Both of BMW Motorrad’s tiniest bikes are the victims of the German brand’s latest recall, as both models suffer from an issue with their chassis. In total, 2,376 motorcycles are affected by this recall.
According to recall documents filed with the National Highway Traffic Safety Administration (NHTSA), the G310 platform has an issue with its frame and/or its kickstand, where repeated use or loading of the kickstand can see it become damaged.
Over time, the section of the frame that encases the kickstand bushing could eventually break, which could lead to an injury of the rider and/or passenger. As such, a recall has been started for the two motorcycle models.
If you want to go racing in the Moto2 World Championship, then you better grab yourself a chassis from the German engineering brand. This is because the “Kalex Cup” – as some have come to call it – sees a grid replete with Kalex-framed machines each racing Sunday.
Some of this is a nod to the fine work that Kalex produces, I have yet to see anyone with a wholly negative view of the company’s work. But, a portion of the brand’s dominance is surely due to the conservative nature of motorcycle racing teams.
That is to say that while the Kalex chassis is certainly very good, that does not mean that other worthy alternative do not exist. Racing doesn’t always improve the breed, you see. We digress.
Still, making a racing chassis is no small undertaking, and Kalex is one of the best in the business. Certainly a large part of it is science, but there is a certain art to the process as well.
Thankfully, Kalex has put together a short video showing how they make their Moto2 chassis. It’s pretty interesting to watch.
While on the exterior, there might seem to be a great deal of similarities between the Ducati Panigale V4 and its predecessor the Ducati 1299 Panigale, stripping away the bodywork shows that the relation is mostly skin deep.
Yes, the “frameless” chassis design remains, and yes the exhaust routing for the four-cylinder machine mimics that on the twin-cylinder bike, but there are noticeable, even critical differences between Ducati’s superbikes, which should translate to meaningful differences on the race track.
The most obvious is how raked back the Desmosedici Stradale engine sits within the Panigale V4 chassis, which measures at 42° from parallel – the same as the Italian company’s V4-powered MotoGP race bike. No coincidence there.
This allows for the “front frame” to become a much longer lever, and attach to the motorcycle in more conventional mounting points. Both of these factors can contribute to making the Panigale V4 handle better on the race track, and provide better rider feedback – a common complaint of the old design.
Before Ducati’s monocoque chassis design was all the rage in superbike design, the folks at Honda were busy toying with the same idea.
Outlining a patent in 2006 for a motorcycle whose engine would be fully utilized as a part of the chassis, Honda’s design, which differs in minutiae, predates Ducati’s patent by almost a year and a half.
A noticeable departure from Honda’s MotoGP design, one can argue whether Honda’s monocoque chassis was destined for the next iteration of the CBR1000RR or the next generation VFR at the time of its conception.
We have featured the work of Peirobon on Asphalt & Rubber before, as the boutique firm from Bologna makes some intriguing air-cooled Ducati-powered sport bikes for discerning buyers, among other things. Pierobon is also one of the companies we are looking forward to seeing at this year’s EICMA show, as the firm has something special this year for its booth display: a trellis frame kit for the Ducati 1199 Panigale. We’ll get some more details and photos of the trellis frame at EICMA, as A&R will make the great trek to Milan, Italian once again. It’s a tough job.
Just over 18 months ago, I wrote a long analysis of what I believed at the time was the main problem with Ducati’s Desmosedici MotoGP machine. In that analysis, I attributed most of the problems with the Desmosedici to the chosen angle of the V, the angle between the front and rear cylinder banks. By sticking with the 90° V, I argued, Ducati were creating problems with packaging and mass centralization, which made it almost impossible to get the balance of the Desmosedici right.
It is hard to believe, but it has been eight years since Valentino Rossi raced a Yamaha in liter capacity in MotoGP. Without even getting into the 800cc era that started in 2007 and ended in 2011, it is safe to say that a lot has changed since Rossi’s 2006 Yamaha YZR-M1 and the still unofficially debuted 2013 Yamaha YZR-M1. While we already have a pretty good idea what was under the fairings of Rossi’s 2006 M1, since Yamaha Racing made detailed high-resolution pictures of the machine publicly available, what lies beneath the fairings of MotoGP’s current crop of prototypes is a closely guarded secret.
Expected only to get a modest makeover for the new model year, we now have proof that the 2013 Triumph Daytona 675 will bring us mostly only cosmetic upgrades in its new revision. Featuring a frame and updated bodywork, perhaps the most noticeable change to the Triumph Daytona 675 is the absence of an undertail exhaust on the three-cylinder supersport, which has been replaced with a GP-style side exhaust can and routing. Anticipated to be receiving the same update as we saw with the 2013 Triumph Street Triple, the Daytona 675’s motor has likely been untouched, while the new frame and subframe assemblies benefit from a weight reduction (13 lbs on the Street Triple), and improved handling characteristics.
Speaking of triples at INTERMOT, Triumph is debuting the 2013 Triumph Street Triple R at the international bike show in Cologne. Using the same 105hp 675cc three-cylinder motor that we know and love, Triumph has revised the Street Triple’s chassis for better handling, and in the process dropped up to 13 lbs off the machine (403 lbs, fueled up and ready to ride). While the motor remains untouched, Triumph did re-work the exhaust system, reportedly to help meet noise and emissions standard, but the design also helps the Triumph Speed Triple with its mass-centralization. Besides looking the business, the 2013 Triumph Street Triple R comes with switchable ABS as a standard item, as well as an engine immobilizer (also standard).
The 2012 Ducati 1199 Panigale represents a huge step in motorcycle design, mostly due to its frameless chassis or monocoque design. Using the engine as an integral component to the Panigale’s chassis, Ducati’s hallmark achievement was building an integrated headstock/airbox off the front cylinder. With the seat and subframe built off the rear cylinder, and the swingarm bolting directly to the motor, the Ducati 1199 Panigale was able to not only shed 22 lbs of its predecessor’s design, but also continues the Italian company’s new design trend of having components that take on multiple functional roles.