Road Racing World

THE CRASH PAGE

Volume 24, Number 3

March 2014

PROOF OF CONCEPT:

Riding The Boulder Motorsports Ducati 1199 Panigale S Racebike

• The Return Of ARMY OF DARKNESS • How To Make A Streetbike Into A Racebike, Part 1

$

499 www.roadracingworld.com

WINTERING IN CALIFORNIA:

MotoGP Mad Man CAL CRUTCHLOW Takes A Day Off From Training, Goes For A Ride And Talks About 2014 WORLDWIDE DIRT TRACK RESURGENCE: How American Champion BRAD BAKER Beat MotoGP World Champion MARC MARQUEZ In Spain

GRAND PRIX HISTORY: Display until 3/17

How A Former Racer Took Over Honda Racing And Launched The Revolutionary Honda NS500 And NSR500 Toward WORLD DOMINATION • • • • •

RACER COLUMNS: JOSH HAYES, MELISSA PARIS, JOE ROBERTS, CHRIS ULRICH SHOPS: LEOVINCE USA, SPECIALIZED PRODUCTS DISTRIBUTION • INSIDE INFO RACING, TRACK DAY & SCHOOL CALENDAR • EDITOR’S SCRAPBOOK • MotoGP NUMBERS MotoGP TRIVIA • RACER PROFILES • NEW PRODUCTS • ASRA/CCS NEWSLETTER HIGH-PERFORMANCE PARTS & SERVICES DIRECTORY • CLASSIFIED ADS

IN THIS ISSUE...

March 2014 FEATURES Inside Info...............................................................................................................6

28 Cal Crutchlow

Interview: Superbike Champion Josh Herrin Goes To Moto2.......................................12 Historic Racebike Illustration: 1971 Norvil Production Racer..................................14 Proof Of Concept: BMS Ducati 1199 Panigale S Racebike.................................16 Cal Crutchlow: Training In California.....................................................................28 Endurance Racing With Army Of Darkness, Part II................................................34 How To Make A Streetbike Into A Racebike, Part I........................................................38 MotoGP History: How HRC’s Youichi Oguma Changed GP Racing.......................44 Back In The Day: Editor’s Scrapbook.....................................................................63

44 MotoGP History

Shops: LeoVince USA, Specialized Products Distribution..........................................74

PROFESSIONAL RACING Superprestigio Dirt Track: American Brad Baker Beats Marc Marquez....................50

SEMI-PRO AND CLUB RACING Nic Swensgard: A Kid And A Moriwaki MD250H Go To School......................54 Racer Profile: 2013 AFM Overall Champion Ricky Corey............................................58 Racer Profile: 2013 MWGP Overall Champion Chris Duran..................................60

50 Ducati 1199 Panigale S Racebike COLUMNS Letters To The Editor.................................................4

School & Track Day Directory..................................69

10 Years Ago............................................................7

Racing Organizations..............................................70

MotoGP Trivia.........................................................27

High-Performance Parts & Services Directory...........71

Numbers.................................................................43

Saved By Soft Barriers: Julian Simon.........................77

New Products..........................................................56

Classified Ads..........................................................78

Josh Hayes: Mississippi Madman.............................62

Advertisers Index.....................................................80

Melissa Paris: Just A Girl Who Likes To Go Fast…....62

ASRA/CCS Newsletter.............................................81

Joe Roberts: Go Go Joe...................................64

Chris Ulrich: Adventures Of A Racer........................82

Anthony Alonso: Krazy Cid.....................................64

Copyright 2014. All Rights Reserved.

Reproduction of anything in this issue, by any means is expressly forbidden without prior written permission of Roadracing World Publishing, Inc. Manufactured and printed in the United States of America.

Circulation Audit by

On The Front Cover: Racing Editor Chris Ulrich

The Kids’ Page........................................................65

rides the Boulder Motorsports Ducati 1199 Panigale S

Racing, School, & Track Day Calendar.....................66

at Chuckwalla Valley Raceway.

The Crash Page.......................................................68

Photo by Brian J. Nelson.

Roadracing World & Motorcycle Technology (ISSN 1056-4845) is published monthly, plus one special issue in April, by Roadracing World Publishing, Inc., 581-C Birch St., Lake Elsinore CA 92530. Regular subscription rate is $19.95 for 13 issues (one year); two-year subscription, $34.95; three-year subscription $47.95; bulk rate subscription, 5 issues per month, one year, $100. Canada and Mexico, $49.95 per year (13 issues); overseas airmail, $74.95 per year. Periodicals postage paid at Lake Elsinore, CA 92530, and at additional mailing offices. POSTMASTER: Send address changes to ROADRACING WORLD & MOTORCYCLE TECHNOLOGY, P.O. Box 1428, Lake Elsinore CA 92531.

Roadracing World, March 2014——3

BMS Ducati 1199 Panigale S

CHUCKWALLA VALLEY RACEWAY, DESERT CENTER, CALIFORNIA

Proof Of Concept

By Chris Ulrich oulder Motorsports owner Brian Sharp built the Ducati 1199 Panigale S seen here to demonstrate that the exotic new Ducati can work well for everybody from track-day riders to club racers or even AMA Pro racers. Sharp chose the Panigale S over the R model simply due to the relative availability of the bikes—it’s easier to get an S model.

Both versions of the Panigale VTwin displace 1198cc thanks to a massive 112mm bore and a short 60.8mm stroke. But there are differences, the Panigale S engine lacking the R model’s titanium connecting rods, titanium exhaust valves and lighter flywheel, all of which add durability when the compression ratio and rev-ceiling are raised. But even without those upgraded parts, the 1198cc Superquadro engine seems plenty capable. Sharp’s engine build resembled Superstock more than Superbike with the only modifications being thinner RS racing head gaskets—increasing compression and tightening squish—and modified cam timing. Sharp replaced the stock paper air filter with a Sprint polyester filament air filter to improve breathing, and installed an Akropovic two-into-one-into-two titanium exhaust system which he says makes more mid-range power without sacrificing top-end performance. Sharp says the finished engine produces 193 bhp at 10,800 rpm and 99 lbs.ft. of torque at 9500 rpm. Which means that the Boulder Motorsports Panigale S puts out some big numbers despite having very little done to the engine. A high-capacity Feburbrand radiator and oil cooler kit helps deal with the extra heat produced by the modifications.

The stock Ducati electronics were replaced by a Magneti Marelli engine management system using a SRT-EDL16MB ECU with strategies developed and supplied by Mick Boasman of Bike Sport Developments in the United Kingdom. The stock dash was also replaced, in favor of a Magneti Marelli MDU220 dashboard with a TFT display.

Boasman sells the plug-andplay SRT system used on the Pani-

B

continued on page 18

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Racing Editor Chris Ulrich on the Boulder Motorsports Ducati 1199 Panigale S at Chuckwalla. Photo by Brian J. Nelson.

Boulder Motorsports Ducati continued from page 16 gale as a kit, and it is available through Boulder Motorsports for $17,500.

The kit includes the wiring harness, sensors, handlebar switch, mounting brackets and hardware. Because there is some training required to operate the Magneti Marelli system, Sharp recommends that the kit be installed by Boulder Motorsports.

Each system comes pre-programmed for use with the stock engine fitted with an aftermarket exhaust pipe; optional, custom maps are available if a customer prefers to use a different tire brand and model than Ducati’s recommended Pirellis.

The system offers all the features used in race series that still allow advanced electronics, includ-

continued on page 20

Two views of the Boulder Motorsports Ducati 1199 Panigale S in action. The bike’s advanced electronic system is at its best keeping the bike stable at corner entry and then pulling it down to the apex. The system will make the bike do things faster and better than a human alone can. Photos by Brian J. Nelson.

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Boulder Motorsports Ducati continued from page 18 ing five levels of traction control along with wheelie control that can be programmed for each gear and for track position though the GPS unit. Launch control is also included, improving starts by setting an artificially low rev limit and engaging the wheelie control, only allowing the front wheel to hover during launch conditions.

Strategies are executed through the ECU via the stock Panigale Rideby-Wire (RbW) twist grip unit along with the stock servo motors mounted on each cylinder. Power is trimmed back in first and second gear by controlling throttle opening and power,

based on the map selected (2-5). The system monitors twist grip input, throttle position, engine rpm, acceleration g-force, wheel speeds, fork position, gear position and brake pressure. (The SRT ECU does not have the ability to measure transmission torque like some of the more advanced ECUs used in World Superbike and MotoGP.) Based on the information coming from the sensors, the ECU determines how much throttle opening to allow per cylinder; on the Panigale, the front cylinder is allowed a higher percentage of throttle opening during the acceleration, while power from the rear cylinder is fed in as the rider stands the bike up and the rear tire can handle the additional power. Executing anti-slip strategies though the RbW system

on the Panigale exaggerates the bigbang effect of the V-Twin engine, which allows the rear tire to recover grip between power pulses and gives the rider maximum possible drive for any given grip conditions. Above second gear, anti-slip is handled by reducing ignition advance, with an ignition cut available if needed to catch a big slide.

The engine management system also features clutchless downshifts that are executed through a two-way load cell on the shift rod.

Engine braking strategies are also executed through the RbW system, using feedback from the wheel-speed sensors and only allowing a certain percentage of negative slip before opening the throttle valves to keep the bike stable during heavy brak-

ing. Once through the braking zone, the throttle valves close and the idle drops to help the bike cut down to the apex. Other features include using closed-loop Lamda sensors to correct the fuel map for small changes in atmospheric conditions, along with a pit-lane speed limiter and 10 Hz GPS for lap timing and position-based engine mapping.

The Panigale S and R models share a monocoque chassis design that uses the engine as a stressed member. But the Panigale S doesn’t have the adjustable swingarm pivot that was added to the R model; having the ability to adjust the swingarm pivot height to fine-tune grip is handy when racing.

The stock Öhlins fork cartridges with electronic damping adjustment

Working on the set-up made it easier for Racing Editor Chris Ulrich to go faster on the Boulder Motor Sports Ducati 1199 Panigale S, and demonstrated why motorcycles are adjustable in the first place. Making the bike work better for a given rider is key to reducing lap times. Photo by Brian J. Nelson.

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were replaced by conventional Öhlins FGR169 TTX25 gas-charged fork cartridges using a C4/R3 damping spec with 1.0 kg springs and the oil level set at 205mm. Stock triple clamps with 30mm offset were retained, limiting geometry adjustments to changes in ride height; triple clamps with adjustable offset may be added as needed in the future. The electronically controlled damping adjusters on the Öhlins DU930 rear shock were also replaced with conventional adjusters and the damping setting changed to the C6/R5 spec with an 8.0 N/mm (Newtons per millimeter) spring. A Bursi aftermarket rideheight adjuster replaces the stock adjuster while the adjustable rear linkage was retained, but set in the flat position that is recommended for racetrack use by Ducati. Brembo P32/36 monoblock racing calipers fitted with Brembo Z04 pads combine with a Brembo RCS front master cylinder and dual 320mm (12.6inch) diameter, 5.5mm-thick brake discs to stop the big V-Twin.

The Boulder Motorsports Panigale comes fitted with 9-degree angle Woodcraft clip-on handlebars and Metal Tech adjustable rear sets. Light-

continued on page 22

Advanced Electronics At Work: The front wheel is just skimming the pavement as the Boulder Motorsports Ducati 1199 Panigale S continues to accelerate down a short straight at Chuckwalla Valley Raceway. Photo by Brian J. Nelson.

Roadracing World, March 2014——21

Boulder Motorsports Ducati continued from page 20 weight Ducati Racing carbon-fiber bodywork and racing seat are fitted, along with a tall racing windscreen.

The Boulder Motorsports Panigale’s dual exhaust canisters had to be relocated to allow a racing oil sump to be mounted under the engine.

The stock Panigale wheels were replaced with Marvic forged aluminum-alloy wheels, and Yoyodyne racing sprockets and a DID 520REV3 chain transfer power to the rear wheel.

A combination of SC2 front and SC1 rear compound Pirelli Supercorsa racing slick tires were fitted for our test at Chuckwalla Valley Raceway.

Usually, doing a test means getting a handful of laps. This time I had all day, and that obviously made it easier for me to understand the characteristics of this racebike. I turned almost 40 laps around Chuckwalla on the 1199 Panigale S during a Rickdiculous Track Day. The organization caps entries at a low number so track density is light and traffic is not an issue.

The day started as any race test would: I went out and turned a few laps to get up to speed. Then the Boulder Motorsports crew started to work on improving my comfort level, which would enable me to push harder and turn faster lap times.

We started the day using the baseline set-up preferred by Boulder Motorsports team rider Shane Turpin, the new long-course track record holder at Daytona International Speedway. Turpin knows the Panigale pretty well, but he is three inches shorter than I am and 15 pounds lighter, so our settings were going to be different. As the day progressed, we added spring to the front forks, going from 0.95-kg to 1.0-kg front fork springs with five turns of spring preload and the compression damping adjuster set at 10 clicks out. The rebound damping adjuster was set at 14 clicks out.

Braking performance immediately improved with the extra support in the front. Improved midcorner stability and better feel from the front tire were byproducts of installing the stiffer front springs, because the changes made the front ride a little higher at the apex. To balance the bike, we swapped the 8.0N/mm rear spring for a stiffer, 8.5N/mm rear spring with 12mm of pre-load and the compression-damping adjuster set at 12 clicks out. (We had started the day at 17 clicks, but added the compression to clean up the rear slide.) Rear rebound damping was set at 16 clicks out.

It was interesting how the rear of the Panigale reacted to the spring and compression changes. With the

22——Roadracing World, March 2014

(Above) The Boulder Motorsports Ducati 1199 Panigale S during testing at Chuckwalla Valley Raceway in Desert Center, California. (Below) Close-up of the Ducati Panigale’s Öhlins rear shock, with the electronic damping adjustment system replaced with a conventional, mechanically operated damping adjustment system. Photos by Brian J. Nelson.

softer 8.0-N/mm rear spring, hitting any sort of bump while on the gas made the Panigale tie itself up in knots, the shock pumping and the handlebars tankslapping. Increasing the spring rate to 8.5-N/mm solved the bump-absorption problem, but reduced drive grip and feel—or connection to—the rear tire. Some of the rear pump problems the Panigale has been known for didn’t surface with the 8.5-N/mm spring, so we must have gotten the balance right for

my style and weight.

One of the first things we changed during the test was overall gearing. That’s because during the opening sessions the Panigale was between gears—needing either a lower gear than available or a taller gear than available—in a lot of places, which has been one of the big complaints about the stock S model.

So we swapped out 16/40 sprockets (2.50:1) for 15/40 sprockets (2.66:1).

Shortening the gearing moved me up

one gear in the gearbox, allowing me to use third and fourth gear on most of the racetrack.

Once comfortable on the bike, I was able to focus on learning how the bike needed to be ridden to get the best out of it around Chuckwalla. Most of my chassis changes focused on getting the bike to enter the corner better without sacrificing too much through the middle of the corner and the exit of the corner. Lap times steadily improved with each of the changes that we made to the bike. Fixing the gearing and changing the front fork springs helped improve my lap times from 1:52.3 to 1:51.5. Removing 2mm of front preload to 5mm and adding three clicks of rear compression helped me turn a 50.4, shaving another 1.1-second off my lap times. Going to the stiffer 8.5N/mm rear spring balanced the bike and dropped me into the 49s. We added another round of pre-load to the front for the final on-track session, which improved the front/rear balance again and allowed me to turn a 1:49.6. We were headed in the right direction with the set-up.

By the end of the day, the chassis was stable on the brakes and turned

continued on page 24

Boulder Motorsports Ducati continued from page 22 in pretty well. The bike had good feel at the apex and decent drive grip on exit and there was no sign of the rear shock pump the Panigale is known for.

Given more than one day, I would have liked to try putting some offset into the bike to increase trail and to get the bike to cut back more. The effective swingarm length was also really short, so the wheelie control was removing power during heavy acceleration. Further lap time gains may have been possible by refining the engine braking setting; I was hesitant to change it because I was short on time, but I figure that the bike pushing me into the corner slowed me down a second per lap. Given more time, trying each of those possible set-up changes could have made an improvement in lap time.

Taken together, they could have added up to a significantly better lap time.

As I expected, the Panigale made a ton of power, but the extra time on

Two views of the Boulder Motorsports Ducati, with and without the fairing installed. There’s a lot going on underneath the bodywork. Photo by Brian J. Nelson.

24——Roadracing World, March 2014

From left, Boulder Motorsports owner and engine builder Brian Sharp, Racing Editor Chris Ulrich and lead mechanic Joel Martens. Photo by Brian J. Nelson. the bike gave me an opportunity to figure out something I didn’t expect.

The powerband was really narrow for a big-displacement V-Twin. This didn’t really surface during tests of stock bikes at Losail, Circuit Of The Americas and at Chuckwalla. But with the

bike in racing configuration on a familiar track, I found the Panigale only had a 3500-4000 rpm window to work in. The bike wouldn’t accelerate hard if the revs dropped below 7000 rpm, but having the revs any higher at the apex meant getting into

over-rev and needing to catch an upshift before the exit of the corner. Changing the gearing during this day at Chuckwalla reduced that problem. But the engine configuration seemed to lack the one big advantage the Panigale’s predecessors had, which was a very broad powerband that produced smooth, tractable power throughout most of the rev range.

I think the peak power needs to be moved up higher in the rpm and the rev limit needs to be increased to take advantage of the large-bore, short-stroke configuration. Riding the Panigale S in race trim gave me a better understanding of why Ducati always builds Homologation Special R models to go racing. Not only are the R-model’s titanium rods more durable, but they are also lighter and when combined with a lighter flywheel lighten the rotating mass of the crankshaft so the bike revs quicker, which would help increase the usable rpm on the racetrack.

Shortcomings of the powerband aside, the Panigale made great power once in the sweet spot. It would pull hard from just above 7000 rpm until the power flattened out just after 11,000 rpm. The bike would stop accelerating as hard if I let the rpm go all the way to the redline.

The Bike Sport engine management system worked well for a

customer kit that does not come with a geek to read data and fine-tune everything. The auto-blip function needed some delay time taken out as it was causing the bike to accelerate a little during each downshift. Ignition advance on deceleration was also set a little too high for my preference, causing the Panigale to run-on in the braking zone and giving me that previously mentioned sensation of being pushed into the corner. Both the shifter cut and engine braking settings can be adjusted through the ECU to fine-tune for a rider’s preference.

Through the braking zone and into the corner is where Boasman’s strategies can really shine. With the wheels still in line at this point, the rider can carry good entry speed, almost rushing the corner. But once into the corner, the system would seamlessly drop the rpm down to allow the bike to cut down to the apex. The cut-back control feature in the advanced electronic engine management system is one of the coolest parts. Even with the bike pushing me into the corner, the cutback system would take over and pull the bike down to the apex without any drama. From there I could spot my exit point and start the drive out.

During the test at Chuckwalla,

continued on page 26

Roadracing World, March 2014—— 25

Boulder Motorsports Ducati continued from page 25 I spent most of the day bouncing between settings four and five on the traction control, depending on how old the rear tire was. Setting the bike up to use mostly third gear around Chuckwalla meant that I was in full control of the throttle—the RbW system only trims power with throttle opening in first and second gear. Which meant that traction control was accomplished by retarding the ignition advance at lower rpm to control power while leaned over, then feeding the advance (and power) back in as rpm and velocity built. That made the engine feel a bit soft when I first cracked the throttle, but then I could feel the power slowly feed back in as I decreased lean angle. Once I was close to straight-up-and-down, full advance returned and the bike accelerated hard down the straight. Using retard to control rear slip gives the bike a somewhat elastic feel as you are pulling power out, then slowly feeding it back in. The end result is better drives with less drama, coupled with increased rear tire life. If wheelies are detected, the wheelie-control will seamlessly let

The Boulder Motorsports Ducati 1199 Panigale S starting to accelerate out of a corner at full lean. Photo by Brian J. Nelson. the front wheel hover until it’s back on the ground.

With one day on the bike and a few setting changes, I was able to turn lap times that would allow me to have a fighting chance for a win in the Open Class during a CVMA race weekend.

With that being said, the time was still pretty far from times turned by top-

Specifications: BMS Ducati 1199 Panigale S Team Owner/Crew Chief: Engine Builder: Electronics Specialist: Rider: Engine Configuration: Engine Displacement: Engine Cooling: Compression Ratio: Valves Per Cylinder: Intake Valves Per Cylinder: Exhaust Valves Per Cylinder: Bore x Stroke: Connecting Rod Length (Center to Center): Connecting Rod Material: Claimed Peak Horsepower: Claimed Peak Torque: Spark Plugs: Engine Redline: Valve Angle (Included):

Brian Sharp Brian Sharp Mick Boasman/Bike Sport Developments Shane Turpin 90-degree V-Twin, 4-stroke 1198cc Liquid 13.9:1 4 2 2 112mm x 60.8mm

110.1mm (4.882 inches) Steel 215 bhp @ 10,800 rpm 99 lbs.-ft. @ 9500 rpm NGK-R0045Q-10 11,800 rpm 10.8 degrees Intake/ 12.2 degrees Exhaust (23.0 degrees) Valve Train Type: DOHC, Chain Drive, Desmodromic Valve Activation, Shim Lash Adjustment Intake Valve Diameter (Material): 46.3mm (Titanium) Exhaust Valve Diameter (Material): 38.2mm (Steel) Intake Valve Stem Diameter: 7.0mm Exhaust Valve Stem Diameter: 7.0mm Intake Valve Maximum Lift: 16.8mm Exhaust Valve Maximum Lift: 19.8mm Intake Valve Timing: Open BTDC: 19 degrees Closed ABDC: 60 degrees Duration: 259 degrees Exhaust Valve Timing: Open BBDC: 63 degrees Closed ATDC: 26 degrees Duration: 269 degrees Valve Timing Measurement Point (Lift): 1 mm

26——Roadracing World, March 2014

Fuel Delivery System: Throttle Body Venturi Size: Air Filter Type: Exhaust System Type (Material): Ignition System: Lubrication System: Oil Capacity: Fuel Capacity: Transmission Type: Clutch Type: Clutch Actuation System: Clutch Spring Type: Number Of Clutch Springs: Number Of Clutch Plates: Drive Plates: Driven Plates: Primary Drive: Primary Drive Gear Teeth (Ratio): Final Drive Sprocket Teeth (Ratio): Transmission Gear Teeth (Ratios): 6th: 5th: 4th: 3rd: 2nd: 1st: Transmission Overall Ratios: 6th: 5th: 4th: 3rd: 2nd: 1st:

level Superbike riders during testing.

It is safe to say the Boulder Motorsports 1199 Panigale S is a competitive club-level racing machine based on Shane Turpin’s results at Daytona and my test day at Chuckwalla. There is still plenty of room to adjust the settings and improve the package.

Magneti Marelli Fuel Injection 67.5mm Equivalent (Oval Shape) Sprint Pleated Synthetic Fabric Akrapovic 2-1-2 (Titanium) Magneti Marelli SRT-EDL16MB Digital Wet Sump 3.9 quarts (3.7 liters) 4.5 gallons (17 liters) 6-speed, Constant Mesh Multi-plate Wet, Back-torque-limiting Hydraulic Coil 3 21 11 10 Gear 30/53 (1.766:1) 15/40 (2.66:1) 23/24 (0.958:1) 24/22 (1.090:1) 25/20 (1.250:1) 27/18 (1.500:1) 30/16 (1.875:1) 37/15 (2.467:1) 4.398:1 5.004:1 5.739:1 6.887:1 8.609:1 11.327:1

Now for the real question: Can an 1199 Panigale S be turned into a machine that, in the right hands, is capable of a top-five finish in an AMA Pro Superbike race? That is something I’m sure Sharp is very capable of building, and I’ll be the first in line to test it when he RW does.

Theoretical Speed In Gears At Redline: 6th: 202 mph 5th: 178 mph 4th: 155 mph 3rd: 129 mph 2nd: 103 mph 1st: 79 mph Frame Design (Material): Monocoque (aluminum) Rake/Offset: 24.5 degrees/30mm Measured Swingarm Length: 21.18 inches (538 mm) Front Forks: Öhlins FGR169 TTX25 Gas internals Fork Tube Diameter: 50mm (43mm) Fork Adjustments: Rebound Damping: 25 Positions (clicks) Compression Damping: 25 Positions (clicks) Spring Pre-load: 15mm Range Rear Suspension Type: Öhlins DU930 TTX Single Shock With Linkage Shock Adjustments: Rebound Damping: 25 Positions (clicks) Compression Damping: 25 Positions (clicks) Spring Pre-load: 16mm Range Front Brakes: Dual 320mm (12.6-inch) Brembo Discs, 4-piston Brembo P32/36 Radial-mount Monoblock Calipers with Brembo Z04 pads, Brembo RCS Racing Master cylinder Rear Brake: 245mm (9.64-inch) Brembo Disc, Twinpiston Brembo Caliper with 13mm Brembo Master cylinder Front Wheel: 3.50 x 17.0-inch Marvic Forged Aluminum Rear Wheel: 6.00 x 17.0-inch Marvic Forged Aluminum Front Tire: 120/70R/17.0 Pirelli SC2 Racing Slick Rear Tire: 200/60R/17.0 Pirelli SC1 Racing Slick Claimed Weight: 352 pounds (159kg)