Ducati and Mercedes AMG have proudly announced that the first public showing of the Ducati Diavel AMG Special Edition will be at the 64th International Motor Show in Frankfurt, Germany from 15-25 September. The 2012 flagship model of the Diavel family is a tribute to the AMG luxury-sport brand and is intended for passionate connoisseurs of technology, engineering detail and exclusive style
Ducati’s unique cooperation with Mercedes AMG was first announced at the 2010 Los Angeles Motor Show with a sponsorship agreement for the Ducati MotoGP Team which perfectly demonstrated the shared brand values of high performance, motorsport and excitement. The association soon developed into a rich strategy of co-marketing activities and the Diavel AMG Special Edition now represents the first “co-inspired” model, elegantly combining distinctive styling features from both famous marques.
Based upon the Diavel Carbon, the Diavel AMG Special Edition features AMG’s signature 5-spoke wheel styling, carbon fibre lateral radiator grills with aluminium trim, AMG-style sport exhaust system with engraved end-caps and AMG-style horizontally ribbed seat upholstered in Alcantara®. The model’s incredible attention to performance detail also ensures that every engine has its Desmodromic cam-timing set by hand and authenticated with the name of the engine technician engraved on the left-side engine casing. Further underlining the model’s exclusivity, each motorcycle will have a numbered plaque on the fuel tank.
The award-winning Ducati Diavel has had massive first-year success for the Italian motorcycle manufacturer, its bold design merging the worlds of power and style with absolute precision to set a new industry standard for the segment. Ducati’s awesome Testastretta 11° engine combined with their famous chassis technology and a specially engineered 240 section rear tyre delivers mind-blowing performance balanced with user-friendly comfort and safety-enhancing electronics.
Hand-built - as with all Ducati motorcycles - the exclusive new Diavel AMG Special Edition is dressed in matte black carbon fibre bodywork with AMG’s very own “Diamond White Bright” stripe and frame colour contrasted with black wheels. The special edition wheels, seat and exhaust end-caps are all AMG branded while “AMG” is also laser-engraved into the air-duct panels either side of the fuel tank. The Ducati Diavel AMG Special Edition and dedicated leather jacket and helmet apparel will be available in early 2012 with orders opening to coincide with the first public showing at the Motor Show in Frankfurt, Germany.
Husqvarna Motorcycles is proud to unveil the first of a new generation of motorcycles: Nuda 900 and Nuda 900R. These exhilarating new models are the first to combine the history and race pedigree of Husqvarna with the technological innovations and engineering prowess of the BMW Group, and the flair of Italian styling. The results speak for themselves – the Nuda 900 and Nuda 900R – two motorcycles built with soul and passion that is backed up by high performance developed through years of competition experience. The first page in the story of the new Husqvarnas has been turned…
2012 Husqvarna Nuda 900
Nuda 900 and Nuda 900R – a taste of things to come
Developed as a crossover model between a supermoto and a naked bike, Husqvarna doesn’t feel the Nuda can be shoehorned into any specific category. It delivers a sporty, dynamic ride where agility is balanced perfectly with performance in a bike with a bold and fresh look. Is it a supermoto? Is it a naked bike? The Nuda is whatever you want it to be, but above all it’s a Husqvarna.
2012 Husqvarna Nuda 900R
Styling
With the factory situated to the north-west of Milan, Husqvarna’s team of designers draw inspiration from the passion and flair that encapsulates this area of Italy. Inside the ‘Centro Stile’ a specially selected group of talented young designers work tirelessly to create the look that is unique to every Husqvarna, whether it be an on or off-road model.
Despite being minimalist in its design, every panel on the Nuda helps define its athletic body, giving it a sense of dynamic tension that flows the length of the bike and finishes on the tapered tail that mimics the aerodynamics of a sports bike.
The exposed trellis frame, high level exhaust and red rocker cover hint at the performance that lies behind the curvy body, while the bike’s unique headlight – its face on the road – glowers intent. Sporty yet elegant, sleek yet purposeful, the Nuda is bold Italian styling at its very finest.
The Nuda 900R proudly displays the company’s distinctive red and white competition colours, made famous through race success, while the Nuda 900 has a more subtle black paint scheme.
Engine
Husqvarna understands that the heart and soul of a motorcycle comes from its engine and so choosing the right motor formed a crucial part of the Nuda project. A joint decision was made with BMW’s engine development team in Munich to use the highly reliable and technologically advanced F 800 R motor as a basis for both the Nuda 900 and Nuda 900R – however it would then be adapted to meet Husqvarna’s specific needs and demands.
Designed to reflect Husqvarna’s sporting pedigree, this new configuration not only delivers a more aggressive racing feel and sound at maximum performance, it also vastly improves the power and torque characteristics of the engine, not to forget the higher capacity of 900cc Husqvarna has increased the power and torque (>100hp and 100Nm) while managing to retain the linear, fluid nature of the power delivery at small throttle openings and low revs.
Finally, to add the Husqvarna stamp to the engine, the rocker box cover is painted red – a feature common to all Husqvarna motorcycles.
Chassis
With its vast racing experience, Husqvarna knows which components to turn to for the ultimate performance and how to extract the maximum from a chassis. To further increase prestige of the Nuda 900R, Husqvarna has equipped its chassis with the very highest specification of components. The 48mm Sachs forks are fully adjustable and the Öhlins shock comes with compression, rebound and spring preload adjustment as well as a ride height adjustor. The Nuda 900R’s suspension is designed to raise the bike’s centre of gravity compared to the Nuda 900, increasing ground clearance and improving the handling to deliver a thrilling and responsive ride.
To create a motorcycle more suited to urban life or touring, the Nuda 900 comes with 48mm Sachs forks and a fully adjustable Sachs monoshock.
The suspension is set-up to deliver a smoother ride and make the bike more relaxed and user-friendly while the seat has a double level to provide greater comfort also for the pillion
Husqvarna has made the ergonomics and handling a priority on both models of Nuda and as a result the bike’s fuel tank is located under the seat to allow the weight distribution to be as close to the centre of gravity as possible. This work has created a bike that is both stable at high speed and agile at low speed that delivers a safe and comforting ride whatever the conditions.
This, along with the relaxed and natural riding position, is certain to be appreciated and exploited in full by both beginner and expert riders alike.
While both models have radial brake calipers, in order to further enhance its sporty appeal, the Nuda 900R comes with Brembo monobloc racing brakes with 320mm discs.
Constructed out of a single piece of aluminium for maximum feel and power with minimal flex, these twin four-piston radial calipers give the Nuda 900R superior braking power on both the road and track. The Nuda 900 also features Brembo four-piston radial calipers and 320mm discs with sintered pads, delivering powerful, accurate and smooth braking feel whatever the conditions. Both models use the same 240mm disc and Brembo two piston caliper rear brake.
Weight is crucial in making a motorcycle agile and Husqvarna has managed to keep the mass of the Nuda 900 to less than 175kg (dry weight), thanks to clever engineering solutions and compact design..
Both models of Nuda come with a stainless steel exhaust muffler, however the 900R has a carbon fibre clamp, end cap and heat shield.
Accessories
Should owners of the Nuda 900 or Nuda 900R wish to take full advantage of the motorcycle’s all-round ability, or simply want to personalize their machine, Husqvarna has developed a full range of accessories. For example those wishing to take their Nuda touring, either solo or with a pillion, either for a relaxed day loop in your home turf or multiple days with your friends, can perfectly enhance the experience with a high windshield kit and in their size easily adjustable sidebags.
A new model in Europe this year, the 2012 Yamaha Super Ténéré adventure motorcycle will be imported into the United States beginning in 2011. Powered by a compact 1199cc parallel twin with a 270° crank intended to enhance torque and traction, as both pistons fire closely together, giving it the feel of a big-bore thumper with less vibration. The Super Ténéré is Yamaha's answer to such bikes as the BMW R 1200 GS, Triumph Tiger 1050, KTM Super Moto Touring SMT and Ducati Multistrada 1200. "The Super Ténéré is built for adventure," according to a Yamaha spokesman. "Engine mass is kept low for excellent handling. The narrow 2-cylinder inline engine is slim and compact for carving tight lines in twisty mountain roads." The 2012 Yamaha Super Ténéré features twin downdraft 12-hole injectors with YCC-TTM (Yamaha Chip Controlled Throttle) for optimum throttle control and acceleration, according to Yamaha. These electronic allow the Yamaha to include what it calls the D-Mode (Drive Mode). It's system that allows the rider to select between two power-delivery maps for customizable throttle-response: T-mode for Touring and general riding, giving a softer response, and S-mode" for Sport riding when the rider wants the most performance possible. YCC-T fly-by-wire technology is matched to an all-new traction control system, which regulates ignition timing and fuel injection volume based on rear wheel spin. Three modes are available to match rider preference, including off. The Super Ténéré has both an Antilock Braking System (ABS) and Unified Braking System (UBS). With UBS, squeezing the front brake alone also provides some rear-wheel braking; pressing the rear brake first overrides UBS for traditional separate front and rear braking action. This new system allows the rider to operate front and rear brakes together by simply pulling the front brake lever, which is especially helpful when riding while standing on the pegs. The Super Ténéré delivers also offers two-position seat height, adjustable front and rear suspension, and a low-maintenance shaft drive, and more. The wheels are spoked, but they are shod with tubeless tires. There's a multi-function carrier system on back is prepped for luggage and touring accessories. The compact engine design uses a dry-sump oil supply inside the crankcase, and side-mounted radiator for surprising narrowness, while a two-axis primary balancer smoothes out engine vibration for all-day riding comfort. An 8-valve cylinder head optimizes the fuel charge for spirited performance, and the cylinder head cover is ultra-lightweight magnesium to help centralize mass. Forged aluminum pistons and carburized connecting rods are designed for durability and performance. There's a 6-speed transmission to cover the range from dirt roads to unencumbered interstates. The 6-gallon fuel tank allows for long excursions between motorcycling fueling stops. The 2012 Super Ténéré's new all-new steel frame is designed to reduce rider fatigue during long rides. It utilizes a steel main frame, which is claimed to offer the best balance of strength and flexibility. The engine is a stressed member of the frame and by locating the crankshaft low and close the footpegs, Yamaha says the motorcycle has "a remarkably light feel, even off road." Adjustable pre-load suspension allows the rider to adjust the Super Ténéré for varying loads or a passenger. The forks are adjustable for compression and rebound damping, while the rear shock is rebound-damping adjustable only. The Super Ténéré comes equipped with an adjustable seat height. A full inch of adjustment provides a low height for shorter riders or a roomier riding position for taller riders in the high position. While the rider is seated, rubber cushions in the footpegs provide a comfortable perch. When the rider stands to tackle more technical motorcycle riding conditions, the rubber compresses, letting the rider's boots contact the metal footpeg surface. Handlebar brush guards are standard equipment. Both side stand and center stand are provided for complete parking convenience. The luggage system design has three possible set-ups: standard with no top case/side bags, top case installed, and side cases installed. Genuine Yamaha top case and side cases designed for adventure touring are available as accessories. These accessories were included during the design of the motorcycle so as to enhance the look of the motorcycle. The 2012 Yamaha Super Ténéré will be available in May 2011, with dealers taking deposits on the $13,900 bike beginning in September 2010. The bike is available in your choice of Raven Black or Impact Blue. Motorcycle Specs | 2012 Yamaha Super Ténéré XTZ12BB; XTZ12BL Engine Type...1199cc, liquid-cooled, 4-stroke 2-cylinder DOHC Bore x stroke...98.0 x 79.5mm Compression ratio...11.0:1 Fuel delivery...Fuel Injection with YCC-T Ignition...TCI: Transistor Controlled Ignition Transmission...Constant mesh, 6-speed Final...Shaft Front suspension/front...Telescopic fork, 43mm tube, adjustable preload, compression and rebound damping, 7.5" travel Rear suspension...Monoshock, adjustable preload and rebound damping, 7.5" of travel Front brakes... Dual 310mm hydraulic disc, ABS/Unified Brake System Rear brake...282mm single disc Front tire...110/80R 19M/C Rear tire...150/70R 17M/C L x W x H...88.6" x 38.6" x 55.5" Adjustable seat heights...33.26" or 34.25" Wheelbase...60.6" Rake...28.0° Trail...4.9" Fuel capacity 6.0 gallons Wet weight...575 pounds Colors...Raven; Blue
Ducati’s middleweight superbike gets a significant upgrade for 2011, further separating itself from the confines of established sportbike categories.
It’s already 17 years since the first small-bore Ducati 4-valve superbike, the 748, broke cover – the same year as the iconic 916, in 1994. The 748 played a background second fiddle to the beloved 916 series until the 749 emerged in 2003. A close relation to the aesthetically challenged 999, the 749 continued to be a relatively low-cost entre into Ducati’s superbike family and competed against the Japanese 600s in supersport competition. Then MY2008 saw a paradigm shift for the sub-liter Ducati superbikes, with the new 848 getting 15 extra horses and a weight loss of nearly 50 lbs! However, its 101cc displacement bump (to 849cc) made it ineligible for supersport competition, leaving it adrift in a class of its own.
The 2011 Ducati 848 EVO. Now in three fun flavors!
Perhaps that’s a good thing. Instead of being considered an expensive alternative to the Japanese four-cylinders, the 848 ruled over them with not only more torque, of course, but also more horsepower. Our ’08 test bike cranked out 116 ponies at the rear wheel, which is nearly on par with what a 999 or Honda RC51 could do a few years ago when liter-sized superbikes were the hot ticket.
Well, Ducati has upped the ante again with the 848 EVO, bringing along extra horsepower, improved brakes and fitment of a standard steering damper – all for the same price as last year’s 848s. To demonstrate the EVO’s newfound prowess, Ducati invited us to the historic Autodromo Enzo e Dino Ferrari in the town of Imola, Italy. It’s within the engine that most of the EVO’s updates are found. The 848’s powerplant remains structurally unchanged, but a multitude of revisions to improve performance creates what Ducati says is “the highest power-per-liter of any twin-cylinder engine in production.” At the intake side, the fuel-injection’s throttle body size jumps from 56mm to 60mm and feeds fuel into optimized intake ports. New cams offer increased valve lift on both the intake and exhaust sides. A revised combustion chamber and new pistons bump the compression ratio from 12.1 to a high 13.2:1. The 90-degree V-Twin’s rev ceiling has been lifted 500 revs to 11,300 rpm, and heat generated from the extra revs is dissipated by new ventilated timing belt covers.
There’s about 120 horses being spat out the rear wheel of the 848 EVO.
Ducati showed us a dyno graph comparing old and new engines, and the EVO’s has an advantage starting at 8500 rpm, with a bigger jump after 9.5K when it romps to a 6-horse surplus. Crankshaft horsepower is alleged to be 140 at 10,500 rpm. We’ll guess rear-wheel ponies will nudge past the 120-hp mark. Positive impressions begin at start-up, as the 848’s exhaust note sounds deliciously rambunctious. They’re actually a little too boisterous for the EPA – USA bikes will be slightly quieter thanks to mufflers almost 2 inches longer. Heading out onto the Imola racetrack, the EVO feels almost identical to the 848. Its wet clutch isn’t grabby like some of Ducati’s dry clutch packs, and low-to-midrange power easily dwarfs any sub-liter four-cylinder. Claimed dry weight remains constant at 370 lbs, so its fully fueled curb weight will come in at about 425 lbs.
World Superbike title contender Carlos Checa tries to keep up with Duke.
The EVO responds with enthusiasm when dialing on the power with an open track ahead, revving with an urgency above 9000 rpm the old bike lacked. It pulls so well up top that a rider needs to be conscious of the shift lights to engage the next gear before the rev limiter kicks in. With shifts timed accurately, the EVO is fully capable of cutting fast laps – quicker on many tracks than the 600s.
GP Speed
Carlos Checa is a winner in Grand Prix and World Superbike competition. And in making Duke pee in his leathers.
The Autodromo Enzo e Dino Ferrari nestled within the town of Imola has a rich and storied legacy, and it holds many secrets of speed until a rider can milk his best out of the Italian circuito. I learned that the blind left-hander Piratella is much faster than expected, and that the first part of the downhill Aqua Minerale requires only a short stab at the brakes. I had one other eye-opening speed lesson as I headed up Imola’s front straight for the last time of the day. With the 848 rubbing its redline in fifth gear, I grabbed a handful of brakes as the Tamburello chicane loomed closer. Then, with a shock that took my breath away, a rider flashed past on my left with at least 30 mph extra. “Oh, god,” I thought, “Someone’s lost his brakes and is going to pile in a huge way into the same area in which F1 legend Ayrton Senna lost his life.” Then, before I could inhale, I recognized the seemingly doomed rider was none other than World Superbike race winner Carlos Checa on an 1198 – it wasn’t the first time he’d passed me. Because Checa’s one of the world’s finest riders, I knew he could handle Taburello easy enough. I relaxed momentarily. But at the same instant I was again floored by what I was seeing. Not only was the amiable Spaniard going faster and deeper into Tamburello than I’d imagined possible, he also decided to do it with flair right in front of my disbelieving eyes. My jaw dropped as Checa pitched it sideways on the brakes, leaving a black stripe of rubber from his rear tire for about 50 yards before gathering it up in time for the fast-approaching corner.
But engine tuning, like life, is a compromise. We’re stoked to have a more power at high revs, and response from the 60mm oval throttle bodies is rewardingly seamless, but the EVO seems to have lost a bit of midrange grunt compared to the Gen-1 848. Tellingly, the EVO’s torque peak is at 9750 rpm, about 1200 revs higher than we measured on our previous test bike. Strident power only arrives once past 7000 rpm, giving the EVO a respectable 4300-rpm play zone. Other than the plentiful engine mods, the EVO’s most significant upgrade revealed itself when barreling downhill with a full head of steam into the Rivazza twin left-handers, one of the most intense braking zones on the Imola circuit. The 848’s new Brembo monobloc brake calipers deliver a more solid feel than the previous two-piece calipers even though they’re clamping on the same 320mm dual discs. Ducati claims 20% greater deceleration at the same lever pressure. Fluid continues to be delivered by a radial-pump master cylinder via coated, braided stainless-steel lines, delivering stellar feel. The old bike’s brakes were easily better than average, and these new binders step up the game to excellent status. Making the 848 even more track-worthy is the addition of a steering damper sourced from the 1198. The non-adjustable unit is cross-mounted atop the upper triple clamp, and it provides some assurance the EVO wouldn’t get squirrelly even if its rider does. Not that we had much complaint about the 848’s handling without a damper. The EVO continues the platform’s fine handling qualities, exhibiting a fairly light turn-in at low speeds, becoming more deliberate as speeds rise. It’s a solid, predictable chassis with terrific mid-corner stability.
The 848 EVO loves being leaned over in the corners.
The final new bits on the EVO are the terrific Pirelli Supercorsa SP tires we’ve enjoyed as OE-fitment on some premium sportbikes. While the SPs are better suited for road use, we were spoiled with sticky race-compound Supercorsas (no SP, which are rated for higher speeds) developed in World Supersport competition. We ran out of nerve before they ran out of grip. A few laps on Ducati’s new 1198SP pointed to a couple of components that would also be beneficial on its little brother. The SP’s new slipper clutch would be a nice addition for track work on the 848, as would the Ducati Quick Shifter that’s now standard on the 1198 series. The 848’s gearbox didn’t always cooperate during clutchless upshifts.
A narrow midsection and a cooperative chassis make for a delightful dance partner.
Aside from new paint color options, the 848 is stylistically unchanged in its EVO guise. For many bikes, this would be a problem. For the 848, its status-quo stance keeps it among the belles of the ball, especially in the new Arctic White Silk seen in these photos, a tasty matte-white pearl with red frame and wheels. Bella! Our time aboard the EVO at Imola reaffirmed the 848’s sporting credentials, nicely upgraded for 2011 with tweaks that will help it get around a racetrack even quicker than before. It’s an upper-echelon sporting tool that can dust off a Ducati 999 if need be – or nearly anything else on a medium-speed racetrack. Perhaps it doesn’t matter if the 848 is a bike without direct competition. It’s a strong seller for Ducati, with some 80% of buyers new to the Ducati fold, most coming from Japanese 600s. And along with Monster 696 riders, the 848 shares the distinction of having the youngest buyers among the Ducatisti.
With middleweight sportbikes from Asia pushing the $11,000 mark, it doesn’t seem like that much of a stretch to pony up another grand or so to park a Dark Stealth (matte black) 848 EVO at its $12,995 MSRP. That’s less than asked for the 749 back in 2003! The white or red EVO’s list for $1000 extra. So, can a $13,000 Italian sportbike be a value proposition? We think so.
