Good power, great speed.
This is the subject of me at this time.
The greater the capacity of the machine, the greater the maximum speed of
a motorcycle. Because the capacity of the machine is directly proportional to the power
generated. Is not just the
maximum speed that can produce great motorcycles,
but also good
motor acceleration produced.
Here I will give an
example of motorcycles engine
capacity is very large and
also with specifications, that
is above 1000cc:
1.
Ducati Multistrada:
Multistrada 1200
• Bosch-Brembo ABS braking system
• Riding Modes
• Ride-by-Wire
• Ducati Traction Control
Endless transformations
The 2012 Multistrada family presents everything that has
made it Ducati’s award-winning and top selling motorcycle and adds subtle
refinements that further underline its quality as a true multi-tasking
motorcycle with genuine, everyday practicality.
Having more than proved its innovative concept and
established itself as a new industry benchmark, the Multistrada 1200 family
moves into its third year with a confident range that introduces the very
latest software updates, an enhanced seat shape, a new “race titanium” colour
scheme and the stunning and celebratory Pikes Peak Special Edition.
Combining ground-breaking design and unprecedented
technology, the Multistrada’s Sport, Touring, Urban and Enduro Riding Modes
enable a truly enjoyable and customisable riding experience separated by just
one click. The four-bikes-in-one concept makes instant adjustment to power and
torque delivery in addition to electronic adjustment of suspension settings and
traction control, transforming the Multistrada 1200 to suit its rider and
environment.
Hailed as a true ‘game-changing’ motorcycle, the
technologically-advanced Multistrada 1200 has attracted all types of riders by
opening up the borders between motorcycle categories. With the 150hp
Testastretta 11° engine, a class-leading dry weight of just 192kg (423lb) and
the application of advanced ergonomics, the Multistrada 1200 is not only
powerful and playful, but also a comfortable and versatile adventure on two
wheels.
The 2012 range includes the Multistrada 1200 with the Riding
Mode technologies of Ride-by-Wire (R-b-W) and Ducati Traction Control (DTC) in
addition to ABS and the Multistrada 1200 S with Ducati Electronic Suspension
(DES) by Öhlins, R-b-W, DTC and ABS. The 1200 S is available in ‘Sport edition’
with carbon fibre components or ‘Touring edition’ with side luggage, heated
grips and centre stand. The Multistrada 1200 S Pikes Peak Special Edition
represents the flagship model for 2012, celebrating victory in the famous
mountain race in Colorado that spectacularly proved the model’s multi-terrain
capabilities.
2.
2.Yamaha Tinere 1200
Yamaha's oddly named Super Tenere
is pronounced "Tey-ney-rey," and though the bike's lineage spans
nearly three decades and includes twin-cylinder ancestors like the XTZ750 Super
Tenere (which claimed six Paris to Dakar Championships), the all-new 2012
Yamaha Super Tenere marks the model's debut in the United States.
The Super Tenere is powered by an
all-new 1,199cc parallel twin that sports dual counterbalancers and a 270
degree crank. The crossplane crankshaft is also found in the "Big
Bang" Yamaha R1, and its uneven firing interval aids traction while adding
character to the engine's exhaust note. Though official output hasn't been
released for the US-spec bike, it shouldn't stray far from the European-spec
model's 108 horsepower figure. A side-mounted radiator enables a shorter
wheelbase and better weight distribution, and fuel capacity is a
bladder-busting 6.1 gallons. The engine can be run in one of two modes:
"Sport," for a sharper throttle response, or "Touring,"
which is less aggressive. Those modes can be switched while riding as long as
the throttle is closed. The Super Tenere's traction control system detects
speed differences between the front and rear wheel every 1/1000th of a second
and modulates throttle response, ignition timing, and the volume of fuel
injected into the engine. Traction control operates in one of three modes:
"1" (more intrusive), "2" (slightly less intrusive), or
"Off." The riding modes remain in place when the bike is shut off,
but the traction control automatically resets to mode "1" for safety
Power gets routed through a wet
clutch and a wide-ratio six speed transmission, with a final shaft drive
passing through a cast aluminum swingarm to the rear axle. Front 43mm forks are
compression, rebound, and preload adjustable, and the rear monoshock suspension
is a preload and rebound adjustable, with preload controlled via a small hand
dial.
Stopping power comes from
ABS-equipped 4-piston, 310mm dual front discs and a single-piston 282mm rear,
and the anti-lock system cannot be switched off. Brakes are linked
front-to-rear, so the hand lever automatically activates both front and rear
brakes, while the foot pedal only activates the rear brake. The linked system
adjusts the ratio of front to rear braking by comparing lever pressure to the
rate of deceleration; if a lag is detected due to greater weight (like a
passenger, or cargo), more pressure is directed towards the rear brake.
The Super Tenere's high tensile
steel chassis has an aluminum subframe; loaded up with fuel and ready to ride,
the bike has a curb weight of 575 pounds—that's 71 pounds heavier than the BMW
GS, and a whopping 97 pounds more than the Ducati Multistrada. It's also 73
pounds weightier than the Triumph Tiger 1050 and 50 more than the
smaller-engined Suzuki V-Strom 1000. It's also worth noting that despite its
heavier curb weight, the Super Tenere's $13,900 price undercuts virtually all
of the competition, except for the V-Strom 1000.
A center stand and dash-mounted
power outlet are standard equipment, and options include heated grips, side
wind deflectors, a tall windscreen, and a 1.3 inch lower seat (the stock saddle
is adjustable between 33.26 and 34.25 inches tall.) Yamaha's factory
accessories are available individually, or in one of three packages: the first
includes an engine guard, aluminum skid plate, and headlight protector ($749.)
The second consists of a top case, heated grips, tall windscreen, and wind
deflector kit ($1,019.) The priciest comes with aluminum side cases, tank bag,
tall windscreen, and wind deflector kit ($1,519.) Incidentally, the first two
packages come with a free promotional Go Pro camera, and the third includes the
Go Pro HD version. Aftermarket manufacturers like AltRider are also developing
accessories for the Super Tenere.
On the Road: Predictable power,
stable handling, and all-day comfort
In keeping with the oversized
proportions of the adventure touring bike genre, the Super Tenere exudes a
rather towering stance. Propping it up onto the center stand requires a
considerable shove, and standing on the foot lever with my 185 pound mass alone
wouldn't do it; I had to roll it backwards while jumping on the lever to get
575 pounds of bike up on the stand.
Fire up the big parallel-twin
powerplant, and it comes to life with a mellow bass note. The clutch requires
moderate lever pressure while the shifter engages with a solid, but
easy-to-engage click.
"2012 Yamaha Super
Tenere"
The Super Tenere is made to ride
on the road, as well as dirt trails like this one in Arizona.In motion, the
first thing you'll notice about the Super Tenere's power delivery is its
flatness, which can come across as either predictable or lazy, depending on
your outlook; like the R1, the Super Tenere's actual speed is usually faster
than the seat of your pants might suggest. It should be noted that the
elevation of my ride surpassed 7,000 feet in some areas, which has the effect
of diminishing engine power. Regardless, the engine rpms never sound quite as
high as they actually are, and glancing down at the digital speedometer
invariably reveals that you're going faster than you think; there were numerous
moments on the interstate when illegal velocities crept up quicker than
expected, and triple-digit speeds were attained with ease. A tall sixth gear
ran the engine at a lazy 3,500 rpm at 70 mph.
"Sport" on the right
handgrip-controlled throttle mode selector offers a relatively crisp response
to throttle twists, while "Touring" is predictably milder and
smoother, especially on the low end. Though not as punchy as the mills found in
the BMW GS or Ducati Multistrada, the Super Tenere's crossplane crankshaft
lends it a mild "pulsing" quality that keeps it from suffering
terminal blandness.
3.
3. Honda VFR 1200
Honda's new 2010 VFR1200F probably won't get that reaction.
To start with, the new VFR1200 demands attention simply because of its futuristic
styling. Some people will love it, others not so much. For me, I didn't love
the looks--until I saw it in person. In pictures the front fairing and large
headlight seem to dominate the machine, but in the cold light of day the Honda
VFR1200 actually looks balanced, modern, and close inspection reveals a
super-high quality sports machine. If this was a car--think Acura.
The 2010 Honda VFR1200F is a traditional machine in many
ways--although it's such a quantum leap over the current VFR800 they share almost
nothing in common. The VFR1200F is now equipped with radial ABS brakes (which
work well), male-slider forks with rebound damping adjustment, a 1200cc V-four
engine that produces incredibly useful--and user-friendly--amounts of torque
from idle through to the 10,200 RPM rev-limiter; and a shaft-drive that is
smooth and completely undetectable from the saddle. These things alone make new
2010 Honda VFR1200F not just a generational shift over the previous model, it's
more like two generations beyond--and almost a different species.
So the new Honda VFR1200F will delight the traditionalist
who likes his sport bike to have comfortable ergonomics and yet be able to
handle a fast, twisty road when called upon? Absolutely. Heck, this bike was
more than capable of handling the highly technical Sugo racetrack in Japan with
aplomb; make no mistake, this is not a sport-tourer; it's a true sport bike
that's comfortable enough to go big distances, and with a passenger as well if
you want it to. It's not quite as committed as the CBR models, and apparently
tipping the scales at a shade over 600 lbs (wet), it naturally doesn't feel as
supremely light and flickable, but the Honda VFR's weight is well centralized,
and the rider comfortably sits ‘in' the bike, so it turns quickly, securely,
and goes exactly where it's pointed--and that was with stock suspension
settings at the track. The Honda VFR's single sided swing-arm is now equipped
with shaft drive, although at no point on the track was I ever reminded of
that; torque reaction was happily absent as I came on the throttle at corner
exit.
Although the Honda VFR1200 has many traditional aspects to
it, there are several sophisticated elements to the new Honda. Firstly, the new
ride-by-wire fueling is exemplary, with excellent throttle connection and zero
flat spots. Around Sugo's several tight corners, the throttle could be finessed
into providing exactly the amount of power I needed--no more, no less--and
without any hesitation or lurch either. The final chicane on to Sugo's straight
is diabolically slow and involves a right, long left, then right that feels so
like walking pace it requires untold patience from the rider. Yet the
well-balanced 2010 VFR1200 handled the flip-flopping transition with ease.
After several initial laps I realized that with the astonishing torque output
of the engine I could carry second gear instead of first through this chicane,
and despite the engine slowing to idle at one point the precision fueling and
smooth torque output pulled the VFR1200F like a train through the exit and up
the hill. Impressive stuff indeed.
But the smartest part of the Honda VFR1200F is without a
doubt the new transmission. Dyed-in-the-wool traditionalists can stop reading
here as you won't be interested in this next bit. I can already hear you
telling me how you "need to be in control" and how "automatic or
clutchless trannys are a gimmick that no real motorcyclist wants".
Actually, I confess I was one of those guys--and you'll note the past tense. My
attitude wasn't helped by Yamaha's recent automatic clutch on their FJR, which
was for me, the answer to a question no-one had asked. The gearbox was not
automatic, so merely removing the manual clutch operation not only didn't add
anything to my riding experience; it unfortunately took away some control at
slow speed.
The 2010 Honda VFR1200F has no such issues. At slow speed
the clutch engages quickly and there's plenty of ‘feel'. Walking pace speed in
the parking lot was handled without problem, and the bike reacted intuitively
without the Yamaha's sudden loss of drive that required a panicky foot-stab to
stay upright. Whether this is down to superior electronic wizardry or the 2010
Honda VFR's new dual-clutch transmission will need further investigation, but
for this initial riding impression I can testify that it truly works. The new
DCT (Dual Clutch Transmission) essentially divides the gearbox into two--odd
and even gear ratios--so that at all times the ‘next' gear is already selected.
When that gear is needed, the switch from one to the other is accomplished so
quickly (less than half a second) and so smoothly that the process is almost
transparent to the rider. This is the same type of system used on the new BMW
M3, and I believe also the Lamborghini Gallardo, Mitsubishi EVO and other
hyper-sport cars. It's Formula 1 derived technology and it simply makes a
mockery of the old way of automatic transmission. Don't even think of comparing
it to the CVT (Constantly Variable Transmission) that you typically find on
scooters and Honda's DN-01. No, this is precise gear selection where the
perfect ratio is used at all times, and engine braking is exactly the same as
on a manual gearbox.
Drive is selected by using the ‘D' button on the right
handlebar. This mode was essentially useless around Sugo as the VFR chooses the
tallest possible gears for optimum fuel economy and rider/passenger comfort. On
the road I believe it'll work just fine, but for hard-core sport riding around
a high-speed track, pushing the button twice selects ‘S' (Sport) mode--and that
was what was needed at Sugo. Paddle-switch type shifters on the left handlebar
switchgear (thumb for going down the ‘box, forefinger for going up the ‘box)
shift gears manually, and the process worked impeccably. If you like, you can
ride the bike in nothing but manual shift mode (whichever mode you use, the
digital gear indicator will always tell you the gear number) and you simply
ride like normal, shifting up and down whenever you deem appropriate. The Honda
VFR1200 will hold the selected gear unless you come to a complete stop. Manual
mode simply takes away having to use your left foot to click a lever, and of
course you don't have a clutch lever to worry about either.
But it's the automatic Sport mode that's so mind-bogglingly
impressive. The Honda engineers have somehow built an automatic shifting
gearbox that is so smart it always had the correct gear selected. This is an
astonishing accomplishment--a technical racetrack like Sugo holds several
places that could easily trip up the system. And yet, the Honda always had the
right gear, at the right time. I actually reached a point where I gave up
looking at the gear I was in, or even thinking about shifting; I simply rode
the bike and focused on brake markers, turn-in points and exit speeds. It was
an astounding display from the VFR and as mentioned earlier, it made a convert
out of me.
Base model is $15,999 as listed on the Honda website. The
automatic gearbox version will probably cost around $2,000 more, so for a fully
loaded 2010 Honda VFR1200F with all the touring accessories (and there are lots
of those available) you can probably expect prices closer to BMW's K-series
machines. But such is the quality of build and high-tech brilliance, the Honda
will hold its own, I'm confident. Honda reps are cagey about how many VFRs will
hit the USA, but expect the auto version to be a very limited edition until
they can get a feel for demand in the marketplace.
SPECIFICATIONS HONDA VARIO 125 PGM-FI TECHNO
