News from Triumph, Aprilia, Kawasaki and Ducati

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News from Triumph, Aprilia, Kawasaki and Ducati
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News from Triumph, Aprilia, Kawasaki and Ducati

step by step

Instead of all at once, Triumph and Kawasaki present their innovations in small steps. Aprilia outlines the future range, and Ducati is gradually allowing other athletes to follow the lead model 1098.

A picture from diagonally behind, some information here, some there ?? the British pull the cloth only inches from their Street Triple 675. Now they ignite the “picture from the front” stage and specify the technical information. As a result, the 675 three-cylinder ?? in the Street Triple 106 HP strong? develop a maximum torque of 70 Nm. In contrast to 72 Nm with the Daytona, but already at lower engine speed and as the peak of a flatter curve.

Street Triple 675: slim and slim
What one can imagine under the weight specification “the lightest in its class” is now also expressed in numbers: it should be 192 kilograms with a full tank. Because of the two silencers and the metal headlight housings, it is two insignificant kilograms more than the fully faired Daytona 675 super sports car; Compared to the new Honda Hornet, the Street Triple weighs a significant 15 kilograms less. The development team attached great importance to good pillion suitability; the seat and knee angle were designed to be as comfortable as possible. And the chances that the cheeky and fresh naked bike will cost less than 8,000 euros remain good.

Aprilia: new engine, new, big supermoto
At Aprilia everything is currently focused on the completion of another type of mid-range naked bike, the Shiver 750. After several delays, it should be available from the end of June. The Italian dealers will then be given priority, as the demand on the domestic market is greater than in Germany.

An engine like the 750 V2 is of course not developed for a motorcycle alone, and it should be the model for a 1200. As far as other model variants based on the Shiver are concerned, a competing product seems to guide the Aprilians’ considerations: the Ducati Hypermotard. The sensation caused by the puristic Bolognese makes the competition want to offer something similar as soon as possible. Taking this scarcely hidden desire seriously, computer retoucher Jean-Marie Guerin was inspired by the Shiver and historical Pegaso models and created the image of a large supermoto.
In line with Aprilia‘s brand profile, its appearance turned out to be more modern and smoother than that of the Hypermotard with its air / oil-cooled and therefore baroque ribbed engine. This impression is reinforced by the frame, a combination of cast parts and tubular structure. A small lamp and cockpit cladding clings to the tank cover, under which the airbox with the new ride-by-wire system is also hidden. Whether Aprilia will implement this concept with a 750, 1200 or both engine variants is open. The frame and swing arm would have enough stability reserves even for a 1200.

Kawasaki GTR 1400: variable valve control using an oil can
On the homepage of the Swiss Kawasaki importer FIBAG, the performance of the GTR 1400 tourer was first disclosed: 155 hp, which should be present at 8800 rpm. The 1400 also developed the maximum torque of 136 Nm at a very early stage, namely at 6200 rpm. Namely, a Kawasaki spokesman announced, as the summit of a broad high plateau. In short: As can be expected from a 1400 tourer, the new Kawa is under pressure everywhere.

Did that require variable valve control? According to the same Kawasaki spokesman, according to the bare figures, but driving the GTR reveals the special quality of the engine equipped with it. The 1400 pulls just as smoothly as it is powerfully practically from idle speed. While other engines with markedly tame control times no longer developed temperament in the middle range, the GTR four-cylinder remains snappy up to the limiter speed thanks to the adjustment of the inlet control times by 25 degrees.

The adjustment, or more precisely the turning of the inlet camshaft, is done with the GTR by an ingenious oil can. Its housing, which is divided into four chambers, sits on the gear wheel of the intake camshaft. The camshaft itself is connected to a four-bladed rotor, the blades of which can rotate through said 25 degrees in the chambers of the housing. A system of oil lines and a shuttle valve controlled by the engine management are connected upstream of this mechanical / hydraulic unit. Depending on the load and speed, this valve directs part of the engine oil directly from the oil pump with high pressure to one or the other side of the four rotor blades, which are then pushed away to the opposite side and pull the camshaft with them.

Ducati: treacherous tank
Anyone who deals with motorcycle innovations gets theirs
Information often in strange ways. Sometimes, in the case of the Ducati 1098, he can even read it right from the bottom of the tank. There all models are listed in raised numbers and letters, which also receive this tank. Nothing unusual in itself. The only interesting thing is that only two of the five models mentioned were presented.

The two smaller Supersport models 848 and 848 S have been expected for some time, but Ducati has not yet officially heard a word on this subject. An insider reported that the motorcycles could have been produced in the spring. Because of the great demand for the 1098, the Ducati management decided to postpone its market launch. Understandably, more sales and profit can be achieved with the same effort.

When asked about the engines of the 848 models, the insider only knew to report that the model designation was close to the actual cubic capacity; So it should be an 849. But because Ducati believes that a nine as the last digit in the name brings bad luck, the motorcycle was named after the formula displacement minus one. Analogous to the 1098. How the 849 cm3 comes about remains a secret. It can be assumed that the extremely short stroke, as in the 749 R, with a bore-to-stroke ratio of 94 to 54 millimeters, is maintained, i.e. the bore is extended towards 100 millimeters.

A slight displacement confusion is also to be expected with the third as yet unknown model, the 1098 R. At the moment there are increasing signs that two-cylinder 1200 cc will be allowed in the Superbike World Championship as early as the 2008 season. The so-called 1098 R could very well have a 1199 engine. Looking for confirmation, a 1098 is currently being completely dismantled at MOTORRAD. Because who knows? Perhaps the answer to all questions is yes on the inside of a housing cover. Or in the furthest corner of a panel.

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