MSF Updates Its Basic RiderCourse Curriculum

It is no surprise that statistics from the NHTSA show that motorcycle accidents and injuries are on the rise. According to the 2012 Motor Vehicle Crash report published by the NHTSA, motorcycle fatalities for that year rose to 4,957, up seven percent from 2011, while injuries increased 15% to 93,000. While the NHTSA statistics are misleading because the motorcycle category includes mopeds, scooters, three-wheelers, pocket bikes, mini bikes, and off-road vehicles, new riders need every advantage they can afford. The Motorcycle Safety Foundation has taken notice of these statistics and has revised the curriculum for its Basic RiderCourse to include a new Basic eCourse, which students will take prior to in-person instruction.

Yamaha Trademarks “R1S” & “R1M” at USPTO – “YZF-R1M” Trademarked Abroad – But Why?

Are new Yamaha YZF-R1 models coming down the pipe? That’s the question being asked after trademark filings in the US and abroad tipped off Yamaha Motor’s intention to use “R1S”, “R1M”, and “YZF-R1M” for motorcycle, scooter, and three-wheeled purposes. The filings are being taken as hints towards a possible multiple trim levels of the Yamaha YZF-R1 superbike, with the “S” and “M” designations being different spec machines than the current base model. The “S” nomenclature is a popular one in the two and four-wheeled world, though “M” would certainly be a novel designation, outside of say…BMW.

Bell & COTA Create Texas-Themed Limited-Edition Helmet

Continuing its theme of making limited-edition helmets for premier-class US rounds, Bell Helmets has teamed up with the Circuit of the Americas and Chris Wood, of Airtrix, to create a Texas-themed Bell Star Carbon helmet, just in time for COTA’s MotoGP race next weekend. Available only until April 13th, the Bell/COTA helmet features a red, white, and blue flag motif on the front, with both the American and State of Texas flags visible, which then wrap around the rear to merge with a hardwood design, reminiscent of the floorboards in a Western saloon. The helmet is also crowned with a Longhorn cattle skull, which adds to the Texan motif. The specially designed helmet also features a horseshoe, the COTA logo, and the 2014 Red Bull MotoGP of The Americas logo.

Aprilia Mounting a Return to MotoGP in 2016

Towards the end of the 800cc era, MotoGP looked to be in dire condition. Grids were dwindling, factories were reducing their participation, and teams were in difficult financial straits indeed. By the end of 2011, there were just 17 full time entries, Suzuki was down to a single rider, and were about to pull out entirely for 2012. How different the situation looks today. In a recent interview with the official website, Aprilia Corse’s new boss Romano Albesiano gave a brief outline of their plans. The Italian factory will continue to work with the IODA Racing team for 2014 to collect data on the electronics and tires, which they will use as input on an entirely new project being worked on for 2016.

This Is Pretty Much What the Monster 800 Will Look Like

With the advent of the Ducati Monster 1200, it was only a matter of time before Ducati’s middleweight liquid-cooled “Monster 800″ would be spotted, and unsurprisingly the machines have a great deal in common. The one big difference seems to be that the 821cc Monster gets a double-sided swingarm, which has become Ducati’s new way of differentiating between its big and medium displacement models of the same machine, see entry for Ducati 899 Panigale. With the spied Ducati Monster 800 looking ready for primetime, and a pre-fall launch isn’t out of the question. Giving us an excellent glimpse into what the Ducati Monster 800 would look like, Luca Bar has again used his Photoshop skills to render up images of the still unreleased “baby” Monster.

Photos of the Mugen Shinden Ni sans Fairings

Given the competitive nature of the electric racing realm, its rare to see the big high-power bikes without their fairings, as teams are reluctant to reveal their secret sauce. Debuting the Mugen Shinden San this past weekend in Tokyo though, Team Mugen did just that, giving us a glimpse into the inner workings of the team’s 2013 race bike, the Mugen Shinden Ni. You don’t have to be an electron-head to get excited by these photos, as any race bike with a carbon fiber frame and swingarm is pretty drool-worthy, though the Shinden Ni’s carbon fiber battery enclosure does hide a great deal of the electric superbike’s geek factor. While the sheer size of the battery bike is impressive, it was expected when the Shinden was first announced.

Mugen Shinden San (神電 参) Electric Superbike Revealed

Mugen’s third purpose-built electric superbike for the Isle of Man TT, the Mugen Shinden San, has been revealed in Japan. Campaigning two machines for this year’s TT Zero race, Mugen has John McGuiness and Bruce Anstey at the helm of its “Shinden San” bikes, as the duo looks for a one-two finish in this year’s race. With MotoCzysz not racing at the Isle of Man this year, Mugen is a hot favorite to take the top podium spots, as well as crack the 110 mph barrier for electrics on the historic Snaefell Mountain Course (Mugen is targeting a 115 mph lap). An evolution on the company’s previous designs, the Shinden San fits 134hp — 10hp more than last year, thanks to a new smaller three-phase brushless motor provided by Mission Motors — into its 529lbs bulk.

Trackside Tuesday: The Winning Personality of Jack Miller

Chatting with a couple of NASCAR fans recently, I was reminded that any competition is boring if you don’t care who wins. But if you do care, then even cars driving around in circles can be very compelling entertainment. Those NASCAR fans really cared about how their favorite drivers finished, and not only how they finished in the latest race, but what and how those drivers were doing off the track as well. Those fans had been captured by the personalities of those drivers. One of the things NASCAR does well is sell personalities. All major sports-related businesses do this to some extent, but some organizations do it better than others.

Living the Dream – A Photographer’s Story: Qatar

Imagine if just for once you didn’t have to stick to your usual nine-to-five job. Instead you were able to do the one job you’ve always wanted to do, but any number of things (it’s usually money) have stood in the way. This is exactly the situation I found myself in six months ago when the company I had worked at, for the last 14 years, decided to close, making everyone redundant. This decision did not come as a surprise; in fact, I had been hanging around for the last few years hoping that it would happen, as I had a plan. Fast-forward six months and I have just finished photographing the opening round of the 2014 MotoGP World Championship in Qatar. The plan is starting to unfold.

Fuel or Electronics? Where Are Nicky Hayden & Scott Redding Losing Out on the Honda RCV1000R?

The news that Honda would be building a production racer to compete in MotoGP aroused much excitement among fans. There was much speculation over just how quick it would be, and whether it would be possible for a talented rider to beat the satellite bikes on some tracks. In the hands of active MotoGP riders, the gap was around 2 seconds at the Sepang tests. Nicky Hayden – of whom much had been expected, not least by himself – had made significant improvements, especially on corner entry. The difference in performance and the big gap to the front has been cause for much speculation. Where are the Honda production racers losing out to the Factory Option bikes?

Ride Review: Ducati Streetfighter 848

04/06/2012 @ 1:28 pm, by Jensen Beeler11 COMMENTS

Ride Review: Ducati Streetfighter 848 Ducati Streetfighter 848 Palm Springs test 01 635x423

An amalgamation of three already existing Ducati models, there is nothing surprising about the Ducati Streetfighter 848. A pick-and-pull creation from the Ducati engineering bay, the Streetfighter 848 draws upon the precedence defined by the Ducati Streetfighter 1098, the Ducati Superbike 848, and the Ducati Multistrada 1200.

A mirror image of the more well-endowed Streetfighter 1098, the Streetfighter aesthetic has been in the public eye since its Milan unveiling in 2008. Like its predecessor, the Streetfighter 848 is based off its Superbike counterpart, and shares the six-year old Ducati Superbike 848′s chassis geometry and namesake. At the heart of the baby Fighter is an 849cc Testastretta 11° engine, and as the name implies, the motor features the same power-smoothing 11° valve overlap architecture that first debuted on the Ducati Multistrada 1200, and has since carried forth with the Ducati Diavel.

We have seen before all the elements that comprise the 2012 Ducati Streetfighter 848, and indeed there is nothing revolutionary about Ducati’s latest street-naked, so it begs the question: is the Ducati Streetfighter 848 merely the sum of its parts? Or is it something more? Continue onward as we explore that question further.

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Breaking from our urban routine in the San Francisco/Bay Area, Asphalt & Rubber was hosted this week by Ducati North America in the high desert outside of Palm Springs. Taking the 2012 Ducati Streetfighter on a 150 mile route, we got a good mix of mountain sweepers, tight switchbacks, in-town stoplight racing, and straight-shot freeway cruising. With the Southern California gods smiling down endless amounts of sunshine, we put the Streetfighter 848 through its paces, and were pleased with the results.

Perhaps the most important thing to remember when thinking about the Ducati Streetfighter 848 is the fact that the machine is a direct replacement for the base model Streetfighter 1098. You will not hear anyone at Ducati state that fact, but your first tip-off should be the fact that only the Streetfighter 1098 no longer remains on the Italian company’s rostrum for water-cooled street-naked motorcycles. With only 249cc separating the two Streetfighter trims, the Streetfighter in its 849cc flavor naturally has to distinguish itself from its 1098cc sibling.

When the Streetfighter existed as only the 1098, this differentiation was accomplished by having two different trim packages, and the differences were ones of components and pricing. Ducati has changed that for 2012 though, as the Streetfighter 848 differs from the Streetfighter 1098 S on a multitude of levels. Yes its cheaper, yes it comes with lower-spec components, but what is perhaps the most interesting thing about the Streetfighter 848, is that Ducati has managed to change the character of the model just enough to make it function for a different purpose than the raison d’être of the Streetfighter 1098 S.

“Raw” would be the word I would use if I had to define the SF1098 line succinctly. As poorly mannered on the street as its Superbike forefather, the Streetfighter 1098′s 155hp v-twin power plant is like bringing a gun to knife fight, and the bike’s blunt delivery of that power is like packing your chamber with a magnum round. Add into the mix the excess of the “S” package, with its Öhlins suspension, forged alloy rims, and Ducati Data Acquisition (DDA), and you have a motorcycle that comes with a handsome price tag of nearly $19,000 for bits and pieces that will have a marginal effect on the bike’s intended use as a street-going steed.

Counterpoint to this exercise in excess, the Ducati Streetfighter 848 does away with Ducati’s problem of having two absurd models in its streetfighter genre, and instead brings a package that has been refined for the purpose of being a sporty, yet more sensible, motorcycle that equally speaks fluently in both fun urban-hooliganism and fast canyon-racer.

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Helping the Streetfighter 848 achieve its sporty factor is the bike’s borrowed chassis from the Superbike 848. Reducing the rake to 24.5°, from the SF1908′s 25.6°, the Streetfighter 848 benefits from having greater front-end feel, something the original model lacked during hard riding. True to its supersport roots, the 848′s chassis is sharp, flickable, and confidence inspiring, though the only thing holding back the SF848 chassis is Ducai’s use of lower-spec suspension, wheel, and braking components.

With 43mm fully-adjustable Marzoochi forks up front, and a fully-adjustable Sachs shock, the Ducati Streetfighter 848 has decent enough suspenders for the task it was designed for, though you won’t be ranting and raving at bike nights about the suspension package. Also of note, the SF848 comes sans a steering damper. Like the suspension, the radially-mounted Brembo brakes are good and have a nice progressive bite to them, but true spec-sheet racers will lament the absence of monoblock units.

These choices by Ducati serve two purposes: 1) They bring the Streetfighter 848 into its $13,000 price point, and 2) they get the job done. Remember, this is sport bike that has a practical side. For riders that “need” Öhlins and monoblocks, and the marginal utility they bring to regular street riding, the Ducati Streetfighter 1098 S bragging rights model is readily available. That all being said, I still lament the fact that the SF1098′s rear-ride height adjuster did not make it onto the SF848, though its primary purpose of fixing the 1098′s geometry is not as critically needed.

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Continuing the practical side of the Ducati Streetfighter 848 is the much talked about Testastretta 11° motor, which has been the defining feature of both the Ducati Multistrada 1200 and the Ducati Diavel — though this time the engine is displacing 849cc instead of its regular 1199cc. Sacrificing some peak power for a smoother power delivery, the peaky nature of the Superbike 848 is replaced with a progressive and trackable 132hp power curve on the Streetfighter 848 that makes the rev range below 9,000 rpm actually seem usable. You can only tame the beast so much though, as the SF848 still enjoys living above 5,000 rpm, and has a healthy torque boost that starts at 8,000 rpm.

Another staple of the Testastretta 11° motor is its hydraulically-controlled wet clutch, which provides for much smoother gear shifts and better clutch feel when compared to its dry counterpart. Long thought to be blasphemy amongst the Ducati-loyal, the Ducati Streetfighter 848′s wet clutch is a progression from the farm equipment inspired transmission that was born out of Ducati’s racing heritage. The truth is that the Testastretta 11° oil-bathed clutch is a marked improvement over Ducati’s previous dry clutches. Bologna has embraced this fact, and it is about time Ducatisti did as well.

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Cherry-picking some of the best elements available in Ducati’s arsenal, the Ducati Streetfighter 848 also continues the trend of how electronics are becoming the new horsepower. Featuring the Ducati Traction Control (DTC) system, the electronics package has its benefits both in town, as well as in canyons. Selectable to nine levels (eight levels “on” settings + “off)”, the DTC system operates over a wide gamut of wheel-spinning restriction.

More of a wet-weather setting, Level 8 on the DTC will well throw a wet blanket on even the most mild-mannered twist of the wrist, and should be reserved for wet days where questionable road conditions prevail. In our testing Level 5 proved to be a good setting for aggressive riding, and rarely showed itself in our spirited apex dreaming, whereas the Level 1 setting should just be renamed “Carlos Checa” as it would only be applicable in a track environment.

While purist riders still scuff at the idea of electronic aids, the fact remains that traction control and anti-locking brakes provide a safety net for the inevitable rider error. Providing a traction control system that can operate in the two worlds that the Streetfighter 848 was designed to operate within, Ducati has even thought of Luddite riding brethren, who can simply turn off the DTC at their leisure. There is no ABS on the Ducati Streetfighter 848, which is interesting, since the technology has found its way onto everything from the Ducati Monster to the Ducati 1199 Panigale. With each revision of Bologna’s bikes getting ABS, its leaves one to wonder why this rider aid was left out of the package.

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That reason could very well have to do with one thing. Priced at $12.995, the 2012 Ducati Streetfighter slots in well with Ducati’s product line-up, though where it sits with its competition is perplexing to gauge since there simply are not very many premium-oriented models in this motorcycle category. For the money, a rider gets a potent machine that we can’t find too many faults with after riding it. Like the Streetfighter 1098, you will either love or hate the aggressive design that Damien Basset has penned. For me, seeing the bike in person changed my opinion dramatically, as the photos coming out of Milan at the time didn’t do the bike justice.

Basset made few errors when working on the SF1098, but it is troubling that one of the bike’s biggest complaints from riders was not address with the SF848. Yes, the right-side foot clearance is still impeded by the exhaust routing and heat shield. Because the Streetfighter 848 uses smaller exhaust headers, the clearance is improved, but only slightly. With every left-turn, my right boot was kept from turning fully, meaning my knee had to make the difference. After a day of canyon riding, you will feel like an old man with arthritis because of this problem. Is it a deal-breaking problem? Not really, but you will curse every time your right heel hits the shield and runs out of peg.

Coming in three colors, Rosso Corsa Red, Fighter Yellow, and Dark Stealth, our money would have to go towards the all-black model that we tested on the ride. The red frame on the red model is a nice touch though, and with the Streetfighter 848, Ducati has brought yellow back into the fold. Not quite the Italian racing yellow of old, Fighter Yellow is a few shades lighter and less vibrant in color. That’s not to say the color is not striking, but it doesn’t “banana” when you see it.

Lots of grunt, fun to ride, and well-priced, Ducati has made a fine replacement for the base model Streetfighter 1098. For riders looking for a fast and fun street-naked that doesn’t rip their arms off at every opportunity, the Ducati Streetfighter 848 in our opinion is the best bike on the market (sorry Triumph Street Triple owners). Stable and with plenty of power for a “supersport” bike, if you have trouble keeping up with your superbike owning friends when speeds are under 120 mph, you best not blame the bike if you were on a Streetfighter 848. With units being delivered to Ducati dealers next week, you can stop by your local Ducati dealer for a test ride on a Streetfighter 848.

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Photos: © 2012 Brian J. Nelson – All Rights Reserved

Helmet: HJC FS-15 Carbon; Leathers: REV’IT Tarmac (Jacket & Pants); Boots: Puma 1000 v3; Gloves: Dainese Full Metal Pro


  1. jamesy says:

    Fight night at the Berkeley Wall anyone? Wish I was still up in THOSE roads, East Bay rocks like no other and this looks like just the tool. Not to take away from Marin or the peninsula, but many more LEOs there. Mines to Mt Hamilton and down… is there any better? On this bike?? can you say Bucket List?

  2. Pick the day Jamesy, and I’ll be there.

  3. Ride Review: Ducati Streetfighter 848 – #motorcycle

  4. A&R: "For riders looking for a fast and fun street-naked that doesn’t rip their arms off at every opportunity,…

  5. DareN says:
    See review fro Hell Bent for Leather – this guy does not seem to be impressed with SF 848 at all…
    What gives?

  6. The yellow ones are slower.

  7. Damo says:

    Cool bike and all but for about $700 more I could just get a Fireblade and be done with it.

    The reason people love the street triple so much is that it costs $8899, I just couldn’t see myself spending $13k on this even though it appears to be a squared away bike.

    Hell the Speed Triple is only $11,300 on the road.

  8. Corey says:

    13K puts you 2K away from the new Tuono. For all of it’s weirdness in looks, it certainly does not disappoint in all of the other boxes. I’ve loved the street fighter and 848 for a long time, but to finally combine the two and then not have the suspension/brakes from the 848 Evo for not much less is pretty lame. I guess when there’s not a lot more in the ‘naked supersport’ category, you can get away with it. For my money, I’d go Street Triple R and have cash for lower bars/exhaust/few other nice tidbits or have payments that are barely more and a stomping V4 that looks like a bug but you’d care less once you’re on it. Either way, my right foot won’t be rubbing a heat shield.

  9. mxs says:

    Looks good, but it seems to be quite a money gap to the proven Street Triple. Their R version commands 9.5K … so it will all come down to whether you need/want the electronic bling, extra power and torque on the Duc. It’s almost 4K difference in price …. is it worth?

  10. MikeD says:

    Maybe they could route the rear cylinder exhaust to be under tail and the front cylinder as under-belly ? GP12 style ? Personally, i hate the STACKED cans setup.

    I was gonna mention full-under belly but that wouldn’t get that rear cylinder’s fat header and shield out of the right foot’s way. Or they could run it next to the shock and thru the swing arm like my SV1000N for a full under-belly solution….boiled shock oil anyone ? LOL.

    Good quality photos…a shame there was too much light(SUN) in a couple of it.

  11. Hawk says:

    Everyone is comparing this bike to the Street Triple and Speed Triple, which I think is a little pointless (cos they are straight up ugly). In my honest opinion, a supernaked bike like this is supposed to be a looker. It´s supposed to combine good looks with relatively brutal (but usable) power and it´s supposed to be better to live with than an R. The Tuono gives you more in terms of power and equipment, but the looks of the Streetfighter is so much better than all of it´s competitors (this is of course individual). And looks do have a price in my opinion.