Sepang - For the second time in a row, Honda topped the fastest time successful MotoGP testing at Sepang Circuit. The result left the Honda could be a serious contender this year.Dani Pedrosa emerged as the fastest in testing the second day, Wednesday (02/02/2011). Besides Pedrosa, there are two other drivers who are in the top four, namely Casey Stoner, who was ranked second and Andrea Dovizioso (fourth).
It repeats the successful conduct of slick Stoner topped the time record on the first day, Tuesday (1 / 2). On the first day, too, Pedrosa in third place.
"I think this is my first time driving very fast. But this is because I am very fresh in the morning and I am very fast in the first four laps," Pedrosa said as quoted by the official MotoGP site.
"I'm chasing time, but I see a good track conditions and I insisted. The closer we are to the limit, the more obvious changes in what we have to do to this bike to be on the right track," he added.
Unlike Pedrosa, Stoner just feeling a little dissatisfied with the chassis that he used. For information, Stoner and Dovizioso is to test the stability when braking with a modified RC212V chassis.
"Yesterday, we do not think they can record the best time. Today we estimate there will be a big difference with a soft tire. But the chassis that we choose not to maximize his tires,"complained Stoner.
"Tomorrow maybe we could focus more on comparing the chassis and see what steps to take. We still have a few other small jobs, but it can be done in the next test. Now I increasingly understand this bike and when I drive it, I feel like at home , "he finished.
detiksport.com
Rossi is still blocked in the Shoulder Pain
Sepang - Valentino Rossi has not shown his ability at the Sepang MotoGP test. The pain from a shoulder injury to make brand-new Ducati rider had failed to perform optimally.
Rossi ranked 13 in the second day test which took place on Wednesday (02/02/2011). These results are even worse a position than rank 12, which Rossi won the first test day.
There are strong reasons why Rossi has not been well above the maximum Ducati Desmosedici GP11. It was the shoulder injury that plagued the The Doctor along with a broken leg he suffered last year.
"I can ride again today alone is quite important, because the condition of my shoulder is not getting worse while receiving continuous tension," I Rossi in the MotoGP official website.
"All the good when the record time for 2 minutes 3 seconds, then when I try to cut one second, my strength disappeared and the pain increases," said seven-times world champion.
Rossi suffered an injury that appears to be very disturbing to the point that the Italian had predicted that a new injury to fully recover in May, which means the calendar has entered the fourth series in Portugal.
"It takes time, of course. The situation will improve, but we have to wait to May. After that we can work it out with the motor," said Rossi.
"For the moment, what we do is always filled with doubt. Later, when my physical condition is perfect, we want to print a more competitive time," promised the 31-year racer.
Motorcycle 2011 Ducati Multistrada 1200S Touring
This is a motorcycle manufacturer Ducati issued with Multistrada edition, this bike named 2011 Ducati Multistrada 1200S Touring. Ducati Multistrada 1200S Touring is one of the special edition motorcycle touring. This motorcycle was made because of the bikers who want a motorcycle that meets the specifications and design as a touring motorcycle.
2011 Ducati Multistrada 1200S Touring Test Drive
2011 Ducati Multistrada 1200S Touring Rear Side
2011 Ducati Multistrada 1200S Touring Front Side2011 Ducati Multistrada 1200S Touring Edition - North American Specifications
USA MSRP - $19,995 USD
Engine
TYPE
L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled
DISPLACEMENT
1198.4cc
BORE X STROKE
106x67.9mm
COMPRESSION RATIO
11.5:1
POWER
150hp - 110.3kw @ 9250rpm
TORQUE
87,5lb-ft 118,7Nm @7500rpm
FUEL INJECTION
Mitsubishi electronic fuel injection system, Mikuni elliptical throttle bodies
EXHAUST
Stainless steel muffler with catalytic converter and 2 lambda probes, aluminium tail pipes
Transmission
GEARBOX
6 speed
RATIO
1=37/15 2=30/17 3=27/20 4=24/22 5=23/24 6=22/25
PRIMARY DRIVE
Straight cut gears, Ratio 1.84:1
FINAL DRIVE
Chain 5.30"; Front sprocket 15; Rear sprocket 40
CLUTCH
Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run
Chassis
FRAME
Tubular steel Trellis frame
WHEELBASE
1530mm (60.2in)
RAKE
25°
FRONT SUSPENSION
Öhlins 48mm fully adjustable usd forks, electronic compression and rebound adjustment
FRONT WHEEL TRAVEL
170mm (6.7in)
FRONT WHEEL
10-spoke in light alloy 3.50 x 17
FRONT TYRE
Pirelli Scorpion Trail 120/70 17''
REAR SUSPENSION
Progressive linkage with fully adjustable Ohlins electronic monoshock. Aluminium single-sided swingarm
REAR WHEEL TRAVEL
170mm (6.7in)
REAR WHEEL
10-spoke light alloy 6.00 x 17
REAR TYRE
Pirelli Scorpion Trail 190/55 17''
FRONT BRAKE
2 x 320mm semi-floating discs, radially mounted Brembo callipers, 4-piston, 2-pad. ABS as standard equipment
REAR BRAKE
245mm disc, 2-piston caliper
FUEL TANK CAPACITY
20l - 5.3 gallon (US)
DRY WEIGHT
192kg (423lb)
INSTRUMENTS
Na
WARRANTY
Na
BODY COLOUR (FRAME/WHEEL)
Red (racing grey / black) - Arctic white (racing grey / black) - Diamond black (racing grey / black)
VERSIONS
Dual seat, ABS as standard equipment, available in two packages: -SPORT (Cam belt covers, air intake and hugger in carbon fibre); TOURING (side panniers, heated grips and center stand)
SEAT HEIGHT
850mm (33.5in)
DDA
DDA
Not available on this model
DTC
DTC
Standard equipment
ABS
ABS
Standard equipment
Emissions
STANDARD
follows the US Federal Regulation
USA MSRP - $19,995 USD
Engine
TYPE
L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled
DISPLACEMENT
1198.4cc
BORE X STROKE
106x67.9mm
COMPRESSION RATIO
11.5:1
POWER
150hp - 110.3kw @ 9250rpm
TORQUE
87,5lb-ft 118,7Nm @7500rpm
FUEL INJECTION
Mitsubishi electronic fuel injection system, Mikuni elliptical throttle bodies
EXHAUST
Stainless steel muffler with catalytic converter and 2 lambda probes, aluminium tail pipes
Transmission
GEARBOX
6 speed
RATIO
1=37/15 2=30/17 3=27/20 4=24/22 5=23/24 6=22/25
PRIMARY DRIVE
Straight cut gears, Ratio 1.84:1
FINAL DRIVE
Chain 5.30"; Front sprocket 15; Rear sprocket 40
CLUTCH
Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run
Chassis
FRAME
Tubular steel Trellis frame
WHEELBASE
1530mm (60.2in)
RAKE
25°
FRONT SUSPENSION
Öhlins 48mm fully adjustable usd forks, electronic compression and rebound adjustment
FRONT WHEEL TRAVEL
170mm (6.7in)
FRONT WHEEL
10-spoke in light alloy 3.50 x 17
FRONT TYRE
Pirelli Scorpion Trail 120/70 17''
REAR SUSPENSION
Progressive linkage with fully adjustable Ohlins electronic monoshock. Aluminium single-sided swingarm
REAR WHEEL TRAVEL
170mm (6.7in)
REAR WHEEL
10-spoke light alloy 6.00 x 17
REAR TYRE
Pirelli Scorpion Trail 190/55 17''
FRONT BRAKE
2 x 320mm semi-floating discs, radially mounted Brembo callipers, 4-piston, 2-pad. ABS as standard equipment
REAR BRAKE
245mm disc, 2-piston caliper
FUEL TANK CAPACITY
20l - 5.3 gallon (US)
DRY WEIGHT
192kg (423lb)
INSTRUMENTS
Na
WARRANTY
Na
BODY COLOUR (FRAME/WHEEL)
Red (racing grey / black) - Arctic white (racing grey / black) - Diamond black (racing grey / black)
VERSIONS
Dual seat, ABS as standard equipment, available in two packages: -SPORT (Cam belt covers, air intake and hugger in carbon fibre); TOURING (side panniers, heated grips and center stand)
SEAT HEIGHT
850mm (33.5in)
DDA
DDA
Not available on this model
DTC
DTC
Standard equipment
ABS
ABS
Standard equipment
Emissions
STANDARD
follows the US Federal Regulation
How Reliable And What Problems Have 2000 Yamaha R1
How Reliable And What Problems Have 2000 Yamaha R1 | Review Yamaha R1
Some of you have to wonder if I'll ever complete review of the 2000 Yamaha R1?
I logged some miles on the R1, and getting to know the machine well enough. It's hard to write about R1, because so much has been written about this bike. Nevertheless, I try to give all my reviews unique perspective (mine, of course). I can not help feeling, however, that much of what I would say has been said. Perhaps, for those of you who read MD often, because this statement came from me would mean something, still.
Things that R1 was in 1998 (first year) which is the historical interest of motorists is this. This puts sportbike power, handling and light on new aircraft. Only six or eight years ago, World Superbike or AMA riders turned the gas on the engine factory at the racetrack acceleration felt much the same, and the same level of control Yamaha brought to the consumer in the form of the 1998 R1. I felt this when I got the 2000 version, because some things stand out about this bike and still in my memory as the highlight of this engine up.
The R1 has a big motor. A motor that has a very broad power rpm range - literally from the idle to redline. In the rpm range, the motor puts out large amounts of power and torque, but in a friendly way. Strength was able to use and (if you're not stupid about it) will not you into trouble.
Although smooth and controlled power delivery, R1 always sounded angry, and felt angry. This is how I want to explain the extensive bicycle. When you ride a bike, a motorcycle was talking to you (and the cages around you), said: "I am the king of the road. Do not feel with me!" Note exile said this, the vibrations sent through the machine to say this, and this view say the machine - everything about this machine says! Sounds strange, but this is the best way I can express it.
I had to make some specific comments on various aspects of the bike.
Ergonomic, the 2000 R1 is improvement from the previous model. Handlebar position felt more comfortable, and slightly increased wind protection. Motor not comfortable compared to many other sportbikes, and, indeed, have more comfortable ergonomics of the new Suzuki GSX-R750, for example. Compared with the GSX-R750, lower pegs and the bars seem a little higher and closer (though I'm not sure whether the statistics will prove the latter point). Seating positions must be aggressive, but Yamaha has the right ergonomics - for this type of bike, the ergos put you right where you should be.
Transmission on the bike never gave me problems. I do not remember a missed shift and, although sometimes a bit notchy, the transmission has never been a problem or even come to mind, especially. That's good.
Compared with the previous model, it is my understanding that the 2000 R1 has a better damping in the front forks. I've got the previous model, and I agree with this. Overall, the taste of the front end is very good (as I discussed in part one of the review). Front wheel was "planted" at all times (unless it is from the ground, of course). The front can be nervous when accelerating hard over bumpy roads or damaged, but with a good front tire (one that is not too worn or "cupped"), you should have no problem with head shaking.
Suspension, on the whole, sufficient to meet the requirements, although the rigid sprung up (in accordance with the high performance nature of the machine). Frankly, you're not going to want a softer suspension with this much performance. Road riders do not need to revalve suspension, although different spring rates will benefit people who are not in "normal" weight range.
Both front and rear brakes are very good, although I have to ride a bike motor sport recently that provides more feel and development of the front brake. Yamaha made some changes to the front brakes on the 2000 R1, and some riders think Yamaha took a step backward in this regard. Rear brakes are very good, giving good power and feel.
The R1 will be used by many street drivers to commuting. Not all of us who are able to R1 weekend canyon carving only. Although not a sports tourists in any way, the R1 is quite comfortable on the freeway (which provided the framework you are not stressed by the nature of the sport up position). Though fairly minimalist gifts, while the road wearing the right gear, helmets are good (and ear plugs), highway travel is "pretty" comfortable. Frankly, some of it is related to the age of the rider. As we get older, we get the framework is less flexible and rigid rise faster. Young, flexible R1 riders will find comfortable enough for commuting. Many older drivers (over 40) will find a bike too uncomfortable for extended highway travel.
Frankly, R1 is an explosion on the freeway, where the attitude of present (see comments above) is more powerful. The ability to roll on the throttle and literally destroy other traffic by speeding into the gaps very pleasant and hard to get bored.
I do not have a problem with the clutch on the R1. Easy to feather the clutch while leaving the stop, and RPM on downshifts to match fairly easily, too. Engine braking on the R1 is very good for an in-line, four-cylinder engine and coupled with a broad powerband, making R1 the "one-gear bike", if you want, a lot of time.
Lights in the R1 more than enough (although, not the best I've seen this year). Night ride in cold weather can interfere However, because a small gift. Once again, you have to compensate by wearing a leather riding equipment.
I kept coming back to the engine performance, but I want to talk about how good is this motor carbureated. This motor has good throttle response, and come to the throttle so smoothly and predictably, that the fuel injection may be a step back to Yamaha. You probably know that it is very difficult to get a fuel injected bike came on throttle smoothly. This is one of the great attributes R1 - had "come to the throttle" and also, or better than, any motorcycle I've ever climbed.
The styling of the R1 is a pure matter of personal opinion. I like the styling very much, myself, but it was much more noticeable two years ago when he was new. On the whole, essentially motor press has labeled the R1 a style icon like - another benchmark. Not enough Ducati 916 (996), but still pretty damn impressive. Make your own mind.
The "fit and finish" of R1 pretty good. Very close to the standard Honda, in fact, and may be one step ahead of other competition. Very good quality paint, and parts fit together well and work well.
R1's instrumentation is enough by today's standards. Digital speedometer displayed on the R1 better, in my mind, for the analog speedometer. Bike like R1, it was just easier to read. R1 accelerate so fast, analog speedometer (which may be read up to 200 miles per hour, and features together, the little lines and numbers mph) would be almost useless under different conditions, because they can not quickly deliver the right motor speed. Not all sportbikes have switched to digital speedometers, but they should be. Fortunately, R1 has done this.
Use turn signals and other motor control is easy and intuitive - like most modern Japanese motorcycles.
Key passenger seat and opened - reveals a rather small, but the storage can be used. An area greater than that traditionally have been sportbikes, but smaller than Honda 929RR, for example.
What's the point with the 2000 Yamaha R1? It has the largest engine capacity in the field of hardcore sportbike. It packs more motorcycles and attitude more than on any other bike in each category. This also speaks to you and the cages around you when you ride.
I logged some miles on the R1, and getting to know the machine well enough. It's hard to write about R1, because so much has been written about this bike. Nevertheless, I try to give all my reviews unique perspective (mine, of course). I can not help feeling, however, that much of what I would say has been said. Perhaps, for those of you who read MD often, because this statement came from me would mean something, still.
Things that R1 was in 1998 (first year) which is the historical interest of motorists is this. This puts sportbike power, handling and light on new aircraft. Only six or eight years ago, World Superbike or AMA riders turned the gas on the engine factory at the racetrack acceleration felt much the same, and the same level of control Yamaha brought to the consumer in the form of the 1998 R1. I felt this when I got the 2000 version, because some things stand out about this bike and still in my memory as the highlight of this engine up.
The R1 has a big motor. A motor that has a very broad power rpm range - literally from the idle to redline. In the rpm range, the motor puts out large amounts of power and torque, but in a friendly way. Strength was able to use and (if you're not stupid about it) will not you into trouble.
Although smooth and controlled power delivery, R1 always sounded angry, and felt angry. This is how I want to explain the extensive bicycle. When you ride a bike, a motorcycle was talking to you (and the cages around you), said: "I am the king of the road. Do not feel with me!" Note exile said this, the vibrations sent through the machine to say this, and this view say the machine - everything about this machine says! Sounds strange, but this is the best way I can express it.
I had to make some specific comments on various aspects of the bike.
Ergonomic, the 2000 R1 is improvement from the previous model. Handlebar position felt more comfortable, and slightly increased wind protection. Motor not comfortable compared to many other sportbikes, and, indeed, have more comfortable ergonomics of the new Suzuki GSX-R750, for example. Compared with the GSX-R750, lower pegs and the bars seem a little higher and closer (though I'm not sure whether the statistics will prove the latter point). Seating positions must be aggressive, but Yamaha has the right ergonomics - for this type of bike, the ergos put you right where you should be.
Transmission on the bike never gave me problems. I do not remember a missed shift and, although sometimes a bit notchy, the transmission has never been a problem or even come to mind, especially. That's good.
Compared with the previous model, it is my understanding that the 2000 R1 has a better damping in the front forks. I've got the previous model, and I agree with this. Overall, the taste of the front end is very good (as I discussed in part one of the review). Front wheel was "planted" at all times (unless it is from the ground, of course). The front can be nervous when accelerating hard over bumpy roads or damaged, but with a good front tire (one that is not too worn or "cupped"), you should have no problem with head shaking.
Suspension, on the whole, sufficient to meet the requirements, although the rigid sprung up (in accordance with the high performance nature of the machine). Frankly, you're not going to want a softer suspension with this much performance. Road riders do not need to revalve suspension, although different spring rates will benefit people who are not in "normal" weight range.
Both front and rear brakes are very good, although I have to ride a bike motor sport recently that provides more feel and development of the front brake. Yamaha made some changes to the front brakes on the 2000 R1, and some riders think Yamaha took a step backward in this regard. Rear brakes are very good, giving good power and feel.
The R1 will be used by many street drivers to commuting. Not all of us who are able to R1 weekend canyon carving only. Although not a sports tourists in any way, the R1 is quite comfortable on the freeway (which provided the framework you are not stressed by the nature of the sport up position). Though fairly minimalist gifts, while the road wearing the right gear, helmets are good (and ear plugs), highway travel is "pretty" comfortable. Frankly, some of it is related to the age of the rider. As we get older, we get the framework is less flexible and rigid rise faster. Young, flexible R1 riders will find comfortable enough for commuting. Many older drivers (over 40) will find a bike too uncomfortable for extended highway travel.
Frankly, R1 is an explosion on the freeway, where the attitude of present (see comments above) is more powerful. The ability to roll on the throttle and literally destroy other traffic by speeding into the gaps very pleasant and hard to get bored.
I do not have a problem with the clutch on the R1. Easy to feather the clutch while leaving the stop, and RPM on downshifts to match fairly easily, too. Engine braking on the R1 is very good for an in-line, four-cylinder engine and coupled with a broad powerband, making R1 the "one-gear bike", if you want, a lot of time.
Lights in the R1 more than enough (although, not the best I've seen this year). Night ride in cold weather can interfere However, because a small gift. Once again, you have to compensate by wearing a leather riding equipment.
I kept coming back to the engine performance, but I want to talk about how good is this motor carbureated. This motor has good throttle response, and come to the throttle so smoothly and predictably, that the fuel injection may be a step back to Yamaha. You probably know that it is very difficult to get a fuel injected bike came on throttle smoothly. This is one of the great attributes R1 - had "come to the throttle" and also, or better than, any motorcycle I've ever climbed.
The styling of the R1 is a pure matter of personal opinion. I like the styling very much, myself, but it was much more noticeable two years ago when he was new. On the whole, essentially motor press has labeled the R1 a style icon like - another benchmark. Not enough Ducati 916 (996), but still pretty damn impressive. Make your own mind.
The "fit and finish" of R1 pretty good. Very close to the standard Honda, in fact, and may be one step ahead of other competition. Very good quality paint, and parts fit together well and work well.
R1's instrumentation is enough by today's standards. Digital speedometer displayed on the R1 better, in my mind, for the analog speedometer. Bike like R1, it was just easier to read. R1 accelerate so fast, analog speedometer (which may be read up to 200 miles per hour, and features together, the little lines and numbers mph) would be almost useless under different conditions, because they can not quickly deliver the right motor speed. Not all sportbikes have switched to digital speedometers, but they should be. Fortunately, R1 has done this.
Use turn signals and other motor control is easy and intuitive - like most modern Japanese motorcycles.
Key passenger seat and opened - reveals a rather small, but the storage can be used. An area greater than that traditionally have been sportbikes, but smaller than Honda 929RR, for example.
What's the point with the 2000 Yamaha R1? It has the largest engine capacity in the field of hardcore sportbike. It packs more motorcycles and attitude more than on any other bike in each category. This also speaks to you and the cages around you when you ride.
2011 Honda CBR1000RR Repsol Limited Edition
2011 Honda CBR1000RR Black Color
2011 Honda CBR1000RR Wallpapers
2011 Honda CBR1000RR First Look
2011 Honda CBR1000RR Official Photos
