A3W Motiv: Julien Rondino’s three-wheeled concept bike

Pics: Julien Rondino, via Ottonero

We had earlier written about Nick Dagostino’s three-wheeled Hayabusa (which is not a regular trike…) here, and now here’s French designer Julien Rondino’s three-wheeled motorcycle concept – the A3W Motiv.

We’ve written to Julien, asking him for more details on the bike. But for now, what we know is that the bike has been designed around KTM’s 999cc LC8 v-twin. The chassis seems to be a mix of cast aluminium and steel tube sections and the bike is packed with interesting bits – hub-centre steering, adjustable ergonomics and Buell-style perimeter brakes.

Why three wheels instead of two? Umm… we’ll have to wait for Julien to get back to us on that one…

Eight Sleight: Standbike V8 concept

A 690-kilo motorcycle, powered by V8 from GM. And yes, you can paint it green if want to...

For those who just won’t ride a twin, triple, inline-four/V4 or inline-six/V6, Standbike are working on a V8-powered motorcycle. And they have, apparently, already built a fully functional, ready-to-ride prototype that’s fitted with a 305 cubic-inch (5,000cc) V8 from General Motors.

According to the company’s website, the Standbike V8 concept bike took eight years to develop and uses various unique technical solutions that allow the V8’s power and torque to be suitably harnessed for extreme traction.

The bike’s steering, clutch and lean-control systems are managed by high-tech hydraulics and electronics – probably necessary with a bike that weighs 690 kilos and which has a 2615mm wheelbase, total lenth being 3210mm. The gearbox is a four-speed unit, with one extra gear for reversing the bike, and single-sided suspension is used at both ends.

The Standbike V8 concept actually rides on four 16-inch wheels – two each at the front and back – shod with 205/45 rubber. Cornering? Er…, no, we don’t think so, though straight line stability at 300km/h should be just brilliant

Husqvarna gets new manufacturing, R&D facility in Italy

Under BMW ownership, Husqvarna can look forward to bigger, better things in the near future...

According to a report on Dealer News, Husqvarna (which BMW bought from Claudio Castiglioni, back in 2007) will be shifting to its new headquarters in Italy, by May this year. BMW, which wants to bring various Husqvarna units – including engine, testing, development, styling and racing divisions – under one roof, is adding to Husqvarna’s existing facility at Cassinetta di Biandronno, in the Varese district of Italy.

BMW hope to sort out Husqvarna’s problems with quality control and spare parts supplies in the near future. While Husqvarna only sold 12,000 bikes in 2007, BMW hopes to increase sales in a big way over the next 2-3 years. In fact, the new manufacturing facility will have the capacity to produce up to 40,000 Husqvarna motorcycles every year.

BMW intend to keep Husqvarna as an off-road specialist brand and use R&D inputs from the company to improve/develop its own dual-purpose and off-road machines.

Just how fast are those WSBK bikes?

For now, at just 300km/h, the BMW S1000RR is the slowest of the lot...!

From left: Max Neukirchner (GSX-R1000), Max Biaggi (RSV4) and Noriyuki Haga (1098 F09)

From left: Tommy Hill (CBR1000RR), Makoto Tamada (ZX-10R) and Ben Spies (YZF-R1)

Ever wonder just how fast those World Superbikes machines really are? During practice yesterday, at the Losail International Circuit in Doha, Qatar, Max Neukirchner’s Suzuki GSX-R1000 hit a top speed of 314km/h, Max Biaggi’s Aprilia RSV4 did 313km/h, Noriyuki Haga’s Ducati 1098R F09 did 311km/h, Tommy Hill’s Honda CBR1000RR did 310km/h, Makoto Tamada’s Kawasaki ZX-10R also did 310km/h and Ben Spies Yamaha YZF-R1 did 309km/h. Troy Corser’s BMW S1000RR was way down the charts, at just 300km/h. But then, of course, the season has just begun

MV Agusta F4 sidecar rig

A sidecar outfit on an MV Agusta F4?! Er... please, no!
Pics: R-Herbig, via Bloguidon

Don’t know much about this MV Agusta F4 but it sure looks… …interesting? It seems somebody crashed their F4, went through a mid-life crisis (or maybe just a yelling from the wife) and went on to build this. To be honest, the massive single-sided front swingarm looks quite cumbersome and with that front wheel – which seems to have been taken off a pickup truck – the bike will probably steer like a buffalo. But then the owner probably wishes to fit a sidecar rig to this bike, and most sidecarists (has that term been invented yet?) don’t seem to have a problem with such truck-like front ends.

Would we ride one of these things? Er… we’d rather take a regular F4 CC, thanks very much!

2009 Suzuki GSX-R1000 first ride

According to the guys at MCN, the 2009 GSX-R1000 is better than the 2008 and 2007 models, but is that going to be enough to take on the new R1 and Fireblade?

With about 170-180 horsepower at the rear wheel and 203kg kerb weight (170kg dry weight), the 2009 Suzuki GSX-R1000 K9 has to be an amazing bike. Then again, this is the year when Yamaha have fitted a MotoGP-inspired crossplane crank engine on the R1, Honda have fitted C-ABS on the Fireblade and Ducati have DTC traction control on the 1198S. So does the GSX-R still have what it takes to be the best in the litre-class/open class superbikes segment? Well, there's no way of knowing until someone actually tests the three bikes back to back, but we do suspect the GSX-R is not going to be able to come out on top.

Next year though, Suzuki should be back with a radically redesigned GSX-R1000, probably with ABS and traction control as standard equipment. So the K10 should be the one to watch out for...!

Shootout: ZX-6R vs R6 vs CBR600RR vs GSX-R600 vs Daytona 675

Here's MCN's shoot-out between the Honda CBR600RR, Kawasaki ZX-6R, Yamaha YZF-R6, Suzuki GSX-R600 and Triumph Daytona 675. The Yamaha and the Suzuki are not so good for the street, they say. The Daytona, ZX-6R and CBR600 are much more evenly mtached, with the ZX-6R being a 'revelation' (it has the best brakes and the best front end), while the CBR is the easiest to ride fast. But the Daytona wins the test because... ...it's British! ;-)

Ferrari Concept Bike Looks Amazing

Though we’d like Ferrari to keep focusing on building amazing cars, we can’t take a look and not say anything about that incredible concept bike. Dubbed V4 Superbike, packing a modified engine from a Ferrari Enzo, F-16 fighter jet hand controls and buttons like those from a F1 race car, this must be the most amazing bike I’ve seen in my whole life. Badass enough?

Riding Troy Bayliss’ Ducati 1098R

WSBK champ Troy Bayliss says the 2008 1098R is the best racebike he's ever ridden!

What motorcycle enthusiast wouldn’t want to have a go on World Superbikes champ Troy Bayliss’ Ducati 1098R? Bayliss, who has among other things ridden a 990cc Ducati MotoGP bike to victory in Valencia in 2006, says it’s the 1098R that’s the best racebike he’s ever ridden, and that’s saying a lot.

The guys at Motociclismo recently had the opportunity to ride Bayliss’ 1098R at the Algarve circuit in Portugal. Here are some excerpts from what they had to say about the bike:

Once you get aboard the bike, it feels no different from the standard 1098 – this could be any 1098R, ready to roll on the street, albeit one with a hugely expensive Öhlins fork that costs many thousands of euros, and Brembos that offer extreme braking. But what’s really different with Bayliss’ bike is the electronics, which make the racebike’s brutal 200+bhp controllable.

Power delivery, especially when exiting slow bends, is smooth and consistent, and traction remains constant, reducing the intimidation factor for those riding the bike for the first time. And yet, when you open that throttle fully, the power seems to have no end – the bike wants to wheelie even in fifth gear, at speeds of more than 220km/h...

With more than 200bhp at the rear wheel, the only way this Ducati 1098R stays controllable is via expensive electronics, including its very sophisticated traction control system. It’s also a big psychological factor – knowing that that electronic safety net is there – and it allows the rider to open the throttle that little bit earlier, and take the bike to its absolute limit every time.

On the track, the bike feels supremely stable and secure. It may not be as agile as some of the Japanese WSBK racers, but the Ducati 1098R’s stability in fast corners is simply unbelievable.

Crashing the bike is not an option and we couldn’t take the bike to the outer reaches of its – and our – limits for obvious reasons, but really, Bayliss’ 1098R is like a dream to ride. Sure, there’ll be the 1198S next year, but for now, the 1098R is the best Ducati ever…!

For the full story, visit Motociclismo here

Troy Bayliss’ 2008 Ducati 1098R specs:

Engine: 1,099cc, 8-valve, liquid-cooled, L-twin

Fuel injection: Magneti Marelli

Power: 200bhp+

Gearbox: Six-speed

Chassis: Tubular trellis-type, with single-side aluminium swingarm

Suspension: 43mm USD Öhlins fork with 120mm travel, Öhlins monoshock with 127mm travel, both ends fully adjustable

Brakes: Twin 330mm discs with Brembo Monoblock callipers (front), single 245mm disc with twin-piston callipers (rear)

Wheels and Tyres: 17-inch wheels, 120/70 (front), 190/55 (rear)

Ducati Streetfighter is most beautiful bike poll at the EICMA

The Ducati Streetfighter was declared 'most beautiful' at this year's EICMA show

The hulking, brutally aggressive looking Ducati Streetfighter has won Motociclismo’s ‘most beautiful bike’ poll at the EICMA, which concluded yesterday. The MV Agusta Brutale 1078RR, which won last year’s poll, came in at third place this year.

The Ducati Streetfighter took first place with 25.31% votes, followed by the Aprilia RSV4 Factory in second place, with 22.01% votes and the MV Agusta Brutale 1078RR in third place, with 12.45%.

For us, the surprises are the KTM RC8 (only 3.32% votes in its favour), the Harley-Davidon XR1200 (only 2.08%) and the Benelli Due 756 (only 0.66%). What’s also surprising is that bikes like the BMW K1300R, the Ducati 1198 and Monster 1100, and the Moto Morini Scrambler 1200 don’t seem to be on the list at all…

2009 Kawasaki ER-6n riding impression

The 2009 Kawasaki ER-6n. Nimble, adequately powerful, fun to ride...

Pics: Motociclismo

With more than 22,000 units sold worldwide, the Kawasaki ER-6n remains a popular, all-around capable motorcycle. It’s no ZX-6R of course, but it looks interesting and manages to pack in enough thrills so it doesn’t bore you to death. So is the 2009 version better than its predecessor? The guys at Motociclismo recently got to ride the bike, and here are some excerpts from what they have to say about the ER-6n:

In the ER-6n, Kawasaki have a bike that responds to the needs of the urban biker, and it’s one machine that’s actually attracted many new/first-time buyers to the Kawasaki brand. It's utilitarian, modern and inexpensive, and it’s been further improved for 2009.

With the 2009 ER-6n, the aim was to improve the aesthetics, improve the finer details and make the bike even more stable and easier to ride. The overall styling has been retained, but the seat and bodywork have been chiseled, making the bike more compact and muscular.

While the new ER-6n looks more attractive, it actually feels a lot like the older model to ride, and that’s a good thing. Various things have been improved – the asymmetrical placement of the mirrors (for improved visibility), the lower seat and the different handlebars, which now seem closer to you, the additional hooks for securing soft luggage and other knick-knacks. However, the instrument panel, which looks cool, isn’t very readable…

Kawasaki ER-6n, the bike to have if you want to ride, not pose...

Coming to the more important developments, the 2009 ER-6n’s front suspension has been firmed up quite a bit, which feels right. The new bike feels more agile than its predecessor and the fuel injection system seems to have been improved, so engine response below 4,000rpm is quicker and more consistent.

The ER-6n’s 649cc, 8-valve, DOHC, liquid-cooled parallel twin isn’t as smooth as an inline-four. And despite all the rubber-lined handlebar grips, seat and footpegs, some vibration still filters through to the rider, especially above 7,000rpm. But it isn’t nearly enough to make it annoying.

With just 72bhp, the bike is easy to manage, fun to ride and practical for everyday use – both experts and beginners are likely to enjoy the ER-6n. At 200 kilos (204kg for the ABS version), the bike isn’t very light, but given its ergonomics, it feels very manageable and handles well. The brakes are adequately powerful and the ABS is non-intrusive.

So there you are – here’s a Kawasaki that’s just right for most types of riding and is capable enough to be fun for experienced enthusiasts as well as those whose riding capabilities are relatively modest. And at around 6,000 euros (about US$7,680), the price is just right. If you’re into riding – and not posing – the 2009 Kawasaki ER-6n could be the right bike for you.

Also see:
2009 Hyosung GT650R gets fuel injection...
Pettinari's Triumph Daytona 675 and Street Triple specials...
2009 Aprilia Mana 850 GT unveiled...
First pics: 2009 Suzuki Gladius 650
Face-off: BMW F650GS vs Kawasaki Versys
First pics: 2009 Yamaha XJ6 Diversion and FZ6R
KTM 690 Duke riding impression...
The maddest, coolest, wildest scooter ever...

Elsewhere today:
2009 Yamaha MT-01 picture gallery...
The HOTTEST GSX-R1000 ever!!