN" telescopic hydraulic fork with rebound-compression damping and spring preload adjustment
Rod dia.: 50 mm with Titanium Nitride anti-friction treatment
Travel on leg axis: 5.07 in.

REAR SUSPENSION
Type: Progressive, F.1-derived single shock absorber with rebound and compression (High speed / Low speed) damping and spring preload
Single sided swing arm: material: Aluminium alloy
Wheel travel: 4.72 in.

BRAKE
Front brake: Double floating disc ( 310 mm) with steel braking band and aluminum flange
Front brake caliper: Radial-type with 4 pistons ( 34 mm)
Rear brake: Single steel disc ( 210 mm)
Rear brake caliper: With 4 pistons ( 25.4 mm)

RIM
Front: Material / size Forged aluminum alloy 3,50" x 17"
Rear: Material / size Forged aluminum alloy 6,00" x 17"

TIRES
Front: 120/70 - ZR 17 (58 W)
Rear: 190/55 - ZR 17 (75 W)

FAIRING
Material: Thermoplastic and carbon fiber

MSRP: $29,995

BMW K1200S

BMW MOTORRAD RAISES THE VEIL: The K 1200 S high performance sports bike.

Munich. The time for speculation is over. Now it's official: this year BMW Motorrad will introduce the K 1200 S, a completely new and fascinating high performance motorcycle in the sport segment.

The K 1200 S was designed as a sport bike and is a completely separate motorcycle within the K family. It is radically new, featuring an unprecedented number of innovations. It is a high-precision sport bike offering unique agility as well as enormous output. Its power to weight ratio is on the level with the competition and almost 50 percent better than the K 1200 RS, thus leaving no wishes unfulfilled with regard to riding performance.

The low weight and extremely agile chassis help the K 1200 S deliver superior handling in any situation.

The K 1200 S is powered by a transversely mounted 1157-cc four-cylinder inline engine with integrated transmission and is unique among sport bikes due to its overall concept in conjunction with the lightweight construction shaft drive.

The extreme forward tilt of the cylinder bank (55) ensures a low center of gravity. In this way it was possible to achieve an ideal wheel load distribution of 50:50 percent in combination with the overall geometric layout. The engine has an extraordinarily narrow design achieved by a series of special design features. The engine width at the crankshaft level is approximately the same as for 600-cc engines. This not only allows for very deep engine installation and maximum lean angle, it also gives the bike a narrow and sporty silhouette.

The engine can rev up into the five-digit regions and output exceeds 160 hp (more than 117 kW). Environmental compatibility is safeguarded by a closed-loop three-way catalytic converter and digital engine electronics, which have been standard features on all BMW motorcycles for years. The engine of the K 1200 S is based on the latest generation as presented at the beginning of the year in the R 1200 GS. It also features integrated knock control and in this advanced four-cylinder engine, it represents the most sophisticated engine management system currently available for motorcycles.

The K 1200 S is also highly innovative on the suspension side. A revolutionary front wheel suspension using two parallel links--without telescopic forks--ensures extremely sensitive response together with excellent precision, outstanding overall rigidity and low weight. The electronically adjustable suspension also represents a world first in production motorcycle manufacturing.

The new K 1200 S is of course also equipped with the unique BMW Motorrad Integral ABS in the partially integral version. In conjunction with the EVO brakes, this system ensures maximum deceleration and the shortest of braking distances in all road conditions.

The new BMW K 1200 S will be presented to the international public in September of this year at the INTERMOT motorshow in Munich. It will be launched onto the market soon after. The price has not yet been set. All familiar models of the K family, the K 1200 RS, the K 1200 GT and the K 1200 LT will remain part of the model range beyond 2004.

Kawasaki Ninja 500R FEATURES

FEATURES

Twin-cylinder 498cc Engine

• Compact parallel-twin design
• Superior engineering produces sport bike power with broad usable torque
• Good mass centralization for superior handling

Liquid Cooling

• Maintains consistent engine temperatures for long engine life and sustained power during hard use
• Allows closer engine tolerances for more horsepower
• Includes temperature gauge

Auxiliary Cooling Fan

• Maintains optimum temperature for best performance, fuel economy and reliability

Four Valves per Cylinder

• Better breathing for more power at high rpm
• Compact combustion chamber for increased compression ratio without detonation on today's gasolines
• Boosts low-end torque
• Provides maximum valve area for optimum flow

34mm CVK Semi-flat Slide Carburetors

• Precise fuel metering provides uniform power delivery at all engine speeds
• Quick throttle response

Digital Ignition

• Microprocessor-controlled timing never needs adjustment
• Ultra-responsive to engine needs

Six-speed Transmission

• Provides excellent acceleration and relaxed highway cruising

Positive Neutral Finder

• Just lift the shift pedal from first at a stop to find neutral easily, every time
• A Kawasaki exclusive

Standard Half Fairing

• Offers rider wind protection for more comfort
• Incorporates large, easy-to-read instruments with twin resettable trip meters
• Stylish lower fairing completes the Ninja image

Double-cradle Steel Box-section Frame

• High-tensile steel perimeter frame
• Lightweight, with superior rigidity for more precise handling and better control
• Centerstand included for convenience

37mm Front Fork

• Large-diameter fork tubes with thin walls for light weight and exceptional rigidity

Front Disc Brake with Dual-piston Caliper

• Disc is drilled for better cooling and reduced unsprung weight
• Dual-piston caliper increases braking effectiveness

Rear Disc Brake

• Powerful and controllable
• Single-piston caliper

Bottom-link UNI-TRAK Rear Suspension

• Lowers the center of gravity for better handling
• Progressive rate provides a smoother, more controlled ride
• Lightweight aluminum components provide quick suspension response

17-inch Wheels

• Wide, modern 17-inch rims fit low-profile, high-performance tires

Centerstand and Sidestand

• Permits easy parking, cleaning or servicing

2007 MV Agusta F4CC SPECIFICATIONS

2007 MV Agusta F4CC

SPECIFICATIONS

ENGINE

Type: Four cylinder, 4 stroke, 16 valve
Timing system: "D.O.H.C", radial valve
Total displacement: 1078 cm3 (65.8 cu. in.)
Compression ratio: 13:1
Starting: Electric
Bore x stroke: 79 mm x 55 mm (3.1 in. x 2.2 in. )
Max. horse power: - r.p.m. (at the crankshaft) 147 Kw (200 HP) at 12200 with titanium exhaust system - Lim. 13000 r.p.m.
Max. torque: - r.p.m. 125 Nm (12.75 Kgm) at 9000 r.p.m.
Cooling system: Liquid cooled, water-oil heat exchanger
Engine management system: "Weber Marelli" 5SM ignition - injection integrated system; induction discharge electronic ignition, "Multipoint" electronic injection;Variable height intake ducts with Torque Shift System (TSS)
Clutch: Wet, multi - disc
Gear Box: Cassette gearbox; six speed, constant mesh
Primary drive: 50/79
Gear ratio:
First gear: Speed* 13/38 129.8 Km/h (80.6 mph) at 13000 r. p. m.
Second gear: Speed* 16/34 178.5 Km/h (110.8 mph) at 13000 r. p. m.
Third gear: Speed* 18/32 213.4 Km/h (132.5 mph) at 13000 r. p. m.
Fourth gear: Speed* 20/30 252.9 Km/h (157.0 mph) at 13000 r. p. m.
Fifth gear: Speed* 22/29 287.8 Km/h (178.7 mph) at 13000 r. p. m.
Sixth gear: Speed* 21/25 315.0 Km/h (195.6 mph) at 13000 r. p. m.
Final velocity ratio: 15x39

ELECTRICAL EQUIPMENT

Voltage: 12 V
Alternator: 365 W at 6000 r.p.m.
Battery: 12 V - 9 Ah

DIMENSIONS AND WEIGHT

Wheelbase: 1408 mm (55.40 in.)
Overall lenght: 2007 mm (79.01 in.)
Overall width: 685 mm (26.97 in.)
Saddle height: 810 mm (31.87 in.)
Min. ground clearance: 130 mm (5.12 in.)
Trail: 103.8 mm (4.08 in.)
Weight with fuel tank empty: 187 Kg (412.6 lb)
Fuel tank capacity: 21 l (5.54 U.S. gal.) - reserve fuel: 4 l (1.05 U.S. gal. )

PERFORMANCE

Maximum speed*: 315.0 Km/h (195.6 mph) (self-limited for tires homologation)

FRAME

Type: CrMo Steel tubular trellis (TIG welded)
Rear swing arm pivot plates: material Magnesium alloy

FRONT SUSPENSION

Type: "UPSIDE - DOWN" telescopic hydraulic fork with rebound-compression damping and spring preload adjustment
Rod dia.: 50 mm (1.97 in.) with carbonitriding treatmentTravel on leg axis: 129 mm (5.07 in.)

REAR SUSPENSION

Type: Progressive, F.1-derived single shock absorber with rebound and compression (High speed / Low speed) damping and spring preload
Single sided swing arm: material Magnesium alloy
Wheel travel: 120 mm (4.72 in.)

BRAKES

Front brake: "Brembo Racing" double floating disc with 320 mm ( 12.6 in.) diameter, with steel braking band - Th. 6 mm (0.23 in) and aluminum flange
Front brake caliper: Solid-machined, "Brembo Racing", radial-type with 4 pistons - 34 mm ( 1.34 in.)
Rear brake: Single steel disc with 210 mm ( 8.27 in.) diameter
Rear brake caliper: With 4 pistons - 25,4 mm ( 1.00 in.)

RIM

Front: Material / size Forged aluminium alloy 3.50" x 17"
Rear: Material / size Forged aluminium alloy 6.00" x 17"

TIRES

Front: 120/70 - ZR 17 (58W)
Rear: 190/55 - ZR 17 (75 W)

FAIRING

Material: Carbon Fiber

MV Agusta Motor S.p.A. is committed to the constant improvement of our products. Therefore the information and technical characteristics of the vehicles are subject to change without notice.

* = Top speed attained on closed course.

2007 MV Agusta F4CC

INTRODUCTION

An Italian Dream

"I decided to put my name to this bike as I originally dreamed of it for myself". This is how Claudio Castiglioni, the Managing Director referred to the new F4 that now carries his initials "CC". The boss of MV did what any of us might well have done and gave in to his inner instincts, gave in to the temptation to create a motorbike, not just to meet strategic market needs, but to create something really special, something truly magnificent - just for the sake of it. To create the F4CC project, he obviously utilised everything at his disposal; exclusive materials and the latest technology to attain the utmost in performance.

The figures for the new MV speak for themselves: 315 kph (195 mph) top speed (auto-limited by tire specification). Unique in its genre, sculptured by his friend Massimo Tamburini, made with luxurious design and high components hidden in the MV closet, right in that corner where the embryo start to develop: the MV AGUSTA racing department. This model however will never see a race track in earnest due to the size of its engine. What is important is the uniqueness of the F4CC project and the name that it carries. It doesn't matter if the ignition keys are never turned in the lock, if the bike rests on a stand in someone's home or if it only does the occasional mile or two to "give it a run". What does matter for a true enthusiast is to possess just one of the 100 models made and treat it as if it were a priceless painting worth millions. This was part of Claudio Castiglioni's dream. This is why the F4CC will be presented in "an evening dress" A specially boxed certificate of origin will make the delivery of each machine something very special - more a ceremony. Each machine will have a platinum plate at the top of the steering column bearing the model number from 1 - 100. The F4CC titanium exhausts and engine management unit together have the task of taming the power of the 1078 cc engine yet making it "sing" even sweeter when unleashing all of its 200 CV. The F4CC doesn't just want to entice with its looks - it wants to out-perform everything else. It wants to leave everyone stunned - for once and for all.

The Lady in Black

In addition to what the components in full view let us sense, the F4CC in its elegant black dress underlines the elegance and sophistication of a beautiful woman in a "little black number". The deliberate contrast between painted areas and bare carbon-fibre, between the fairing, the tank and the tail create a piece of modern architecture. Only in the prestige sector of the automotive field can such exclusive design be found. Red lines emphasis the "CC" on the fairing as does the F4 signature. There is however much more. The instrument panel has customised graphics and the all-black Alcantara saddle uses different fabrics on the top and side areas.

You will understand why nothing has been left to chance in this project. As we mentioned before, apart from the fact that 90% of the components are made as one-off items including the fork feet, the upper steering plate, the steering damper, the brake and clutch fluid reservoir, the gear change and brake levers, the footpegs and the side stand. As you can see, the MV F4CC uses special materials built by CRC (Centro Ricerce Cagiva) just about everywhere. The fairing is 100% carbon-fibre and the tailor made filler cap comes from the aero industry. All the protective meshes at the intake ducts and outlets at the tail are made from titanium. The same applies to the lower radiator and the four racing exhausts that form the classic organ pipe arrangement.

The Equipment Differences for the F4R

The F4 CC is at the absolute top of the F4 hierarchy. The main differences between it and the more "commercial" F4R can be summed up as follows:

• Over 90% of the components are individually tailor made
• Brake and clutch levers that "fold" at the tip in the event of a fall
• 1078 cc engine
• 200 CV maximum power with titanium racing exhaust system
• New timing system
• Smaller alternator
• One-off mechanical type slipper clutch
• New forks interior set-up and mono shock absorber
• Brembo Racing monoblock brakes
• kerb weight 187 kilos without fuel

The Biggest News Lies in the Engine

All 1000 cc engines like that in the F4R have been tuned more and more not just to provide better performance, but also to better use the dynamics of four cylinders working in unison. This is why we increased the bore from 76 mm to 79 and left the stroke unchanged at 55 mm. Cubic capacity thus became 1078 cc - the maximum obtainable from this engine. This is where the MV Agusta racing department managed by Andea Goggi began to work. Their aim was to improve internal fluid dynamics by polishing ducts and working their magic on "chamfering the innards" to gain a few CV. The new combustion chamber geometry was part of an overall reworking of the heads where computer controlled equipment guaranteed work of the very highest order. The pistons were made lighter than those in the 1000 and con-rod geometry was changed. The real difference however lies in the timing system that was made from different sized exotic materials for each and every element. The intake and exhaust valves are still radial (unique MV AGUSTA figure), but are now titanium and the intake valves are now bigger measuring 31 instead of 29 mm. With the wider bore, changes were also needed to the camshaft profile. On the other hand, the valve bowls (still steel) were decreased in size to lose a few grammes weight. They were decreased from 28 to 26 mm but still have double springs. These bowls, along with the keepers, valve guides and valve seats are all made by Del West, the American market leader in this sector, and despite the exorbitant price of these components, they were perfect for a machine as exclusive as the F4CC. The weight saved by these higher working speed components led to improved engine "usability" not to mention the fact that they shaved 4 kilos off the weight of the F4CC engine as against the F4R. Other components that contributed to weight savings were the magnesium timing, gearbox, clutch, blow-by and alternator covers.

The alternator cover in particular made a significant difference to the scales given that it alone made a difference of about 2 kilos in comparison to the one fitted to the F4R.Size, obviously makes a difference so the new smaller version meant modifications had to be made to the upper block due to the shape of the new alternator and new hose connections. The fuel feed system included bigger throttle bodies that went to 48 mm as against the 46 mm ones fitted to the F4R. Like the F4 1000 Tamburini, the key to the F4CC engine performance lies with the revolutionary, patented Torque Shift System (TSS). The end result is again an engine withoutparallel. Like its 2007 "R" sister, the F4CC fully complies with Euro 3 standards with the following components: lambda probe, catalyser and one-piece exhaust system. The Engine Brake System (EBS) must also be mentioned. This acts as a torque limiter under deceleration. This system was first launched with the F4 1000 series. The F4CC also features a mechanical type slipper clutch with ramps and roller bearings. It is a one-off item of equipment.

The Frame: Numerous Taylor-Made Components

Not one item is made using traditional industrial methods and this has an obvious effect on the price of the F4CC. All the frame peripheral components were tailor made. This includes the fork feet, the footpegs (shim adjustable and "filed down" to reduce weight), the upper steering column plate and levers. Every item has been carefully designed then hand built using techniques that the racing department has applied over the years. The F4 frame is made from chrome molybdenum that, while being very light, offers the rigidity that any Superbike putting out more than 200 CV must have. This frame is used widely in the F4 range and remains unchanged on the F4CC. The swing arm and frame plates are superlight magnesium and the choice of a mono arm demonstrates not only how solid this unit is, but the sight of one side of the rear wheel being completely "exposed" further underlines the fact that this is a 100,000 euro MV Agusta.

The Suspension: New Suspension Solutions

In the suspension department, race experience counts more than ever. It is experience on the track that leads to evolution in suspension systems where improvements take place step-by-step. Flashes of inspiration however are never discounted. Even if everything looks the same from the outside, you can feel the difference when you try the F4CC or you can see the difference when the forks and "mono-arm" are X-rayed. Suspension solutions are the result of extensive research and close collaboration with riders that always want to feel the bike "hands-on". They insist on no less than predictable, controllable reactions from the machine. All the components at the front are Marzocchi like the enormous 50 mm forks. These items provide solidity and strength under braking and cornering. The forks are carbon nitride treated to decrease friction but this effect also adds to the bike's overall aggressive image. The one-off steering damper and racing mono shock absorber are both made by Sachs. The mono unit can be adjusted for rebound at high and low speeds. In effect, the F4CC is fitted with racing suspension.

Brembo Racing Brakes

The F4CC is fitted with 100% Brembo Racing brakes. This system is an exact copy of the one used on racing bikes that have two 310 X 6 mm discs up front with monoblock calipers housing 4 pistons and 2 pads. A single 220 mm disc looks after braking at the rear. The only difference between the "official" Brembo race brakes lies in the second dust cover fitted to road going F4CC version. This serves to reduce wear on the brakes that certainly will not be serviced as often as those on a pure racing version.

The forged aluminium Brembo Super Light "Y" spoked wheels come in a new colour and measure 3.50 x 17" and 6.00 x 17". They are fitted with Pirelli Dragon Supercorsa Pro tyres measuring 120/70 and 190/55.

Ducati Monster 696

The digital Digitek LCD dashboard is essentially the same as the one on the 1098, although the tach numbers and bars are thankfully much larger. No fuel gauge, though.

You still have to use a manual choke to start the engine cold; the ECU surprisingly doesn't have a cold-start program. The engine is much quieter than before, with less mechanical noise, and also extremely smooth-there are no balancer weights in the handlebar ends. This means the smartly designed mirrors don't vibrate; they look nice and work well. The good-looking digital dash is essentially the same one as fitted to the 1098R; however, adapting this MotoGP-derived dash to a simple bike like the Monster means you also get a host of functions ranging from a 99-lap chronometer down to a battery-condition monitor-but no fuel gauge, which is a strange misplacement of priorities. The headlamp is the most distinctive element of the new bike's updated styling, with a strip riding light bisecting it in half, leaving the upper section for low beam and the lower for high beam.

The clean-shifting gearbox has the same ratios as the 695, meaning it has Ducati's traditional very tall top gear that you end up rarely using except on the freeway. Third gear is a faithful friend for the engine's broad spread of power and extra hit of midrange torque most of the time in the canyons. The engine pulls pretty well from 3500 rpm onwards, but pickup from a closed throttle is a little abrupt, though not as bad on some other bikes. There's some transmission snatch until 5000 rpm, when everything smooths out. The Monster 696's sweet spot is between 5000 and 9000 rpm, but even if you hold a gear and hit the 9500-rpm rev limiter accidentally, there's no warning you're about to do so.

The slightly peakier engine tuning caused me to use the clutch quite a bit riding through city traffic, and its light action-especially by Ducati standards-meant my hand didn't cramp up. However, it needs little more than a brush of the lever with your fingers to work it; all the actuation is concentrated in a small range at the end of the lever travel. But the desmodue engine is extremely clean in its pickup off the line and midrange roll-ons.

The Monster 696's handling is likewise a step up from before. You have more confidence in maintaining turn speed on the new bike, even if the old-generation Bridgestone BT-56 rubber puts a damper on that increased speed. Too bad, because the new high-rise exhaust delivers a considerable amount of extra ground clearance compared with the old one. The 696 easily lets you make corrections midturn, and the slim 160/60 rear tire surely helps in speeding up the steering of what is already a pretty light bike scaling in at a claimed 356 pounds dry-more than 15 pounds less than the 695. You feel it in the way it flicks so easily from side to side, and this would be another factor in the stellar braking performance, too.

But perhaps the biggest surprise is the ride quality and the suspension compliance of the new 696. Where the previous 695 would come undone over any pavement irregularities, the 696 works brilliantly, eating up bumps without breaking a sweat. The steep mounting angle of the Sachs shock helps in this regard by giving a more progressive action. The 696 suspension seems slightly stiffer at both ends than on the 695, delivering tauter handling but not at the expense of overall performance; the new Monster is ultraprecise on turn-in and holds a line well even if you brake midcorner. It's a very forgiving, friendly bike to ride. -Alan Cathcart

Ducati Monster 696
MSRP: $8775

Engine
Type: Liquid-Cooled, 4-Stroke, Sohc, L-Twin
Displacement: 69 6cc
Bore x stroke: 8ens EFI, 45mm throttle bodies, single injector/cyl.

Chassis
Front tire: 120/60ZR-17 Bridgestone BT-56
Rear tire: 160/60ZR-17 Bridgestone BT-56
Rake/trail: 24 deg./4.7 in. (120mm)
Wheelbase: 57.1 in. (1450mm)
Claimed dry weight: 355 lb. (161kg)
Seat height: 30.3 in. (770mm)
Fuel capacity: 3.8 gal. (15L)

Ducati Monster 696

Ducati Revises Another Icon In Its Lineup

photographer: Milagro, Adam Campbell

It's never easy to reinvent an iconic model in your product lineup, especially one that underpins the entire profitability of your company. Just ask Porsche about the 911. Or BMW about the Boxer. Or better still, ask Ducati, which has already been through this before with the introduction of its dynamically superior but controversially styled 999. Not easy, is it?

The 999 experience probably explains why Ducati has hesitated for so long to refresh the Monster, the most crucial member in its family of models. Unveiled at the Milan Show last November and now entering production, the nuova Monster 696 is inevitably the same as, only different from, its 695 predecessor. That's a paradox reinforced after a day spent riding the new model during the recent Barcelona press launch based right next door to the Montjuc circuit, where Ducati V-twins scored so many legendary victories in the 24 Hours race held there.

Ducati's in-house designer Bartholomeus Janssen Groesbeek had a tight wire to walk in penning the born-again Monster styling for the 696. "We told him you must be able to spot that it's a Monster from 200 meters away," declares project leader Giulio Malagoli. "We knew the concept needed to be refreshed, but our overriding objective was to retain the spirit, the core appeal of the old one, while improving the dynamic riding experience. So it's still a streetfighter, still an urban warrior, but now it's become housetrained and just a little bit sexy."

The 88 x 57.2mm dimensions of the 695.8cc engine are unchanged, as are the crankcases and crankshaft, but the pistons are revised to deliver a higher 10.7:1 compression ratio, and the cylinder heads are all-new, incorporating the same improvements embodied in the bigger 1100cc desmodue motor powering the Hypermotard and Multistrada. These include a revised combustion chamber and bigger valves set at a flatter included angle, operated by new higher-lift camshafts that now run directly in the heads-saving crucial weight by eliminating the bearings used on the previous motor. And thanks to a new aluminum-casting technique, there are additional cooling fins on each cylinder and head even with an unchanged stroke. All this delivers an extra seven horsepower with output up to 80 horsepower at 9000 rpm and torque up 11 percent to 50.9 ft-lb at 7750 rpm, while weighing 2.2 pounds less than the old engine.

Radial-mount/four-pot Brembo calipers clamping on big 320mm discs provide superb stopping power for the new Monster 696.

This revised engine is mounted in a new trellis frame that employs much larger-diameter 34mm steel tubing, the same as on the 1098R frame. A nonadjustable 43mm Showa inverted fork replaces the previous Marzocchi unit set at the same 24-degree rake with 102mm of trail, but the wheelbase has been extended slightly to 57 inches via an all-new cast-aluminum swingarm. A Sachs shock adjustable for spring preload and rebound damping is offset to the left in a cantilevered arrangement to provide space for the new exhaust system and its Euro 3 catalyst. Brakes and wheels on the new Monster are upgraded as well, with radial-mount calipers and twin 320mm Brembo front discs upsized from the 695's 300mm rotors, riding on three-spoke cast-aluminum Marchesini wheels.

Slinging a leg over the new bike reveals a different riding position that's more comfortable than before. You're sitting farther forward in the wheelbase without such a reach to the older model's flat handlebar, and although the fuel tank seems quite a bit bigger than before, it still allows your knees to tuck in tight. The tank is actually no more than a shroud; beneath it is the larger four-gallon fuel tank and ahead of this a larger 10-liter airbox. Intake slots on either side of the cover permit cool air inside, and between the airbox and fuel tank are the battery, coils, Siemens ECU, and assorted wiring, all of it tucked out of sight.

2007 BMW R 1200 S EQUIPMENT

2007 BMW R 1200 S

EQUIPMENT

Options and special equipment.

BMW Motorrad enables the enthusiast to customise his machine not only straight from the production line at the Berlin Plant, but also - at least in many cases - by subsequently fitting local features at the dealership. A further significant point is that all of the options and special equipment available are carefully tested during the development period and perfectly matched to the Sports Boxer, ensuring that the customer receives top-quality, perfectly fitting accessories reflecting the sporting character of the machine in every respect.

Optional extras available straight from the factory.

• BMW Motorrad ABS (two-channel system).
• hlins sports suspension.
• Six-inch rear wheel with extra-wide 190-millimetre tyre.
• Anti-theft warning system.
• Twin-tone paintwork.
• Heated grips.

hlins sports suspension for the particularly demanding rider.

A true specialist in motorsport, hlins supplies the components for the optional sports suspension. The spring strut up front features an adjustable inbound stroke and variable spring pre-tension responding particularly smoothly and sensitively to bumps on the road and offering even greater reserves under sporting and dynamic riding conditions. The gas pressure spring strut at the rear with its integrated equaliser reservoir and travel-dependent damping effect, in turn, allows not only individual adjustment of the inbound and rebound stroke, as well as spring pre-tension, but also variable adjustment of the rear end for height. So with the basic spring setting remaining unchanged, the rider is able to modify the steering geometry of the R 1200 S and fine-tune his machine for motorsport.

Six-inch wheel at the rear with 190/50 ZR 17 radial sports tyre.

Clearly, the ambitious sports rider will not want to miss out on the performance of an extra-wide tire running on a six-inch aluminium rim. And apart from enhanced grip, this special combination of wheel and tyre gives the R 1200 S a particularly sporting and dynamic touch.

Special accessories retrofitted by the dealer.

• Paddock stand with an appropriate adapter.
• Passenger seat hump.
• Tank bag.
• Sports bag (small).
• Tinted windscreen.
• Silencer cover made of carbon-fibre-reinforced plastic.
• Heated grips.
• Anti-theft warning system.
• Supplementary on-board toolkit.

Paddock stand and passenger seat hump.

The rear paddock stand for changing tyres very quickly and efficiently as well as the special seat hump for a passenger are tailored to the requirements of many hobby racers. Easy to fit in lieu of the standard passenger seat, the hump-type passenger seat merges harmoniously with the overall design of the R 1200 S.

Carrying sufficient baggage for a weekend excursion.

The baggage system made up of a tank bag and the soft sports bag at the rear optimises the high standard of long-distance and everyday riding qualities offered by the R 1200 S. The main compartment in the tank bag expands conveniently from 13 to 19 litres capacity, an additional section beneath the map pocket enabling the rider to take along small odds and ends such as his purse, keys, mobile phone and sunglasses. The soft sports bag, in turn, features not only a 19-litre main compartment, but also two outer pockets at the side and a carrier handle at the top.

Four universal belts the rider can leave on the motorcycle conveniently as long as he likes serve to fasten baggage safely and easily to the rear end of the machine.

Anti-theft warning system for optimum security at all times.

The anti-theft warning system triggers a very clear optical and noise alarm in response to any change in position or vibration of the motorcycle when parked. This extremely efficient system may be deactivated either by remote control or by the key to the ignition.

2007 BMW R 1200 S

FEATURES

Introducing the new R 1200 S, BMW Motorrad is proudly presenting the most powerful production Boxer the world has ever seen - a machine standing out clearly from all other models in the range. This new addition to the Boxer series is following in the footsteps of the successful R 1100 S, with the focus clearly on sporting performance and dynamic riding characteristics.

This expression of superior performance and sporting power is borne out from the start by the athletic looks of the R 1200 S: From the front fairing with the "kidney" grille so typical of BMW and the asymmetric dual headlights all the way to the unmistakable silencer at the rear and the LED tail lights, each and every line and feature of this new model simply exudes power and dynamism all the way.

BMW Motorrad quite intentionally chose the former model as the benchmark in creating the design of the new R 1200 S. And together with this distinctive legacy, the responsible designers were able to successfully bring out a particular touch of lightness and dynamism in the looks of the new machine - not least thanks to its more slender and perhaps even more athletic silhouette bearing clear testimony to the outstanding lightweight technology of the R 1200 S: Overall weight of the new machine in road trim but without fuel is a mere 190 kg or 430 lb, making it 13 kg or almost 29 lb lighter than its 1,100-cc predecessor. And with the tank full, overall weight of BMW's new Sports Boxer is an equally impressive 213 kg or 470 lb.

Modified in numerous important features, the 1,170-cc engine offers enormous power reserves reaching a peak of 90 kW/122 hp at 8,250 rpm. These figures alone underline the sporting standard of the new model, which nevertheless does not seek to be a supersports. Rather, one of the most important objectives in developing the new R 1200 S was to achieve a perfect synthesis of sportiness and everyday riding qualities enabling the rider to take on a relaxed seating position for effortless riding enjoyment even on long distances. And thanks to its slender waist - a result of the seat configuration optimised around the rider's legs - the R 1200 S also provides safe and secure ground contact when at a standstill.

It almost goes without saying that BMW's new Boxer comes with all the features so typical of the brand, such as a fully controlled catalytic converter, the single-wire system for the on-board network complete with an electronic immobiliser, a smooth and easy-shifting six-speed gearbox, maintenance-free shaft drive with a single swinging arm, as well as Telelever front wheel suspension. The specific set-up of the suspension and running gear ensures extremely precise and smooth handling at all times further enhanced by the high-performance brake system: Optional BMW Motorrad ABS anti-lock brakes combine low weight and fast response simply perfect for the sports rider - in this case without the integral function but with on-demand operation allowing the rider to deactivate ABS on the race track.

The wide range of BMW options and accessories also reflects the customer's wishes and special requests. The enthusiast seeking to highlight the looks of his machine as a sporting performer, for example, while at the same time enjoying each and every bend in the road, has - to mention just two examples - the choice of an extra-wide rear wheel as well as the high-performance hlins sports suspension with spring struts variable in length.

The most sporting and dynamic Boxer of all times is ready to go!

The most important features of the new R 1200 S at a glance:

• Air-cooled flat-twin 1,170-cc power unit with balance shaft.
• Max output increased to 90 kW/122 hp at 8,250 rpm.
• Electronic BMS-K engine management with dual ignition, knock control, two oxygen sensors, and a fully-controlled three-way catalytic converter.
• Light and stable, three-piece frame structure made of steel and aluminium tubes.
• Extra-stiff Telelever with sensitive response and superior steering precision.
• EVO Paralever with extra-light driveshaft.
• Dry weight 190 kg/430 lb, weight in road trim with full tank 213 kg/470 lb.
• Front fairing support made of extra-light pressure-cast magnesium.
• Tail light with 18 LEDs.
• Silencer with tailpipes positioned beneath one another directly under the rear fairing.
• Aerodynamically optimised, extra-slender body.
• Sports suspension with superior steering precision.
• High-performance brake system.
• New, extra-light ABS (optional).
• Wide range of accessories tailored to the sports rider.

Boxer engine with even more power.

BMW's new Sports Boxer benefits from the innovations already featured on the R 1200 GS: Displacing 1,170 cc, the two-cylinder features four valves and two spark plugs per cylinder, thus following the basic principle of the flat-twin power unit of the GS model. But at the same time far-reaching modifications ensure much higher peak output than on the RT and ST models. Particularly the modified cylinder heads enable the R 1200 S to develop an impressive 90 kW/122 hp smoothly delivered to the crankshaft running in anti-friction bearings. Power is transmitted via new, high load-resistant connecting rods made of extra-strong steel alloy. The camshafts with modified control timing and larger valve lift rotate no longer in two, but rather in three bearings serving to further enhance the stiffness and precision of the entire valve drive system. Harder valve springs and reinforced rocker arms take the high speed of the engine of up to 8,800 rpm into account, a speed level incidentally never seen before on a BMW Boxer.

New pistons are also one of the significant changes made on the S power unit, increasing the geometric compression ratio to 12.5 : 1 and thus marking a new record for an air- and oil-cooled power unit. This enormous compression ratio serves in particular to boost torque at low and medium engine speeds, the flat-twin developing maximum torque of 112 Newton-metres or almost 83 lb-ft at 6,800 rpm, despite the emphasis on supreme peak power. On the road, this means supreme engine response and muscle at all times, the flat-twin developing its maximum output on premium plus (RON 98) fuel. And at the same time the engine is also able to run smoothly on 95-octane premium thanks to its anti-knock sensors, with only a minor reduction of power.

Throttle butterflies and intake manifolds enlarged in diameter by 5 millimetres or 0.20" to 52 millimetres or 2.05" and interacting with the modified intake funnel to boost the cylinder charge also serve to increase engine output. Due to the large intake cross-sections, the throttle butterfly housings feature special, progressively-acting kinematic control, the rider's commands in calling up engine power being delivered to the throttle butterflies not on a linear curve, but rather with a variable transmission ratio.

This sophisticated and well-conceived system ensures a harmonious flow of power together with superior muscle and pulling force immediately when the rider turns the gas handle to full load at low engine speeds.

It goes without saying that the machine's electronic intake manifold injection, together with the engine management and exhaust manifolds, is specially tailored to these modified flow conditions, the interior diameter of the exhaust gas manifolds being increased by 5 millimetres or almost 0.20" to 50 millimetres or 1.97" on the new R 1200 S.

Despite its sporting character, the high-performance flat-twin power unit offers the same running smoothness as the existing models in the R 1200 Series - a particular feature attributable, not least, to the balance shaft. The dog-shift six-speed gearbox weighing just 13 kilos or not quite 29 lb as well as lightweight shaft drive have already proven their qualities on the new Boxer generation and are now being carried over without requiring any modifications to the R 1200 S.

Refined frame.

Another proven concept is the multi-dimensional frame structure on the R models integrating the engine into the chassis and suspension as a load-bearing element: The R 1200 S features a three-piece frame specially geared to the qualities and characteristics of this sports motorcycle.

The central and front sections of the tubular frame structure are made of steel, while the rear frame bolted in place is made up of extra-light square aluminium tubes. The advantages of this structure are not only low weight, but also simple and low-cost repair of accident damage at the rear.

The passenger footrest supports also bolted on to the frame come off easily within just a few moments, for example for riding the R 1200 S on a race track.

Stable Telelever with a steep steering head angle.

Steering precision is a particularly important requirement on a sports motorcycle. But apart from an absolutely precise response to his steering commands, the rider also expects clear feedback from the front wheel.

This is precisely why the Telelever front wheel suspension on the R 1200 S comes with fixed tubes measuring 41 millimetres or 1.61" in diameter and wheel travel of 110 millimetres or 4.33". Featuring longitudinal arms supported on a specially matched spring strut, the Telelever does not require any maintenance and reduces brake dive to a minimum.

The geometry of the suspension is new and has been specifically tailored to the R 1200 S, even the basic data and configuration figures clearly highlighting the agility and superior handling offered by this Sports Boxer on winding roads, naturally in conjunction with low weight in road trim with a full tank of just 213 kg or 470 lb: Measuring 66, the steering head angle is 1 steeper than on the former model, while front wheel castor is now just 87 millimetres or 3.43, instead of the former 100 millimetres or 3.94". As a result, the rider will hardly even notice that wheelbase is up from 1,478 to 1,487 millimetres (58.19 to 58.54").

What the sports rider will however notice and appreciate immediately is that the R 1200 S allows him to lean over at an angle 2 per cent lower in bends than on the former model, enabling the rider to reach an extreme position of up to 52.

Spring strut with travel-dependent damping in support of the EVO Paralever.

The big advantages of the BMW Motorrad Paralever are well known and widely acknowledged: Benefiting from its lifetime oil filling in the axle drive, the lightweight driveshaft with single-arm wheel guidance requires absolutely no maintenance and is hardly any heavier than a conventional swinging arm with chain drive.

Made of cast aluminium, the entire structure rests on the frame of the motorcycle via a modern gas-pressure spring strut with travel-dependent damping (TDD) and offers 120 millimetres or 4.72" spring travel.

Travel-dependent damping operates as a progressive system: The further the spring strut moves in, the stronger the counteracting damper forces become. In all, therefore, the system ensures a smooth and sensitive response to minor bumps on the road as well as superior stability on bad or strongly ondulating surfaces.

Light-alloy wheels in dynamic design with radial sports tires.

The sweeping, dynamic design of the aluminium wheels has already attracted attention on BMW Motorrad's sporting and dynamic K-models and is now to be admired for the first time on the Boxer Series. Particularly the stylish rear wheel is a genuine eye-catcher, the high-rising silencer allowing a free, unobstructed view of the wheel.

The R 1200 S is also a genuine sportsman when it comes to wheel dimensions: The 3.50 x 17-inch wheel at the front runs on a 120/70 ZR 17 radial sports tire with particularly good grip, while the 5.50 x 17-inch wheel at the rear features a high-grip radial sports tyre measuring 180/55 ZR 17. And as an option, the R 1200 S is available straight from the factory with a six-inch rear wheel running on a 190-format tire.

Sports brake system with ABS as an option.

The new BMW R 1200 S is an uncompromising performer also in its brake technology: The front wheel comes with two brake discs measuring 320 millimetres/12.60" in diameter and 4.5 millimetres/0.18" in thickness, and held in position when required by two four-piston swing callipers. This brake system outperforms the brakes even the R 1100 S, which already were quite outstanding with its brake discs measuring 305 millimetres or 12.01" in diameter and 5.0 millimetres/almost 0.20" across.

The rear wheel, in turn, comes with a double-piston floating calliper acting on a brake disc measuring 265 millimetres or 10.43" in diameter.

Benefiting from brakes of this standard, even the sports rider out on a race track can rely on smooth and consistent, precise brake response with operating forces reduced to a minimum. Hydraulic control and superior operation of the brake pistons is ensured by high-quality, steel-reinforced brake hoses.

Choosing an appropriate ABS anti-lock brake system, the engineers at BMW Motorrad focused from the start on the sports-minded rider: The system used on the R 1200 S is an upgraded two-channel ABS configuration without an integral function or brake servo, excelling through low weight and compact dimensions and thus adding just 1.5 kilos or 3.3 lb to the overall weight of the machine.

This low weight is made possible by a newly designed, extremely compact pressure modulator featuring linear-control intake valves for optimum brake pressure at all times in the usual ABS control range, that is when applying the brakes with the risk of the wheels locking. This superiority is ensured by very fast and precise control intervals, the new control valves with their infinitely variable cross-section also enhancing the feeling of smoothness for the rider, who will feel only a minor pulse effect in the brake levers.

A further advantage for the rider is the option to deactivate ABS when riding on a race track.

BMW Motorrad's new ABS anti-lock brakes again come with an even wider range of diagnostic functions, the wheel speed sensors, for example, automatically supervising their distance from the sensor wheel and thus contributing to the supreme standard of all-round safety offered by the system.

CAN-bus on-board network, cockpit with a wide range of rider information, and electronic immobiliser featured as standard.

It almost goes without saying that BMW's new Sports Boxer comes with the single-wire system (SWS) on-board electronics already featured on the R 1200 GS. Having already proven its merits a million times over in the automobile, this superior technology offers a wide range of benefits: It reduces the number and length of cables required, uses CAN-bus technology to connect all control units, and in this way facilitates the process of diagnosing all kinds of running conditions. A further advantage is that the system eliminates the need for conventional melt-down fuses by automatically switching off the component involved in the case of malfunction.

Using data provided by the single-wire system, the rider is able to retrieve and call up lots of information via the Info-Flatscreen. As an example, the digital display presents the gear currently in mesh, the amount of fuel left in the tank, current oil temperature, the time of day, and the range remaining on the fuel still in the tank. And in presenting all this information with optimum clarity, a photo-cell control unit even takes ambient light conditions into account, automatically adjusting instrument light intensity to current requirements.

Even the aficionado of analogue instruments will be thrilled at first sight by the cockpit, two circular dials with white faces providing clear information on the current speed of the machine and engine revolutions.

An electronic immobiliser is naturally standard on all BMW motorcycles as an appropriate reflection of their high class and quality. So to the start the engine the rider intentionally requires more than a key with the right contours, since the chip integrated in the original BMW key must in all cases first transmit the right code to the annular aerial on the combined steering and ignition lock, thus enabling engine management to clear the engine for the starting process. This technology is currently the safest and most reliable system protecting a vehicle from theft.

Body design - slender and athletic all in one.

Even at very first sight, BMW Motorrad's new Sports Boxer boasts an even more slender and dynamic figure than its predecessor, while nevertheless taking up the unmistakable design language of the R 1100 S. The front end of the new machine is dominated by an asymmetric dual headlight featuring reflectors with geometrically optimised free-shaped surfaces carried over from the GS model.

High-intensity H7 bulbs ensure bright illumination, and the cover lens made of scratch-proof polycarbonate coating new in its structure and material qualities harmonises perfectly with the BMW kidney grille further down guiding the air flowing by straight to the engine oil cooler.

The sporting windscreen likewise comes with a scratch-proof surface coating and is fitted in position in the upper section of the fairing by means of spring brackets facilitating, for example, the subsequent assembly of a tinted windscreen available as an option. A further advantage is that the fastening points are no longer visible from outside, making the entire front section smooth and clean in design, with all features and components fitting together perfectly. And last but certainly not least, the direction indicators integrated in the rear-view mirrors also make an important contribution to this superior style and good looks.

Yet another striking feature is the fairing support made of light pressure-cast magnesium. Finished in Graphite Grey metallic paintwork and fastened in position by aluminium bolts, this important component is an integral feature of the overall design concept and may be admired not only by the rider sitting on the machine, but also by an outside observer.

Featuring a new silencer and exhaust emission outlets placed beneath one another, the rear end of the motorcycle is accentuated particularly in its vertical look. The extra-large, voluminous muffler is positioned below the rear fairing smoothly and attractively integrating the direction indicators into the overall design. A further feature boasted right at the top is the new tail light with no less than 18 light-emitting diodes comprising both the reversing and brake lights operating in two different levels of brightness. Compared with a conventional tail light cluster, the light-emitting diodes require only about 10-20 per cent of the usual level of energy, while at the same time offering a much longer service life and significant safety benefits thanks to their even faster response time.

Focusing on technical features, the aerodynamic qualities of BMW Motorrad's Sports Boxer deserve particular mention, especially after being perfected in the wind tunnel: With sporting performance naturally being one of the main considerations in the development process, greater significance has been given in this case to the lowest possible drag coefficient as opposed to enhanced protection from wind and weather. But this does not mean that the carefully designed, low-slung windscreen on the R 1200 S does not give the rider efficient protection around his upper body, thus effectively reducing wind forces at high speeds.

The new BMW 1200 S stands out not only through its technical features, but also through superior all-round harmony in design. Indeed, seen from above the distinctive waist of the new model is almost a bit sensual.

BMW offers the R 1200 S in no less than four different colours, each of which gives the machine a particular, individual touch. Paintwork in Night Black non-metallic, for example, focuses your view on the essential and conveys an immediate feeling of sporting elegance, while White Aluminium matt metallic highlights in particular the design language and lines of the R 1200 S. A particularly striking touch is ensured by Yellow non-metallic with a dark, matt-metallic centre stripe stretching from the front end of the machine via the fuel tank all the way to the seat.

And last but certainly not least, an especially outstanding colour is twin-tone paintwork in Red non-metallic/Titanium Silver metallic, creating a new touch time and again from different perspectives and visually integrating the red seat into the overall colour concept of the motorcycle.

Ensuring a relaxed and sporting posture.

A sports motorcycle must allow the rider to lean forward in a dynamic, "fast" position in order to benefit in full from his - or her - preferred style of riding. Indeed, the shift in weight provided in this way generates an optimum load on the front wheel when braking and entering a bend, and keeps the wheel even better on the road when accelerating.

Despite these important considerations, the handlebar remains at exactly the right height to avoid any undue loads or forces acting on the rider's wrists. Seat height of 830 millimetres or 32.7" and the well-conceived arrangement of the rider's footrests guarantee a comfortable knee angle allowing the rider to keep his knees firmly on the tank. A further advantage is that the rider will find it easy to reach the ground with his feet, the seat particularly slender at the front keeping the overall distance from one foot to the other on the ground to a mere 1,810 millimetres or 71.26".

Kawasaki Ninja 500R

2007 Kawasaki Ninja 500R

SPECIFICATIONS

Engine: Four-stroke, DOHC, parallel twin
Displacement: 498cc
Starting: Electric
Bore x stroke: 74.0 x 58.0mm
Compression ratio: 10.8:1
Cooling: Liquid
Carburetion: Keihin CVK34 x 2
Ignition: TCBI with digital advance
Transmission: Six-speed
Final drive: Chain
Frame: High-tensile steel, perimeter design
Rake / trail: 27 degrees / 3.6 in.
Front suspension / wheel travel: 37mm hydraulic telescopic fork / 5.1 in.
Rear suspension / wheel travel: UNI-TRAK system with single shock / 3.9 in.
Front tire: 11/70x17 tubeless
Rear tire: 130/70x17 tubeless
Front brake / rear brake: Hydraulic disc / Disc
Overall length: 82.5 in.
Overall width: 27.6 in.
Overall height: 45.7 in.
Ground clearance: 4.7 in.
Seat height: 30.5 in.
Dry weight: 388 lbs.
Fuel capacity: 4.8 gal.
Wheelbase: 56.5 in.
Color: Silver / Yellow
MSRP: TBD

2007 Honda CBR600RR

FEATURES & BENEFITS

New for 2007

• Class-leading power-to-weight ratio for outstanding acceleration and handling.
• Smaller, lighter, more compact inline four-cylinder engine.
• Improved midrange performance and enhanced peak power.
• Significant weight reduction in engine and chassis.
• Repositioned transmission shafts within crankcase allow for shorter engine.
• New lightweight, forged-aluminum pistons incorporate special shot peening for added toughness.
• Lightweight magnesium head cover.
• New, single exhaust valve-springs.
• Smaller, lighter neodium magnet ACG.
• New transmission gear ratios.
• Smaller, lighter clutch.
• New front-brake vertical-piston master-cylinder system.
• Lighter weight stainless steel four-into-one exhaust features new inline-exhaust valve to control exhaust pressure for maximum performance.
• New intake-air control valve (IACV) minimizes torque reaction and smoothes response to small throttle changes through gradual reductions of air and fuel intake when the throttle is opened and closed.
• New non-resonance knock sensor maintains optimum spark advance while constantly monitoring combustion performance during mid- to high-speed operation.
• New nose-mounted ram-air induction directs fresh, cool air to a higher-volume airbox.
• New smaller and lighter Honda Electronic Steering Damper (HESD).
• Newly designed Fine Die-Cast (FDC) frame uses four large castings for lighter weight.
• Improved mass centralization.
• Redesigned radiator with compact dimensions improves cooling capacity.
• All-new bodywork enhances handling and performance.
• Handlebars raised 10mm for improved rider comfort.
• Center of gravity revised for more neutral response and easier side-to-side flickability.
• New, compact instrument design.
• Exciting new colors--Pearl White/Silver and Ultra Blue Metallic/Silver--join Red/Black and Black as color options.

Unique Features

• Unit Pro-Link(TM) rear suspension and swingarm design inspired by RC211V(R).
• Dual Stage Fuel Injection (DSFI) system features two injectors per cylinder.
• High-revving engine redlines at 15,000 rpm.
• MotoGP-style RC211V center-up exhaust system.
• Radial-mount front brake calipers combined with radial actuated master cylinder.
• 41mm Honda Multi-Action System (HMAS) inverted front fork.
• Centrally located fuel tank increases mass centralization and allows more compact frame design.
• Line beam headlights feature three-piece reflector design.

Engine/Drivetrain

• Liquid-cooled DOHC 16-valve 599cc four-stroke inline four-cylinder engine features oversquare bore and stroke of 67mm x 42.5mm.
• Intake port surface treatment revised for improved efficiency.
• Oil jet relocated beneath piston for additional friction reduction and cooling.
• Iridium-tip spark plugs improve fuel combustion and performance.
• DSFI system features 40mm throttle bodies and two injectors per cylinder--one upper and one lower--controlled by an electronic control system (ECU) that senses rpm and throttle opening. Lower injector enhances rideability while upper injector improves top-end horsepower.
• Denso 12 hole injectors deliver finely atomized fuel mixture for optimum combustion efficiency and power.
• Auto enrichment system is integrated into programmed fuel injection (PGM-FI) module, eliminating the need for a manual choke.
• Two-stage ram-air system provides high volume of cool air to the airbox for linear power delivery and incredible engine performance.
• Cylinder head features angled valve insets to improve airflow.
• Cylinder head features two springs per intake valve and one spring per exhaust valve for optimum high-rpm valve operation and durability.
• Direct shim-under-bucket valve actuation ensures high-rpm performance and durability with 16,000-mile maintenance intervals.
• Lighter pistons and lighter, nutless connecting rods contribute to quicker acceleration.
• Double-pivot tensioner for cam-chain durability.
• Right-side starter gears allow increased lean angle.
• Smooth-shifting close-ratio six-speed transmission with new gear ratios is closely matched to the engine's powerband.

Chassis/Suspension

• 41mm inverted HMAS cartridge front fork features spring preload, rebound and compression damping adjustability for precise action.
• Unit Pro-Link rear suspension system is patterned after RC211V GP racer. In this two-piece shock system, the upper shock mount is contained within the swingarm rather than the frame. With no top frame mount for the shock, this unique system reduces negative suspension energy from being transmitted into the frame, allowing optimum frame rigidity and improved rideability out of corners.
• Braking system features twin four-piston radial-mounted front calipers, dual 310mm front discs and a single 220mm rear disc for optimum stopping power.
• New vertical-piston master-cylinder system produces superior leverage ratio at the front brake lever for higher braking efficiency with excellent feel and controllability. This layout permits the use of a longer brake lever, which means more braking force with less effort from the rider.
• Lighter aluminum steering stem.

Additional Features

• Industry-leading ergonomic design features maximum rider comfort for minimum fatigue in all riding conditions.
• Centrally mounted 4.8-gallon fuel tank is positioned low in the frame, increasing mass centralization and allowing a more compact design.
• Plastic tank shell cover protects tank and airbox.
• Line-beam headlights feature three-piece reflector design utilizing two H7 bulbs for optimum light distribution and a unique compact design.
• New instrumentation is very compact and features LCD panel with tachometer, odometer, twin tripmeters speedometer, fuel gauge and clock.
• Attractive, hollow-spoke aluminum-alloy wheels feature race-spec 3.5 x 17.0-inch front and 5.5 x 17.0-inch rear dimensions.
• One-piece fan assembly for maximum cooling efficiency.
• Maintenance-free battery.
• Optional seat cowl.
• Compact rear cowl storage compartment for U-type locking devices (lock not included) under the passenger seat.
• Pivoting, aerodynamic mirrors.
• Integrated ignition-switch/fork lock for added security.
• Convenient push-to-cancel turn-signal switch.
• Transferable one-year, unlimited mileage limited warranty; extended coverage available with a Honda Protection Plan.
• Purchase of a new, previously unregistered Honda unit by an individual retail user in the United States qualifies the owner for a one-year complimentary membership in the Honda Rider's Club of America.

Available Accessories

• Color-Matched Passenger Seat Cowl, Cycle Cover