Good Power Great Speed

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.