The Citizen Tuesday 30 September 2008 HONDA AUTHORISED DEALER
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ossi’s Grand Prix of Japan Rossi’s Eighth World Title. The Grand Prix circus trip to Japan was always going to be about the Rossi Championship bid. ghly speaking, all he had to do was Roughly h on the podium, that is finish in finish the first three, and he would be home d for f thi l t two t years and dry this year. Th The last of Grand Prix racing have been dominated by the tyre issue with Japanese
giant Bridgestone taking on the traditional, dominant Michelin brand and beating them. Rossi saw the dominance of Casey Stoner last year and was determined to ensure that his Yamaha had the desired tyres fitted (even if his teammate didn’t). Much behind-the-scenes negotiations ensued, the end result bei th d the th ttyres h t d ing thatt R Rossii h had he wanted and has now justified his determination by clinching his first title on the 800
Yamaha. This story continues, as it was announced that the Grand Prix field next year will be limited to one supplier, as MotoGP boss Carmelo Ezpeleta famously once said; “This is a Championship for riders not tyre manufacturers. ” After all this talk, it was Michelin shod Jorge Lorenzo that returned to form, to grab pole position in the heart of Bridgestone country, Japan. But it was Casey Stoner that led the race in to the h ll d and d sometimes ti firstt llap, challenged overtaken by Dani Pedrosa. Rossi? He was back in fifth, mixing it with team-mate
Lorenzo but building for his inevitable push to the front. Then he was on his way, leaving first Lorenzo, then catching and passing Dani Pedrosa before closing on to the back wheel of Casey Stoner as has become his way recently. Mid–race he was past and poured on the pressure to see if he could break the young Aussie –sure enough first a small lead and then the gap stretched as Rossi powered away to take his eighth title in the fashion to hi h a Champion Ch i should h ld win i – from f which the front. Rossi fans and observers were sure that some form of unique celebra-
wo tion would follow and sure enough a desk and clerk were track side for Rossi to sign a Championship winning AGV helmet, a contract (for 2009?) and don the obli obligatory T-shirt which translated ‘so read ‘sorry for the delay’ a reference to the last two Championships going elseO the back was a recipe for a where! On Champi Championship ‘soup’. Thre more races left to run, a one Three make ty tyre rule, what else do we know? To page 2/
n w o d y a 3 w g X lonTour
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The Citizen Tuesday 30 September 2008
RACING NEWS New GP Rules for 2009 The FIM made the following announcement this week: For safety and cost reasons, the Grand Prix Commission, composed of Messrs. Carmelo Ezpeleta (Dorna, Chairman), Claude Danis (FIM), Hervé Poncharal (IRTA) and Takanao Tsubouchi (MSMA), in the presence of Mr. Paul Butler (Secretary of the meeting), in a meeting held at the circuit of Motegi, unanimously decided to introduce the following change to the FIM Road Racing World Championship Grand Prix Regulations. MotoGP class: The Grand Prix Commission has decided unanimously that there will be a single tyre supplier for the MotoGP class from 2009. Proposals to supply the tyres must be handed to the FIM and Dorna by October 3rd at the latest. The final decision will be announced by the GP Commission by October 18th at the latest. The FIM also made the following announcements: 125cc class Teams may present only one motorcycle per rider in the 125cc class for Technical Control (as from 1.1.2009). Future of the 250cc class MSMA decided unanimously to propose to the Grand Prix Commission the following as from 2011: 4-stroke, 4-cylinder maximum, 600cc maximum engines, free chassis. A detailed proposal will be studied by the other members of the Commission.
Stoner and Pedrosa finished 2nd and 3rd respectively - their current championship standings
/From page 1
Well Nicky Hayden is off to Ducati, replaced by rookie of the year (at least in the big class) Andrea Dovizioso. Yuki Takahashi graduates from the 250s to replace Dovi. All change at the number two Ducati team with Toni Elias probably off to Gresini Honda replaced by Ducati test rider, and former Superstock Champion, Niccolo Canepa partnered by KTM 250 rider Mika Kallio. All of this leaving American Champion Ben Spies the last man standing in the end of year musical chairs. There is still a 250 title to fight for but if Marco Simoncelli continues to ride like he did on Sunday, it is all over. Despite gambling on a soft front tyre Marco still had the pace, racecraft and determination to hold off a visibly deflated Alvaro Bautista to take the win and extend his lead for the next (Australian) round on Sunday. An emphatic win. Championship standings; 1 Marco Simoncelli Gilera 215. 2. Alvaro Bautista Aprilia 183 3. Mika Kallio KTM 175. The 125 race upheld its competitive reputation with a trio at the front mixing it up for the last three laps to decide who should win. Current World Champion, Hungarian Gabor Talmacsi has decided that a broken wrist is no reason not to race and that if anyone is going to take away his title it will be on the race track and not while he is recuperating from surgery. This is not recommended so do not try this at home! So if Gabor did not have the strength to win and Mike Di Meglio has a Championship points lead to defend it must be Stefan Bradl (on the fastest bike in the field) that was home for his second win of the year. At the age of seventeen quite a result for a rider that took a year off unsure that this is what he wanted to do with his life! 1-2-3 for Bradl, Di Meglio and Talmacsi with the standings; Mike Di Meglio 212 Simone Corsi 176 Stefan Bradl 167 Gabor Talmacsi 165.
Dovi’ to Repsol
Championship number 8 for ‘The Doctor’
Former 125 World Champion Andrea Dovizioso is to join the Repsol Honda Team for the 2009 MotoGP World Championship. The Italian talent will join Spaniard Dani Pedrosa in Honda’s official HRC squad, riding full-factory RC212V machinery. The announcement is a dream come true for Dovizioso, who has raced Hondas since 2002. “I am very pleased to announce that Andrea Dovizioso will join the Repsol Honda factory team for the 2009 MotoGP season, racing alongside Dani Pedrosa,” says HRC president Masumi Hamane. “Andrea has raced Honda machines throughout his career and with great success in all categories of grand prix racing. He has a 125cc world title to his credit and several very successful seasons in the 250cc class. “We believe Andrea is now ready to accept the challenge that awaits him in 2009. His talent is unquestioned and we admire his attitude towards racing. His dedication to the task at hand has impressed everyone at HRC. Andrea came into the MotoGP championship this year with an open mind and his debut season has shown all of us that he possesses the character and qualities so necessary to succeed. The MotoGP class is the most difficult of all classes for a rider but Andrea’s skill and determination to learn has been rewarded. His current fifth place in the championship speaks for itself. HRC will provide Andrea with the best possible technical support to help him reach his full potential and we look forward to enjoying a happy and successful relationship.” Dovizioso is delighted with the news, which comes in the closing stages of his rookie MotoGP season. “I have raced Honda machines in grands prix for seven years because I have always wanted to be in the official HRC team,” he says. “Now I have the opportunity to join Repsol Honda, so this is a dream come true for me, I am very happy. Joining the HRC team is the best way forward.”
Troy Corser confirmed alongside Ruben Xaus in BMW SBK squad
MW Motorrad have announced that Australian Troy Corser has signed to ride the all new BMW S 1000 RR in next year’s Superbike World Championship. The former double Superbike World Champion has agreed terms for two years and this ends months of speculation as to who will join Spaniard Ruben Xaus in BMW’s debut in the Superbike World Championship next season. Corser won the Superbike World Championship in 1996, becoming the youngest rider ever to do so in the process, and then again in 2005. He has been runner-up in the WSBK championship once and third place on three occasions. To date he has taken part in over 300 races, been on the podium 126
times, and his 42 pole positions have earned him the nickname of “Mr Superpole”. Troy is married to Sam and they have two children, Kalani Gray (5) and Kelissa Illiana-Rose (3). Troy was born in Wollongong, Australia but he and his family are now Monaco residents. Peter Mueller (Executive Vice President Development and Model Lines BMW): “With Troy and Ruben, I feel confident we will have the best riders possible for our start in the Superbike World Championship. Troy has unrivalled experience in the series and that, together with Ruben’s exuberance, is our ‘dream team’ and the combination we wanted, right from the start of this project. I feel sure that their knowledge of the series
will definitely help us become competitive very quickly.” Berti Hauser (Director of BMW Motorrad Motorsport): “I am delighted that Troy is joining our team and that our jigsaw is now complete. He was in our minds from the start and I am very happy because I believe he and Ruben are the best combination of riders for our new challenge. Troy has told me that he is excited about helping us develop the bike and be part of the project from the start. He also said that he would like to be the first rider in WSBK history to win the title with three different manufacturers and that he is physically and mentally ready make that his target.”
The Citizen Tuesday 30 September 2008
2009 KX450F L
ast week, Kawasaki officially released their 2009 models in the USA. The big one is the 2009 KX450F motocrosser. The updates include a new fuel-injection system, a new engine control unit that no longer requires a battery to start the engine, and a light-weight aluminium fuel pump. Engine performance is improved due to revised intake and exhaust ports. The engine is also lighter and more compact thanks to reducing the cylinder head height. For a small additional amount, the KX450F can be supplied in “Monster Energy” trim, featuring black bodywork, a silver frame, green hubs, and Monster Energy graphics. Comprehensively re-designed with a new fuel-injected engine, chassis, bodywork and extensive durability enhancements, the 2009 Kawasaki KX450F motocrosser is sleeker, faster and more high-tech than ever. Although it has had the most changes since its original 2006 debut, the new KX450F still shares a clear bloodline with its championshipwinning predecessors. The upgrade to Electronic Fuel Injection (EFI) eliminates the need to adjust engine settings to suit track and climate conditions and offers stable fuel-metering even in tough motocross conditions –without sacrificing the hard-hitting character of its predecessor. The new EFI system includes a compact lightweight ECU, a 43mm throttle body, a newly designed lightweight aluminium in-tank fuel pump and an ultra-fine atomizing injector set at a 45° angle for ideal midrange power, the 12-hole injector sprays precise 60 micron fuel particles for smooth power delivery and improved
engine response at partial throttle. Designed specifically for motocross, the KX450F’s lightweight EFI system doesn’t require a battery – the engine can be started within three rotations of the crankshaft, using only the electricity generated through the kickstarter. Kawasaki engineers achieved singlekick start capability by having the ECU power-up at the initial movement of the kickstarter. The system delivers electricity in the following order: ECU, fuel pump, and then injector. The EFI system’s increased electrical needs are handled by a new larger AC generator rotor that also increases the engine’s rotational inertia. A reshaped and lighter crankshaft, with its rotational inertia unchanged, balances out the bigger ACG rotor. A wedge-shaped crank web increases the offsetting moment to help achieve a crankshaft balance factor of close to 60 percent. This is on par with Kawasaki’s factory racers. The end result of these changes is reduced engine vibration, smoother power delivery and a noticeable improvement in low rpm throttle response. The new engine is more compact and lighter, with a 5mm shorter cylinder head that also features revised intake and exhaust ports for improved engine performance through the entire rpm range. A new piston with a reshaped top surface raises the engine’s compression ratio from 12.0 to 12.5:1 and works in conjunction with a new one-piece titanium exhaust pipe to provide improved low-mid range performance. Rounding out the powertrain enhancements is a largervolume silencer body that’s able to meet future noise regulations. It uses long-fibre packing that lasts longer and extends service intervals.
Overall, the new KX450F’s ample power is delivered in a smoother, more user-friendly manner with a linear lowrpm throttle response and torque delivery that reduces fatigue and allows riders to go faster for more laps. Design of the aluminium frame, suspension components and settings was focused on translating this broad powerband and responsive throttle into better drive off the corners. Other goals of the ’09 revisions were lighter handling and a slimmer chassis with an optimised rigidity balance. To achieve these aims, every part was examined or revised. The cross-sections of the main spars were shrunk, the head pipe is slimmer and a new process was used to form the down tube, while the reshaped sub-frame is narrower yet stronger. A blend of forged, extruded and cast parts, the revised chassis dimensions, parts reduction and gussets of the new frame equal a 0.8kg weight savings and an increase in stability and traction, thanks to improved rigidity balance. Working in conjunction with the frame revisions is a new aluminium swingarm now pivoting from a 3mm higher position on the frame. The swingarm features a more tapered design with a “D” profile and new cross bracket. A longer rear suspension stroke, and thus more precise rear suspension tuning, was achieved by mounting the arm of the Uni-Trak® rear suspension linkage below the swingarm. Complementing the chassis balance with settings optimised for experienced racers, the KX450F’s suspension offers a host of new features for better cornering and sharper handling. The Kayaba Air-Oil-Separate (AOS) fork has a new Diamond-Like Carbon
(DLC) coating on the outer surface of the inner fork tubes which offers a 15 percent reduction in stiction when the fork is exposed to lateral forces that hamper slide action. The result is improved fork response, especially during cornering. The overall suspension action is even smoother due to the friction-reducing Kashima Coat treatment on the inside surfaces of the outer fork tubes and the rear shock reservoir. Increasing the rigidity in the reshaped upper triple clamp and decreasing it in the new outer fork tubes optimised the rigidity balance of the front end. Adjusting the race-oriented suspension settings and reducing the fork offset from 24 to 23mm further enhanced the new KX450F’s lighter handling and increased its front wheel traction. Enlarged, wrap around black fork tube guards provide greater protection for the inner tubes. Matching the smooth action of the fork, the Kayaba rear shock received a new body design and a larger 50 mm piston (previously 46 mm). Its improved response, damping and bottoming performance equate to a better ride and increased manoeuvring precision. It also features a Kashima Coat treatment on the shock internals. Its easily accessible dual compression adjustability - allowing high-speed and low-speed damping to be tuned separately - gives mechanics and riders the ability to fine-tune for difficult track conditions. A larger, resin skid plate and narrower, longer lasting chain guide both offer better protection without increased weight and are examples of the raceoriented durability improvements that abound on the new KX450F. In addition to giving the ’09 KX450F
a stunning new look, the bodywork was completely revised with the main focus on rider comfort and ergonomics. Offering the rider an even slimmer interface with a natural positioning makes it easier for racers to relax and go fast. Included in the sleek new bodywork styling are one-piece dual injected, twotone green and white plastic shrouds and side number plates. A slimmer new seat design with firmer urethane, a non-slip top surface and smooth sides provides good seated grip and excellent rider mobility. The frame echoes the slim profile at the top, but widens at the lower end by the ankles to provide the rider with better feel and control. Completing the rider interface improvements are wider 50mm footpegs that offer increased grip and a more comfortable platform. The 2009 KX450F will be available in Kawasaki Lime Green, with black alumite-coated rims and aggressive graphics for a factory appearance.
The Citizen Tuesday 30 September 2008
Ducati Monster - Bigger & Better?
he Monster family has been added to by the arrival of the new 1100 and 1100 S. The â€˜less-is-moreâ€™ philosophy behind the Monster range is taken to new heights in the new Monster 1100. The Monster 1100 weighs 169kg (168kg for the S version), making it by far the lightest bike in its category. With its new single-sided aluminium swingarm, high level of components, raceoriented chassis and 15 years of evolution, the Monster 1100 now takes its place at the head of the Monster family. The Monster 1100 S features fully adjustable 43mm titanium nitride coated Ă–hlins forks and progressive Ă–hlins rear shock absorber with adjustable pre-load and return damping. Carbon fibre cam belt covers, silencer guards
Home Bike Maintenance Part 2
and front fender reduce weight by a further 1kg. The distinctive racing gold coloured 5-spoke wheels of the Monster 1100 S give it an elegant style and the same sporting look as historical Ducati racing models. Both versions of the new Monster 1100 come factory-personalised with removable single seat covers and neat micro-bikini fairings and are powered by the charismatic twovalve 1100cc Desmodromic twin-cylinder engine that boasts a 98mm bore and a 71.5mm stroke, delivering 95hp at 7500rpm and an impressive torque of 103Nm at 6000rpm. The first public appearance for the Monster 1100 will be at the International Motorcycle Show in Cologne starting from the 8th October.
Weâ€™re Number 1 â€Śand Number 1 â€Śand Number 1 â€Śand Number 1 Kariya
2007 NATIONAL ENDURO CHAMPION
â€Śand Number 1
2007 ENDUROCROSS CHAMPION
2007 GNCC XC1 CHAMPION
2007 GNCC XC2 CHAMPION
2007 AMA HARE & HOUND CHAMPION
â€Śand Number 1
Copyright ÂŠ2008 Michelin North America, Inc. All rights reservedt
KurtCaselli 2007 WORCS CHAMPION
VOLTAGE DROP Last week we had part one on how to use voltage drop (we used a Kawasaki KLR650 so measurements may vary for other bikes). This week we continue with the second part. Some Ohmâ€™s Law and Watts. The horn is rated at 2.5 amps, 12 volts according to the wiring diagram. What does this translate to? Work being done in an electrical circuit will usually be expressed in Watts. 60Watt bulb for example. Watts can be calculated Amps x Volts = Watts. Thus the 60 Watt /12 volt bulb requires 5 amps while a 60 watt/120 volt bulb requires 0.5 amp. Different volts and amps but the same work being done, the same watts. We will over simplify by disregarding the dynamic loads but the pattern will be true. The horn 2.5 amps x 12 volts = 30 watts. OK, but what happens if we donâ€™t see a Vd (voltage drop) across the horn of 12 volts? Hmmm, here comes Ohmâ€™s Law to the rescue! Ohmâ€™s Law tells us that one volt is required to force one amp through one ohm of resistance. So the horn 12 volts divided by 2.5 amps = 4.8 ohms. Letâ€™s say that we have a Vd of 1 volt in the horn positive circuit. That leaves 11 volts, which we will measure across the horn, right? Right. Since the horn has 4.8 ohms of resistance with 11 volts, 11 volts divided by 4.8 ohms = 2.9 amps. How much work (honk) will be done? 2.3 amps x 11 volts = 25.3 watts, not as loud! Not as much work done. To turn the problem around, the voltage drop will show the work being done. There should be next to no voltage drop where we want no work to be done. Do we want work to be done to force current through the horn button? No, we donâ€™t. That will simply result in heating of the button. What will happen if we install a louder horn? Unless the horn is louder because it is more efficient then it must be louder because it does more work, has less resistance so more current flow results in more watts of work at the same voltage. OK but if there is more current flow through the same circuit, there will be more voltage drop in that circuit because there is more current flow through the same resistance. Ok, say we install the new horn and it isnâ€™t as loud as we hoped? (Is it ever?) We can do our voltage drop measurements to see how much Vd is occurring in the circuits. There should, ideally, be no drop except across the horn. If we find a drop elsewhere we can use the voltmeter to find it and eliminate it. Voltage drops can be done across parts of the positive circuit such as across the horn button itself. If we find more than (as a rule of thumb) 0.2 volts or more across any wire or component (other than the one we want doing the work) we should find a way to eliminate it. One easy way to eliminate the voltage drop across part of the horn circuit will be to install a relay. The relay will use the horn button and the other positive side wiring to operate the relay, which requires a very small current, which results in a small voltage drop. This means that full battery voltage will be available to operate the relay. The relay will have low resistance (low Vd) in the switched circuit so full battery voltage will be available to the horn. This will result in a loud honk and long life for the horn button. Try similar measures to the headlight, taillight, starter and other circuits. Any Vd of 0.2 volts or more except across the component intended to do the work can be located by moving the voltmeter leads along the circuit in question until we have the Vd between the leads. Now we can decide how to eliminate the drop. Brighter lights and longer component life can be had with a little voltmeter work. The more you do, the easier you will find it to be. The voltmeter is a window to what is happening in most circuits, use it to your advantage.
KTM Riders Earn Six National Off-Road Championships Using Off-the-Shelf MICHELIN Tires Even if youâ€™re not a factory rider, you can ride on the same MICHELINÂŽ tires that dominated U.S. off-road racing in 2007. All of these champions race on the same MICHELINÂŽ off-road tires and Bib MousseÂŽ anti-ďŹ‚at inserts that youâ€™ll ďŹ nd at your Michelin dealer. From versatile Cross AC10ÂŽ to StarcrossÂŽ Sand 4 tires, MICHELINÂŽ tires help deliver the performance, reliability and durability that serious riders demand â€“ whether youâ€™re chasing a championship, or your next adventure. Discover the complete line of MICHELINÂŽ off-road tires at www.MichelinMotorcycle.com.
StarcrossÂŽ Sand 4
The Citizen Tuesday 30 September 2008
NEW MODELS ‘09
he European-spec 2009 Suzuki GSXR1000 has been released a week ahead of the US-spec GSX-R set to be unveiled next week in Las Vegas. Suzuki knew what they had to aim for when the new Honda CBR1000 was launched and used this info going into the final stages of the design. The first noticeable change is the new look. Much like the GSXR600 and GSXR750 siblings, the 1000 now features curvy bodywork, multireflector headlamp, dual ram-air intakes and a pair of swoopy dual titanium exhausts. Arguably the best looking GSXR’s (the ‘08 600 and 750’s) are now joined in the looks department by the Gixxer 1000. Suzuki is keen to point out that the new engine configuration is 59.6mm shorter and lighter. This allows the wheelbase to be 10mm shorter and the swingarm 33mm longer. Internally the motor is now more over-square at 74.5 x 57.3mm compared to the ‘08 which featured 73.4
2009 Suzuki GSX-R1000 Specs Engine Type: 4-stroke, 4-cylinder, liquid-cooled, DOHC Bore x Stroke: 74.5 mm x 57.3 mm Displacement: 999 cm3 (cc) Compression: Ratio 12.8 : 1 Carburetion: Fuel injection Oil Capacity: 3.6L Ignition: Electronic ignition (Transistorized) Starter System: Electric Lubrication: Wet sump Transmission: 6-speed constant mesh Primary Drive: 1.617 (76 / 47) Final Drive: 2.471 (42 / 17) Frame Type: Twin-spar (aluminum alloy) Rake/Trail: 23.8 degrees / 98.3 mm (3.9 in.) Suspension Front: Inverted telescopic, coil spring, spring preload fully adjustable, rebound and compression damping force fully adjustable Rear: Link type, oil damped, coil spring, spring preload fully adjustable, rebound and compres sion damping force 2-way fully adjustable Wheels Front: 17 M/C x MT3.50, cast aluminum-alloy Rear: 17 M/C x MT6.00, cast aluminum-alloy Brakes Front: Radial mount, 4-piston calipers 310mm discs Brakes Rear: 1-piston caliper, 220 mm disc Tyre Front: 120/70ZR17 Tyre Rear: 190/50ZR17 Fuel Tank: 17.5 L Length: 2,045 mm Width: 710 mm Height: 1,130 mm Wheelbase: 1,405 mm) Clearance: 130mm Seat Height: 810 mm Weight (Wet): 203kg
x 59mm bore and stroke. This will help make the tuning process easier according to Suzuki PR. The DMS is back, again as well as the cable-operated slipper clutch. BPF (Big Piston Frontforks) forks should be lighter and more supple according to PR praise, with the new unit forgoing the heavier internal components of a traditional cartridge-style fork. Monobloc calipers and 310mm discs round out the big news on the hard parts list. GSX-R1000 Main Features • 12-hole fuel injectors produce a finer fuel mist for more complete combustion, reducing fuel consumption and exhaust emissions. • Suzuki Drive Mode Selector (SDMS) switch is relocated on the left handlebar control module. • Cable-operated back-torque-limiting clutch makes for efficient clutch operation with superb feel. • Front and rear turn signals feature clear lenses over amber bulbs.
Ferrari F e Superbike?
his concept motorbike is the work of Israeli designer Amir Glinik, who centered his design arou around the theoretical application of F the Ferrari Enzo’s V12 engine, chopped down to four cylinders and modified dr just one wheel in a motorcycle to drive fram Around the V4 engine, Glinik frame. d has designed a fluid shape that may appear more futuristic in its styling than
inspired by current roadcar designs, but certainly catches your attention. Glinik has even planned out the theoretical controls, which blend elements from an F-16 fighter jet (more common in his home country than Ferraris, anyway) and the Scuderia’s high-tech Formula One steering wheel, supplemented by a weatherproof touch-screen LCD atop the fuel tank.
Onetime Ferrari designer Frank Stephenson, now at arch-rival McLaren, was quoted as saying that the closest the average person will get to owning a Ferrari would be a Ducati. True as that may be, what you see here may be the most well thought-out and enticing application of the Ferrari ethos to twowheeled motoring we’ve seen yet. Courtesy of the web
The Citizen Tuesday 30 September 2008
ith four consecutive world titles to its credit, the WR250F is one of the most successful 250cc 4-stroke off-road machines ever built. And whether you’re a serious pro or a weekend warrior, this machine is designed to fit just about any rider. It also happens to be one of the most rideable off-road bikes in any category. And when you’re racing hard all day, it’s a bike’s rider-friendly character that makes the difference between winning and losing. Yamaha was the first Japanese manufacturer to build a performance 250 four – Stroke. They started to produce the WR250F in 2001 as an YZ250F-inspired machine dressed in an enduro-friendly package. I remember taking one of the very first WR’s for a ride out at the Maraisburg dumps. If memory serves me correctly, the guys from Linex brought one along. At that time, two strokes were really the only performance option. The new WR was an absolute revelation – and interesting to ride – a whole new ball game really… Over the years, they have updated and improved the bike. The most important change was to a YZ like aluminum frame in 2007. Race inspired Styling: The front end on the WR is defined by the imposing headlight positioned above the high front fender, which in turn, is complemented only by the white fork protectors. The adjustable handlebars supported by the same are positioned to provide a comfortable riding position. The seat is reasonably low for shorter riders with the grippy foot pegs well positioned, so the ergonomic triangle formed by these elements is spot on. The side panels (with a built in door for easy air filter maintenance) feature racinginspired decals and the thick seat features a racey two-tone colour (black and blue). The rear fender incorporates a stylish tail light – very cool. The overall look is one of smooth flowing lines – purpose made for the bush. Ride Impressions: Earlier this year, we got the chance on the Shimwells built race 450 and that was great fun – but a really serious offroader. We finally got the opportunity to test the little brother in standard guise – which is one sweet machine. It all starts with the aluminum frame that was introduced on the 2007 model. It is naturally much like the one found on the YZ four-strokes and that says a lot. It implements that same solid, confident feel which can only mean performance. The frame change also required other chassis updates and this has resulted in a new, slimmer and lighter machine. Small improvements always make the difference when it comes to performance and most of all, handling. The bike provides a svelte feeling and doesn’t require all your energy to make you look like a professional rider. We spend a lot of time on off-road machinery and this is certainly one of the most appropriate bikes for trail riding that we have tested to date. This is mostly due to the incredibly light feel, frame and excellent suspension. You have to appreciate this bike for its compact feel and the firm padded seat, especially at the rear right where you sit while hammering tight trails. The suspension provides excellent feedback. In our opinion, out of the box it is just about perfect for any riding terrain. We even unleashed our resident MX expert William Sutherland on the WR and he had nothing but praise for the bikes handling characteristics. Engine: Yamaha especially sacrificed the top-end speed and tuned the smooth engine in order to work best in collaboration with the closeratio five-speed gearbox. You just can’t reflect in better words than Gol-Dang this is one balanced engine. We wouldn’t change the sharp handling and responsive delivering of power for anything else on those trails for a simple fact: this is a brilliant package. For the full story and more pics, get your copy of Dirt&Quad Magazine
YAMAHA WR250F Courtesy of Dirt&Quad Magazine
The Citizen Tuesday 30 September 2008
While we try to ensure that the information on these pages is correct, CitiBike cannot guarantee it’s accuracy. Should there be any problems the importers can supply us the latest pricing by e-mailing it to firstname.lastname@example.org. 0-150CM3 APRILIA RS 125 CAGIVA MITO 125 HERO PUCH AG SMART HONDA CBR125R NXR125 XLR125LA 1 HUSQVARNA SM125 HYOSUNG GT125 RT125 RX125 KAWASAKI KR150K(ZX1) KYMCO HIPSTER 125 STRYKER125 LINHAI LH125-8 LONCIN LX125-6V LX125GY SUZUKI TF125 YAMAHA DT125 T105E CRYPTON XTZ125E XTZ125K YBR125SD YT115 ZONGSHEN ZS125 GY-A ZS125-32 ZS125-4 ROAD 151-800CM3 APRILIA PEGASO 650 Strada SHIVER 750 BMW F800S F800ST CAGIVA RAPTOR 650 DUCATI M 695 HONDA CBR600RR7 CBX750P VFR800 GT250 GT250R GT650R HUSQVARNA SM450R SM510R SM610 HYOSUNG GT650R TTC GT650S KAWASAKI ER500 ER650A7F EX650A7F
R 57995 R 45990 R 4999 R 6500 R 22500 R 17500 R 25717 R39990 R 20500 R 16495 R 19495 R 25995 R 21499 R 18995 R 8500 R 9750 R 12250 R 19200 R 20995 R 10501 R 19994 R 17500 R 13500 R 12540 R 11500 R 10900 R 10900
R 72995 R 89995. R 81850 R 87050 R 59990 R78900 R 86999 R 96000 R 93000 R 26995 R 32995 R 46995 R76500 R78500 R70000 R 55995 R 39995 R 41900 R 62500 R 64500
EX650B7F GPX250 ZR750K ZR750L7F ZX600P7F KYMCO VENOX 250 LONCIN LX200-2 SUZUKI DRZ400SM GSF650 GSF650S GSR600 GSXR600 K7 GSXR600 K8 GSXR750 SV650S TRIUMPH BONNEVILLE DAYTONA 675 TRIPLE YAMAHA FZ6SHCG7 XT660X YZFR6BG7 ZONGSHEN ZS200 GS ZS250GS ROAD 800CM3+ APRILIA TUONO 1000 R TUONO 1000 R Factory RSV1000 R RSV1000 R Factory BMW K 1200 LT-FL K1200GT K44 K1200R K1200RS-FL ABS K1200S R1200R R1200RT R1200S R1200ST BUELL CITYX XB9SX FIREBOLT XB12R LIGHTNING XB12S XB12SCG XB12SCG LIGHTNING LOW XB12SS MV AGUSTA F4 1000R312 DUCATI S2R 1000 S2R S4R S4RS ST3 ST3S ABS Hypermotard 1100 Hypermotard 1100 S Sport 1000 Sport 1000 Bip Sport 1000 S 1000 GT 1098 1098 S 1098 S Tric HONDA
R 67800 R 34750 R 68995 R 69995 R 79995 R 34500 R 16200 R 58800 R 56500 R 71200 R 69900 R 85200 R 96500 R 108000 R 66700 R 64995 R 89995 R 69995 R 67995 R 87500 R 15995 R 21995
R 122995 R 139995 R 125995 R 159995 R 180150 R 148350 R 121550 R 129600 R 135950 R 105050 R 128750 R 115850 R 111250 R 85000 R 105000 R 100000 R 103000 R 103000 R 105000 R 230000 R 107000 R 94900 R 126900 R 151500 R 116500 R 130000 R117500 R137500 R 114900 R 114900 R 123700 R 106500 R 166500 R 207900 R 241500
CBR1000RR ST1300 KTM 990 SUPER DUKE BLACK 06 KAWASAKI Z1000 ZR1000B7F ZR1200A ZX1000D7F ZX10-R ZX1400A7F ZZR1200 ZZR1400 ABS SUZUKI GSF1250S GSX1300R GSX1300BK GSXR1000 SV1000S TRIUMPH BONNEVILLE 865 BONNEVILLE T100 865 DAYTONA 955I SCRAMBLER SPEED TRIPLE 1050 SPRINT ST 1050 SPRINT ST 1050 PANNIERS SPRINT ST1050 ABS SPRINT ST1050 PANNIERS THRUXTON YAMAHA FJR13EG7 FZ1SBG7 FZ1SBG7 FAZER MT01AG5 TDM900DG7 XJ900P XJR1300 YZFR1CG7 TRAIL 151+ APRILIA PEGASO 650 Trail CAPONORD 1000 ABS BMW F 650 GS (FL) F 650 GS DAKAR (FL) G 650 X CHALLENGE G 650 X COUNTRY G 650 X MOTO R 1200 GS R1200GS ADVENTURE R1200GS HP BUELL XB12X ULYSSES DUCATI Multistrada 1100 Multistrada 1100 S Multistrada 620 Dark Multistrada 620 HONDA XL1000V XL650V KTM 625 SXC 05 640 DUKE II 640 LC4 ADVENTURE 05 640 LC4 ADVENTURE 06 640LC4 SUPERMOTO 690 RALLY FACTORY REP 690 SUPERMOTO
R 115000 R 125000 R 99999 R 79995 R 89995 R 76995 R 104995 R 94995 R 109900 R 94500 R 114995 R 86000 R 129500 R 128500 R 118000 R 79500 R 69995 R 76250 R 87500 R 64995 R 98500 R 94995 R 104495 R 99500 R 109450 R 69995 R 129999 R 89995 R 89995 R 98927 R 79995 R 69540 R 86640 R 121995
R 74995 R 109995 R 67800 R 72700 R 73150 R 70600 R 75500 R 114200 R 125900 R 139000 R 110000 R 116900 R 134800 R 82800 R 89500 R 97800 R 63700 R 64999 R 61999 R 67999 R 79999 R 64999 R 285000 R 84999
950 ADVENTURE SILVER R 84999 950 SUPERMOTO BLACK 06 R 99999 990 ADVENTURE BLACK 06 R 116000 990 ADVENTURE ORANGE R 116000 990 ADVENTURE S (BLUE) R 116000 KAWASAKI KLE500B7F R 48500 KLE650A7F VERSYS R 64500 KLR650 R 43995 KLR650A7F R 42995 LONCIN LX200GY-4A R 13599 LX250PY R 24590 SUZUKI DL1000 R 93800 DL650 R 71500 DR200 R 29800 DR650SE R 51000 TRIUMPH TIGER 1050 R 103995 TIGER 1050 ABS R 108950 YAMAHA DT175 R 24500 XT660R R 65500 ZONGSHEN LZX200 GY-2 R 14900 ZS200 GY-A R 12495 OFFROAD COMPETITION APRILIA ENDURO 450 2007 R 80995 ENDURO 450 2008 R 88995 ENDURO 550 2007 R 80995 ENDURO 550 2008 R 90995 MOTARD 450 2008 R 89995 MOTARD 550 2008 R 91995 HONDA CR85RB R 33586 CRF150RB R 32500 HCRF250R7 R 52999 CRF450R7 R 59999 KTM 125 SX 06 R 54999 250 SX 06 R 61999 250 SX-F 06 R 62500 450 SX-F 07 R 67999 505 SX-F R 67999 525SX 4T 05 R 68999 560 SMR 06 R 71999 65 SX 06 R 28999 65SX 07 R 29999 85SX SW 06 R 32999 85SXBW 06 R 32999 KAWASAKI KX125M7F R 39995 KX250R7F R 47995 KX250T7F R 49995 KX450D7F R 53995 KX65A7F R 20995 KX85A7F R 25500 KX85B7F R 26500 SUZUKI RM125 R 43800 RM250 R 56500 RM85 R 28950 RM85L R 29950 RMZ250 K7 R 49920 RMZ250 K8 R 57200 RMZ450 R 72000 YAMAHA YZ125/2007 R 48995
NUMBERS TO REMEMBER
Suzuki SA Honda SA BMW SA Yamaha SA Full Throttle Motana SA (AGV, Pirelli) YZ250/2005 2 STROKE YZ250/2007 YZ250F YZ450FE07 YZ85AS7 YZ85EGS5 L/W YZ85ES5 S/W YZ85FGS7 OFF ROAD HONDA CRF230F CRF250X7 CRF450X7 HUSQVARNA CR125 WR125 WRE125 WR250 TC250 TE250 TC450 TE450 TC510 TE510 TE610 KTM 125EXC 06 200 EXC 05 200 XC-W 07 250 XCF-W 07 250 XC-W 07 300 EXC-E 300 XC-W 07 450 EXC-R 06 450 XC-W 07 525 EXC-R 06 525XC DESERT RACING 525XC-W 07 950 SUPER ENDURO R 07 KAWASAKI KDX200H6F KLX450A8F SUZUKI DRZ125L DRZ400E YAMAHA TT250BOR7 TTR125BS4 TTR125BSS4 TTR125LWE TTR230 WR250FG07 WR450FEO7 CRUISER ZONGSHEN ZS250-5 HARLEY-DAVIDSON FLHRCI R/KING CLASSIC FLHRI R/KING FLHRSE ROAD KING
011 974 1200 011 847 9400 011 690 2600 031 710 6400 011 452 2397 011 974 1200
R 56420 R 52995 R 54995 R 61995 R 29995 R 29995 R 27995 R 30995
R 29500 R 53999 R 62000 R 52000 R54000 R39000 R65000 R68000 R70000 R73000 R74000 R75000 R77000 R69000 R 55999 R 57995 R 61999 R 69999 R 65999 R 72999 R 67999 R 64999 R 73999 R 66999 R 75999 R 71999 R 115000 R 37995 R 59995 R 19500 R 52500 R 47500 R 22230 R 21389 R 26415 R 29730 R 58995 R 63995
R 22500 R 209000 R 199000 R 305000
Honda Edenvale Honda Wing East Honda Wing West Powerhouse (DynoJet) AMP ( Shoei Metzeler) WesBank Finance
FLHRSI R/KING CUSTOM FLHTCSE E/GLIDE CLASS SE FLHTCUI E/GLIDE ULT CLAS FLHTI E/GLIDE STANDARD FLHXI STREET GLIDE FLSTFI SOFTAIL FATBOY FLSTFSE SOFTAIL FATB SE FLSTI HERITAGE SOFTAIL FLSTNI SOFTAIL DE LUXE FLSTSCI S/TAIL SPRING CL FLTCI HERIT SOFTA CLASS FXDBI DYNA S/GL STR BOB FXDCI DYNA S/GLIDE CUST FXDLI DYNA LOW RIDER FXDWGI DYNA WIDE GLIDE FXDXI DYNA S/GL SPORT FXSTB FXSTBI SOFT NIGHT TRAIN FXSTCI SOFTAIL CUSTOM FXSTDI SOFTAIL DEUCE FXSTI SOFTAIL STANDARD FXSTSSE SOFTAIL SPRINGER VRSCA V-ROD VRSCAW V ROD VRSCB V-ROD/VRSCR VRSCD NIGHT ROD VRSCDX NIGHT ROD SPEC VRSCSE V-ROD VRSCX XL 1200L XL1200 XL1200C SPORTSTER CUST XL1200R SPORTSTER ROAD XL883 SPORTSTER STAND XL883C SPORTSTER CUST XL883L SPORTSTER LOW XL883R HONDA VT750C HYOSUNG GV650 AQUILA GV650 TTC KAWASAKI VN1600 CLASSIC VN1600 MEAN STREAK VN1600D TOURER VN2000 VN800B VN900B6 VN900B7 CLASSIC VN900C7 CUSTOM LONCIN LX250-8 LX300-8 SUZUKI VZ800 VZ800Z VZR1800 VZR1800N VZR1800Z
R 209000 R 339000 R 245000 R 185000 R 219000 R 199000 R 269000 R 159000 R 205000 R 195000 R 209000 R 139000 R 149000 R 169000 R 175000 R 149000 R 215000 R 179000 R 185000 R 199000 R 154000 R 290000 R 170000 R 179000 R 185000 R 175000 R 185000 R 249000 R 150000 R 99000 R 70000 R 109000 R 99000 R 65000 R 85000 R 75000 R 79000 R 72200 R 56900 R 59995 R 104695 R 108995 R 119995 R 135000 R 58995 R 59995 R 65995 R 65995 R 24500 R 24500 R 68500 R 69500 R 128900 R 129500 R 129900
011 663 0800 011 826 4645 011 675 3222 011 618 4646 011 392 0770 0861 137 137
TRIUMPH BONNEVILLE AMERICA BONNEVILLE AMERICA 865 ROCKET III ROCKET III CLASSIC ROCKET III TRIBAL ROCKET SPORT/TOURING SPEEDMASTER 865CC VICTORY V08HB26DA V08HB26DAP V08HB26DCP V08HB26DD V08HB26DE V08HS26DB V08XB26DA V08XB26DAP V08XB26DC V08XB26DCP V08XB26DE V08XB26DEP V08XB26DJP V08XB26DKP V08BC26DM V08BC26DN V08CB26DA V08CB26DAP V08CB26DC V08CB26DD V08CB26DHP V08CB26DIP V08CD26DC V08CD26DD V08CD26DH V08CD26DI V08PB26DA V08GB26DA V08GB26DAP V08GB26DCP V08GB26DD V08GB26DFP V08GB26DGP V08AB26DA V08LB26DA V08LB26DAP V08LB26DC V08LB26DCP V08LB26DE V08LB26DEP V08SB36LAP V08SD36LCP YAMAHA V-MAX XV17BUTX7 XV19CUC7 XVS11AGB5 XVS13AG7 XVS650
R 74995 R 75995 R 169500 R 176000 R 164000 R 165500 R 77995 R 177 000 R 197 000 R 201 000 R 177 000 R 181 000 R 207 000 R 182 000 R 191 000 R 186 000 R 195 000 R 186 000 R 195 000 R 206 000 R 206 000 R 244 000 R 244 000 R 172 000 R 192 000 R 176 000 R 172 000 R 201 000 R 214 000 R 195 000 R 191 000 R 198 000 R 202 000 R 165 000 R 174 000 R 192 000 R 195 000 R 174 000 R 199 000 R 224 000 R 160 000 R 165 000 R 185 000 R 168 000 R 189 000 R 168 000 R 189 000 R 248 000 R 255 000 R 83220 R 120000 R 135000 R 84500 R 94493 R 63954