Kurt's Corner Monthly Motorcycle Blog Archives

Another bike that has received a host of incremental improvements is Honda’s flagship litre bike, the CBR1000RR. 2012 is the 20th anniversary of the introduction of the CBR900RR, a bike that really changed the way open-class sportbikes were built. At the time, the big dogs were the GSX-R 1100, the FZR1000RR, and the ZX11, all sport-tourers by comparison. In their company, the CBR900RR felt like a 600 with litre-class power, which was not too far off. The CBR900RR opened the door for all of the current class of superbikes. You might think that Honda would celebrate this anniversary with the introduction of a brand new litre bike, but instead they have made small changes aimed at improving ridability. While Honda has not jumped on the traction control bandwagon, (although the new VFR1200 will have such a feature) the fuel mapping has been revised to improve the linearity of throttle response, especially at smaller throttle openings and just off idle. New 12-spoke wheels (which are way better-looking than the previous wheels- are you sensing a pattern here?) improve rigidity and make them more consistently rigid at different points on the wheel, but add an extra pound. Honda maintains, however, that the weight increase is at the hub, minimizing the effect on rotational inertia. The new bike has a “layered” fairing, similar to the concept behind that of the VFR1200, the idea being to provide a larger still-air pocket for the rider and more effectively extract heated air from the engine compartment. The nose of the bike is much pointier than the 2008 redesign, which was criticized at its introduction for being too flat. The instruments are all new as well, now utilizing a bar-graph tach that brings to mind that of the RC51, although this version is programmable for four different modes. The new dash also includes a gear indicator, a lap timer, a fastest lap recall mode, a programmable shift light, a fuel-consumption readout, and a highest revs-reached function, which we used to call a tell-tale back in the dark-ages. 

The suspension is new front and rear as well. The CBR finally gets Showa’s Big-Piston fork, which first appeared on the 2009 ZX6-R. It is somewhat ironic that it took so long for Honda’s top sportbike to get these forks, as last I heard, Showa is owned by Honda. Instead of using a separate cartridge inside the fork legs where the damping orifices and adjusters are, the entire inside of the fork legs are the equivalent of a cartridge. This allows the use of a much larger volume of fluid at a lower pressure, resulting in more precise action, especially at the beginning of the stroke, smoother damping action, and more effective adjustment. The damping adjusters on the BPF are on the top of the fork leg, the compression damping adjusters having traded places with the preload adjusters, which are usually set and forget anyway. Showa’s new “Balance-Free” shock sees its first use on the 2012 CBR100RR. This shock is similar in concept to Ohlins’ TTX unit, separating rebound and compression damping into two different compartments, eliminating the pressure equalization, or “balance,” that can occur right at the transition between compression and rebound and vice-versa. Reports indicate that this is especially effective when the bike gets light, extending the suspension, when cresting a rise. The CBR1000RR has always been known as the “user-friendly” litre-bike, and that appears likely to continue with these most recent updates.

Since 1987, all of Ducati’s superbikes have been a development of the 851, their first liquid-cooled 4-valve per cylinder machine. Many improvements have been made to that original design, but the basic elements have not changed. Ninety-degree L-twin, desmodromic valve actuation, belt-driven camshafts, dry clutch, trellis frame, and from the 916 on, under-seat exhaust; all iconic Ducati, but only the first two remain, and those two were not going to change no matter what. Ducati is a company that has always been very strongly tied to history and tradition, but in order to remain competitive in today’s world, the goals for this project were weight loss of 10 kg and a horsepower gain of 25. Meeting these goals required a clean-sheet design jettisoning many traditional Ducati design features, and for the new 1199 Panigale Ducati has done just that. This bike is revolutionary, not evolutionary.

As an example, there was no way to meet the weight-loss target with a traditional steel-trellis frame. The trellis frame is perhaps the most recognizable of all the features left behind in this redesign. Non-enthusiasts who have no idea what a dry clutch is would recognize the difference between the old and new in this regard. Taking a cue from the design of their Moto GP bike, the engine is now the main load-bearing member, supporting a monocoque aluminum airbox/steering-head bracket at the front, with a minimalist subframe to support rider and passenger weight, footpeg brackets, shock mount, and the swingarm all bolted directly to the engine at the rear. Fully half of the weight loss from that of the 1198 is due to the elimination of the trellis frame. Numerous other steps were taken in order to make the bike as light as possible. The head covers, oil sump, and clutch covers are magnesium, and the fuel tank and fork tubes are aluminum. While an aluminum fuel tank was available on the 1198S/Sp/R, it is now stock on even the base model, and the aluminum fork tubes on the 50 millimeter Marzocchis are a production first. The battery and the new-design Brembo Monoblocs are smaller and the calipers are 7% lighter, and the wheels and subframe are also lighter than last year’s pieces. All in all, 22 pounds are saved from the curb weight of the Panigale over that of the 1198, even with an increase in fuel capacity of 1.5 liters, which adds about 3 pounds of fuel. 

Ducati’s superbikes have always had a committed riding position, with a wrist-heavy stretch from seat to bars. That dimension is down by 1.25 inches, with the bars .375 inches higher and a little over a half-inch wider than before. This should make for a more comfortable riding position, especially on the street. The Panigale’s wheelbase is a smidge longer than the 1198’s, and it has a bit more trail. Although one would expect this to result in a slower-steering machine, Ducati say this effect is counteracted by the weight loss and wider bars. The Panigale engine is rotated rearward 6 degrees from the 1198, allowing it to be placed 1.26 inches further forward without the radiator fouling the front fender at full compression of the fork. In combination with the more forward seating position of the rider, this allows a 52/48 unladen front/rear weight distribution (from 50/50) which is 50/50 with rider. The swingarm is almost 1.6 inches longer than before, improving traction under acceleration and reducing rear-wheel lift under hard braking. A wider steering head allows the brake discs to ride outboard of the wheel edges, improving cooling. The new linkage for the Sachs shock allows the rider to easily choose between either flat or progressive rate rear suspension action, especially useful for the owner who goes from street with a passenger/luggage to track day. The Panigale is also equipped with a 200 millimeter rear tire, increasing traction and allowing more lean angle.

While the changes to the rest of the Panigale are revolutionary, they pale compared to the changes made to the engine. A twenty-five horsepower increase in one model year is a tall order, especially to an engine that is already pretty highly tuned. The new engine, dubbed “Superquadro” by Ducati (which is Italian for oversquare) certainly lives up to its name, with a bore/stroke ratio of 1.84 to 1(from 1.56 to 1 in the 1198). Of course this required a concomitant reduction in stroke to just 60.8 millimeters in order to maintain the sub-1200cc displacement required by superbike-racing rules. While making an engine more oversquare is a good way to raise its rev-limit without causing unreliability due to excessive mean piston speeds, such an oversquare design can cause other problems, especially in an engine with a high compression ratio. The resulting large-circumference but very flat and thin combustion chamber shape makes consistent, efficient combustion problematic. Maintaining the necessary intake charge velocity and imparting some lasting turbulence to that charge are difficult, especially at lower rpm levels. One way to help maintain combustion efficiency is a richer air/fuel mixture, the negative emissions consequences of which Ducati addresses with a new air-injection system. Ducati has learned much about running very oversquare dimensions in Moto GP, including the precise electronic engine controls necessary for efficient operation of an engine with these parameters. The extreme 112 millimeter bore also allows for larger valves, improving breathing. The intakes are titanium, allowing the larger size without an increase in inertia. 

Full ride-by-wire throttle actuation allows different riding modes, in this case Race, Sport, and Wet, giving 195 horsepower (high, referring to throttle response), 195 (low), and 120, respectively. The Panigale motor, for the first time since the old bevel-drive engines, does not use a cambelt, instead using a combination chain/gear timing mechanism, which should obviate the need for periodic belt replacement, reducing the costs of ownership. Reducing the costs of ownership even further is the fact that this new engine doubles the valve lash check intervals to 15,000 miles, presumably through the use of the same harder valve-seat material as is used on the Diavel, Multistrada, and 848 Streetfighter. In a change that is bound to bring howls from the Ducatisti who bemoaned its use on other models, the Panigale finally uses a wet clutch, in this case a back-torque limiting unit with a servo assist for a lighter clutch pull. The new engine cases are manufactured using the same Vacural casting process that Ducati has been using in all of its redesigned engines of late. This casting method makes for a less porous result, dramatically increasing strength given the same weight of material. A new gerotor or “lobular” oil pump is used that evacuates the crankshaft chamber so effectively that it essentially creates a negative pressure zone, reducing friction losses and raising output. An external air-to-water heat exchanger mounts directly to the side of the engine, eliminating the need for an oil cooler and all of its associated plumbing, which should clean up the engine’s appearance. (This may be a hint that Ducati plans to use this engine design in applications without full-coverage bodywork). The aforementioned smaller battery and a smaller starter are made possible by a compression release, reducing cranking effort. The increased engine output, which hits the targeted 25 horsepower, also necessitated a change from the traditional roller-element main bearings to plain bearings allowing the required larger main crank journals. The engine in total weighs 1.1 pounds less than that of the 1198. If the weight and power claims prove to be correct, the Panigale may have the best power to weight ratio of any bike in its class.

The Panigale will be available starting in March in three different models, the base model, “S”, and “Tricolore.” Choosing a color will be easy, as the base model and the S will be available only in red, while the Tricolore speaks for itself. The base and S will be available with or without ABS, while ABS is standard on the Tricolore. The ABS system adds some rear braking force upon front lever application in Wet or Sport modes, along with lift-control to limit rear-wheel lift. In Race mode, there is no linking of front and rear, lift-control is disabled, and the anti-lock function only acts upon the front wheel. From the factory, the ABS modes are linked to the ride modes controlling mapping, but the two functions can be adjusted, or in the case of the ABS, disabled, independently of one another. The S and Tricolore models will come with DES (Ducati Electronic Suspension) which uses Ohlins’ mechatronic damper adjustment acting upon an Ohlins TTX shock and 43 millimeter forks. This is as in the Multistrada S which has preset values for each of the ride modes, but which can also be adjusted independently. All three models will come with DTC (Ducati Traction Control) an 8 level (plus off) system that also has presets for each ride mode but can be adjusted independently, along with DQS (Ducati Quick Shifter) and EBC (Engine Braking Control), which assists the slipper clutch by regulating the throttle aperture to reduce back torque. This alphabet soup of acronyms represents the fact that this is the most advanced sportbike ever produced, but not just with the goal of maximizing performance, which it does, but also to make the Panigale’s performance easy to access in any context, which Ducati’s previous superbikes have not always allowed. Deposits are being taken now. 

If you follow sportbikes in general or MV Agusta specifically, you probably already know that they are producing a new middleweight sportbike called the F3. Until now all the information on the bike has been either internet speculation or selective leaks from MV, and telling which was which has been problematic. Two things that have been known all along are that the bike is a 675cc triple, and that it will be available in red and silver. The displacement was dictated by the maximum displacement of a triple in supersport racing in many series around the world, including World Supersport, not that racing has heretofore been a big priority for MV (of course Triumph had no plans to race the 675 Daytona either). The bike will be fully ride-by-wire, a first for a middleweight, with 4 different maps and traction control, the latter of which is also a first in the displacement class. 

Notwithstanding these firsts, probably the most interesting technology utilized on the F3 is a counter-rotating crankshaft. This technology has appeared on race-bikes before, but I’m unaware of any previous street-bike applications. On a conventional multi-cylinder engine with a transverse (across-the-frame) crankshaft, the crankshaft rotates in the same direction as the wheels and tires; towards the front of the bike. The inertial mass of the crankshaft and that of the front wheel and tire assembly both create a gyroscopic effect that resists turning. Since the two masses are rotating in the same direction, their effects on handling are cumulative. With a counter-rotating crankshaft, the theory goes, the gyroscopic effects of these two masses are in opposite directions, at least partially cancelling each other out and making the motorcycle turn with much less counter-steering force because there is so much less total gyroscopic effect to overcome. MV is claiming 128 crank horsepower and 368 pounds dry weight, both of which are certainly competitive, if not class-leading. Suspension front and rear is Marzocchi and Sachs respectively, both fully adjustable of course. The base version of the F3 should be here in the spring at an MSRP of $13,498, which, considering the technology and the cachet is surprisingly competitive with an $11,599 GSX-R 600. A month or two prior to the release of the F3, MV will make available an Oro version with the same motor and upgraded chassis components. This machine will be VERY limited production, at the eye-watering MSRP of $27,900. Although details are still sketchy, a Brutale based on the 675 motor will appear later in the year at an as-yet-undetermined price. 

Although the F3 has received the lion’s share of the publicity, MV has expanded its entire lineup, creating two versions of both the F4 and the 1090 Brutale. The F4 is now the F4R, and has received improvements over even the 2010 F4, which was already much improved over previous iterations of the F4. The 998cc inline-four is a more over-square design than previously, allowing a higher rev-limit while reducing mean piston-speed, giving more peak horsepower (195 vs. 183) while improving reliability. New this year is the F4RR. Engine tweaks, including larger titanium valves, redesigned intake and exhaust tracts, new thermodynamics, and larger diameter header pipes give a peak output of 201 horsepower. The F4RR has numerous other upgrades over the F4R, including Ohlins 43mm NIX forks with rebound damping in the right leg, compression damping in the left leg, and titanium nitride coated sliders, and an Ohlins TTX twin-tube shock and Ohlins steering damper. The F4R has to make do with 50mm Marzocchi forks up front and a Sachs shock, both of which are quality pieces in their own right, and the same CRC-branded steering damper as the 2010 F4. While both F4s share the same Brembo Monobloc calipers, big brother features radial master-cylinders for both clutch and front brakes. The forged aluminum wheels on the F4RR save 2 pounds over the cast wheels of the F4R. The F4RR has fully adjustable geometry, including steering head angle and swingarm pivot and axle height, while the F4R’s geometry is fixed. Both models retain MV’s 8-setting traction-control system and two engine modes. The upgrades on the F4RR will cost $5500 over the $19498 MSRP of the F4R. Whether they are worth the additional dosh or not is certainly an open question, although I have a suspicion that anyone seriously in the market for a $20,000 sportbike can probably afford a $25,000 one as well. I was so stunned by the red and white paint scheme being offered on the F4RR that in a moment of weakness I might pay $5500 for the paint alone! 

For 2012, the 1090 Brutale 1090 will also be offered in R and RR forms at MSRPs of $16498 and $18998, respectively. The 990 Brutale has been deleted. The R model has replaced the 990 in the line-up, while the RR is an upscale model featuring Brembo Monoblocs instead of the two-piece calipers of the R model, forged rims instead of cast, 156 horsepower versus the 144 of the R, and a slipper clutch. The RR version is also being offered in a very limited edition that recreates the red, white and blue paint from the 750S of the 1970s. Very cool. If you see it, you’ll want it. MV has managed to expand its line-up by offering two versions of every platform and offering a bike in the F3 with the style and technology they are famous for at a more mass market price. Big doings in Varese, especially from a company so small it makes Ducati look like Honda.