Grab some popcorn, because this video from Ducati North America is over 14 minutes long. Telling the story of Ducati at the 2011 Pikes Peak International Hill Climb (PPIHC), DNA has put together a great video that really captures how special the racing is at Pikes Peak, and how gorgeous the scenery is of the Colorado Mountains. With Santa Barbara Ducati’s Carlin Dunne winning the overall motorcycle category on his dealership’s Multistrada 1200 demo model, Alexander Smith from the Spider Grips Ducati Team made it a double podium for Ducati in the 1205cc class. If you’re new to racing at Pikes Peak, or wanted a quick re-cap of last year’s race, Ducati’s video pretty accurately sums up racing on the mountain and the anxiety around last year’s race.
Ducati has announced its factory team for the 2012 Pikes Peak International Hill Climb (PPIHC), and the Italian company has secured the services of last-year’s winner and Rookie of the Year Carlin Dunne as well as six-time PPIHC winner Greg Tracy. Ducati has also partnered with the Spider Grips team, who will help prepare the teams Ducati Multistrada 1200 for the “Race to the Clouds” on July 8th. For 2012, the Pikes Peak International Hill Climb will be fully-paved to the top of the mountain, which will surely see the speeds of competitors increase, and lap times drop on the 12.42 mile long course that ends at 14,110 feet.
I was flipping through some photos from the 2011 EICMA show, and found these shots of the Ducati 1199 Panigale’s Superquadro engine. Unfortunately at the show, Ducati had its 1199cc v-twin motor behind a Lexan case, which created a bit of a glare, reflections, and of course had smudges from the touchy-feely Italian crowd. But still, the photos give a good idea of what’s going on in Ducati’s most-advanced production engine to date, and are better than just looking at the CAD renders. If you look at the shots very closely, you can almost see where the 195hp and 98 lbs•ft of torque is lurking inside.
In addition to testing the factory Ducati Desmosedici GP12 “Phoenix” this week at Sepang, Valentino Rossi is also trying out a new lid from AGV. Aside from the carbon fiber goodness, and of course the Rossi stickers (which add 5hp & $200), AGV’s prototype helmet sports a noticably pronounced rear spoiler. Tucked in behind the windscreen, it is obvious why the Italian helmet manufacturer designed such a large protrusion off the back of the prototype helmet, as it looks to be clearly helping the flow off the back of the helmet, across the rider’s hump, and down his backside.
While Ducati Corse is busy playing hide-the-Desmosedici at Sepang, HRC is all business in Malaysia this week, and has debuted its 2012 Honda RC213V MotoGP-contender. Honda isn’t saying too much about the RC213V, simply stating that the race bike is all new, but is also a continuation of the company’s design with the 800cc Honda RC212V. Testing the Honda RC213V over the course of last season, reigning-World Champion Casey rode the new 1,000cc machine three times in 2011, while teammate Dani Pedrosa swung a leg over the RC213V twice (missing one test because of injury).
You may have been misled by some eager journalists today and yesterday, if you saw a Ducati Corse livery-clad Ducati Desmosedici GP12 that some sites were passing off as the first shots of the “90% new” GP12. With the alleged new GP12 looking surprisingly similar to the aluminum-framed “GP0″ that was tested at Valencia, Valentino Rossi’s mechanic has now Alex Briggs confirmed that the photos taken were not of the all new “GP12 Phoenix” that the factory team will race this season. While the Ducati lords can taketh away, they can also giveth, and Valentino Rossi himself has posted the first photo of the factory Desmosedici GP12, and the bike is clearly different.
Zero Motorcycles has announced the full-commencement of production for its 2012 model line, which is expected to hit dealers in February & March of this year. First off the line was the 2012 Zero DS back in December, though the electric motorcycle company has recently started building the Zero S, Zero XU, Zero X, and Zero MX at its Scotts Valley facility as well. A story we broke back in November, Zero Motorcycles debuted its important 2012 electric motorcycle line up at the 2011 EICMA show in Milan, with the 2012 range being a substantial improvement upon the company’s previous offerings.
Getting a look at Dainese & AGV’s 2012 collection, Asphalt & Rubber was down in Orange County earlier this week to see the highly anticipated Dainese D-Air Racing leather suit, which has a four liter airbag system that helps reduce the risk of injury during a motorcycle crash. Dainese has been working on the D-Air Racing system for 10 years now, and after soft-launching the airbag suit in Europe, the Italian company is ready to bring the game-changing technology to American soil.
Us Danes, we’re a strange breed. From the culture that taught you how to rape and pillage, Scandinavia is making yet another contribution to the motorcycling world with this latest video. Featuring Danish Supermoto Champion Andreas Mikkelsen, we get a RoToR camera-esque perspective (this rig is actually home made) on the Dane’s practice session at the Als Supermotard Club in Denmark. It’s videos like this that are slowly eroding my will-power to resist getting into supermotard riding. Also, I don’t know who was in charge of the music selection on this thing, but my hat is off to him/her. I love the nightlife. I’ve come to boogie.
Our friends over at IndianCarsBikes.in were in attendance at the KTM 200 Duke launch in India this week, as the Austrian brand launched its somewhat bigger-displacement version of the popular KTM Duke 125. During the press event, KTM talked about the future of the mini-Duke line and its product roadmap for the emerging country, as well as abroad. With the Austrian brand confirming/clarifying that KTM would release a KTM 350 Duke for India in 2013, zie Austrians also confirmed that the KTM 350 Duke would be built locally in India by Bajaj, but would be exported worldwide — allaying fears that the KTM 350 Duke would be an India-only model.
How is the existing 1050 Tiger not competing head to head with the other big adv-touring bikes? Its been in production since the early 1990s (in various displacements) and until the latest iteration has been quite similar to the big GS (19″ front wheel, longish suspension, large fuel tank, spoked wheels until about ’06). The later one went more the route of the MTS and now defunct XB12X with a more street/sport nature.
Their 675cc motor has been very popular in the street triple and there’s been clamor for a tiger-cub for a long time. I’d imagine that if they could stroke the small block triple a bit for more low-mid torque without loosing too much peak power that it’d make quite a nice mini-tiger. If they stay with the sporting street nature they’ll have a bit of a niche with really on the versys to compete with since the BM W 800s have more of an off road bias and tall skinny tires that negatively affect street manners.
2011 Triumph Adventure Teased – http://aspha.lt/154 #motorcycle
BP, How many Tigers has Triumph sold? (rhetorical question). I wouldn’t call that “competing” in one of the hottest segments right now.
It does remain to be seen how this bike will add to, or replace the current Triumph Tiger. Time will tell.
I’ve no idea, but probably more than Ducati has multistradas – certainly in the aggregate, perhaps even in recent years. In any event, not nabbing an equal market share doesn’t mean they aren’t competing, it just means that they are smaller or not winning the competition, but I seriously doubt that’s a choice. They’ve chosen to produce the tiger every year for the past 2 decades or so and the bike is more or less a direct competitor for the GS (at least until the 1050cc version). They may have chosen to compete and not been wildly successful, but they haven’t chosen not to compete with either Ducati or BMW in the general market.
I think there is a good argument that the 1050cc version with its 17″ wheels was a decision to move away from the “off road” (really more like dirt road) biased BMW and toward the Ducati and Buell, but if we are to lump bikes with stick 17″ tires in with knobby 19″ tires then they are all in the same market I think. The big tiger serves a nice niche in being the only non-exotically priced, sporting open class adv-ish bike. The v-strom is cheap, but lacks the sporting chassis and quick turning, sticky 17″ tires. The Buell was a bit more expensive and is now defunct and the ducati starts at $15k. If anyone wants to spend about 10-11k for something in this niche, the tiger is their only option. Maybe its a smallish niche, but I think its real and will be enduring, especially when combined with the essentially unique triple (Benelli hasn’t made a big dent in that niche yet I think).
In any event, I’m looking forward to seeing what they come up with, but will probably buy a MTS1200 sooner or later :)
The 800 tiger will be a great seller but I do question why the 900 scambler hasn’t reached higher with mods like a 21″ front wheel, hard aluminum panniers, suspension upgrades ect… ?