Click the Contents pages to take a look at what’s inside

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2. Fast Bikes Issue 256 – January 2012
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Nearly 20 years after the original was released, KTM has launched the fourth-generation Duke. The previous incarnation of the 690 was bloody hard work, so the Austrians wanted to broaden its appeal with a more user-friendly approach. And they have.

Drive-by-wire is the highlight of its 90% new components, with a throttle unlike any other KTM – smooth and progressive. The LC4 mono-pot is also silkier and backs-up why the company persists with the single life.

Click above to watch the video

Also added for 2012 is the Bosch ABS system fitted to the firm’s SM-T. You can read all about how the new 690 Duke coped with the mountains in Gran Canaria in the next issue. In the meantime, here’s some moving images – in both senses of the phrase…

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KTM’s RC8 R has always been synonymous with hedonistic circuit skulduggery, yet grids worldwide have been bereft of orange-flavoured Bavarians. In truth, the RC8 just hasn’t got the gonads to compete with the four cylinder brigade under FIM rules, but the chassis remains among the elite in the game. There have been a few attempts at running them in Euro Superstock and BSB, but the KTM has never reached its full potential.
Meanwhile, over in neighbouring Germany, the factory has been putting some serious effort and money into winning the IDM Superbike championship. And they did, with veteran-spec-wearing Martin Bauer onboard, backing up the companies ‘Ready To Race’ tagline. KTM were so ecstatic, they invited us to thrash the title-winning RC8 R after the final round at Hockenheim. Oh go on then.

As you can imagine, the grid is riddled with S 1000 RRs and wieners, but the rules favour KTM with a production-based ethos – so no engine tuning, except airbox mods and free roam with exhausts. The camshafts, pistons, cylinders and heads must remain standard, and valve timing can only be tweaked via cam gears. IDM ruling allows a change in head gasket. That’s your lot. But, being a factory team, every internal component can be selected from a medley for the perfect balance, aka blueprinted.

It’s a similar narrative for chassis work. While a small semi-detached in Croydon could be substituted for 16.5-inch rims, WSB-spec forks, and Kenny Roberts swingarms seen on full-blown Superbikes, IDM use standard fork outers, swingarms and road size wheels. The only areas for exquisiteness are electronics and use of carbon fibre.

WSB-spec electronic package feeds the Magneti Marelli dash (below)

Before letting us loose on the factory goodness, KTM had to change the exhaust on Bauer’s bike. IDM changed the noise limit to 115dB, which ain’t far off a MotoGP soundtrack. And due to the ‘test’ day landing on a public trackday, the slightly more accommodating 105dB twin-exit system was fitted.

For obvious reasons, and simplistic rules aside, this is the most exotic RC rolling on rubber. Taking full advantage of the open electronics, KTM use top-shelf Magneti Marelli (like the majority of WSB teams), so dash, wiring loom and rider aids – launch control, traction control, and you could probably set your Sky+ with all the sensors onboard. Engine braking, one of the areas that could improve on the road bike, is looked after by opening the butterflies slightly, coaxing you into the turns with confidence.

More than your average amount of buttons to press…

As I ausfahrt the pitlane, it’s refreshing for a Superbike to feel so closely related to its road-goer. The bars are wide and pegs set high but there’s clear correlation here, and the 17-inch rims don’t alienate handling beyond road bike recognition. Jeremy McWilliams was also at Hockenheim. He’s been highly influential in the development of the bike and warned me of just how sexy the front-end is. Jezza is one of the honest faces in the global paddock but there may have been a little sense of KTM ‘commercialism’ talking. There wasn’t.

Whatever geometry settings Martin Bauer’s bike has installed, they need installing on KTM’s road bikes. Dunlop NTEC slicks invest massive confidence from the off anyway, but I’ve never, ever ridden a bike with as much mechanical grip from the front. It was like I was mowing the lawn with an old-skool Flymo, chucking the thing wherever needed – good job, as Hockenheim isn’t the easiest place to learn. Not only does it steer with neutrality but you can also bet your bollocks on the front like no other. And I mean trail braking like a GP God deep into a turn. Fully wet, the bike weighs 180kg and feels poised and ready. WP forks (KTM owned) boss the front but an Ohlins shock is used to support the rear. The WP’s action contributes to the fluidity of the nose, super-progressive and as if I’d set them up myself over the year. The balance on and off the throttle is sublime, and activates the weight in all the right places, at the right time.

The other standout feature of the factory RC is the gearbox, and just how slick it is. KTM boxes are (sometimes) renowned for being made of cheese. When I quizzed the crew chief about the complete lack of false neutrals and the super-liquid action, he put it down to the quickshifter and “the main focus of meticulous assembly and optimum exploitation of production tolerances”. Basically, picking the premium components for a slick box.

Burying it into a turn with the front brakes on hard, the fork at the
bottom of its stroke – don’t try that on your road bike

The motor itself, unsurprisingly, is unmistakeably an RC8, just with a healthy dose of ‘roids injected. KTM claim 190bhp, which ain’t far off when you consider Martin Bauer doesn’t get smoked by the 200bhp+ Beemers on the straights. KTM admit that, at some circuits, they were 8km\h down on terminal speed. The delivery has a broad spread of power, boosted at the bottom for instant hit during corner exit (backed up by TC), and the power keeps churning at the top-end.

If Jesus and The A-Team combined to make an RC8 R, Martin Bauer’s Motorex KTM would roll out of the magic shed in heaven. Yes, she’s straight out of the factory, but KTM’s handy work and the IDM rules mean it’s one of the friendliest superbikes out there, yet still a ballistic riot. Expect to see the Austrians in WSB and BSB very soon…

Words: Alastair ‘A-Force’ Fagan
Photos: Courtesy of KTM

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You can count on one hand the number of important changes Honda has made to the 2012 Fireblade. New Showa BPF fork, new Showa Balance Free Rear Cushion shock, new wheels, new styling and a new dash. Anything else counts as a tweak. So that means that power remains the same, the electronics package remains the same (non-existence except for the C-ABS option), and the chassis and ergonomics remain the same. And do you know what, we’re glad.

Why? Because the 2008-2011 Honda Fireblade was just so bloody brilliant. It was pure, balanced and sophisticated – and the 2012 bike stays with these themes.

Taken to Portimao in Portugal to sample the new 2012 Fireblade, the first thing to notice is that there’s not much to notice. The BPF’s give that flat feeling as you get on the ZX-10R and GSX-R1000, the rear shock’s effects aren’t mind bending, and the motor feels almost the same as before (which, of course, it is). The jury is still out on the Bridgestone S20 rubber, mainly because it was cold and Portimao has lost its initial grip, but once Honda technicians stuck some R10 track tyres on it was really time to let it rip.

And what a great bike the Honda Fireblade remains to be. Poise, balance, class, predictability and fun. It works on so many different levels that you can’t fail to be impressed by its abilities. It’s a fitting tribute to the bike that started it all, 20 years ago.

We were denied a road ride, but if you pop to a Honda dealer they should be getting demo bike in through December, so go and try one for yourself. All you need is, ahem, £11,300 to pry one out of their hands (or £12,000 if you want the C-ABS bike). Read more in the January edition of Fast Bikes, or head to honda.co.uk for more information.

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A little taste of what’s inside:

• BMW S 1000 RR Launch
• Yamaha YZF-R1 Launch
• Kawasaki ER-6n Launch
• Husqvarna Nuda 900/R Launch
• Fireblade 20th Anniversary pull-out
• 125cc Sportsbike Group Test
• Marco Simoncelli Celebrated
• Tools Product Special
• Suzuki Hayabusa Used Buyer’s Guide
• Ducati 916 Used Bike Guide
• Ten With… Marco Luccinelli

and much, much more…

Click for a PDF of the Contents pages

20th Anniversary of the Fireblade 20-page pull-out

2012 Fast Bikes Calendar free with every issue!

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Monocoque Technology
The chassis merges multiple parts into one compact and lightweight component; integrating the airbox to become one of the key elements reduces the overall dry weight by an incredible 10kg. Using the Superquadro engine as a stressed member of the chassis, the short and strong monocoque is made in die-cast aluminium and is responsible for 5kg of the overall weight saving. Attaching directly to the rear of the engine, the new fully die-cast aluminium, single-sided swingarm is 39mm longer than the 1198’s.

Electronic Suspension
The Panigale S and Tricolore are fully equipped with the Ducati Electronic Suspension (DES) system by Öhlins. The fork is a 43mm Öhlins NIX30 unit, with electronically adjustable compression and rebound damping, while spring preload is manual. The Öhlins TTX36 rear unit features twin tube technology, and is also electronically adjustable for compression and rebound damping, while spring preload is kept manual, too.

The electronic adjustment can be made either by using the pre-set ‘Riding Modes’, or in independent mode, which allows you to use your own personal and saveable suspension settings.

New Brembo Brakes
Brembo’s new Monobloc M50 calipers also find their way onto the 1199, reducing unsprung weight by a further 0.5kg. They feature four 30mm pistons each, which then grip 330mm discs. This is combined with the Sport ABS, which uses the latest 9ME Bosch processor, and can be set in Race, Sport and Wet riding modes.

The Engine
Called the Superquadro, the name refers to it being an over-square configuration. With plenty of input from the Corse division, the motor was drawn up from a blank sheet. It uses a massive 112mm bore, which allows engineers to up the rev limits thanks to the shorter distance it has to travel through the ultra-short 60.8mm stroke. The wider piston also allows for a bigger valve surface area, again a feature that plumps power. Peak figures are quoted as a whopping 195bhp of power and 133Nm of torque. Feeding the frenzy are larger oval throttle bodies fed by twin injectors that are engaged by a new ride-by-wire software system.

The Desmo valve system is retained, but gone are the belts, replaced by chain and gear driven system that should improve reliability and allow longer service intervals. At the end of the exhaust cam drive gear is a clever centrifugal flyweight that retracts to rotate a protrusion to create inlet valve lift, decompressing the motor to help it start more easily. This in turn means the Panigale uses a smaller battery, saving 3.3kg in the process. Other features include a wet clutch with slipper, titanium valves and magnesium alloy casings.

The Panigale will be available in March, with prices starting at £14,995 for the 1199 Panigale, £15,750 for the 1199 Panigale ABS, £19,750 for the 1199 Panigale S ABS and £23,495 for the 1199 Panigale S Tricolore.

See the full Ducati 1199 Panigale technical specifications.

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Available in Blanca, Rossa-Argento or Nero (you can work that out, right?) The 675 engined work of art appears to have all the right credentials to take the fight to the 600cc market. MV claim an output of 126bhp and 71Nm torque, with a dry weight of 173kg, and a decidedly flickable wheelbase of just 1380mm. It’s expected to be priced at £9,999 when it reaches our shores.

See the full technical specifications here.

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John McGuinness, Conor Cummins, Bruce Anstey, Ryan Farquhar, Michael Dunlop, Michael Rutter and sidecar stars Dave Molyneux, John Holden and Andy Winkle will all make an appearance for a celebration of the world’s best known road racing event.

The Black Horse Stage, in the Arai Entertainment Zone, will feature a TT takeover, with a themed Q&A hosted by James Whitham and a special Fast Bikes Question of Bikes quiz hosted by Steve Parrish and contested by the TT stars. The racers will also be around all day for fan meet & greets and autograph sessions. TT star Guy Martin won’t make it for TT day but will make an appearance at the show on Sunday 20 November.

The ticket price for Motorcycle Live 2011 is completely all-inclusive, meaning visitors can enjoy everything the show has to offer at no extra cost. Tickets are £16 in advance for adults, £10 for seniors, £6 for children aged 6-16 and  kids 5 and underaccompanied by a paying adult go free. Visit the Motorcycle Live website r call 0844 5812345. For the lastest news and updates, visit facebook.com/motorcyclelive or follow @motorcyclelive on Twitter.

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Here’s what’s inside:

And you get one of these for free! (Benjamin not included.)

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Crutchlow will be joined by the very best of British racing talent, including current World Supersport Champion, and Fast Bikes columnists, Chaz Davies and double World Superbike Champion James Toseland.  Moto2 rider Bradley Smith and 125GP contenders Danny Webb and Taylor MacKenzie will also be there.

Adding to the incredible sound of a Yamaha M1 being fired up, there will also be a Moto2 race bike adding to the noise, provided by FTR Moto. The combined roar of the two world-level race engines will mark the opening of Motorcycle Live 2011, where visitors can feel, touch, smell, ride and experience the very best that motorcycling has to offer.

“We wanted to do something totally different to open the show this year – something that represents what Motorcycle Live is all about,” explains Finlay McAllan, Managing Director of organisers MCI Exhibitions. “By having the two bikes fire up on stage, we are really bringing home the message that the ‘live’ element is not just a name. To tie this in with a celebration of British talent seemed very fitting. British racers are really making their mark on the world stage and it’s only right that the biggest bike show in their home country celebrates that fact.”

Once you’ve recovered your hearing, there’s plenty to do at Motorycycle Live this year – including two-wheel taster sessions in the Get On Arena, off-road experiences, on-road test rides, trials riding and of course, the experts will be doing their thing in the Ramp’d Up Freestyle Motocross Arena. This will all be accompanied by non-stop entertainment and appearances from racing stars and biking celebrities. The ticket price for Motorcycle Live 2011 is completely all-inclusive, meaning visitors can enjoy everything the show has to offer at no extra cost. Tickets are £16 in advance for adults, £10 for seniors, £6 for children aged 6-16 and kids under five accompanied by a paying adult go free. Visit motorcyclelive.co.uk or call 0844 5812345. For the lastest news and updates, visit facebook.com/motorcyclelive or follow @motorcyclelive on Twitter.

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