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Ducati Brass on the New Diavel-

Ducati President Gabriele Del Torchio at EICMA unveiling: “2010 has been a year of great opportunity for Ducati and despite the difficult market environment, we have seen our market share double in the last three years, from 4.3% to 8.6%. By the end of 2010 we expect a sales growth of 6% compared to last year, a growth that is testimony to Ducati’s capacity to react, even during a contraction in the market. Essentially, we owe this to the creation of specific strategies within our 2007-2010 industrial plan. We continue to base the pillars of our strategy on loyalty to our mission: To be specialists and segment leaders in the sport bike sector, while working with determination on the development of highly innovative new products. This mission enables us to expand into new market segments like the Diavel, which we unveil here at EICMA.”

The Diavel Carbon makes use of carbon fiber bodywork and Marchesini wheels for a lighter claimed weight.

“Engineering quality and excitement quality are key elements of our development process. The engineering quality of our product has grown significantly over the last three years and now positions us at the apex of European industry. The excellent excitement quality, increasingly important in this competitive environment, is demonstrated by the unmistakable Italian style of our bikes and by their performance which delivers enhanced enjoyment and safety for our customers, whether on the road or the track.”

Ducati General Manager Claudio Domenicali:

“We are here at EICMA this week with a series of important innovations that are totally in line with our strategic industrial plan and the Diavel is, without doubt, the most exciting innovation in our 2011 line-up because it represents a new concept of motorcycle. It is a naked because it is essential, light and agile; a cruiser because it is imposing and also comfortable with a passenger; and a sports bike because it has a powerful heart, muscles, and levels of performance that take your breath away.”

“Until now, no segment has ever captured these characteristics in just one bike. We are extremely satisfied with the Diavel, it represents the very concept of ‘sport’ and celebrates all that Ducati has achieved in recent years. If the Multistrada 1200 represents the perfect synthesis between functionality and performance,

As the motor bike company sold many bike and the gain as they required but vehicles motor bike scooter and atvs. And the Asian market biggest gain as they sold Honda. Some tome the market goes down as you want but some times tie goes very higher. Similarly the market affected on this model Honda vfr1200f. The Honda Manufacture Company is putting whole effort to manufacture a bike because it India is the second highest market bike in the world.

There are many bike launched and make a market but some tine it really bad effect to the company because they do not make good performance bike whether it really whole segment of the bike. If the talk about the bike for performance for maintenance, power, accuracy, speed every where it is .so people want to all these feature in a particular bikes. But you have to compromise some where. You will get power of the engine but the mileage will never increase.

It has been more than 50 years now that bikes have been ruling the Indian automobile sector. In 1955, the Indian government needed sturdy and reliable motorcycles for its Army and police to patrol the rugged border highways. The first batch of 350cc Bullet - the super bike in India of all times, from the Royal Enfield Company of UK were received and assembled at Chennai. Since then, bikes in India have been flourishing as a two wheelers segment, and Indian bikes gaining on popularity all across the world.



Talking of bikes cc, bikes having four-stroke engines are thought to be more fuel efficient motorbikes. They are the main reason for the growth of motorbikes in India as a segment. Indian bikes market share is about 81.5% of the total two wheeler market in India. Three-fourth of the total exports in the two wheeler automobile industry are made in the motorcycle segment. Exports are made mainly to South East Asian and SAARC nations.

India is the manufacturer of some of the best bikes in the world. Hero Honda, Kinetic Motor, TVS Motor, LML India are some of iconic bike manufacturers in India. There are cheap motorcycles that comprise the commuter bikes segment, as well luxury bikes like sports bike in India for the new age bikers. Ever year, a series of latest bike launch keep the sector buzzing. Kawasaki Ninja, Bajaj Pulsar 135 LS, and Honda Unicorn Dazzler are some of the latest motorcycle models that have made news in the recent past. Besides, there are also a number of new bikes in India that are awaiting a launch in the near future

This section provides detailed information on every bike in India, features of motorcycles, motorcycle parts, and cheap motorcycles. If you are planning to buy a new bike, you will get here all the details of new bikes, cheap bikes, used bikes, bikes for sale, a complete 2 wheelers list, and authentic bike reviews. And for the die-hard bike lovers, this is the ultimate destination to get high-resolution pictures of motorcycle, industry-sourced motorcycle reviews and descriptions of first-hand motorcycle test rides.

A pair of radiators cool down the Twin, with a 2-1-2 exhaust routing fumes out the rightside aluminum canisters (the exhaust silencers also gracing the Ducati Monster 1100 EVO, revealed alongside the Diavel). On each side of the 5.3-gallon fuel tank are aluminum air intakes (the positioning remarkably similar to the distinctive air scoops on the V-MAX, which now seems to finally have its class doppleganger).

A slipper clutch adorns the new Ducati, with a six-speed gearbox and chain final drive transferring power to the rear tire. And it’s a fat one out back, as the Diavel makes use of a 240mm rear.

Ducati’s trellis frame returns with a single-sided aluminum swingarm. A 50mm Marzocchi fork is placed up front, offering preload, compression and rebound adjustment. The rear Sachs shock in the rear also offers three-way adjustability. Steering geometry is a 28-degree rake with 130mm (5.12 inches) trail. Wheelbase is 62.6 inches with Ducati promising 41-degree lean angles. Seat height is 30.3 inches.

The Diavel rolls on 14-spoke, 17-inch hoops – the front 3.5 inches wide with the rear eight inches to support the meaty tire. Spooned on the wheels are Diablo Rosso II tires from Pirelli, the front a standard issue 120/70 with the rear an unconventional 240/45 profile. The Diavel Carbon makes use of Marchesini wheels that trim 5.5 pounds of weight.

Braking comes courtesy of Brembo stoppers. The four-piston monobloc units up front grip a pair of 320mm rotors. Out back a single 265mm rotor is pinched by a two-piston Brembo caliper. Both versions of the Diavel will come with Ducati’s Bosch-Brembo ABS as standard kit. Ducati isn’t holding back on the braking performance claims either, with PR stating the Diavel’s total package delivers “braking performance even greater than that of the awesome Ducati Superbikes.”

No word yet on pricing or when the new Diavel will be available in the U.S. Stay tuned for updates as they are made available.

What’s in a Name?

We already know the name Diavel is a Bolognese dialect of the Italian Diablo – devil. The story behind the name is that when a prototype was shown to a group of Ducati techs and engineers, the silhouette inspired one to say: “Ignurant comm al Diavel!” – “Evil, just like the devil!” Ducati PR shtick, perhaps, but an interesting footnote to one of the most anticipated bikes of the 2011 motorcycle model year.

Two-wheeler industry in India is flourishing a fast rate. Indian motorbike market is the second largest in the world. Major two wheeler giants have entered into market in 2009.  In spite of being really competitive, the bike market has gain a double digit expansion for last 2-3 year, as there is no slow down in sale of two-wheelers. Actor s like John Abraham, have created a craze among the Indian regarding the bike factor.

For many international bike manufacturers around the world India has now become a favorite market. Motorbike manufacturers like Hero Honda, Bajaj, TVS and Yamaha are more are lead in India. Now days they are anxious to make available many new powerful and sporty bikes. The year 2010 is going to eyewitness some of the best launches. Only Bajaj has announced to lunch 6 bikes in 2010.

Upcoming bikes are going to be more technological advance in terms of providing comfort and fuel efficiency. Indian motorcycle market mainly makes small and inexpensive bikes for use in basic transport. Besides making traditional 100 cc to 125 cc bikes, they are also focusing to produce more powerful and stylish bikes to tempt young riders. So new lunches are going to include bikes having cost more than lacs and this will really change the theory of Indian two -wheeler Market.

Even Harley-Davidson Inc on, United States popular motorcycle maker announced its plans to rush into India’s motorcycle market. It has established a subsidiary in Gurgaon.  Royal Enfield owned by Eicher-Motors also is going to lunch its new model soon.

Riders will always demand production racebikes, and success on the racetrack drives the development of Team Green’s ZX-10 and ZX-6 flagships. But the drive for excellence at the track has long outpaced real-world performance for the street to the detriment of many riders who can no longer palate the sportbike compromises in comfort. Track-biased performance comes at a cost. Hunched over the tank is an optimal stance for a 20-lap sprint race, and the occasional trackday, but not for long-range comfort. High redlines are required to reach ever loftier peak horsepower, but they don’t make for the most user-friendly powerbands. And racing bodywork is built for aerodynamics, not rider comfort and wind protection. Then there is the literal cost, as supersport and superbike MSRPs race up along with.

 

Riders familiar with the raucous character of the Z1000 will not be disappointed with the new Ninja 1000.

 

performance. Just look at Kawasaki’s own ZX-10R. In 2004 it retailed for $10,999 (the new Ninja 1000 asking price) but the 2011 base model rings in for $13,799 and the ABS-equipped version $14,799. And price tags only increase as sportbikes adopt more sophisticated electronic aids, like production traction control.

Enter the Ninja 1000, which Kawasaki shills as an answer to genre dissatisfaction. Its research indicates riders forced onto naked standards or performance cruisers for the forgiving riding position, will come back when they see the Ninja’s sporty lines. The improved comfort also should appeal to riders that want to tour, but don’t need the bells and whistles, high MSRP and 600 to 700-pound curb weights of the “sport-touring” class. As the riding age climbs, delivering a do-it-all sportbike for the street makes more and more sense.

Reading the spec sheet for the Ninja 1000, riders could be forgiven for assuming it’s simply the Z1000 with a fairing slapped on… as that’s a fair summation. The two bikes were developed in tandem and, in fact, Kawasaki USA wanted the Ninja 1000 to debut before the Z1000, as Americans seem genetically predisposed to not buy naked standards. But globally the big Z, and its 750 sibling, are huge sellers, particularly in Europe. So the Ninja 1000 arrives as a 2011 model, a year later than the redesigned Z1000, but sporting the same engine, suspension and brakes.

The Ninja 1000 aims to deliver sportbike thrills to the street without the compromise in comfort.

Kawasaki pitches its new Ninja 1000 as a do-it-all sportbike, with relaxed ergos inviting long-range comfort and touring.

 

A liquid-cooled, 16-valve Inline Four takes center stage on the Kawasaki. Without any racing regulations to please, the displacement is a satisfyingly irregular 1043cc. Tuned for street performance, gone are the sky high redlines and top-end biased powerbands of the track-oriented Ninjas. Where the ZX-10R redlines at 13,000 rpm and the ZX-6R screams up to 16,500, the new Ninja 1000’s redline is 11,000 rpm. Yet the new 1000’s power claims are far from paltry, with 136 horsepower at the crank. The new Ninja churns out 10% more hp than the ZX-6R and 65% more torque, it’s lb-ft production on par with the ZX-10R.

Jump behind the controls, thumb the starter and the Ninja packs a nasty wallop right off the bottom. An aggressive burp on the throttle in first gear hoists the front wheel sans any clutch finesse and it only gets better from there. Acceleration is brusque, yet smooth, pulling steady down low. The power builds with a delicious top-end zing around 7K that hammers away until topping out. The top end boost cranks power up to the proverbial 11 on the seat-of-the-pants dyno, though it also accompanies buzzing vibration up through the tank at 8000 rpm. Riders can take two paths with the Kawasaki: ring its neck for optimal power and performance in the top end, or chug along nice and steady in the lower rpm. Either way, the Ninja is happy to play along.

Unlike most first ride evaluations, we have independent results to give relative credence to Ninja’s power claims, having run the Z1000 on the dyno during our 2010 Streetfighter Shootout. That engine confirmed a notable up-tic on the torque curve beginning around 7K with a 72.34 lb-ft peak registering at 7900 rpm. Rear wheel horsepower for the Z1000 measured 122 at 9800 rpm.

The only difference between the Z and Ninja 1000 powerplants is the addition of a top speed limiter on the latter. Kawasaki decided to add the limiter because of the fully-faired Ninja’s improved aerodynamics, which actually make it a speedier ride than its sibling – as the naked Z reaches its top speed without electronic inhibitions and much more wind resistance.

Check out a MotoGP race and enjoy some Portugal sun? Sounds like a nice vacation from the gloomy English fall weather right?

The alarm on my computer shrieked a warning. This could be only one thing: an e-mail from MCUSA’s Managing Editor, Bart Madson, had arrived issuing mission instructions. Mr. Madson is a very, very important person and so communications with underlings like me are rare and have to be acted upon immediately. The message was terse to the point of brutality. Thus:


“Melling, you will go forthwith to MotoGP at Estoril. As befits your status in life, you will not blag free tickets; scrounge over cooked barbecue chicken wings from some unsuspecting team’s buffet lunch or even a fancy plastic pass holder with a printed name on the strap.


You will be what you are: a peasant amongst the peasants.”


Still, the assignment didn’t look too bad. England in late October is getting cold and dark so a long weekend in the Portuguese sun looked to be a seriously pleasant experience. Pack the shorts, sandals and sun lotion and watch the best racing in the world. How bad could that be?
 

We contacted six major industry players including: Avon, Bridgestone, Dunlop, Michelin, Pirelli and Shinko and asked them to submit its latest and greatest production DOT-legal sport rubber in sizes 120/70-17 front and 190/50-17 rear for fitment on a current generation Honda CBR1000RR. We specified that the tires had to be compatible for use in all sport riding environments (street and racetrack) as well as in the wet. The reason we selected Honda’s Superbike as a test platform is because it is endowed with one of the best and most versatile chassis of any contemporary sportbike (in stock form) which would allow us to hone in on the nuances of each tire instead of the intricacies of the motorcycle.

Out of the 10 tires we tested you simply can’t pick a bad tire. Yes there are some substantial differences between each model yet they still deliver a high-level of performance for your street or sportbike.

Both Avon and Dunlop chose to submit a single model for the comparison. Avon delivered its VP2 Supersport while Dunlop gave us its recently released Sportmax Q2 (read our individual assessment in the Dunlop Sportmax Q2 Product Review).

The remaining tire manufactures all submitted two different models of rubber. Japanese tire giant, Bridgestone wished us to test its Battlax BT-016 (learn more about this tire individually in our Bridgestone Battlax BT-016 Review) and its top-of-the-line and more-track oriented Battlax BT-003RS.

 

French tire manufacturer, Michelin provided the more affordable Pilot Power 2CT and top tier Power One 2CT tires which we tested last year (in race-only compounds in the Michelin Power One 2CT Tire Review) as a part of our 2009 Supersport Shootout VII. Unfortunately its recently released Power Pure tire wasn’t available when we first began the test.

Next up was Italian tire conglomerate, Pirelli with its base Diablo Rosso road tire (which we tested individually in the Pirelli Diablo Rosso Tire Review) and premier Diablo Supercorsa SP hoop that comes as standard fitment on Ducati’s latest generation 1198 Superbike and Triumph’s Daytona 675. Similarily to the Power Pure, Pirelli’s new Diablo Corsa Rosso tire was not available at the start of the test.. Lastly, Japanese-designed and Korean-built tire maker Shinko gave us both its base Advance 005 and more performance-oriented Stealth 003 road tires. Find out more about the Stealth in the Shinko Stealth Tire Review.

Testing was split between the track and public roadways in and around Southern California. We began by spending two days at Willow Springs International Raceway. Day 1 was on the 1.3-mile Streets road course. With its copious bumps, heavy braking and acceleration zones, not to mention banked low-to-medium speed corners it is an excellent circuit to simulate a real world riding environment. Day 2 we moved to the ultra high-speed 2.5-mile main course. Affectionately known as The Fastest Road in the West, the big track features a long fifth-gear pinned straightaway (on a liter-bike) and a number of triple-digit speed bends that subject tires to the most severe conditions imaginable. Adding to the chaos was the 100-plus degree ambient air temperature which heated the pavement in excess of 130 degrees.

In order to keep the racetrack portion of the test as fair as possible and mitigate rider bias we utilized a “blindfold” protocol for the test. After each tire was weighed and measured each set was segregated into three control groups based on price point. The “A” group consisted of each manufacturer’s top-of-the line tires including the Avon VP2 Supersport, Bridgestone BT-003RS, Dunlop Q2, Michelin Power One and Pirelli Supercorsa SP. Group “B” were made up of the Bridgestone BT-016, Michelin Power and Pirelli Rosso. Lastly, group “C” was comprised of the Shinko Advance and Stealth.

After acquiring a suitable base suspension setting with the standard OE tire, the test tires were then randomly mounted to the CBR according to group while the rider was out of sight. No additional suspension changes were allowed. Cold tire pressure was set at 32 psi in the front and 30 in the rear and then each set was pre-heated with tire warmers for a period of 20 minutes. The motorcycle was then fully re-fueled to ensure minimal changes in the weight of the bike.

Motorcycle-USA leaves nothing to chance testing tires—at times on one wheel—in
order to find out which street tire is truly the best.

The test rider (author) sat on the bike before the tire warmers were removed so he couldn’t see the tire and then put in exactly five laps. Data including lap times was acquired using a compact GPS-equipped Track Day Data Logger mounted underneath the rear seat courtesy of Kinelogix. As soon as he returned to the pits the rider handed the bike over to the mechanic and would walk away out of eyesight of the motorcycle. This procedure would then be repeated for the remaining sets of tires. Each day the order of the tires was switched.

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After the racetrack portion of our test was completed we began logging street miles on each set of rubber. Cold tire pressure was set per Honda’s recommendations for unloaded solo street use (36 psi front, 42 psi rear). We rode in dry conditions (unfortunately it almost never rains in Southern California) on a variety of different riding scenarios including short-distance touring on the freeway, urban use through the city as well as spirited riding on some of our preferred backroads. Due to the sheer number of tires we needed to run through we were unable to successfully record mileage life on all of the tires. So without further ado, discover what tires you need to purchase for your bike as Motorcycle-USA brings you its most comprehensive tire comparison test to date.