Ducati Multistrada 1200 S

Facts about Ducati Multistrada 1200 S

Riders seeking a heavyweight do-it-all street bike should pay attention to Ducati’s Multistrada 1200 ($17,695). Already one of the stronger performing motorcycles in the Italian company’s lineup, the updated Multi features a carefully enhanced version of the Superbike-derived 1198cc L-Twin and fresh electronic solutions to deliver a superior riding experience.

The ’15 Multistrada may only appear to be a minor facelift from the outside, however, underneath its beaky Ducati Red bodywork (or Iceberg White colorway available on the up-spec $19,695 S model) the majority of the components are of new design (aside from its key-less fob-type ignition that we’re still not fans of). Starting with the engine, Ducati continues to advance the dynamics of its tried-and-true 1098/1198 twin-cylinder engine platform by fitting a variable valve timing hardware inside the cylinder head dubbed Desmodromic Variable Timing. This allowed engineer’s greater tune-ability by adjusting camshafts position in real-time, based on load and rpm. This complements the engine’s existing capacity to alter fuel injection and ignition timing for enhanced running character, performance and combustion efficiency.

In application the DVT solution is a revelation. It builds upon the purpose of the previous Testatretta’s 11-degree valve overlap design by facilitating a far greater range of overlap thereby boosting the smoothness of the engine at all rpm. Where the previous generation water-cooled Multi engine was subject to surging and felt like it suffered from overly lean fuel mapping (especially at low rpms), the new engine runs night and day better. It effortlessly chugs along from as low as 2000 revs all the way to its 10,200 rpm redline. It’s easily the smoothest-running Ducati motorcycle we’ve ever ridden. Another plus is the improved action of the six-speed transmission with each gear engaging more aptly – a positive side effect of the updated design according to Ducati’s tech team. Despite the added technology (and weight) of the valvetrain, valve clearance check intervals were increased by 3600 miles to 18,000 miles.

Despite its smoother demeanor, the engine doesn’t sacrifice that core sport performance that’s at the heart of a Ducati. Get into the throttle and the motor piles on revs so quickly that you could mistake it for a Panigale. The Twin pulls especially hard through the mid-range and continues to pump out wheelie-inducing torque all the way to the rev limiter. On the pipe the Duc’s rapid heartbeat echoes through the cockpit which promotes the jolly thrill of speed.

Engine power and throttle response can still be tuned electronically by selecting one of four riding modes. ‘Sport’ and ‘Touring’ modes deliver maximum performance with Sport more aggressive than the smoother throttle response of Touring. While the ‘Urban’ and ‘Enduro’ settings cap engine power at 100 hp with a softer response – ideal for riding on wet and/or slippery surfaces, or, when a gentler overall riding experience is desired. Each setting offers a correspondingly level of traction, wheelie, ABS and, on the ‘S’ model, suspension damping control.

In the electronics department, the Multi shares the 1299 Panigale’s newly introduced hardware including a Bosch-sourced IMU (Inertia Measurement Unit) and lean-angle sensitive 9.1M1 ABS brain box. The IMU chip combines gyro and accelerometer functions giving the motorcycle positional awareness on the road by measuring pitch, roll and yaw. This data enables the Ducati Wheelie Control (DWC) and Ducati Cornering Lights (DCL) functions. DWC helps mitigate front wheel lift during hard acceleration (by reducing engine torque) and is adjustable in eight increments (one being the least and eight the most). On the road the wheelie control felt a little gimmicky, still it’s nice to see Ducati trying to include race-derived technologies onto its street bikes. DCL allows for the operation of the LED corner lights that illuminate in the turn the motorcycle is directed toward, though we didn’t get a chance to sample it at night. The IMU also complements the ‘S’ models upgraded Skyhook suspension, designed in conjunction with Sachs, as well as ABS. Cruise control is now standard equipment and heated grips are available as an option.

The heart and soul of a sportbike with the comfort and amenities of a touring steed. That sums up Ducati’s Multistrada 1200.

Speaking of brakes, both Multi’s features monobloc Brembo-sourced calipers. However, the ‘S’ model gets 10mm larger diameter cross-drilled rotors matched to higher-spec M50 racing calipers. Both systems are augmented through sportbike-style radial-pump front master cylinder and a 20mm larger disc out back for increased rear brake feel. Both braking set-ups performed as advertised, and we’re pleased with Ducati’s ABS, as it behaves so effectively, there’s little reason to ever disable it.

The suspension benefits from a reworked inverted fork with enhanced low friction design improving action thorough its 6.7-inch stroke (identical travel as the shock). The S model’s shock utilizes a sensor to determine how much stroke is being used. The Skyhook ECU processes this information, as well as the data from the IMU to modify damping force based on dynamic riding conditions. Suspension damping can further be tweaked by selecting between one of five presets (softest, soft, medium, hard, hardest) a la the 1299 Panigale S. The rider can also select between various shock spring preload settings (represented by solo riding, riding with a passenger, and/or luggage icons in the color display). A servo motor then adjusts spring tension accordingly. Non S-model Multi’s get an easily accessible hydraulic adjustment knob. Regardless of model, fork preload adjustments have to be made the old fashioned way, with a wrench.

The ‘S’ model also gets a large color display relaying all information prerequisites, while the standard model employs an more simple LCD set-up. Its various settings are accessed via new switchgear on the handlebars, though we wish it offered touchscreen access. Initially the menu is a little tricky to navigate, but once you understand its nuances it’s actually pretty easy to make adjustments. Still, there’s some room for improvement in the overall sharpness of the color display with some of the letters, icons and numbers appearing pixelated and not commiserate with a machine costing nearly 20 grand. Other nice touches include the 12-volt power plug next to the instrument display and the USB-port underneath the rear seat.

Despite appearing the same the Multi gets a new frame and swingarm design for ’15. Not only does the engine sit higher inside the frame (thereby increasing ground clearance to seven inches) steering rake has been decreased from 25 to 24 degrees with an corresponding 4mm reduction in trail to 106mm. Steering lock was also increased by four degrees for improved maneuverability in and out of tight parking spots. Wheelbase remains unchanged at 60.2 inches.

Considering the bowling ball alley smooth pavement we rode on, it was impossible to find fault with the suspension or the chassis. Overall we preferred the maximum preload setting as it gave a sharper steering feel with no discernable stability or ride quality penalty. Unfortunately we didn’t get a chance to run through the preset damping events, aside from medium, but even in the standard setting the chassis felt taut and composed.

Perhaps the most notable chassis improvement is the Multi’s reshaped ergonomics. The nose of the motorcycle is wider creating quieter airspace behind the windscreen. The standard seat can accommodate both 32.5 and 33.3 inch seat heights and shorter riders will also appreciate the accessory option thereby reducing height to either 32.3 or 31.5 inches.

The width of the seat has also been trimmed by 1.6 inches and the fuel tank and seat area were re-shaped to improve grip with the rider’s knees. Although it appears a little narrow, the windscreen proved effective at shielding us from turbulent air and we love its simple and effective adjustment lever for height.

At the end of the day we’re happy with what Ducati’s done with its 2015 Multistrada. It retains its authentic sport performance that appeals to throttle jockeys yet the DVT-equipped engine adds a level of polish that until now Ducati’s have always lacked. It continues to carve corners with the appeal of a sportbike but is calmer, more comfortable and easier to adjust then before.

Engine: 1198cc liquid-cooled L-Twin 

Bore and Stroke: 106.0 x 67.9mm 

Compression Ratio: 12.5:1 

Valvetrain: Desmodromic Variable Timing, 8-valves 

Fuel Delivery: Single Stage Fuel Injection 

Clutch: Wet multi-plate slipper clutch; hydraulic actuation 

Transmission: Six-speed 

Final Drive: Chain 15/40 gearing 

Frame: Steel-trellis 

Front Suspension: 48mm Sachs inverted fork; three-way adjustable for spring preload, compression and rebound; 6.7 in. travel 

Rear Suspension: Gas-charged Sachs shock absorber; three-way adjustable for spring preload, low-speed compression and rebound; 6.7 in. travel 

Front Brakes: 320mm discs with radial-mount Brembo monobloc calipers 

Rear Brake: 265mm disc with single-piston caliper 

Tires: Pirelli Scorpion Trail II; 120/70R17, 190/55R17 Curb Weight: 511 pounds 

Wheelbase: 60.2 in. 

Rake: 24.0 deg. Trail: 4.3 in. 

Seat Height: 32.5 in. 

Fuel Capacity: 5.3 gal. 

MSRP: Starting at $17,695 

Colors: Ducati Red; Iceberg White 

Warranty: Two year

Get Your BMW S1000XR Now

New favourite BMW products arrived

There’s no mystery surrounding what bike BMW targeted with its all-new S1000XR. An Adventure model sporting a Superbike-derived engine, top-shelf suspension and braking components, all of which are enhanced by cutting-edge electronics. It all sounds very Ducati Multistrada-ish, doesn’t it?

And while it might be terribly bad form to drone on about another manufacturer’s bike while reviewing its exciting new competitor, the Multistrada demands mention for its impact on the large-displacement Adventure segment. The redesigned 2010 Multistrada completely upended performance expectations with its 160-horsepower Twin and sporting chassis. The Ducati could get dirty too, if it really had to, but the Italian ADV bike was so much more sportbike than adventure-tourer that it wasn’t really a true Adventure bike at all. Instead it carved out a sub-niche of its own.

BMW bills the S1000XR as an “Adventure Sport” – the best descriptor I’ve heard for this not-quite-true-ADV segment – and it takes dead aim at the Multistrada.

 The XR sources the 999cc Inline Four BMW originally developed for its popular S1000RR superbike. Specifically the XR utilizes the engine spec powering its streetfighter sibling, the S1000R, which trades the RR’s top-end peak power for a more robust bottom- and mid-range. That means the R/XR engine gives up the RR’s face-melting 200 horsepower claims for a mere 160 ponies. So, more like face-blistering power. (The S1000R turned the MotoUSA dyno to 150 rear-wheel hp and 76.8 lb-ft torque.)

A sophisticated electronics package harnesses the XR’s engine power, as well as integrates actions from the traction control, braking and suspension. The various electronic systems and the manner in which they weave together is confusing to explain (or at least it is to me!), so my apologies for the technical weeds I’m about to drag you through, but here goes. The base model XR ($16,350) comes with two Ride Mode settings: Rain and Road. The standard XR also includes BMW’s familiar ASC (Automatic Stability Control) system and semi-integral ABS. Rain mode softens power delivery and mellows throttle response, with the ABS and ASC setup for quick intervention on wet roads. The Road setting delivers the XR’s standard 160-hp dosage of power, with the traction/braking aids calibrated for dry roads.

Things get interesting, and more complicated, with the Ride Modes Pro option. Offered as a stand-alone $450 upgrade or included in the $2400 Premium Package, Ride Modes Pro adds Dynamic and Dynamic Pro to the Ride Mode setting options. Ride Modes Pro also replaces ASC with the more advanced DTC (Dynamic Traction Control) and likewise upgrades the standard-issue ABS to ABS Pro – with the XR being the first BMW, besides the HP4, to offer ABS Pro as a factory option (though it is now offered on other 2016 models and as a retrofit on previous select models, like the RR).

The Dynamic Ride Modes offer the same 160 horsepower as the baseline Road setting, but uncork the throttle for more immediate responsiveness. The bigger differences in the Dynamic Ride Modes are intervention settings for DTC and ABS; with Dynamic permitting limited rear-wheel spin and slight front wheel lift, while Dynamic Pro has a higher tolerance for wheel spin and doesn’t suppress wheelies at all. (The DTC/ASC and ABS can also be manually disengaged in any Ride Mode setting.) The Dynamic Ride Modes also enable the Dynamic setting for the Optional Dynamic-ESA… but let’s save that suspension discussion later.

Confused yet? Well, let me muddy things further. My test bike at the XR press introduction, held in Muskoka Lakes, Ontario, featured the Ride Modes Pro upgrade, however, the Dynamic Pro setting wasn’t enabled (it requires a special plugin, similar to Enduro Pro Mode on the R1200GS/A). My XR press bike was also fresh out of the crate. And when I mean fresh, I mean 11-miles-on-the-odometer fresh. As such, the rev limit was restricted from its usual 11,000 redline to somewhere around 9K. And speaking of mud… Our day aboard the XR included intermittent showers, with road surfaces damp and drying, at best, but often they were glistening with freshly-fallen rain. The handful of dirt sections on our 150-mile route were wet as well.

The adverse weather and redline restrictions spoiled full engine performance evaluations. However, conditions were ideal for demonstrating the benefit of Rain mode. The relatively mellow throttle was so pleasing that I didn’t venture much out of its safety net on the nasty wet stuff. However, when I did switch into Road Ride Mode everything was drama free thanks to the DTC and ABS Pro systems.

The XR proved itself a beast even with its claws retracted. Ample torque churns out across the powerband. The Beemer can crawl along at low rpm no problem, with a potent mid-range getting things moving fast, so there isn’t much need to keep it revving high. In fact, when you do spool it up, which I did on the rare open and (semi)dry patches of road, the XR goes into full-bore – what was that term? Ah, yes – face-blistering mode. The only fault I can find with engine performance was a persistent vibration at around 4000-5000 rpm. But the buzz wasn’t overly irritating and quite easy to forgive when a twist of the grip yields immediate, visceral acceleration. The conditions of the road and bike inhibited my experience, but I’d reckon the XR a more than a worthy match for the Multistrada in terms of engine performance.

A six-speed transmission package is highlighted by the Gear Shift Assist Pro, yet another option included in the Premium spec ($475 as stand-alone accessory). Featured on other BMW models, including the R1200RS we’d ride the following day, the shift assist delivers quickshifter upshifts as well as clutch-less downshifts. The XR’s shift assist stood out to me as much smoother in operation than those I’ve sampled on the RS and R1200RT models.

The XR’s chassis follows the lead of its S1000R sibling, with some important deviations. A revised steering head angle and longer swingarm stretches the wheelbase to 61 inches, 4.3 inches more than the R model. The aluminum frame’s rear segment has also been strengthened, to support increased load capacity and fulfill the XR’s touring pretentions. The R and XR suspensions share similar hardware (46mm inverted fork and rear shock), but the XR adds 1.2 inches of travel to the front (5.9 inches) and 0.8 inches to the rear (5.5 inches).

BMW also offers an optional Dynamic ESA (Electronic Suspension Adjustment) for the S1000XR. The D-ESA system modulates suspension damping based off inputs from sensors measuring acceleration, deceleration and banking angle, with electrically-actuated control valves automatically adjusting the damping rate in real-time. There are two D-ESA settings, Road and Dynamic. Road is the default ESA setting for the Rain and Road Ride Modes, while Dynamic is the default for Dynamic and Dynamic Pro. But riders can override either setting at the push of a button, so you can have Dynamic ESA in Road Ride Mode, or vice versa. Or is it versa vice? Dynamic!

If you are scrunching your brow in confusion at all this, then you know what my face looked like inside my helmet as I tried to make sense of it all through a rain-splattered visor. Here’s all you need to know, the fancy electronic crap works. And it works really well too!

At first I tip-toed through corners because the roads were so damned slick looking. Plus those Canadian winters beat up the rural roads pretty well and require frequent patching, so surface quality fluctuated as well. But the XR skimmed across everything without care. I noted a stiffening of the suspension when switching to Dynamic for sportier riding, although, again, the weather conditions didn’t cater to crazy balls-to-the-wall riding. The D-ESA suspension does its thing, imperceptibly smoothing and stabilizing. I can’t find fault.

But of all the electronic doohickeys festooning the XR, I was most impressed by the ABS Pro. The ABS moniker is a misnomer of sorts, because when I think of ABS it’s in the “oh, $h%T, I gots to stop!” context, where you panic brake and the ABS keeps you from losing traction by obvious interventions that manifest in noticeable pulses at the lever/pedal. No, no, no… This ABS Pro is more like enhanced performance braking. The most noticeable demonstration of the ABS Pro’s advantage is during corner braking, where the bike doesn’t stand up when applying the front brake. Instead the ABS Pro system makes minute modulations to the front brake calipers so that the bike holds its lean angle.

As with the XR’s other electronic aids, I was tentative to the test ABS Pro on the soaked road surfaces, but once I did it surprised me with its effectiveness. Sharp corner approaching on a wet road, tip it in, lean it over and squeeze the brakes. The bike slows but doesn’t move from its line. I know that sounds wrong, but that’s what happens. It’s remarkable.

And speaking of corners, the XR is quick to tip in and change direction. It claims a 502-pound curb weight, and, if anything, feels even lighter on its toes. It’s a neutral handling bike with an upright riding position and a tall, wide handlebar that provides good leverage. Is it on par with the Multistrada? It’s definitely comparable and I only wish I’d ridden the bike the day after, when the weather was perfect… Still, I was impressed.

I was also surprised by its handling off-road. Again, the weather limited our testing options, and we actually skipped one of the planned dirt routes, but we still took a couple easy, graded gravel and dirt roads. I’m no expert off-road, but the XR garnered immediate trust as I futzed with the various settings. Purring along I rapped the throttle and could hear the XR breaking loose, but the effect was barely noticeable at the controls. I twisted the grip again and wiggled the back end, with little controlled fishtails. The ABS works quite well off-road too. Like the GS, the XR’s electronics give you just enough rope not to hang yourself, thus covering my off-road ineptitude… I mean, making me look good without trying. Spoon on some tires with any off-road chops and this XR could do some serious work. But, then again, that’s what the GS/Adventure is for.

The truly great thing about the performance and handling of the XR is that it goes about its raucous business in a comfortable manner for the rider. And that’s the crux of why bikes like the Multistrada and, presumably, the XR are growing so popular. They are effectively sportbikes with an upright riding position and relaxed, ADV ergonomics. In fact, the XR ergos are even more relaxing than the RS I rode the day after, or even similar relaxed sportbike options like the Ninja 1000/GSX-S1000F models. The difference maker, for me, is the relatively tall saddle (33.1 inches), which offers greater leg room. Combined with the high handlebar, the XR is perfectly matched to long-legged, tall riders, with even more legroom available via an optional 33.7-inch seat (conversely the XR can be dropped by a 32.3-inch low seat option and further reduced by lowered D-ESA setting to 31.1 inches). The ergos lend themselves to easily standing on the pegs too, a fantastic way to reduce fatigue on long-distance rides.

Which begs the question: how would the XR fare as a touring platform? I’d say a pretty impressive one. The half-fairing and the two-position, hand-adjustable screen do a decent job with wind protection. The XR I tested sported discreet, yet effective handguards, with comfort enhanced by the optional heated grips. The only drawback to its touring potential is range. We coaxed it back to Muskoka Lakes with 160 miles on the trip meter, but the reserve light went on at 140 miles, which is poor for a touring rig. Plus those aforementioned engine vibrations would surely get more irritating as the day’s miles dragged on. That being said, the XR’s ergonomics alone make it a tantalizing sport-touring offering – to say nothing about its sporty performance, which will make most purpose built sport-tourers, like it’s R1200RT cousin, seem like heavy, cumbersome louts by comparison.

As far as looks go, my first impression of the XR’s styling wasn’t gobsmacked awe, more like “eh… it’s growing on me” acceptance. Something about the curvy beaked front area of the bike disagrees with the little imp on my shoulder who determines my aesthetic tastes. I prefer the blockier look of BMW’s GSA or the stately lines of the R1200RS (the latter of which I tested the following day). I must admit I’m more partial to the XR’s red colorway, where it reminded me an awful lot of the Ducati Multistr… Yeesh, I know, enough already, we get it.

Anyway, in Red or White, the XR’s MSRP requires more explanation than most bikes, as it follows BMW’s protocol of offering several different spec packages straight from the factory, including Base ($16,350), Standard ($17,295) and Premium ($18,750) – the latter package combining Dynamic and Touring packages which can be pieced out separately, I think. The dealer can probably explain the MSRP to you better, as well as the rust-proofing, transport charge, storage surcharge and additional overcharge. Actually, those last ones are jokes (lifted from the inimitable David Puddy), although I think there really is a $495 transport charge. 

BMW’s decision to take on the Multistrada, and other street-biased Adventure Sports (like the Versys and V-Strom 1000s), with a purpose-built model has two benefits. First, it can be an actual competitor with the Ducati’s bar-raising road performance. Second, it lets the R1200GS remain the GS – an ADV standard bearer that still represents BMW’s most popular and prolific model to date. As for fears that the XR will cut into GS sales, BMW reps were confident the opposite would be true. They foresee the XR as a conquest model that attracts an all-new, younger customer to the German marque, thus following the pattern of its other Inline Four-powered offerings, most notably the S1000RR.

The S1000XR is an exciting new offering from BMW. The S1000RR Superbike has helped transform the marque from its stodgy, pipes-and-slippers trope to a more robust, high-performance bike brand, and the S1000XR builds on this momentum. This BMW is a sportbike first and foremost – albeit a sportbike with an upright riding position and long-travel suspension that can venture out onto dirt roads. Our rain-soaked day aboard the XR may have hindered our overall assessment, but gave us enough of a taste to say its performance can back up BMW’s high expectations. As for future MotoUSA content with the S1000XR, we aim to compare it against at least one of its rivals. Bet you can guess which one…

2016 BMW S1000XR Specifications:

Engine: Liquid-cooled Inline Four

Displacement: 999cc

Bore x Stroke: 80 x 49.7mm

Compression Ratio: 12:1

Clutch: Wet clutch with slipper functionality

Transmission: Six-speed, with optional Gear Shift Assist

Final Drive: Chain 17/45

Frame: Aluminum perimeter

Front Suspension: 46mm inverted fork adjustable for compression, rebound and preload with 5.9 inches of travel; optional Dynamic ESA

Rear Suspension: Single shock adjustable for preload and rebound, with 5.5 inches of travel; optional Dynamic ESA

Front Brake: Dual 320mm rotors with radial-mount four-piston calipers

Rear Brake: Single 265mm rotor with twin-piston caliper

Front/Rear Tires: 120/70 ZR17; 190/55 ZR17

Rake/Trail: 25.5°/4.6 inches

Wheelbase: 61 inches

Seat Height: 33.1 inches

Fuel Capacity: 5.2 gallons

Curb Weight: 502 pounds

MSRP: Base ($16,350), Standard Package ($17,295) and Premium Package ($18,750)

The Amazing Valentino Rossi

Facts you need to know about Valentino Rossi

Valentino Rossi is a legend in Grand Prix motorcycle racing. Fans around the globe cheer for the charismatic Italian and he responds with flamboyant post-race celebrations and a riding style that always attracts attention. The Doctor became a Champion of all three GP series, 125, 250, as well as the final year of classic 500cc racing. Rossi joined Mike Hailwood and Phil Read as the only men to have accomplished this task.

Rider: Valentino Rossi
Nickname: The Doctor, Rossifumi, Valentinik, King of Mugello
Born: February 16, 1979 in Urbino, Italy Nationality:Italian
Team: Yamaha Factory Racing
Machine:Yamaha YZR-M1 (#46)

Valentino has been going by the motto of “one year to learn, one year to win” throughout his GP career. Rossi began racing GP in the 125 class in 1996. The following year he became the youngest ever GP champion at age 16, winning 11 rounds along the way. He was moved up to the 250 class in 1998 where he finished second with five wins. In 1999 he once again become a champion (the youngest 250 champ to date), dominating the series with nine victories. Next up: 500GP aboard the venerable Honda NSR. In 2000 young Rossi finished behind Kenny Roberts Jr. and returned in 2001 with a mission: to become a 500 GP champion. He did just that. After a year-long battle with rival, Max Biaggi, he wrapped up the championship with 11 victories and established himself as one of the greatest GP racers of all time.

Honda signed Rossi to move up to the 500cc class and he didn’t dissapoint as he delivered four championships for the brand.

After his first title in the premier class, Rossi rattled off four more with five straight wins from 2001-2005. During that five-year span, The Doctor’s position as GP champion was challenged but never bested by his lead rivals: Max Biaggi and Sete Gibernau. Rossi also made an unexpected move during that timespan, switching from the long dominant Honda to Yamaha, which he promptly developed into a title-winning machine.

The most dominating rider in the modern era, the unthinkable happened when Rossi lost his title to Nicky Hayden in 2006. Rossi’s failure came when he crashed during the season finale at Valencia, losing his points lead to Hayden. Sporting the Excalibur motif on his 2007 preseason factory Yamaha, the unspoken message from Rossi was loud and clear: The once and future king is dead set on recovering his crown. The Doctor fell short in 2007, however, losing his supremacy to Ducati’s Casey Stoner and finishing the season third in the championship.

In 2010 Rossi suffered a broken
leg which eradicated his hopes
of winning the MotoGP title for
the third year in a row.

In 2008 Rossi took Fiat Yamaha and switched to Bridgestone rubber, the same slicks as Stoner. The result was a return to form and a dominating season from Rossi, with another MotoGP crown. The following year Rossi repeated the feat, scoring yet another world title. The Doctor had to work for it, however, with his greatest competition coming from across the garage in teammate, Jorge Lorenzo.

2010 proved a difficult year for Rossi. While Lorenzo was on a powerful winning streak, Rossi suffered a broken leg during a practice crash at Mugello. The incident left The Doctor on the injured list for multiple rounds, and when he returned Lorenzo had a sizeable lead in the championship. Rossi eventually finished third in the ’10 season behind Lorenzo and Stoner.

In a much anticipated move Rossi severed his long relationship with Yamaha to sign with Ducati for 2011, and there the Italian will seek his eighth MotoGP title.

Rossi’s stint with the Italian manufacturer didn’t live up to expectations. In 2011 the Doctor only made the podium once, scoring a third-place finish at Le Mans. He finished inside the top-10 through the majority of the rounds, but struggled throughout the season to find a set-up that worked for

2011 saw Rossi move to Ducati to turn the Italian brand back in to a title contender. Plans fell short with Vale getting only three podiums in two years.

him. He managed to take seventh in the championship, tied mathematically with the late Marco Simoncelli.

The 2012 season wasn’t much better for Rossi, except that he was able to take two podiums during the season, one again at Le Mans and the other at Misano. In both cases The Doctor finished in second-place and by the end of the season he’d moved into sixth overall. Right to end of the 2012 campaign Rossi worked to find a bike configuration that would solve the power delivery and grip issues on the Desmosedici, but to no avail. Rumors swirled mid-season that he would end his contract with Ducati at the end of 2012, and by August of that year the rumors had been confirmed. Rossi signed to ride with his former team, Yamaha Factory Racing, once again alongside Jorge Lorenzo.

Rossi’s move back to Yamaha paid off in the first race of the 2013 season at Qatar, where he finished in second-place. After that, however, the Doctor struggled to keep pace with the front-runners earning a string of results ranging from fourth at Jerez to a 12th at Le Mans. The Yamaha ace broke through in Round 7 at Assen though, making his way to the top-step for the first time

The Doctor gave his loyal fans the show they’ve been waiting over two years for, earning the win at Assen.

since 2010. He followed that up with two third-place results in as many races and then maintained results within the top-six through the remainder of the season. In total Rossi earned six podiums and finished fourth in the series.

In the days leading up to the finale at Valencia, Rossi announced he would break ties with long-time Crew Chief Jeremy Burgess. Rossi hired on Silvano Galbusera as his new Crew Chief for 2014 and explained his decision, which came as a surprise to many, as an effort to reinvigorate his race program with “something different.”

Rossi remains with Yamaha with teammate Jorge Lorenzo in 2014.

Valentino Rossi Racing Career

2013 – 4th MotoGP – Yamaha
2012 - 6th MotoGP – Ducati
2011 – 7th MotoGP – Ducati
2010 – 3rd MotoGP – Yamaha
2009 – 1st MotoGP – Yamaha
2008 – 1st MotoGP – Yamaha
2007 – 3rd MotoGP – Yamaha
2006 – 2nd MotoGP – Yamaha
2005 – 1st MotoGP – Yamaha
2004 – 1st MotoGP – Yamaha
2003 – 1st MotoGP – Honda
2002 – 1st MotoGP – Honda
2001 – 1st 500 MotoGP – Honda
2001 – 1st 8 Hours of Suzuka – Honda
2000 – 2nd 500 MotoGP – Honda
1999 – 1st 250 MotoGP – Aprilia
1998 – 2nd 250 MotoGP – Aprilia
1997 – 1st 125 MotoGP – Aprilia
1996 – 9th 125 MotoGP – Aprilia
1995 – 3rd European 250 Series – Sandroni
1995 – 1st Italian 125 Sports Production – Sandroni
1994 – 1st Italian 125 Sports Production – Sandroni

New Kawasaki Supercharger Update & Spirit Charger Concept

Good ways for saving oil technology

Kawasaki made a splash last year when it debuted the supercharged Ninja H2 and H2R and this year announces its intent to continue development of the supercharged platform. At the Tokyo Motor Show Kawasaki revealed it will offer both versions of the H2 Ninja in limited production through 2016, adding a new color and finish option, a slip assist clutch and ECU updates. It also debuted a sketch of a concept which could mark the future of the line.

President of Kawasaki’s Motorcycle and Engineering Company, Kenji Tomida, spoke of the company’s plan to develop a “Balanced Supercharged Engine” which would improve fuel economy. Specifically, electronically controlled flaps at the supercharger entrance would be utilized to manage the volume of intake air and manage the airflow direction.

To highlight the technological changes ahead, Mr. Tomida revealed the Concept SC 01, the “Spirit Charger.” This machine carries much less aggressive lines and would make use of “softer” and “more luxurious materials” than the Ninja H2. The company describes the “Spirit Charger” as “a machine suitable for all day, long distance enjoyment and comfort.”

The long-term philosophy behind the concept and engine updates is dubbed the “Rideology strategy” which Mr. Tomida summed up as such in a company press release:

“Firstly the need for machines to possess power and grace, secondly Kawasaki motorcycles should continue to be fun and rewarding to ride and, thirdly, the ongoing reliance on the skills within the entire Kawasaki Group harnessing cutting edge technology to enrich the lives of people worldwide.”

Facts That You need to Know About Yamaha Motor Co.

When Yamaha are Publish ?

Yamaha Motor is Born When Yamaha Motor Co., Ltd. was established in Japan in July 1955, it was a relative latecomer in a market where as many as 150 motorcycle manufacturers competed for survival. New ones were starting up and others were folding at a tremendous pace, and few survived the challenge. In Yamaha Motor's story, you will recognize the spirit of challenge in these early years that forged the company into the global corporate group we are today, in pursuit of the perpetual goal of being best in the world market.

Yamaha's First Motorcycle

Genichi Kawakami, founding president Yamaha Motor Company Limited

It all began when then president of Nippon Gakki, (now Yamaha Corporation,) Genichi Kawakami, put to use some machining equipment used in the production of metal airline propellers to develop the first Yamaha motorcycle. It was the YA-1, nicknamed “Aka-tombo” which means red dragonfly.

With a starting capital of 30 million yen, 274 employees and two single-story wooden factory buildings with a capacity to turn out 200 motorcycles a month, the fledgling company dared to confront competition, a will that came to forge the company spirit of challenge. Yamaha entered the first YA-1 in the Mt. Fuji Ascent Race and won. From there on, our employees moved with determination from one challenge to the next, working as a team, sharing victories and setbacks.

Diversification

Yamaha XS-1 in action

Yamaha's in-depth knowledge of 2-stroke technology led to the Company's diversification in 1960 into the outboard engine market. 1970 witnessed the launch of the 650cc XS-1, Yamaha's first 4-stroke motorcycle, and during this decade the company diversified into the manufacture of a range of new products including All Terrain Vehicles, golf cars, generators and industrial robots.This was followed in the 1980's by the development of high-performance car engines and water vehicles.

R1 The One

1998 will be remembered by motorcyclists for many years to come, because it was the year that Yamaha launched the YZF-R1, widely acclaimed as the most remarkable supersport model of the decade. Equipped with race-bred engine and chassis technology, the R1 further underlines Yamaha's commitment to offering products that generate "Kando" the first time, and every time.