PPIHC: Carlin Dunne Sets Outright Best Motorcycle Time at Pikes Peak Tire Test on a Lightning Motorcycle

The competitors for the 91st Pikes Peak International Hill Climb have just concluded a two-day tire test at the Colorado road course, and it should perhaps come as no surprise that our boy Carlin Dunne has posted the outright fastest lap for a motorcycle during the tire test (the Santa Barbara native set the outright two-wheeled course record last year on his Ducati Multistrada 1200 S). What is surprising about Carlin’s result at the tire test is that he was on the Lightning Motorcycles electric superbike. That’s right, the fastest bike so far for 2013′s Race to the Clouds is a 200+ hp electric superbike that is refueled with solar energy. Petrol heads, eat your heart out.

Report: Indianapolis “Opting-Out” of 2014 MotoGP Race?

Talking to the Indy Star, Mark Miles (CEO of Hulman & Co, the parent company to Indianapolis Motor Speedway) has put some doubt into the historic venue’s commitment to host the MotoGP Championship. Having a contract to run the race through the 2014 season, Miles said that IMS might opt-out of the final year in its agreement with Dorna (IMS apparently has this option for a brief window after the 2013 Indianapolis GP). However while the news has focused so far on IMS’s ability to opt-out, both Dorna and Indianapolis Motor Speedway have options in their contract to go through with the 2014 round, and with a bevy of variables in the air, we may or may not see three American GP rounds next year.

2014 Yamaha FZ-09 – Three Cylinders of Naked

Surprise! America will be getting a 847cc three-cylinder naked bike for the 2014 model year, the 2014 Yamaha FZ-09. Replacing the Yamaha FZ8 in the Japanese company’s line-up, the FZ-09 is the first motorcycle from the tuning fork brand to sport the Yamaha’s new line of three-cylinder engines. The Yamaha FZ-09 comes about as the MIC is reporting its second-consecutive year of growth in the 751+cc sport bike segment, as well as increase in commuter riding over short-distance sport riding. With those trends in mind, Yamaha has punched out the displacement on its middleweight naked bike, and focused on giving riders a comfortable, yet stout, motorcycle. Priced at $7,990 MSRP, we think Yamaha hit the nail pretty much on the head with this one.

Trackside Tuesday: The Mind-Killer

In the past few years I’ve come to believe that, while superior physical differences (their reflexes and fine motor skills) are significant, it’s the mental differences that are the most interesting. I suppose anyone who has ridden a motorcycle even a bit beyond one’s comfort zone can appreciate some part of the physical aspect of riding a racing bike. For most of us, even the speed of racers in local events is impressive compared to our street riding. While the skills with throttle, brakes, and balance are on a level similar to the best athletes in other sports, I think that what really sets motorcycle racers apart is their ability to overcome fear.

Video: Still Think Electric Motorcycles Are Slow?

The progress in the last five years on electric motorcycles has been astounding. Taking their first laps around the Isle of Man TT Mountain Course, a 87.434 mph pace was the best an electric motorcycle could do at the prestigious road race in 2009 — a pace that was on par with the 50cc record set in 1971. In just five years after the first laps were taken by electric motorcycles at Snaefell, these machines have grown their average lap speeds by over 20 mph at the TT Zero race, setting a new record of 109.675 mph in 2013, and boasting a rate of improvement of roughly 5 mph each year since 2009. If hitting 142.2 mph down the Sulby Straight speed trap wasn’t further proof of the speeds these bikes are achieving, maybe some visual evidence will help support the notion.

Here’s Your Feel Good Moment of the Week — Now, What’s Your Excuse for Not Riding Today?

Darius Glover is a dirt bike racer. Like you and me, he lives to ride, and when he is on two-wheels he feels the freedom that only other motorcyclists can truly understand. The thing is though, Darius is paralyzed from the waist down. Where others would give up their dreams and this sport, Darius at the age of 15 instead pushed onward. No pity parties, no excuses, just simply a daily example of where there is a will, there is a way, and a reminder that you can achieve anything that you put your mind to. It’s hard not to get a bit choked up listening to Darius tell his story, but you walk away feeling uplifted after feeling his attitude come across the screen.

Erzberg Rodeo – Red Bull’s S&M Playhouse for Motorcycles

Any race where 1,500 riders start, 500 qualify, and only 14 finish, has got to be an epic competition, and considering the fact that the Erzberg Rodeo starts in the excavation pit of an Austrian mine…well, it takes a special rider to be enticed by such an event. One such special rider is Graham Jarvis, who was the first of the fourteen men to reach the 20th and final checkpoint. Taking 2 hours and 52 seconds to complete the course, Jarvis made the 2013 Erzberg Rodeo look downright easy. However, with one look at the race-day conditions from this past weekend, we know it was anything but.

Controlling the Uncontrollable – The Role of Ritual in Racing

While normally, MotoGP fans never get enough of seeing Valentino Rossi on TV, there is one shot they would (for the most part) gladly be spared. As he leaves the pits, Rossi stands on the footpegs, and pulls his leathers from between his buttocks, before sitting back down again and leaving. These rituals – part useful limbering up, part invocation of Lady Luck – are something many riders perform, in their attempt to exert control over themselves, and over their environment. In a fascinating press release – by far the most interesting we have received in many months – the Aspar team today provided a discussion and explanation of what riders are trying to achieve through the use of these rituals.

Up-Close with the 2013 MotoCzysz E1pc

Hoping to make it four wins in a row, it goes without saying that the MotoCzysz crew is working hard to close the gap to the John McGuinness and the Mugen team. However, having Team Principal Michael Czysz stuck back in the US, undergoing cancer treatments, must certainly add another level of motivation for the on-island MotoCzysz crew. Making time in their busy schedule, Asphalt & Rubber got to take some up-close photos of the 2013 MotoCzysz E1pc. The most obvious changes made to the MotoCzysz E1pc for the 2013 TT Zero race are the use conventional suspension pieces. Of course, it’s not a completely standard suspension setup, as MotoCzysz has developed its own adjustable triple clamp that incorporates tunable lateral flex parameters.

MotoGP: Max Biaggi To Test Ben Spies’s Ducati at Mugello, Michele Pirro To Replace Spies at Barcelona

Max Biaggi is to make a surprise return to riding a MotoGP machine. The former 250 and World Superbike champion will take a seat on Ben Spies’ Ignite Pramac Ducati as part of a one-day test at Mugello, as part of Ducati’s testing program, according to Italian site GPOne. Spies was scheduled to stay on at Mugello to take part in a two-day test, but after the first day of practice at last weekend’s Italian Grand Prix, it was clear to both Spies and Ducati that his shoulder was still too weak to ride a MotoGP machine. With work continuing on the Desmosedici, it was important for Ducati to get as much data as possible on their bike, and so Biaggi was offered the chance to ride the machine.

2010 Honda VFR1200F Breaks Cover

10/08/2009 @ 12:43 pm, by Jensen Beeler8 COMMENTS

2010 Honda VFR1200F Breaks Cover 2010 Honda VFR1200F 560x373

After 10 years of waiting, VFR owners can rejoice in the announcement of the new 2010 Honda VFR1200F. Actually comprising of two models, the VFR will come in a standard model, and a model equipped with the dual-clutch automatic transmission.

Available in the Spring of 2010, the VFR1200F will make 172hp, and 95lb•ft of torque from its 1,237cc V4 motor. The new VFR is a big girl though, tipping the scales in Europe at 588lbs, and here in the US at 591lbs. If you want the dual-clutch model,  expect a bike that weighs a staggering 613lbs. Pictures, videos, and specs after the jump.

As we reported earlier, the VFR will feature a 76º V4 motor with a unicam crankshaft, offset cylinder spacing, variable cylinder management, throttle-by-wire, and an optional dual-clutch gearbox that’s mated to an automatic transmission. Riders opting for the manual shift model will get to enjoy a slipper-clutch setup. Both bikes will feature Honda’s next-generation shaft drive system with offset pivot points and a sliding constant-velocity joint.

The VFR1200F has a vacuum-moulded cast aluminium chassis, and softening the blows from the road will be the 43mm cartridge-type forks at the front, and a Pro-Link monoshock with gas-charged damper at the rear. Power from the motor will come from Honda’s new shaft-drive, which has been specially designed to eliminate the rocking motion normally experienced from that power-train. Helping stop the VFR is Honda’s C-ABS anti-lock brakes system.

The new VFR1200F uses what Honda calls “layered fairing technology”, which is a fancy way of saying that the fairings create a shape that looks good, but doesn’t compromise the air flow to the engine for heat management. Honda explain it as such:

“By effectively increasing the speed of the air by channelling it through smaller apertures before it reaches the radiators, engine cooling is optimized and the hot, exhausted air is channelled away from the rider and passenger for a cooler, more comfortable ride. The heat generated by the powerful, enclosed V4 engine is also channelled away to keep hot air away from the rider.”

Fitted with a conventional six-speed gearbox as standard, riders for an added cost (not yet disclosed) can add Honda’s new dual-clutch automatic transmission. The DSG will allow riders to operate the VFR1200F in either full automatic mode, or in manual mode, with clutchless gear shifting via finger-operated paddles.

Other official Honda options will include hard panniers, a top box, centerstand, Sat/Nav, fairing extenders (in front of the handlebars), and a flip-up screen.

The 2010 Honda VFR1200F will be available in Red, White, and Silver. No word on pricing for the bikes or the optional accessories.

2010 Honda VFR1200F Photos:

2010 Honda VFR1200F Action Shots:

2010 Honda VFR1200F Accessories:

Technical Specifications of the 2010 Honda VFR1200F:

Model: VFR1200F / VFR1200F with Dual Clutch Automatic Transmission
Engine Type: 1237cc liquid-cooled 76° V-4
Bore and Stroke: 81mm x 60mm
Compression Ratio: 12.0:1
Valve Train: SOHC; four valves per cylinder
Induction: PGM-FI with automatic enrichment circuit, 44mm throttle bodies and 12-hole injectors
Ignition: Digital transistorized with electronic advance
Transmission: Six-speed (VFR1200F) / Six-speed automatic with two modes and manual mode (VFR1200F with Dual Clutch Automatic Transmission)
Final Drive: Shaft
Suspension:
Front: 43mm cartridge fork with spring preload adjustability; 4.7 inches travel
Rear: Pro Arm single-side swingarm with Pro-Link® single gas-charged shock with remote spring preload adjustability and rebound damping adjustability; 5.1 inches travel
Brakes:
Front: Dual full-floating 320mm discs with CBS six-piston calipers with ABS
Rear: Single 276mm disc with CBS two-piston caliper with ABS
Tires:
Front: 120/70 ZR17 radial
Rear: 190/55 ZR17 radial
Wheelbase: 60.8 inches (1545mm)
Rake: (Caster angle): 25°30’
Trail: 101.0mm (4.0 inches)
Seat Height: 32.1 inches (815mm)
Fuel Capacity: 4.9 gallons
Color: Red
Curb Weight*: 591 pounds (VFR1200F) / 613 pounds (VFR1200F with Dual Clutch Automatic Transmission)

*Includes all standard equipment, required fluids and full tank of fuel–ready to ride.

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Comment:

  1. Asphalt_Rubber says:
    October 8, 2009 at 4:43 PM

    2010 Honda VFR1200F Breaks Cover – http://bit.ly/17D4ZR #motorcycle

  2. GeddyT says:
    October 9, 2009 at 5:04 AM

    I’ve been following this bike with quite a bit of excitement. As I get older and honestly evaluate what it is that I actually DO with a bike on the street, I’ve realized that a focused sportbike is just not for me. For instance, I’d like something that I can ride two-up for a couple hundred miles without my wife crying in pain after a half hour.

    Step one was trading in my 1000RR on a Multistrada. For the most part I like it, but just wish it had a bit more oomph. I also am not an irrational Ducati lover that just ignores all of the “joys” of riding Italian (oil leaks, terrible parts availability, spotty fueling, etc.). So I’ve been following the news on the new VFR quite closely. I’d much rather be riding a reliable and well-built Honda.

    Also, although I definitely like to be in control of my bike, I’m not such a tough guy that I can’t admit when I see a helpful new technology like this transmission. The fact that it allows for such smooth shifts has me longing for a day when I won’t get a head-butt from my wife every time I shift gears. I’d bet this smoothness would also allow for much more extended rides two-up without pain. Sure I’d miss rowing through the gears myself, but how often do I find myself with the bit between my teeth like that?

    After all this though, sadly, there is one number that completely erased any desire I previously had for this bike: 613. Sorry, if I’m going to pilot a vehicle that heavy, I might as well just drive my car. After the radical weight reduction plans this generation 600RR and 1000RR experienced, it’s just inexcusable that the VFR GAINS 60 pounds. Hell, I thought the old Interceptor was too heavy of a bike for anything resembling sport riding and would only have been interested in the new model if it were lighter than the last gen. In fact, I’d be first in line with a deposit. (And don’t tell me higher displacement requires higher weight. The 1198 would beg to differ.)

  3. Joe says:
    October 9, 2009 at 1:40 PM

    I was a bit nervous about the weight when I saw it but my zrx is nearly 600 all fueled and loaded and its not nearly as nice or as fast as this VFR is likely to be. I’ll have to see one in person but it looks pretty promising for my purposes, eg mountain touring two up. I’ll probably skip the auto, price reasons only.

  4. Hayabrusa says:
    October 16, 2009 at 2:30 PM

    Hey – do you guys wonder WHY they haven’t released pricing yet? Surely, they are not gauging interest first, then deciding on a price, right? I mean, they’d have to know what it costs to build, so I’m wondering – if they get people begging for it, they can tack on a few hundred more for extra profit? I agree the weight is plenty, but I don’t ride crotch rockets per se’, so I imagine it should feel pretty decent on the open road.

  5. BigDog says:
    October 20, 2009 at 7:06 AM

    I agree she is a little girthy, however she would drop some weight fast if they would drop the buck rogers exhaust system. Looks like a nice design.

  6. MATRQL8R says:
    October 20, 2009 at 10:36 PM

    It looks promising, but it does sound as if it will be heavy. I had a 2004VFR and I loved it, but while riding w/my partner (2006 Huyabusa), I simply needed more “pop.” I now have a Kawi ZZR1200 that I really like (and is fast…had a ZX-14 also), but Honda braking is some of he best, and the reliability can’t be touched. I’m sure they were aiming at the K1300S and GT w/this bike, so it will probably be EXPENSIVE. And you KNOW Honda doesn’t usually make deals

  7. Destiny Altered says:
    October 22, 2009 at 12:51 PM

    Are the bags “standard equipment” included in the weight?

    Thirty pounds (5%) heavier than the BMW K1300S (also shaft drive) ) and 150 pounds (34%) heavier than my 2000 Honda CBR 929RR (chain drive) which replaced my 603 pound 1990 CBR 1000F (chain).

    Yeah, 591 pounds is better than the Yamaha FJR 1300 and the Kawasaki Concours 14 “sport” tourers, if your sport is weight lifting.

    C’mon Honda why didn’t you aim at BMW? What a disappointment.

  8. Ol' Jair says:
    December 21, 2009 at 2:48 PM

    This is a great technological leap forward. A sportbike with a trouble-free shaft drive and an auto trans to eliminate the awkwardness of foot lever shifting, which I find awkward on many sportbikes, as I’m over 5’10″ tall and my legs are already tucked into an uncomfortable riding position. If you are a racer, the weight might be a problem, but for ordinary street riding by people of average skill, forty pounds here or there isn’t going to make a difference. A 600lb 1200 sportbike should be more than fast enough, if you have the training to handle the twisties at speed.

    I personally am very impressed with the VFR1200, but am waiting to see if this transmission setup is made available on the ST1300 replacement. In my opinion, that would be the perfect bike for me, as I prefer sport tourers, with their more comfortable riding position and more available amenities (cruise, heated grips, etc).