The push rod angle and cam shaft were modified for better airflow and combustion. The exhaust port angle with in order to better the folw of exhaust gases. The supercharger at the back of the front cylinder with an intercooler increases air flow to the engine. The final output of the engine is 960cc. It uses disk brakes are well hidden inside the drums which were machined from a 44.5 kilogram round chunk of aluminium. The Goldmember also gets a nitrous oxide system for an extra shot of power. The average speed recorded was 247km/h.

Ahead of the EICMA International Motorcycle Show in Milan, Ducati release images previewing its newest model – the fun and versatile Hypermotard 796.

Just as aggressively striking as the 1100, the lightweight new Hypermotard 796 features a lower seat height and brand new smooth and flexible engine to make it the perfect urban assault vehicle.

A dry weight of just 167kg (368lb) and seat height of 825mm (32.5in) makes the Hypermotard 796 a sure-footed 20mm (0.8in) lower than the 1100 and inspires confidence however and wherever it’s ridden.

The completely new Ducati 796 engine has a bore and stroke of 88mm x 66mm, conforms to Euro 3 regulations and produces 81hp (59.6kW) of power and 55.7lb-ft (7.7kgm) of torque with the smooth and very economic rideability enjoyed from all Desmodue L-Twins.

The new Hypermotard 796 comes in an urban-style Dark finish with matte black tank and beak section, black frame and black wheels or, alternatively, matte white tank with contrasting matte black beak, black frame and black wheels. For the purists, an 1100 look-alike with Ducati red tank with matching beak section, red frame and black wheels gives the 796 a traditional livery.

Available in Ducati stores from late October, a brand new way to go Hyper: The Hypermotard 796.

The CBR600RR is the best super-sport ever introduced by honda . With new inverted forks at the front and a far more rigid rear end the suspension and handling characteristics have really improved, allowing it to enter corners firmly and securely . Another factor that enhances cornering abilities are the new set of brakes . The new radical pads improves braking compared to previous models conventional system . Brake force is evenly distributed so deceleration at the front wheel is more precise effective and controlled .

Cornering is precise thanks to well engineered cycle parts though its not one of the best because of high kerb weight , much heavier than her Japanese rivals . But it has a tuned suspension which endows her with very firm ride , all this without losing that great knee-down feeling as you carve corners at high speed .

The powerplant also maintains fantastic composure at high rpm and you don’t have to keep rewing to retain acceleration , like for example on the corner two of the circuit , the 600RR could do much better with revised gearing and Honda should get this sorted, top priority .

The GSR R 600 is the only supersport bike which hasn’t gone through much change in the last year . . The bike from Hamamatsu still shows superb agility and great stability . Excellent dynamics and being build for track use , one of the key advantages are aerodynamics which are far superior to the other Japanese suersports . Though engine rpm increases very smoothly with the throttle open, and also the one with the least pulling power .

Save for this aspect , the GSX – R600 feels manageable and easy to ride within few minutes . The brakes are bit spongy , although the precision while braking into corner is one of the best in the category . With fantastic stability accelerating through an elevated corner is extremely easy . The time don’t represent the GSR-X demeanour and one really can’t judge by the chronometer since its also possesses a weak mid-range which held it back from clocking some decent lap times . The GSX-R600 is a very complete bike in every sense of the word being very easy to ride in any condition .

THE RSV 1000 R Factory is probably the nest bike space-wise especially if ridden with a big rider aboard. Thanks to its ample space, the tallest riders can man-oeuvre freely without problem. It also provides perfect aerodynamic protection. Earlier with the 750 the Italian bike used to feel a little underpowered but with the new liter class engine it finally has the power to match an excellent chassis making it one of the fastest bikes around the Ricardo Tormo circuit, so fast in fact that it is just tow tenths of a second off the pace of the Ducati. The maximum speed of 254kmph is in fact nearly the same as that of the CBR1000RR, an engine slightly more powerful in a superior category.
It’s also true that smaller riders have difficulty in adapting themselves to the Factory. More than its riding position, it is treated as a very physical bike, its dimensions, general rigidness and the weight require extra effort to move her from one point to another rapidly. And for good measure the Factory compensates with excellent dynamics and dire4ctional stability. The MV is a fine handler, one of the best and not just in its category, with an almost telepathic front end feel. A clear effect of the excellent components of the Factory, especially its beautiful upside down Ohlins at the front.

THE times clocked by the 999s in its classification in the hands of different riders is comparable to those in the superbikes category such is the excellence of a fantastic motor and cycle package. And this beautiful Ducati adapts itself perfectly to the characteristics of a circuit like this on in Valencia. Its entry into a corner is very swift, so much so that it compensates while moving on to the outside where it uses the least power. The excellent ergonomics of the body hugging fuel tank and with the rear end quite low, makes you almost feel like a part of the bike. Also it is one of the few bikes in this Master Bike in which is impossible to scrape the floor no matter how far you lean it over. The aerodynamic protection could be better, because you have to move a lot over the tank to stay covered. But then it aerodynamic efficiency wouldn’t be that good.
The twin-cylinder Testastretta is a marvelous piece of engineering, so much so that the engine does not feel like it’s running, with an abject lack of high rev vibes. It is also perfectly mated to the cycle parts, resulting in a bike that is easy to handle and quick to hustle. It is true that like Aprilia you need more effort to move the Ducati but it also compensates with a racing bike feel that is quite superior to that of the Japanese bikes.
It has very distinct character similar to the Aprilia though better than the MV Augustia.

KEEPING in mind the history of Suzuki, the GSX-R750’s results have been a little poor, but we must mention that many riders started off with her and did pretty well. But with two undisputed victories in the Master Bike 2000 and 2002, and numerous second positions, its presence always commands respect amongst its rivals. However on this occasion it didn’t perform as we had expected it to, and the Italian twin-cylinder bikes with their excellent tuning overshadowed the Japanese tetra-cylindrical bike. Visually it is the same as the first GSX-R. Conceived around 1985, it incorporates a few details which distinguish it from the standard version. Because ofr this Suzuki has christened it as the 20th anniversary bike. This 750cc bike is small and light, much like its supersport version makes it extremely easy to handle and use, so one can concentrate exclusively, on the speed factor, like in a 600, without worrying about laying on too much gas. Its behavior is practically similar to its smaller sibling with which it shares most of its components. Its excellent precision and directional stability when entering a corner make knee-downs very simple to execute with the bike maintaining its angle of lean without extra input from her rider.
It also offers good aerodynamic protection. The front fork however has a tendency to bounce under braking and feels a bit spongy.

This year the British bike has increased its cylinder capacity to 640cc which has been marvelous to gain some more power in the face of the Japanese supersports . Riders could adapt quickly thanks to the size and weight . The Triumph Daytona is a noble steed, one which lets you ride her with ease . And the right suspension settings make for an effective and sure footed behavior on the track . And although general rigidness is not increased.

The power from the 4 inline cylinders has improved thanks to the increase in displacement . It would also helps if the rev range was increased . Brakes are the only ones which are not radical but that doesn’t mean that lacks braking potential, since these are of very high quality and offer excellent and reliable braking performance .

The gearshift is precise and very smooth to operate . The lack of vibration and soft feel make the daytona not only different in every aspect but also the most adaptable to life outside the circuit . The aerodynamic protection is also best among the supersport bikes, and the instruments are easiest to read .

THE CBR 1000 is probably the most balanced bike in this category, Smooth and easy to ride. She is one of the most refined performers. However her lap times are not amongst the beat firstly because of her weight. Which at 208kg is only surpassed by the F4 1000s. She also has a 14kg disadvantage against the ZX-10R. Which is the lightest bike in this category. Secondly the CBR makes lesser power. With 151PS she makes around 151PS less than the Kwacker. With these differences and despite the refinement of cycle parts, gracious mannerisms and sensational composure, she just can’t match her rivals when it comes to a head on battle for lap times.
At the controls of the CBR1000RR everything feels soft, it has outstanding vibration damping abilities and with an ideal weight distribution between footrest and handlebars she offers a comfortable riding position which is more oriented towards long haul journeys rather than the razor sharp character needed on track.
However that does not entirely mean her handing is too tame and she can hold her own dicing round corners on a circuit. This impression comes about thanks to great tuning and efficient suspension, which has made her one of the favored choices of the riders of Master Bike.
The refinement is of such a high order that the engine does not feel stressed at all even when revved to the peak of her rev band. Power delivery is very progressive and on e does not need wring throttle to the max to get all her juice.
We also must mention the efficient brakes, quite unlike the rest of the Japanese bikes with their radial bombs. She does not falter even a little no matter how you treat her. Gear shift is equally smooth through it’s a pity that the clutch has an anti-lock system on the real wheel.