Death of the 2 stroke stallions

A thing of the past and a collectors item, the Aprilia RS250

  It is quite sad somewhat that 2 strokes bike is quickly becoming a thing of the past. Moto3 which will be introduced in 2012 will see the end of the last 2 stroke bikes raced in any competition, replacing the existing 125cc class.  Those who has ever owned one, rode one and raced one, the feeling of the 2stoke power plant deliver is forever unforgettable.  Remember the good old days of the 500cc Grand Prix era with the heros like Kevin Scwarzant, Mighty Mick, Vale Rossi and others sliding their rear tires till it spit and spats them out of their bucket.

  Seeing riders like Gary Macoy entering and exiting the corners with the rear wheel spinning out of control is something even a mere spectator will find estatic.  Replacements for these bikes are the current 4 stroke bikes which only is comparable with the 2strokes with double the chamber capacity in a cylinder to deliver the same amout of ponies.

The last of the Premier 2 strokes, the Honda NSR 500

  With emmision problems being said to be the drawbacks of old 2stroke bikes, it is quite unimaginable that with technology advances being exponential over the years, these problems on the brink of being resolved being shelved for a slower 4stroke powered motorcycles. Whatever the case is, owning a working well performing 2 stroke bike is quickly going to be something of a merit in your garage or hallway.  I would love to, if I'm financially capable to put one of the classics like the Aprilia RS250s or the Suzuki RGV250 in my hallway.

Why a Kawasaki

Kawasaki started their business building fighter planes for Japan during World War 2. Thereafter transferring their knowledge and experience to heavy Industries, having a motorcycle division as part of their companies division.  Ironically, most of the names of their Fighter jets are placed to all their motorcycle line.

Kawasaki bikes has always been "special".  Their bikes DNA has always being known to be fast, furious and extremely mean.  Riders with kamikazi like characters will definitely appreciate the power and characteristics Kawasaki bikes produces.  Those who have followed the company's lineage and history surely will know and recognize the crazy powerful machines the company produces, like the memorable H1 Mach III, H2 Mach IV, nicknamed widowmakers. (Need we elaborate on why?)  Knowing how these bikes were, anyone "sane" will shit themselves senseless piloting them.

The company has always produced bikes with similar characteristics.  Currently, their famous "mad" lines includes the 2011 ZX10R which produces approximately 180BHP in stock.  Other models include the ZX6R, Z1000 and Z750 models. Their other much more lower capacity models includes the 250R, KLX 150 and 250 which also delivers the same amount of madness in their engine strokes.

A classic example of Kawasaki madness is this 2stroke Triple engine H1 which is designed specifically for people who have balls as big as a hot air balloon with no disregard with any safety whatsoever. What's more disturbing is where on earth did Kawasaki find the engineer for this beast which has no stopping power whatsoever, no turning capability at all whose only reason for existance is to deliver broken bones, gravel rash and skin graphs to it's riders. If you'd like to know what suicide feels like, definately a bargain to get one of this classic.  Any ride will make you appreciate life more.

In comparison today, other than Kawasaki, BMW is another company which has produced another similar lineage madness motorcycle, also delivering approximately 180bhp delivered on the rear with their inline 4 BMW S1000RR. In comparison between two, most would prefer the BMW S1000RR for it's traction control, manageability and stability but the wild spirit in most riders will always cherish the spit and spat the ZX10R produces when the throttle is cracked.  If you want a motorcycle that you can take to the shop and feel like a superb weekend warrior riding, the BMW S1000RR is the bike for you with the packaged electronics and management aiding the rider navigate their madness with safety.  However, most rider would cherish and appreciate more on the mad and wildness the ZX10R or any Kawasaki motorcycle delivers when the throttle is cracked open, sending mind boogling chilling madness, tingling up their spine. In short, Kawasaki motorcycles will definately make any weekend ride a memorable experience, and is definately not for the faint hearted. (That's what the Hondas are for)

So why do we want a mad motorcycle like a Kawasaki? Simple.. because it is in our blood to be wild!

Ambitious? Yes.. More than Talent? Maybe!

Jerez 2011, 9th April...  unveiling, the Desmosideci GP12. Worrysome? Yes!! To "the" other riders... Ambitious? Might be Definately!! As the video reveals and in comparison to the past 2 races of the year, the "Prototype Bike" Ducati Desmosideci GP12  unlike the modified Desmosideci GP11 is finally ridable. Through a glance, Geometrically, the bikes more "Neutral" and in comparison to the Desmo GP11 as per raced in the similar track of Jerez, with a video frame of max of 25 frames per sec, did we ever see Valentino Rossi toss the bike over as easy as he did in the following video? What shoulder problem? You're definately as delirious as the writer of this blog!! All I can say is this might not be "Yamaha M1 South Africa 2004" but the upcoming races are definately interesting to watch! "AMBITION MIGHT BE DEFINATELY MORE THAN THE TALENT!" for the "10th Time!". 

If this works out, then Caseys Stoner will definately eat his words!! It's all up to Jeremy Burgess now.
  Either ways.. it's definately a championship between "Talents" and "Ambition" !!! whole year round!! ignoring the 1st place, irregardless of 2nd or 3rd in the Championship!!

Motorcycle Suspension : Diagnosing and Resolution

Here is a simple suspension diagnosis and troubleshooting for your motorcycle. 

FRONT

Adjustment locations: Forks

Rebound adjustment (if applicable) is located near the top of the fork. Compression adjustment (if applicable) is located near the bottom of the fork. Spring preload adjustment (if applicable) is generally hex style and located at the top of the fork.

Lack of Rebound

Symptoms:

• Forks are plush, but increasing speed causes loss of control and traction

• The motorcycle wallows and tends to run wide exiting the turn causing fading traction and loss of control.

• When taking a corner a speed, you experience front-end chatter, loss of traction and control.

• Aggressive input at speed lessons control and chassis attitude suffers.

• Front end fails to recover after aggressive input over bumpy surfaces.

Solution: Insufficient rebound. Increase rebound "gradually" until control and traction are optimized and chatter is gone.

Too Much Rebound

Symptoms:

• Front end feels locked up resulting in harsh ride.

• Suspension tucks in and fails to return, giving a harsh ride. Typically after the first bump, the bike will skip over subsequent bumps and want to tuck the front.

• With acceleration, the front end will tank slap or shake violently due to lack of front wheel tire contact.

Solution: Too much rebound. Decrease rebound "gradually" until control and traction are optimized.

Lack of Compression

Symptoms:

• Front-end dives severely, sometimes bottoming out over heavy bumps or during aggressive breaking.

• Front feels soft or vague similar to lack of rebound.

• When bottoming, a clunk is heard. This is due to reaching the bottom of fork travel.

Solution: Insufficient compression. Increase "gradually" until control and traction are optimized.

Too Much Compression

Symptom:

• Front end rides high through the corners, causing the bike to steer wide. It should maintain the pre-determined sag, which will allow the steering geometry to remain constant.

Solution: Decrease compression "gradually" until bike neither bottoms nor rides high.

Symptom:

• Front end chatters or shakes entering turns. This is due to incorrect oil height and/or too much low speed compression damping.

Solution: First, verify that oil height is correct. If correct, then decrease compression "gradually" until chattering and shaking ceases.

Symptom:

• Bumps and ripples are felt directly in the triple clamps and through the chassis. This causes the front wheel to bounce over bumps.

Solution: Decrease compression "gradually" until control is regained.

Symptom:

• Ride is generally hard, and gets even harder when braking or entering turns.

Solution: Decrease compression "gradually" until control is regained.

REAR

Adjustment Locations: Rear Shock

Rebound adjustment (if applicable) is located at the bottom of the shock. Compression adjustment (if applicable) is located on the reservoir. Spring prelude is located at the top of the shock.

Shock: Lack of Rebound

Symptoms:

• The ride will feel soft or vague and as speed increases, the rear end will want to wallow and/or weave over bumpy surfaces and traction suffers.

• Loss of traction will cause rear end to pogo or chatter due to shock returning too fast on exiting a corner.

Solution: Insufficient rebound - Increase rebound until wallowing and weaving disappears and control and traction are optimized.

Shock: Too Much Rebound

Symptoms:

• Ride is harsh, suspension control is limited and traction is lost.

• Rear end will pack in, forcing the bike wide in corners, due to rear squat. It will slow steering because front end is riding high.

• When rear end packs in, tires generally will overheat and will skip over bumps.

• When chopping throttle, rear end will tend to skip or hop on entries.

Solution: Too much rebound. Decrease rebound "gradually" until harsh ride is gone and traction is regained. Decrease rebound to keep rear end from packing.

Shock: Lack of Compression

Symptoms:

• The bike will not turn in entering a turn.

• With bottoming, control and traction are lost.

• With excessive rear end squat, when accelerating out of corners, the bike will tend to steer wide.

Solution: Insufficient compression. Increase compression "gradually until traction and control is optimized and/or excessive rear end squat is gone.

Shock: Too Much Compression

Symptoms:

• Ride is harsh, but not as bad as too much rebound. As speed increases, so does harshness.

• There is very little rear end squat. This will cause loss of traction/sliding. Tire will overheat.

• Rear end will want to kick when going over medium to large bumps.

Solution: Decrease compression until harshness is gone. Decrease compression until sliding stops and traction is regained.

Mark Thompson has spent the past 20 years racing motorcycles and managing Race teams and riders. 

He now runs theTrackbikes Website along with a number on Internet Ventures

Source: http://www.websition.com/

Showa Big Piston Forks

     Unlike normal telescopic upside down forks, the Big Piston Fork by Showa certainly is a nice addition to modern motorcycle technology.  Before I proceed on what the Big Piston Fork does, let me start by introducing the black art of suspension settings which is eliminated with the Big Piston Fork.  Normally for the front fork, rider sag is set to be between 15mm to 20mm for track to 20mm to 25mm for road riding, with figures differing by fork manufacturers and make, normally +5mm in between meeting the rule of thumb that the front fork should operate in between 25% to 30% of it's total travel.

Comparison Between Conventional and Showa BPF

     We're not going to talk about how the forces goes through a suspension as it will be a chapter in the black arts of suspension settings, but in short, when we brake, we dive the forks and when we open the throttle, we unload the fork.  Bottoming out occurs when the forks completes its travel, ending it's ability to spring operate over the pressure acted towards it, and topping occurs when we accelerate, unloading the front tire off its required weight to keep it on the ground. 

Fluid movement during Tension (throttling) and Compression (braking)

     The Big Piston Fork introduced by Showa is lighter and more stable than the conventional forks. What actually happens is that it has an additional springs that prevents the forks from topping out and bottoming out.  The tension and compression is set on the top while the ride height is set at the bottom of the forks.  Unlike conventional fork setup, there is not a precises sag settings.  Setting up the height of the forks is accomplished by putting cable tie to the front fork, and then decide if it is enough after test riding the bike.  Even on 3 clicks (low to high) is sufficient for the bike to operate properly.  The normal setup height is around 10 clicks to 20 clicks (low to high) range.  

     As the big piston forks does not work on the standard travel idea of the front forks, altering the height of the suspension also alters the geometry of the motorcycle, lowering it to increase turning (reduces the rake) and heightening it to increase stability (increases the trail) which for normal telescopic forks is done by altering the yoke of the motorcycle.  As for the tension and compression settings this is subjective to the rider. However, the proper compression and tension damping setup will be discuseed later on in this blog.

Tension and Compression settings on top. Settings is from Tension -> Soft for the Big Piston Forks

   The Big Piston Fork is lighter than conventional forks and performs astoundingly consistent through its torment.  Winning the Suzuka 8 hours race on a GSX-R1000 in 2007,  it weights 720 grams than the lightest conventional forks and it is currently seen to gain popularity being spotted in the latest release of sportbikes, with the Kawasaki zx6r 2009 model being the first middleweight superbike to be equipped with this beauty. 

     Personally, I must say the Big Piston Fork is a very nice suspension to have but bear in mind, the feel of the motorcycle changes with the Big Piston Forks. As it doesn't bottom or top out, when tormenting the motorcycle to the limits , the activating springs gives a numbing feel to the rider which is debatable whether it is good or bad.  I myself am familiar with the feeling of the fork bottoming out as a sign to let go of the front brakes a little.  

MV to produce 200bhp F4RR

Freeing themselves off the Harley Davidson shackles, MV Agusta is planning to release late this year the most powerful 1liter production bike ever, the MV F4RR producing 200++ BHP and it will be fast, 200mph ++ fast.



With angles of the F4, the Triple 675 F3 will definitely turn heads.

Also coming out this year, the triple cylinder 675cc F3 as per revealed in the Milan motorcycle show.  The F3 will spot very high specification, full ride-by-wire and traction control which are more advanced than of available in the F4.  Although it will be a premium motorcycle with that it will be come stock standard with, the price will be under 11k Euro's (wonder how much will that be when it lands in our beloved land of Malaysia).



We just hope this Special Edition F4 will tear up Malaysian Tarmac.



With 37 world titles already under its belt, MV might see a return into the racing scenes with the F3 being in the armament in 2012, although according to Castiglioni, son of the founder and president of MV, they've no intention to do so.  "Racing introduces brand awareness and not sales hence I don't think spending 30m Euros a year to go racing is necessary for MV. Racing doesn't justify expenditure, if I had that much money to spend, I'd make three new models!" says Castiglioni.

Whatever it maybe, we hope to see the new F4 tearing up the roads of our beloved Malaysia soon and I would believe it will not be cheap.  Imagine what it might actually cost if, and only if, Proton didn't sell it away for USD1.





Jerez 2011: Rossi Apologizes to Stoner

As predicted, the battle of fury between Stoner and Rossi began even before Rossi pitted into the garage after the race in Jerez. The crash at turn 1 which ended the Australians race when the Ducati ridden by Rossi lost its front collided with Stoners HRC Honda during a brave overtaking manouver left Stoner infuriated when the marshalls failed to aid the Australian to rejoin the race by giving more focus on Rossi.  Stoner lashed towards the marshalls right after and even sarcastically applauded to Rossi as the 7 times world champion passed him over the track.

Right after the race, Rossi walked towards Stoners paddock to apologize while still having his helmet on. His march was flanked with the hounding media following closely behind. The following was the conversation that took place.

   

Stoner (smiling): How's your shoulder? Is it okay?

Rossi (helmet still on): I'm very sorry.

Stoner: Okay. You have some problem with your shoulder?

Rossi: I make a mistake

Stoner: Yeah. Obviously your ambition outweighed your talent.

Rossi: Eh?

Stoner: Ambition is more than the talent.

Rossi: I'm very sorry.

Stoner: No problem.

 

What added to the beauty of the conversation was that Stoner gave the Fonzerelli's "Heyyyy..." thumbs towards the camera. It was certainly unfortunate that Stoner had to end the race in such a situation but that's how it goes in the racing world, especially on motorcycles.  We didn't see Simonchelli cry tho. I believe Rossi as usual will make Stoner eat that statement this year as how he did to Biaggi, Sete and Lorenzo in the past.

Moto GP 2011: Lorenzo revisits the lake

It's the second race of the 2011 Moto GP season and we're off to Jerez, Spain this weekend! Defending champion Jorge Lorenzo(Yamaha Factory Racing) sealed an impressive win in wet conditions, with fellow compatriot Dani Pedrosa (Repsol Honda) claiming second position and Nicky Hayden (Ducati Team) in third.

It would have been one of the classics, with Simoncelli, Stoner and Rossi being on the podium.  How unique would it be to have a satelite team, Gresini Honda winning the race.  As sworn as Simoncelli was last year, stating 2011 would be his fight for the title, the battled started right after the light was green.  Unfortunately for him, the weather was unfavourable towards him as he fell off the bike cranked over, throttling out of the first corner until the bike spat him over from the rear, ending his race.  His spectacular half race lead ended in similar fate as his friend, Rossi, by the gravel on turn 1.

 

Rossi's collision with Stoner ended the Australian's race

As for the Ducati team, there is definately improvement in the bikes.  Rossi was up in front with Simoncelli, Stoner, Pedrosa and Lorenzo, being on the top three for a good 3 laps until deciding to overtake Stoner at a spectacular Stoner move, or as we know it, doing a Stoner on Stoner, until he himself did another Stoner, losing the Ducati's front end torpedoing Stoner, sliding under Stoners HRC, another Stoner on Stoner. Interesting enough, Stoner being a frequent of front slides sled the bike away, as Rossi tucked underneath, indicating how frequent Stoner was with front sliding, as the bikes slide to a halt, his body language showed the frustration of being run over by the Ducati he once rode, this time being a victim of another front slide which is not with him piloting the beast.

 
Unfortunately for Stoner, he was not given the assistance to push the bike, as the stewards rushed to Rossi, who continued the race ending a good 5th position, I would believe, Stoner would have scored better.  Personally I wonder if Stoner would give Rossi a word or two, but Rossi being Rossi, unfairly, the stewards would run to him always first. After all, he was under two bikes.
 

Lorenzo claims his first victory of the season

What would be a spectacular historical race ended with the normal certainty, as the top riders was off their bikes, Lorenzo won with Pedrosa on second and Hayden on third, a Spanish feast on home soil. The parade lap saw Lorenzo again revisiting the lake, this time, accidentally falling into it. Perhaps it was the spirits of Jerez knowing that he would fall into the lake that had him being on the bike all the time in the race. Also, as usual, both Pedrosa and Lorenzo did not uttering a word with each other, with King Carlos 1 again almost being the middleman pulled both hands suggesting a shake of hands for the public press; for Spain at least my friend.  If Pedrosa was not such an ass, perhaps I would be sorry for his injuries on the bike and give him more respect as he should deserved.

Despite the adrenaline rush the race provided, it ended as it would have. Irregardless of how spectacular as it was, the actual winner of the race was the rain and the fans. As Martin Brundle once said, the winner is the one who actually crossed the finishing line.