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Kawasaki ZX-10R Preview
2013 Kawasaki ZX-10R
The 2013 Ninja® ZX™-10R superbike continues to astound passionate motorcyclists with its level of technology, reliability, and the intense feelings that envelope anyone throwing a leg over this potent literbike. It represents what can be achieved by the finest engineers when an appreciation of speed and design are applied to a motorcycle, without the desire to be anything other than the absolute best.
Kawasaki has developed a new electronic steering damper for the 2013 ZX-10R sportbike, in joint cooperation with Öhlins. Controlled by a dedicated ECU located under the gas tank cover, this new damper reacts to the rate of acceleration or deceleration, as well as rear wheel speed, to help provide the ideal level of damping force across a wide range of riding scenarios. The variable damping provides optimum rider feedback by enabling the use of lower damping forces during normal operation, without sacrificing the firm damping needed for high-speed stability. The result is a light and nimble steering feel at low speed, as well as superior damping at higher speeds or during extreme acceleration/deceleration. The anodized damper unit incorporates Öhlins’ patented twin-tube design to help ensure stable damping performance and superior kickback absorption. It is mounted horizontally at the front of the fuel tank and requires very few additional components and ads almost no weight compared to last year’s steering damper.
The highly advanced and customizable Sport-Kawasaki Traction Control (S-KTRC) lets riders harness and capitalize on the ZX-10R’s amazing blend of power and responsive handling. Exclusive to the ZX-10R, S-KTRC offers a level of performance that raises the ZX above the rest of the open sport bike class.
Motorcyclists have long been challenged by traction-related issues and riders who can keep a rear tire from spinning excessively or sliding unpredictably are both faster and safer, a tough combination to beat on the racetrack. And when talking about the absolute leading edge of open-class sport bike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus.
The MotoGP-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the ZX-10R’s Electronic Control Unit (ECU); the only additional hardware is the lightweight speed sensors located on each wheel.
Unlike the KTRC system on Kawasaki’s Concours™ 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence – exactly what one needs when piloting a machine of this caliber.
The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph on the instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes.
The system also incorporates an advanced Power Mode system that allows riders to choose the amount of power – and the character of delivery – available from the engine. Besides the standard Full-power mode are Medium and Low settings. In Medium mode, performance varies according to throttle position and engine rpm; at anything less than 50 percent throttle opening, performance is essentially the same as in Low mode; at more than 50 percent, riders can access additional engine performance. All three S-KTRC settings are available in each of the three Power Mode settings.
The potent ZX-10R engine is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. This powerplant is designed to optimize center of gravity and actual engine placement within the chassis. It has been fine-tuned to help eliminate the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence. A primary goal of Kawasaki engineers was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit.
Large intake valves complemented by wide, polished intake ports allow for controllable power delivery and engine braking, just the thing to smooth those racetrack corner entries and exits. Camshafts built from chromoly steel further contribute to optimized engine braking and more controllable power delivery. Lightweight pistons mount to light and strong connecting rods. Compression is a full 13.0:1.
A secondary engine balancer assembly allows a number of vibration-damping parts to be simplified, contributing to weight savings. Also contributing to weight savings are a light battery, ECU and fuel pump.
A race-style cassette transmission allows simple trackside ratio changes. An adjustable back-torque limiting clutch assembly is fitted, which allows worry-free downshifts and corner-entry calmness.
Cramming all that fuel and air into this amazing engine is a ram air-assisted fuel injection system featuring large throttle bodies (47mm) and sub-throttle valves, a large capacity airbox (9 liters), secondary injectors that improve top-end power characteristics, and a large ram-air intake that’s positioned close to the front of the bike for efficient airbox filling and power.
The final piece of the ZX-10R’s power-production formula is a race-spec exhaust system featuring a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.
With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency. The aluminum twin-spar frame is an all-cast assembly of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and light weight. Like the frame, the alloy swingarm is an all-cast assembly, with rigidity matching that of the frame itself.
Chassis geometry offers excellent stability and handling quickness. The front end geometry – with rake at 25 degrees and trail at 107mm (4.21 in.) – allows light, quick handling and complements the engine’s controllable power and the frame and swingarm’s flex characteristics.
Highly advanced suspension at both ends helps as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF). Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smooth action, less stiction, light weight and enhanced damping performance on the compression and rebound circuits. This compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad.
Suspension duties on the ZX-10R are handled by a Horizontal Back-Link design that positions the shock and linkage above the swingarm. Benefits include mass centralization, good road holding, compliance and stability, smooth action in the mid-stroke and good overall feedback. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.
Lightweight gravity-cast three-spoke wheels complement the tire fitment. Up front, Tokico radial-mount calipers grasp 310mm petal discs and a 220mm disc is squeezed by a lightweight single-piston caliper in back. The result is powerful, responsive braking for plenty of rider feedback.
Finally, Kawasaki engineers wrapped all this technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. The curvy edges and contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights grace the fairing while LED turn signals are integrated into the mirror assemblies. Convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.
The instrumentation is highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.
The ZX-10R’s ergonomics are designed for optimum comfort and control. A 32-inch saddle, adjustable footpegs and clip-ons mean that this is a hard-core sport bike you can actually take on an extended sport ride – and still be reasonably comfortable doing so.
The old saying, “power is nothing without control,” is certainly apt where open-class sport bikes are concerned. But when you factor in all the engine, chassis and ergonomic control designed into the 2013 Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle.
MV Agusta F3 675 Preview
MV Agusta F3 675
After being elected the “Most beautiful 600 in the world”, the MV Agusta F3 675 is now ready to become the new reference both on the street and on the track. This Supersport boasts an ultra-advanced chassis and vehicle dynamics control unit MVICS Motor & Vehicle Integrated Control System, that is on par with the most advanced Superbikes.
The MV Agusta F3 675 is a revolutionary motorcycle offering extreme emotions to the rider on the street and on the track. The three cylinder engine utilizes a revolutionary counter-rotating crankshaft, a solution that has only been previously seen on Moto GP motorcycles. Together with the most compact and light weight layout ever seen on a Supersport bike, these characteristics make the new F3 675 one of the best handling and most sophisticated Supersport motorcycles.
The MV Agusta F3 675 engine is the most advanced and powerful middle weight engine ever produced. It is an ultra-compact in-line three cylinder with the perfect balance between advanced mechanical engineering, advanced materials and electronic technology. Thanks to the MVICS system it is the first middleweight motorcycle with Full Ride by Wire engine controls. It includes 4 pre-set engine maps, one personally tunable map, and an 8 level traction control.
The chassis is also incredibly advanced. Studied and designed to obtain the maximum dynamic performance, it was created to have optimum rigidity and when compared to the other motorcycles in this category, offers an unparalleled level of feedback during all riding conditions. The development of the style of the MV Agusta F3 675 was based on the core philosophy that has always characterized all previous MV’s: the perfect balance between form and function that creates an object that is unique not only for its beauty but also in its effectiveness.
MV Agusta F3 675 Features and Benefits
Engine
The 3 cylinder layout has won a record number of world championships for MV Agusta, and the new 3 cylinder 675 pays homage to that history. This new engine employs the most advanced technical solutions to achieve top performance.
Only MV Agusta has been able to develop an incredibly short and narrow, ultra-compact engine due to the unique layout of its internal organs. Utilizing a 79mm bore, a super-short stroke of 45,9mm the MV Agusta 3 cylinder engine is extremely over-square and able to rev the highest levels ever achieved by three cylinder sports bike. It is an ultra-modern, extremely advanced engine capable of 128 hp at 14.500 rpm and 71 Nm of torque at 10.600 rpm. This level of performance has never before been available in this category and it is on par with the performance of a number of 4 cylinder engines thanks to a 15.000 rpm limit. For the first time ever, a production motorcycle utilizes a counter-rotating crankshaft that contributes to its perfect dynamic balance as well as increasing the lightning quick handling of the motorcycle.
Ultra-compact dimensions, reduced weight best in class performance are the characteristics that make the engine of the new MV Agusta F3 675 the new reference in the supersports class. An engine destined to become the new benchmark of supersport engines thanks to innovative technical solutions such as the use of a single shell mold casting resulting in the “closed deck” integration of the cylinders into the crankcase, the use of titanium both for the intake and exhaust valves and the new MVICS system. Another unique feature is the integrate oil and water system: the pump system water and oil and passages are placed entirely inside the crankcase castings offering both performance and styling advantages to the most powerful Italian 3 cylinder ever produced.
With this layout MV raced and won an unprecedented number of races and world championship titles. Today the 3-cylinder engine has returned in the form of a Supersport with the most advanced technical solutions and performance.
Electronics
The most advanced electronic engine control system ever seen on a Supersport has been designed specifically for this extraordinary new three cylinder. A fuel injection system that is extremely sophisticated using a two fuel injectors per cylinder coupled with a throttle body employing 50mm throttle valves, a new record for a Supersport! The F3 675 introduces for the first time the MVICS system that allows the engine to unleash a record level of power and control in every situation. The rider can select one of the 4 available maps, or customize an additional map to obtain the power delivery desired. With the MVICS system it is possible to generate a perfect harmony between the power delivery and the traction control. As with every MV Agusta the Traction Control offers 8 levels of adjustment and is now accessible through the input on the left handlebar and the dashboard interface. This system is incredibly advanced and can be custom tailored by the rider with a series of optional MV Agusta Special Parts:
* Vehicle lean sensor capable of reading all of the vehicle inclination data. This interfaces with the traction control and engine control algorithms effectively reading the wheel slip during all angles of lean and then adjusting the throttle opening, spark advance and fuel delivery to ensure the optimal safety and acceleration in all dynamic conditions
* Launch Control which permits the optimum performance during starts and offering the maximum acceleration possible
* Anti-wheeling which permits the optimization of the vehicle acceleration
* MV Agusta EAS Electronically Assisted Shift which allows incredibly rapid shifting without ever having to close the throttle or employ the clutch.
Chassis
As always, those who ride MV Agusta’s have become accustomed to having the very best components and maximum performance from the chassis. The new F3 675 follows this tradition with a level of quality that exceeds most of the 1000cc superbikes on the market. As with all previous MV’s, the advanced frame design incorporates a mix of steel tubing and aluminum side plates that wrap around the ultra-compact engine offering a level of compactness never before seen on a supersport motorcycle. The compact engine dimensions left the maximum liberty to design the most advanced chassis on the market with an exceptionally long single sided swingarm that guarantees traction and feedback to the rider. All of this encapsulated in a 1,380 mm wheelbase with a 173 kg weight that has set a new record for the Supersport category. The components, as always, are of the highest quality. The Marzocchi 43mm front fork is completely adjustable as well as the Sachs piggy-back rear shock. The front brake system consists of a Nissin radial master cylinder, Brembo radial calipers and 320 mm discs all coupled to ultra-light aluminum wheels that allows the F3 675 to offer handling never before experienced on a Supersport motorcycle.
2013 BMW HP2 Sport has a fast speed performance with its race track appearances rarely has a 2-cylinder flat twin bike caused the competition so much trouble, it even outdistanced many a 4-cylinder bike. In the 2013 BMW HP2 Sport last 24-hour race at the Oschersleben Speedweek, both machines entered in the race finished in the overall top 10. One reason Sport for this performance is the DOHC cylinder head, which is being used for the first time in this fascinatingly engineered enthusiast’s motorcycle. For all ambitious sports riders and keen flat twin fans a unique limited edition of 400 is now to be produced derived from the paint finish of the Endurance machine, it is finished in the colours Alpine White Indigo Blue HP Red. As in the racing machine, the rims are finished in Indigo Blue at the front and Alpine White at the rear.
The 2013 BMW HP2 Sport otherwise all the familiar specifications apply, including the material leading to a sensational dry weight of 178 kg and the impressive performance figures. This move effectively makes the HP2 Sport redundant when it comes to racing. The shaft-drive and BMW’s unique own-brand revocation just isn’t developed for being encouraged challenging on monitor. It’s 2013 BMW HP2 Sport well created, magnificently sensible and it even looks very intelligent.
2013 BMW HP2 Sport is quite simply, the best and most high-tech Boxer-engined BMW that the company will ever produce. Only 2013 BMW HP2 Sport when the last of the green lights is out will the bike run properly, that’s when the onboard diagnostic systems have run their checks and decided that the engine is up to temperature and ready for the off. 2013 BMW HP2 Sport has a price of $15,295 USD. Although 2013 BMW HP2 Sport you can still pull away, up until that point it won’t allow you access to full power for fear of harming the engine.
KTM 150SX Preview
KTM 150SX
Performance approaching that of a 250 with the handling of a 125. The perfect all-rounder in the 2-stroke segment appears even more aggressive now with new bodywork and significantly revamped suspension. You can't go wrong here.
KTM 150SX Features and Benefits
COOLING SYSTEM
The tried and tested, integrated cooling system leads from the cylinder head through the frame triangle directly to the new radiators made by WP Radiator from tougher aluminium. Lack of piping simplifies radiator installation and improves air flow beneath the fuel tank of the KTM 150 SX 2013.
AIRBOX
The revised design of the airbox guarantees optimum protection of the filter from dirt and maximum air flow for top performance. New, significantly stiffer intake snorkels between filter and throttle body also have a noticeable effect. New airbox covers are manufactured in a 2-component process with new in-mould graphics. The fixing for the left cover has been further improved, along with its installation. This makes quick replacement of the twin-air filter in a matter of seconds even easier. Needless to say, no tool is required - a feature that's unique in the motocross world. Furthermore, an additional tab on the cover allows it to be secured with a bolt.
FRAME
The modern frame design of lightweight, high strength, chrome-molybdenum steel section tubes guarantees an ideal mix of longitudinal and torsional stiffness, resulting not only in easy handling and precise steering behaviour, but also in excellent ride stability. The engine braces to the cylinder head have also been optimised, along with their attachment to the frame. The frames bear a new colour for the 2013 model year and they are still the benchmark in terms of weight and stability.
SHOCK ABSORBER
The WP monoshock has been further refined for the KTM 150 SX 2013 and, together with the KTM linkage system, it excels with its completely revamped settings for improved damping, more traction and even higher reserves against bottoming out. As ever, rebound and compression damping high and low speed can be adapted individually to the track and rider in no time at all.
HANDLEBAR
All SX models are equipped in 2013 with new Renthal Fatbar 827 handlebars, whose offset has been adapted to the needs of our motocross professionals same as 996 Bend. As on the factory bikes, these handlebars are now black anodised and protect the rider with a large Renthal crash pad. Furthermore, we've also developed new grips that are manufactured in a 2-component process by Domino. Needless to say, four handlebar position settings are still the KTM standard.
BRAKES
Brakes from Brembo are standard equipment on KTM motocross bikes and, together with lightweight wave brake discs, they are recognised as the measure of all things in terms of application and brake performance. At the rear wheel, the brake calliper carriers have been adapted to the larger axle diameter on the KTM 150 SX 2013.
KTM 250SX Preview
KTM 250SX
It doesn't always have to be a four-stroke. The KTM 250 SX 2013 has raised the bar to another level in its class and is now a formidable weapon to combat the competition thanks to its incredible power combined with extremely low weight. Simply unbeatable in terms of power-to-weight ratio.
KTM 250SX Features and Benefits
CLUTCH
A new DDS clutch Damped Diaphragm Steel with a wear-free steel cage is fitted to the new KTM 250 SX engine, allowing use of thin steel discs for minimum overall width. The diaphragm spring, which preloads the package, not only reduces the operating force required to pull the clutch, but also provides space for integrated hub damping. The result: more traction and protection for the transmission. And with hydraulic clutch actuation from Brembo, the rider has everything under control right from the start.
FRAME
The modern frame design of lightweight, high strength, chrome-molybdenum steel section tubes guarantees an ideal mix of longitudinal and torsional stiffness, resulting not only in easy handling and precise steering behaviour, but also in excellent ride stability. The engine braces to the cylinder head have also been optimised, along with their attachment to the frame. The frames bear a new colour for the 2013 model year and they are still the benchmark in terms of weight and stability.
FORK
The further improved 48 mm 1.89 in upside-down fork featuring closed-cartridge technology has been optimised with completely revamped settings for perfect harmony with the new frame and engine. The new oil is significantly more wear-resistant and guarantees more consistent damping throughout both the course of a race and the bike's life cycle. A new lower triple clamp is 80 g 2.82 oz lighter and, just like the upper triple clamp, CNC-machined from high quality aluminium, whereby the steering characteristics and hence the responsiveness of the fork have been noticeably improved.
BODYWORK
Not only visually does the completely revamped bodywork indicate that the 2013 model year represents a new SX generation. Above all, the ergonomics and function of the plastics have been designed in such a way that the whole chassis and engine package forms a perfect harmony with the rider down to the very last detail. The fuel tank and spoiler have been restyled along with the airbox cover and the front fender, including the start number plate. A particular highlight is the new front fender, which has no ribbing whatsoever on the inside, thereby preventing mud build-up. A pioneering structure and improved attachment of the fender to the triple clamp result in up to 50% greater lateral stiffness.
WHEELS
The wheels are fitted with lightweight, CNC-machined hubs and high-end EXCEL rims, plus new, black-coated spokes with aluminium nipples, guaranteeing the highest levels of stability while keeping weight to a minimum. The Pirelli Scorpion tyres MX Mid Soft 32 stand for excellent traction and good performance. For the benefit of greater ride stability on the KTM 250 SX 2013, the rear axle has been increased in diameter from 20 mm 0.79 in to 25 mm 0.98 in.
BRAKES
Brakes from Brembo are standard equipment on KTM motocross bikes and, together with lightweight wave brake discs, they are recognised as the measure of all things in terms of application and brake performance. At the rear wheel, the brake calliper carriers have been adapted to the larger axle diameter for MY 2013
KTM 250SX-F 2013 Preview
KTM 250SX-F
The KTM 250 SX-F has been an established force in the MX2 World Championship for 8 years now. And the new generation appears with a completely new, even lighter engine and an updated injection system. In other words: a performance package that will redefine the MX2 class. Together with a new frame and new bodywork, the new 2013 KTM 250 SX-F is a winning bike that dominates the MX2 class.
KTM 250SX-F Features and Benefits
ENGINE
A completely new design, without kickstarter, in a new engine case, manufactured in a die-casting process. What's all this for? To save weight. A new, elastic and simultaneously high-strength, aluminum alloy provides additional damage protection for the engine on the 2013 KTM 250 SX-F.
CYLINDER + PISTON
The stroke-bore ratio of the 2013 KTM 250 SX-F has been defined as somewhat shorter-stroked for the benefit of higher peak power, with the new cylinder now boasting a bore of 78 mm (3.07 in) (previously 76 mm (2.99 in)), hence providing space for larger valves. Despite the larger diameter, the box-type, forged piston is lighter in weight. This reduces the moving masses and enables higher engine speeds as well as more power.
BALANCER SHAFT
The goal was less vibration in spite of increased revs. That's why the new KTM 250 SX-F engine also has a laterally positioned balancer shaft, which also serves as the drive wheel for the timing chain and the water pump.
CYLINDER HEAD
Those wanting to know what drives a winner to victory will find the answer here. The heart of the newly developed DOHC engine is the redesigned cylinder head with twin overhead camshafts and DLC-coated cam followers that actuate the titanium valves. Larger, flow-optimized ducts in conjunction with the more generously dimensioned intake valves (intake 32.5 mm (1.28 in), exhaust 26.5 mm (1.043 in)) guarantee 10% more gas flow and significantly improved performance. The new camshafts on the 2013 250 SX-F have also been designed (new valve timing, larger stroke) for achieving a huge increase in performance compared with the predecessor model, above all at the top end of the rev range max. 14,000 rpm, previously 13,400 rpm.
NEW INJECTION SYSTEM
The Keihin engine management system with electronic fuel injection has been improved significantly on the 2013 KTM 250 SX-F. Even more performance has been achieved with greater air flow through a new throttle body - featuring a 44 mm 1.73 in instead of a 42 mm 1.65 in port - in conjunction with the new injector nozzle. The throttle position sensor TPS is more durable and protected from stone impact with a plastic protector. The connectors are now enclosed in rubber grommets to protect them from pressure washers. The wiring harness has been simplified and the quality of cables and connectors optimized. Additional engine characteristics can also still be activated with an optional PowerParts map-select switch that can be mounted on the handlebar.
WEIGHT
The modern frame design of lightweight, high-strength, chromoly steel section tubes guarantees an ideal mix of longitudinal and torsional stiffness, resulting not only in easy handling and precise steering behavior, but also in excellent ride stability. The four-stroke frames impress in MY 2013 with a stiffening of the frame triangle and thinner-walled down tubes. This leads to an improvement in tracking stability Increased torsional stiffness accompanied by a reduction in weight. The engine braces to the cylinder head have also been optimized, along with their attachment to the frame. The frame bears a new color on the KTM 250 SX-F and it is still the benchmark in terms of weight and stability.
FORK
The further improved 48 mm 1.89 in upside-down fork featuring closed-cartridge technology has been optimized with completely revamped settings for perfect harmony with the new frame and engine. The new oil is significantly more wear-resistant and guarantees more consistent damping throughout both the course of a race and the bike's life cycle. A new lower triple clamp is 80 g 2.82 oz lighter and, just like the upper triple clamp, CNC-machined from high quality aluminium, whereby the steering characteristics and hence the responsiveness of the fork have been noticeably improved.
SHOCK ABSORBER
The WP monoshock has been further refined for 2013 and, together with the KTM linkage system, it excels with its completely revamped settings for improved damping, more traction and even higher reserves against bottoming out. Rebound and compression damping high and low speed can be adapted individually to the track and rider in no time at all.
WHEELS
The wheels are fitted with lightweight, CNC-machined hubs and high-end EXCEL rims, plus new, black-coated spokes with aluminum nipples, guaranteeing the highest levels of stability while keeping weight to a minimum. The Dunlop GEOMAX MX51 tires stand for excellent traction and performance. For the benefit of greater ride stability on the KTM 250 SX-F, the rear axle has been increased in diameter from 20 mm 0.79 in to 25 mm 0.98 in.
BODYWORK
Not only visually does the completely revamped bodywork indicate that the 2013 model year represents a new SX generation. Above all, the ergonomics and function of the plastics have been designed in such a way that the whole chassis and engine package forms a perfect harmony with the rider down to the very last detail. The fuel tank and spoiler have been restyled along with the airbox cover and the front fender, including the front number plate. A particular highlight is the new front fender, which has no ribbing whatsoever on the inside, thereby preventing mud build-up. A pioneering structure and improved attachment of the fender to the triple clamp result in up to 50% greater lateral stiffness.
KTM 350SX-F Preview
For 2 years now, the KTM 350 SX-F has been demonstrating that races are not decided by displacement. This unique bike supplies the power and performance of a 450 combined with the handling of a 250. Now the MX1 championship bike is entering MY 2013 with a revamped engine, an improved chassis and new bodywork.
KTM 350SX-F Features and Benefits
REVAMPED ENGINE
The advantage of the KTM 350 SX-F has always been its weight. And now the bike's heart is even lighter. Another 500 g 17.64 oz and more have been lost thanks to the new die-cast housing. The extremely short-stroked DOHC power unit, equipped with the latest generation of EFI, excels with its even wider rev range and exceedingly efficient rideability. And, just like all KTM four-strokes, it can be activated with an electric-starter.
CYLINDER HEAD
The modifications to the 350 cm³ 21.36 cu in DOHC engine can be summarized very easily: more power at less weight. Flow-optimized ducts supply greater gas flow and better cylinder charging. Strengthened valve heads and valve seats plus valve springs with a higher spring force make it possible for the lightweight titanium valves to withstand the increase in maximum engine speed from 13,000 rpm to 13,400 rpm. Or more simply said: more power for the new 2013 KTM 350 SX-F.
CRANKSHAFT
Factory bike or production bike? You'll find no difference in the crankshaft. Just like last season's KTM factory machines, the crankshaft on the new 2013 KTM 350 SX-F is equipped with a revolutionary plain bearing in the lower conrod eye. In conjunction with the stiffened crankshaft and a lighter piston, this design is a key prerequisite for increasing the maximum engine speed to 13,400 rpm and the impressive peak performance of the 350 cm³ 21.36 cu in engine. But not everything revolves around pure power. One major benefit is an extension to the service intervals for the crankshaft; a benefit in terms of time and costs.
FRAME
The modern frame design of lightweight, high-strength, chromoly steel section tubes guarantees an ideal mix of longitudinal and torsional stiffness, resulting not only in easy handling and precise steering behavior, but also in excellent ride stability. The four-stroke frames impress in MY 2013 with a stiffening of the frame triangle and thinner-walled down tubes. This leads to an improvement in tracking stability Increased torsional stiffness accompanied by a reduction in weight. The engine braces to the cylinder head have also been optimized, along with their attachment to the frame. The frame bears a new color on the 2013 KTM 350 SX-F and it is still the benchmark in terms of weight and stability.
TELESCOPIC FORK
The further improved 48 mm 1.89 in upside-down fork featuring closed-cartridge technology has been optimized with completely revamped settings made specifically for the United States MX market for perfect harmony with the new frame and engine. The new oil is significantly more wear-resistant and guarantees more consistent damping throughout both the course of a race and the bike's life cycle. A new lower triple clamp is 80 g 2.82 oz lighter and, just like the upper triple clamp, CNC-machined from high-quality aluminum, whereby the steering characteristics, and hence, the responsiveness of the fork have been noticeably improved.
SWINGARM
The cast aluminum swingarm has been developed with state-of-the-art calculation and simulation software and constructed, in terms of design and wall thickness, for minimum weight with optimum stiffness and sufficient flex. For the 2013 KTM 350 SX-F, engineers have redesigned the rear section of the swingarm to allow installation of a larger rear wheel axle (25 mm (0.98 in) instead of 20 mm (0.79 in)) for the benefit of better tracking stability. Moreover, they have succeeded in reducing weight by more than 100 g (3.53 oz) by revising the bolts, cups and nuts on the linkage.
WHEELS
The wheels are fitted with lightweight, CNC-machined hubs and high-end EXCEL rims, plus new, black-coated spokes with aluminium nipples, guaranteeing the highest levels of stability while keeping weight to a minimum. The Dunlop GEOMAX MX51 tires stand for excellent traction and performance. For the benefit of greater ride stability on the KTM 2013 350 SX-F, the rear axle has been increased in diameter from 20 mm 0.79 in to 25 mm 0.98 in.
BRAKES
Brakes from Brembo are standard equipment on KTM motocross bikes and, together with lightweight Galpher wave-type brake discs, they are recognized as the measure of all things in terms of application and brake performance. At the rear wheel, the brake caliper carriers have been adapted to the larger axle diameter for MY 2013.
KTM 450SX-F 2013 Preview
KTM 450SX-F
A completely new, significantly lighter engine, featuring groundbreaking injection technology, guarantees brutal yet controllable power. Packed into a chassis, which has been improved massively in terms of bodywork, frame and suspension, the 2013 KTM 450 SX-F sets a new benchmark among the 450 four-strokes in terms of performance and maneuverability with its easy handling.
KTM 450SX-F Features and Benefits
ENGINE
Less weight, less maintenance. But, because you can't save on everything, the 449.3 cm³ 27.418 cu in SOHC SX-F engine offers one major plus: more power. If you combine the 4.4 pounds saved by the more compact design with the unbelievable 60 hp, you end up with unparalleled power development and handling previously unheard of in the 450 class.
CYLINDER HEAD
This is precision engineering: a cylinder head reconfigured for optimal motocross characteristics with a very broad rev range. In this extremely compact and lightweight construction, only one camshaft specially designed for the KTM SX-F actuates four titanium valves via weight-reduced rocker arms DLC-coated on the intake side. Together with ultra-light valve springs and spring retainers, a maximum engine speed of up to 11,500 rpm can be achieved for maximum power.
CRANKSHAFT
The crankshaft on the new KTM 450 SX-F with a 63.4 mm 2.496 in stroke is equipped for 2013 with a revolutionary plain bearing in the lower conrod eye. This means that the conventional needle bearing is replaced by 2 press-fit bearing shells in the ultra-light Pankl connecting rod, which run directly on the crankshaft's additionally reinforced crank pin. The sliding bearing is supplied with oil directly from the pressurised oil circuit via the crankshaft. In other words: No problem when it comes to rev limits, and the need for servicing the crankshaft is halved. And, because the gyrating mass has been reduced, the bike has more bite and it's even more agile and dynamic.
FRAME
The modern frame design of lightweight, high-strength, chromoly steel section tubes guarantees an ideal mix of longitudinal and torsional stiffness, resulting not only in easy handling and precise steering behavior, but also in excellent ride stability. The four-stroke frames in MY 2013 feature a stiffer frame triangle and thinner-walled down tubes. This leads to an improvement in tracking stability increased torsional stiffness accompanied by a reduction in weight. The engine braces to the cylinder head have also been optimized, along with their attachment to the frame. The frame features a new color on the 2013 KTM 450 SX-F and it is still the benchmark in terms of weight and stability.
FORK
The further improved 48 mm 1.89 in upside-down fork featuring closed-cartridge technology has been optimized with completely revamped settings developed in the United States for perfect harmony with the new frame and engine. The new oil is significantly more wear-resistant and guarantees more consistent damping throughout both the course of a race and the bike's life cycle. A new lower triple clamp is 80 g 2.82 oz lighter and, just like the upper triple clamp, CNC-machined from high-quality aluminum, whereby the steering characteristics, and hence, the responsiveness of the fork have been noticeably improved.
SWINGARM
The cast aluminum swingarm has been developed with state-of-the-art calculation and simulation software and constructed, in terms of design and wall thickness, for minimum weight with optimum stiffness and sufficient flex. For the 2013 model year, engineers have redesigned the rear section of the swingarm to allow installation of a thicker rear wheel axle (25 mm (0.98 in) instead of 20 mm (0.79 in)) for the benefit of better tracking stability. Moreover, they have succeeded in reducing weight by more than 100 g 3.53 oz by revising the bolts, cups and nuts on the linkage.
CLUTCH
A DDS clutch Damped Diaphragm Steel with a wear-free steel cage is fitted to the new KTM SX-F engine, allowing use of thin steel discs for minimum overall width. The diaphragm spring, which preloads the package, not only reduces the operating force required to pull the clutch, but also provides space for integrated hub damping. The result: more traction and protection for the transmission. And with hydraulic clutch actuation from Brembo, the rider has everything under control right from the start.
ELECTRIC STARTER
Every milli-second counts when starting. That's why the new KTM 450 SX-F can also be started simply at the press of a button. This is an invaluable benefit in the heat of a motocross battle.
BODYWORK
Visually the completely revamped bodywork indicates that the 2013 model year represents a new SX generation. Above all, the ergonomics and function of the plastics have been designed in such a way that the whole chassis and engine package forms a perfect harmony with the rider down to the very last detail. The fuel tank and spoiler have been restyled along with the airbox cover and the front fender, including the front number plate. A particular highlight is the new front fender, which has no ribbing on the inside, to prevent mud build-up. A pioneering structure and improved attachment of the fender to the triple clamp result in up to 50% greater lateral stiffness.
The Triumph will offer its newest adventure bike - the 1215cc Tiger Explorer - in an XC version, which caters to the off-road oriented rider.
The XC version gets added protection, auxiliary lights and off-road friendly spoked wheels. The upgrades will likely add $1000 to the standard Tiger Explorer's base price of $15,699 (like the XC version of the Tiger 800).
The Tiger Explorer XC, which pumps out 135 horsepower and 89 ft. lbs. of torque from its inline three, will arrive with aluminum rimmed, steel spoked wheels - 19-inch up front, 17-inch out back - though the wheels will use tubeless tires.
This is the big difference between the Tiger Explorer XC and some of its competitors, including the BMW R 1200 GS and the KTM Adventure, which both arrive with tube tires in spoked wheels. Having tubeless tires will make flats much easier to service considering the quality plugs currently available. This also means that the wheels won't have to be removed to change tubes.
As for protection, the XC version will arrive with an aluminum skid plate to protect the bottom of the engine, and tubular-steel engine crash bars. Other adventure "farkles" include dual fog lights with 55 watt bulbs for extra visibility at night, and hand guards. But with the addition of these accessories will arrive some extra weight to the 571-lbs. (including 5.3 gallons of fuel) standard Tiger Explorer.
The rest of the bike is standard, the Tiger Explorer XC arriving with switchable ABS, shaft drive, cruise control and traction control. As for color, there's only one choice - a woodsy Khaki Green.
The Honda CRF250R Superb handling and excellent power stand as the hallmarks of the CRF250R, and the revised 2012 model ups the ante in the 250 class. A new cylinder head and 46mm throttle body produce a broadened powerband featuring more low-end and midrange torque for an amazing, right-now hit of power. In addition, a new suspension linkage along with updated suspension settings front and rear bestow improved tracking and more precise handling upon the CRF250R, enhancements that make a great-handling bike even better than before. In addition to those changes, longer and wider footpegs deliver more support and Dunlop's premium MX51 tires cap off championship-caliber credentials that make the CRF250R the bike to beat in 2012.
Anyone who’s ever raced in the Lites class knows that your bike better be perfect if you expect to win. With a 450, all that power can help you erase a mistake, but on a 250 if you give an inch the rest of the pack is going to use you for traction.
That’s why the new 2013 CRF250R doesn’t give an inch. We took the 2012 Lites East AND West SX champion and gave it an even sharper edge. Updates include a larger high speed compression adjuster on the shock for improved low-speed damping, along with a stiffer fork spring up front and more high-speed compression damping adjustability in the rear. New Dunlop MX51 tires improve drive feeling and save weight, and new disc covers channel some of the 450’s style into the 250 class.
Of course we’ve kept the features that put the CRF250R on the top podium box all across the country: its twin-spar aluminum frame, Unicam engine with fuel injection (new ECU settings this year for better low- and mid-rpm performance), and the exclusive Honda Progressive Steering Damper. All-in-all, it’s the most dialed-in 250 we’ve ever produced, Which means it’s way more dialed than anything else on the track.
Honda’s engineers focused their efforts around the CRF250R’s engine and suspension performance. The engine’s response at low and mid-rpm has been boosted thanks to recalibration of the fuel injection, while the rear shock has been revised with new internals and damping rates. The front fork has a new, stiffer spring with damping to match. Taking advantage of the suspension’s upgraded performance are new Dunlop tyres; offering improved traction the rear also saves weight.
Light Makes Might.
Compact and batteryless, the CRF250R’s Programmed Fuel Injection (PGM-FI) system optimizes performance, and improves fuel efficiency.
Totally D
New front and rear suspension internals, stiffer fork springs, and revised high-speed compression adjustments in the rear help the CRF250R hook up and handle better than ever.
The Power to Win.
Honda’s Unicam engine is the benchmark in the four-stroke MX class. New settings for the electronic fuel injection (EFI) give you improved performance in the low- and mid- ranges this year.
The Honda Difference.
Developed by our factory racing team, the Honda Progressive Steering Damper is lightweight, compact and enhances cornering ability while reducing rider fatigue.
Honda CRF250R Features and Benefits
*New cylinder head and 46mm throttle body produce a broadened powerband featuring more low-end and midrange torque.
*Revised engine tuning produces added response and midrange power.
*Updated suspension settings front and rear for improved tracking and more precise handling.
*New footpegs are wider and longer for more support, and are now silver color.
*New front axle collars add rigidity to the front end, increasing steering precision.
Engine/Drivetrain
*Liquid-cooled four-valve Unicam® 249cc engine.
ialed.*Engine is designed for improved power delivery from a compact package that lowers the center of gravity and enhances mass centralization for improved handling.
*Forged slipper-piston material permits a thinner crown. Low-friction surface treatment ensures high-rev potential.
*Programmed Fuel Injection PGM-FI system utilizes a 46mm throttle body with 12-hole injector fed by lightweight 50-psi pump to ensure optimum fuel atomization and precisely targeted fuel charge. System also improves fuel consumption.
*PGM-FI system monitors throttle position, intake air and coolant temperatures and manifold pressure to accurately map fuel charge and ignition spark, significantly improving partial-throttle response and helping to ensure excellent rideability.
*Two crankshaft position sensors quickly determine crank position to provide quick starts, hot or cold.
*Kashima coating applied to the clutch basket and clutch center improves clutch life and feel.
The CRF250R's 249cc, liquid-cooled four-valve Unicam engine has always impressed riders of all abilities with its broad spread of useable power, everywhere in the rev-range, plus a pin-sharp and instant throttle response. Bore and stroke remains 76.8mm x 53.8mm, with compression ratio at 13.2:1; the 30.5mm titanium inlet valves and 25mm steel exhaust valves are unchanged.
For improved drive and traction out of corners revised mapping of the PGM-FI fuel injection has boosted low/mid-range torque and power, and also allows the engine to make a little more power at peak rpm. To meet FIM noise regulations the rear exhaust muffler also features a new 'Triangle Punch' design on the internal baffle. A Honda patent, the pattern is highly efficient at passing exhaust gas to the glass wool wrapping, and at high rpm reduces noise output by 2dB with no loss of performance.
Chassis/Suspensio
*Revised fork valving offers improved balance and bottoming resistance.
*Revised shock valving helps deliver optimum chassis balance and improved suspension action.
*Honda Progressive Steering Damper (HPSD)-equipped Twin-Spar Aluminum Frame with forged-aluminum steering head.
*HPSD features a compact damper attached to the lower triple clamp and the steering head to allow more aggressive steering characteristics and assist straight-line handling. Damping action smoothly progresses as handlebar deflection increases, which produces very natural steering characteristics and feel.
*Pro-Link Rear Suspension features exclusive Showa integrated-reservoir shock absorber with all-new damping.
*Brake system integrates the rear master cylinder and fluid reservoir, eliminating the separate reservoir and hose.
*Link-type front-brake master cylinder and a lightweight brake rotor provide strong braking.
The CRF250R's steering geometry, aluminium twin-beam frame and swingarm are unchanged, but the Showa 48mm inverted cartridge forks feature new springs with a stiffer (from 4.4 to 4.6 Kg/cm) rate, for more precise handling through extra-rough sections of track. The forks' internal sub-piston diameter has increased from 35mm to 37mm, for improved low speed damping. Both rebound and compression damping can be adjusted through 16 positions.
A redesigned internal damper adjuster bolt (up 2mm in diameter to 11.5mm), guide and coil spring improves the Showa rear shock's high-speed control and bump absorption. Damping rates are firmer to suit. The Pro-Link rear suspension has 12.3in travel, plus spring preload adjustment and 17-position rebound adjustment. Compression damping is separated into 13-position (low-speed) and 3.5 turns (high speed).
The Dunlop MX51 Geomax 81/100-21 front tyre features a subtle tread pattern change that helps traction and aids rider confidence. The 100/90-19 MX51 tyre saves 400g of all-important unsprung weight from the rear wheel, using a lighter inner structure, with no loss of rigidity or grip. Protecting the front 240mm wave pattern disc and two-piston brake caliper is a new, two-piece cover identical to that fitted to the 2013 CRF450R; the rear 240mm wave-pattern disc and single-piston caliper also gets a CRF450R-spec cover.
