Kawasaki Vulcan 1500 Classic

Engine Type Four-stroke, liquid-cooled, SOHC, four-valve per cylinder, 50° V-twin
Displacement 1,470cc / 90 cu.in.
Bore & Stroke 102.0 x 90.0 mm
Maximum Torque 84.6 lb-ft @ 2,800 rpm
Compression Ratio 9.0:1
Fuel Injection DFI with dual 36mm Keihin throttle bodies
Ignition TCBI with Digital Advance
Transmission 5-Speed
Final Drive Shaft
Rake/Trail 32 degrees / 6.5 in.
Front Suspension / Wheel Travel 41mm hydraulic telescopic fork / 5.9 in.
Rear Suspension / Wheel Travel Twin Shocks, with five-way adjustable preload / 3.4 in.
Front Tire Size 130/90-16
Rear Tire Size 150/80-16
Wheelbase 65.6 in.
Front Brake Type Single 300mm hydraulic disc with two-piston caliper
Rear Brake Type Single 270mm hydraulic disc
Fuel Tank Capacity 5.0 gal.
Seat Height 27.6 in.
Dry Weight 659 lb.
Overall Length 98.6 in.
Overall Width 39.2 in.
Overall Height 44.9 in.
Color Ebony, Two Tone: Candy Cardinal Red / Pearl Crystal White
Warranty 12 months
Good Times™ Protection Plan 12, 24, 36 or 48 months

Kawasaki 1600 Classic

Engine Four-stroke, air/liquid-cooled, SOHC, four valves per cylinder, V-twin
Displacement 1,552cc / 95ci
Bore x stroke 102.0mm x 95.0mm
Compression ratio 9.0:1
Cooling Liquid
Induction Digital fuel injection with dual 36mm throttle bodies
Ignition TCBI with digital advance
Transmission Five-speed
Final Drive Shaft
Frame High-tensile steel, double cradle
Rake / trail 32 degrees/ 6.6 in.
Front suspension / wheel travel 41mm hydraulic fork / 5.9 in.
Rear suspension / wheel travel Dual air-assisted shocks / 3.7 in.
Tire, front 130/90 x 16
Tire, rear 170/70 x 16
Brakes, front / rear Dual 300mm hydraulic discs / 300mm disc
Overall length 98.6 in.
Overall width 40.9 in.
Overall height 44.5 in.
Ground clearance 5.1 in.
Seat height 27.1 in.
Dry weight 675 lbs.
Fuel capacity 5.3 gal.
Wheelbase 66.1 in.
Colors Metallic Diablo Black, Two-Tone: Metallic Diablo Black / Luminous Polaris Blue
Warranty 12 months
Good Times™ Protection Plan 12, 24, 36 or 48 months

KAWASAKI 1600 Nomad

Engine Four-stroke, air/liquid-cooled, SOHC, four valves per cylinder, 50-degree V-twin
Displacement 1,552cc / 95ci
Bore x stroke 102.0mm x 95.0mm
Compression ratio 9.0:1
Cooling Liquid
Induction Digital fuel injection with dual 36mm throttle bodies
Ignition TCBI dual plug with digital advance
Transmission Five-speed
Frame High-tensile steel, double cradle
Rake / trail 32 degrees/ 7.2 in.
Front Suspension / wheel travel 41mm hydraulic fork / 5.9 in.
Rear Suspension / wheel travel Dual air-assisted shocks with four-way rebound damping / 3.9 in.
Tire, front 150/80x16
Tire, rear 170/70x16
Brakes, front / rear Dual 300mm hydraulic discs / 300mm disc
Overall length 99.0 in.
Overall width 40.9 in.
Overall height 59.3 in.
Seat height 28.3 in.
Dry weight 772 lbs.
Fuel capacity 5.3 gal.
Wheelbase 66.5 in.
Colors Metallic Diablo Black, Two-Tone: Metallic Ocean Blue / Neutron Silver, Two-Tone: Candy Fire Red / Metallic Diablo Black
Warranty 24 months
Good Times™ Protection Plan 12, 24, 36 or 48 months

HYOSUNG RT 125

ENGINE SYSTEM
4STROKE, 4VALE

AIR-COOLED

STARTER SYSTEM
ELECTRIC/KICK

DISPLACEMENT
124.5cc

NUMBER OF CYLINDER
1 unit

L × W × H
2,085×840×1,125 mm

WHEEL BASE
1,350 mm

GROUND CLEARANCE
230 mm

DRY MASS
125 kg

GEAR SHIFT PATTERN
1DOWN 4UP

BRAKE SYSTEM
DISK front

IN.EXPANDING rear

TIRE
130/80-18 66P front

180/80-14M/C 78P rear

FUEL TANK CAPA
8 liter

HYOSUNG GT 125

ENGINE SYSTEM
4STROKE, 8VALE

OIL-COOLED

STARTER SYSTEM
ELECTRIC

DISPLACEMENT
124.7cc

NUMBER OF CYLINDER
2 unit

L × W × H
2,080×760×1,120mm

WHEEL BASE
1,445 mm

GROUND CLEARANCE
180 mm

DRY MASS
150 kg

GEAR SHIFT PATTERN
1DOWN 4UP

BRAKE SYSTEM
DISK front

DISK rear

TIRE
110/70-17 54H front

150/70-17 69H rear

FUEL TANK CAPA
17 liter

Gilera Runner VX 125

Engine Single cylinder 4 stroke
Displacement 124 cc
Bore 57 mm
Stroke 48,6 mm
Fuel Unleaded
Induction Four Valve Single Over Head Camshaft (SOHC)
Distribution Electronic capacitive (CDI) with variable timing (10° - 32°)
Injection Electric
Start Wet sump lubrication
Lubrication Liquid
Cooling Automatic CVT with torque server
Gear change Automatic dry centrifuge type
Clutch Cradled in steel tubes with pressed steel
Frame Reinforcements
Front suspension Telescopic fork with Ø 35 mm
Rear suspension Two dual effect hydraulic dampers, helicoidal spring adjustable to four positions
Front brake Ø 220 mm stainless steel floating disc with dual piston calliper
Rear brake Ø 220 mm stainless steel disc, calliper with two opposed pistons
Front wheel rim Die-cast aluminium alloy, 3.50x12"
Rear wheel rim Die-cast aluminium alloy, 3.50x12"
Front tyre Tubeless 120/70-12"
Rear tyre Tubeless 130/70-12"
Length 1.900 mm
Width 750 mm
Wheelbase 1.340 mm
Saddle height 820 mm
Dry weight 119 kg
Fuel tank capacity 12 litres
Oil tank capacity
Power
Max. power (non kat version) 15 cv/9.700 rpm
Max. speed 108 km/h
Consumption 28 Km/litre (ECE cycle 40)
Emissions Respects the European Multidirective 97/24
Noise emissions EC chapter 5 (Euro1)

Gilera Runner SP 50

Engine Single cylinder 2 stroke
Displacement 49,3 cc
Bore 40 mm
Stroke 39,3 mm
Fuel Unleaded
Induction VReed valve in crankcase
Injection Electronic CDI
Start Electric and kick starter
Lubrication Separate with automatic mixer
Cooling Liquid
Gear change Automatic CVT with torque server
Clutch Automatic centrifuge type
Frame Cradled in welded steel tubes with pressed steel reinforcements
Front suspension Fork with upside down shafts with double effect hydraulic damper
Rear suspension Hydraulic single damper, co-axial helicoidal spring
Front brake Hydraulic with Ø 220 mm stainless steel disc
Rear brake Hydraulic with Ø 175 mm stainless steel disc
Front wheel rim Die-cast aluminium alloy 3.50x12"
Rear wheel rim Die-cast aluminium alloy 3.50x12"
Front tyre Tubeless 120/70-12"
Rear tyre Tubeless 120/70-12"
Length 1.830 mm
Width 715 mm
Wheelbase 1.290 mm
Saddle height 815 mm
Dry weight 89 kg
Fuel tank capacity 12 litres
Oil tank capacity 1,6 litres
Max. speed According to norms
Emissions The catalyzed version respects the European Multidirective 97/24 EC chapter 5 (Euro1)

Gilera Nexus 500

Engine Single cylinder MASTER 4 stroke
Displacement 460 cc
Bore 92 mm
Stroke 69 mm
Fuel Unleaded
Compression ratio 10.5 : 1
Power 40.12 bhp at 7,500 rpm 29.5 KW
Torque 43 Nm at 5,500 rpm
Balance Rotating shaft
EMS (Electronic Management System) alfa/N type with injection/ignition mapping
Fuel intake Electronic injection system - Magneti Marelli IAV
Air intake Butterfly valve with position sensor, stepper motor and air temperature sensor
Injector Marelli Pico-injector, electronic injector with high impedance
Exhaust Two-way catalytic converter
Intake (SOHC), 4 valve
Ignition Electronic inductive discharge, variable spark advance controlled by electronic injection
Start Electric
Lubrication Wet sump
Cooling liquid
Transmission “Twist and Go” with automatic clutch and continuously variable transmission (CVT)
Frame Double cradle, high-tensile steel tubes
Front suspension Kayaba telehydraulic fork, ֠41 mm shafts
Rear suspension Progressive POWER DRIVE, Kayaba gas shock absorber with spring preload
Braking system Integral: left brake lever simultaneously acts rear disc and front right disc; right brake lever actions only front left disc (which has larger-diameter pistons)
Front brake Stainless steel double disc, ֠260 mm, with floating calliper and two Brembo pistons ֠28 mm front left and two Brembo pistons ֠26 mm front right
Rear brake Stainless steel disk, ֠240 mm, fixed calliper, two ֠34 mm opposed pistons
Front wheel rim Die-cast aluminium alloy, 3.50x15”
Rear wheel rim Die-cast aluminium alloy, 4.50x14”
Front tyre Tubeless, 120/70-15”
Rear tyre Tubeless, 160/60-14”
Length 2,090 mm
Width 765 mm
Wheelbase 1.515 mm
Seat height 780 mm
Running weight 216 kg
Fuel tank 15 litres
Underseat space Contains one full-face helmet and various objects; more storage behind the steering column
Speed 100 mph
Acceleration 400 m 15.7 sec
Emissions Meets all chapters of European Multidirective (Euro 2 )

Gilera Nexus 250

Engine Single-cylinder QUASAR 4 stroke
Displacement 244 cc
Bore 72 mm
Stroke 60 mm
Fuel Unleaded
Compression ratio 11.5:1
Max power to shaft 22.44 bhp (16.5 Kw) at 8,050 rpm
Max torque 20.2 Nm at 6,500 rpm
Valve train 4-valve SOHC, electronic injection
Exhaust Closed loop system with lambda sensor and three-way
catalytic converter in exhaust pipe
Start Electric
Cooling Liquid
Gears Twist and go CVT with torque server
Clutch Dry centrifugal type
Frame Double cradle high-strength steel tube trellis
Front suspension Telescopic hydraulic fork with Ø 35 mm shafts; 94 mm
travel
Rear suspension Twin hydraulic shock absorber with spring preload
adjustable to 4 positions; 76 mm travel
Front brake Stainless steel disc, Ø 260 mm, floating caliper with two
pistons
Rear brake Stainless steel disc, Ø 240 mm, caliper with two opposite
pistons
Wheel rims Die-cast aluminium alloy, 3.50 x 14”
Front tyre Tubeless 120/70-14”
Rear tyre Tubeless 140/60-14”
Length 2,100 mm
Width 780 mm
Wheel base 1,530 mm
Seat height 810 mm
Dry weight 174 kg
Fuel tank capacity 15 litres (includes 2.8 litres reserve)

Gilera Nexus 125

Engine

Piaggio LEADER with secondary air system and catalytic converter
Displacement 124 cc
Bore 57 mm
Stroke 46 mm
Fuel RON 95 unleaded petrol
Compression ratio 12:1
Max power to shaft 14.5 hp (10.7 Kw) at 9,750 rpm
Max torque 11.7 Nm at 8,000 rpm
Valve train 4-valve SOHC, electronic injection
Exhaust Closed loop system with lambda sensor in exhaust pipe and three-way catalytic converter
Ignition Electronic inductive discharge
Starter Electric
Cooling Liquid
Gearbox Twist-and-go CVT
Clutch Dry centrifugal type with damping plugs
Frame Double cradle trellis made of high-strength steel tubes
Front suspension Telescopic hydraulic fork with φ 35 mm shafts; 94 mm travel
Rear suspension Double hydraulic shock absorber with four-position spring preload; 76 mm travel
Front brake Stainless steel disk, φ 260 mm, two-piston floating caliper
Rear brake Stainless steel disk, φ 240 mm, caliper with two opposite pistons
Wheel rims Die-cast aluminium alloy, 3.50 x 14”
Front tyre Tubeless 120/70-14”
Rear tyre Tubeless 140/60-14”
Length/Width 2,100 mm/ 780 mm
Wheel base 1,530 mm
Seat height 810 mm
Weight 186 kg (running weight)
Fuel tank capacity 15 litres (includes 2.8 litres reserve)
Max speed 103 km/h
Consumption (ECE 40 cycle) 25 km/l
Emissions Euro 3

Ducati Sport 1000 biposto

CHASSIS
Frame Tubular steel trellis frame
Wheelbase 1425 mm / 56.2 in
Rake 24°
Front suspension 43 mm upside-down fork
Front wheel travel 120 mm / 4.7 in
Front brake 2 x 320 mm semi-floating discs, floating caliper 2-piston, 2-sintered pads
Front wheel Spoke wheel with black aluminium rim, 3.50 x 17
Front tyre 120/70 R 17
Rear suspension Twin fully adjustable shock absorber
Rear wheel travel 130 mm / 5.1 in
Rear brake 245 mm disc, 1-piston floating caliper, 2- sintered pads
Rear wheel Spoke wheel with aluminium rim 5.50 x 17
Rear tyre 180/55 R 17
Fuel tank capacity 15 L (of which 3.5 L reserve) / 3.9 US gal (of which 1 US gal reserve)
Weight * 182 kg / 402 lbs
Seat height 825 mm / 32.5 in
Instruments Electronic panel: speedometer, rev counter, warning light for low oil pressure, indicators for high beam, fuel reserve, turn signals, LCD clock, immobilizer
Warranty 2 years unlimited mileage
Body colours (frame/wheels) (Burnt Yellow with Black Stripe - Black - Aluminium) (Black with White Stripe - Black - Aluminium)
Versions Dual seat
* = The weight excludes battery, lubricants and, where applicable, cooling liquid.

ENGINE
Type L-twin cylinder, 2 valves per cylinder Desmodromic; air cooled
Displacement 992 cc
Bore x Stroke 94 x 71.5 mm
Compression Ratio 10.01:1
Power* 67.7 kw - 92 hp @ 8000 rpm
Torque* 67.3 lb-ft - 9.3 kgm @ 6000 rpm
Fuel injection Marelli electronic fuel injection, 45 mm throttle body
Exhaust Black exhaust system with two mufflers r.h.
Emissions Euro3

TRANSMISSION
Gearbox 6 speed
Ratios 1st 37/15, 2nd 30/17, 3rd 27/20, 4th 24/22, 5th 23/24, 6th 24/28
Primary drive Straight cut gears; Ratio 1.84:1
Final drive Chain; Front sprocket 15; Rear sprocket 39
Clutch Wet multiplate with hydraulic control

Ducati Sport 1000 S

CHASSIS
Frame Tubular steel trellis frame
Wheelbase 1425 mm / 56.2 in
Rake 24°
Front suspension 43 mm upside-down fork
Front wheel travel 120 mm / 4.7 in
Front brake 2 x 320 mm semi-floating discs, floating caliper 2-piston, 2-sintered pads
Front wheel Spoke wheel with black aluminium rim, 3.50 x 17
Front tyre 120/70 R 17
Rear suspension Twin fully adjustable shock absorber
Rear wheel travel 130 mm / 5.1 in
Rear brake 245 mm disc, 1-piston floating caliper, 2- sintered pads
Rear wheel Spoke wheel with black aluminium rim 5.50 x 17
Rear tyre 180/55 R 17
Fuel tank capacity 15 L (of which 3.5 L reserve) / 3.9 US gal (of which 1 US gal reserve)
Weight * 181 kg / 398 lbs
Seat height 825 mm / 32.5 in
Instruments Electronic panel: speedometer, rev counter, warning light for low oil pressure, indicators for high beam, fuel reserve, turn signals, LCD clock, immobilizer
Warranty 2 years unlimited mileage
Body colours (frame/wheels) (red with white stripe-red-black)
Versions Dual seat
* = The weight excludes battery, lubricants and, where applicable, cooling liquid.

ENGINE
Type L-twin cylinder, 2 valves per cylinder Desmodromic; air cooled
Displacement 992 cc
Bore x Stroke 94 x 71.5 mm
Compression Ratio 10.01:1
Power* 67.7 kw - 92 hp @ 8000 rpm
Torque* 67.3 lb-ft - 9.3 kgm @ 6000 rpm
Fuel injection Marelli electronic fuel injection, 45 mm throttle body
Exhaust Black exhaust system with two mufflers r.h.
Emissions Euro3

TRANSMISSION
Gearbox 6 speed
Ratios 1st 37/15, 2nd 30/17, 3rd 27/20, 4th 24/22, 5th 23/24, 6th 24/28
Primary drive Straight cut gears; Ratio 1.84:1
Final drive Chain; Front sprocket 15; Rear sprocket 39
Clutch Wet multiplate with hydraulic control

Ducati GT 1000

CHASSIS
Frame Tubular steel trellis frame
Wheelbase 1425 mm / 56.2 in
Rake 24°
Front suspension 43 mm upside-down fork
Front wheel travel 120 mm / 4.7 in
Front brake 2 x 320 mm semi-floating discs, floating caliper 2-piston
Front wheel Spoke wheel with chromed plating steel rim 3.50 x 17
Front tyre 120/70 R 17
Rear suspension Twin preload adjustable shock absorbers
Rear wheel travel 133 mm / 5.2 in
Rear brake 245 mm disc, 1-piston floating caliper, 2- sintered pads
Rear wheel Spoke wheel with chromed steel rim 5.50 x 17
Rear tyre 180/55 R 17
Fuel tank capacity 15 L (of which 3.5 L reserve) / 3.9 US gal (of which 1 US gal reserve)
Weight * 185 kg / 407 lbs
Seat height 828 mm / 32.6 in
Instruments Electronic panel: speedometer, rev counter, warning light for low oil pressure, indicators for high beam, fuel reserve, turn signals, LCD clock, immobilizer
Warranty 2 years unlimited mileage
Body colours (frame/wheels) (red - Black - Chrome) (Classic Silver and Smoke Grey - Black - Chrome) (Cream and Metallic Black - Black - Chrome)
Versions Dual seat
* = The weight excludes battery, lubricants and, where applicable, cooling liquid.

ENGINE
Type L-twin cylinder, 2 valves per cylinder Desmodromic; air cooled
Displacement 992 cc
Bore x Stroke 94 x 71.5 mm
Compression Ratio 10.01:1
Power* 67.7 kw - 92 hp @ 8000 rpm
Torque* 67.3 lb-ft - 9.3 kgm @ 6000 rpm
Fuel injection Marelli electronic fuel injection, 45 mm throttle body
Exhaust Double tubing with air gap chromed exhaust system
Emissions Euro3

TRANSMISSION
Gearbox 6 speed
Ratios 1st 37/15, 2nd 30/17, 3rd 27/20, 4th 24/22, 5th 23/24, 6th 24/28
Primary drive Straight cut gears; Ratio 1.84:1
Final drive Chain; Front sprocket 15; Rear sprocket 39
Clutch Wet multiplate with hydraulic control

Ducati Multistrada 1100 S

CHASSIS
Frame Tubular steel trellis frame
Wheelbase 1462 mm / 57.6 in
Rake 24°
Front suspension Ohlins 43 mm fully adjustable upside-down fork with TiN
Front wheel travel 165 mm / 6.5 in
Front brake 2 x 320 mm semi-floating discs, 4-piston, 2-pad caliper
Front wheel 6-spoke in light alloy 3.50 x 17
Front tyre 120/70 ZR 17
Rear suspension Progressive linkage with fully adjustable Ohlins monoshock; hydraulic remote pre-load control. Aluminium single-sided swingarm
Rear wheel travel 141 mm / 5.6 in
Rear brake 245 mm disc, 2-piston caliper
Rear wheel 5-spoke light alloy 5.50 x 17
Rear tyre 180/55 ZR 17
Fuel tank capacity 20 L (of which 6.5 l reserve) / 5.3 US gal (of which 1.7 US gal reserve)
Weight * 196 kg / 432 lbs
Seat height 850 mm / 33.5 in
Instruments Speedometer, rev counter, clock, scheduled maintenance warning, warning light for low oil pressure, fuel level, oil temperature, fuel reserve, trip fuel, neutral, turn signals, average speed, average fuel consumption, remaining fuel metre, fuel injection
Warranty 2 years unlimited mileage
Body colours (frame/wheels) (Red - Red - Black) (Black - Black - Black)
Versions Dual seat
* = The weight excludes battery, lubricants and, where applicable, cooling liquid.

ENGINE
Type L-twin cylinder, 2 valve per cylinder Desmodromic, air cooled
Displacement 1078 cc
Bore x Stroke 98 x 71.5 mm
Compression Ratio 10.5:1
Power* 70 kw - 95 hp @ 7750 rpm
Torque* 102.9 Nm - 10.5 kgm @ 4750 rpm
Fuel injection Marelli electronic fuel injection, 45 mm throttle body
Exhaust Single steel muffler and pre-silencer with catalytic converter and lambda probe
Emissions Euro3

TRANSMISSION
Gearbox 6 speed
Ratios 1st 37/15, 2nd 30/17, 3rd 27/20, 4th 24/22, 5th 23/24, 6th 24/28
Primary drive Straight cut gears; Ratio 1.84:1
Final drive Chain; Front sprocket 15; Rear sprocket 42
Clutch Wet multiplate with hydraulic control

Ducati Multistrada 1100

CHASSIS
Frame Tubular steel trellis frame
Wheelbase 1462 mm / 57.6 in
Rake 24°
Front suspension Marzocchi 43 mm fully adjustable upside-down fork
Front wheel travel 165 mm / 6.5 in
Front brake 2 x 320 mm semi-floating discs, 4-piston, 2-pad caliper
Front wheel 6-spoke in light alloy 3.50 x 17
Front tyre 120/70 ZR 17
Rear suspension Progressive linkage with fully adjustable Sachs monoshock; hydraulic remote pre-load control. Aluminium single-sided swingarm
Rear wheel travel 141 mm / 5.6 in
Rear brake 245 mm disc, 2-piston caliper
Rear wheel 5-spoke light alloy 5.50 x 17
Rear tyre 180/55 ZR 17
Fuel tank capacity 20 L (of which 6.5 l reserve) / 5.3 US gal (of which 1.7 US gal reserve)
Weight * 196 kg / 432 lbs
Seat height 850 mm / 33.5 in
Instruments Speedometer, rev counter, clock, scheduled maintenance warning, warning light for low oil pressure, fuel level, oil temperature, fuel reserve, trip fuel, neutral, turn signals, average speed, average fuel consumption, remaining fuel metre, fuel injection
Warranty 2 years unlimited mileage
Body colours (frame/wheels) (Red - Red - Black)
Versions Dual seat
* = The weight excludes battery, lubricants and, where applicable, cooling liquid.

ENGINE
Type L-twin cylinder, 2 valve per cylinder Desmodromic, air cooled
Displacement 1078 cc
Bore x Stroke 98 x 71.5 mm
Compression Ratio 10.5:1
Power* 70 kw - 95 hp @ 7750 rpm
Torque* 102.9 Nm - 10.5 kgm @ 4750 rpm
Fuel injection Marelli electronic fuel injection, 45 mm throttle body
Exhaust Single steel muffler and pre-silencer with catalytic converter and lambda probe
Emissions Euro3

TRANSMISSION
Gearbox 6 speed
Ratios 1st 37/15, 2nd 30/17, 3rd 27/20, 4th 24/22, 5th 23/24, 6th 24/28
Primary drive Straight cut gears; Ratio 1.84:1
Final drive Chain; Front sprocket 15; Rear sprocket 42
Clutch Wet multiplate with hydraulic control

Ducati Monster S4R S Testastretta

CHASSIS
Frame Tubular steel trellis frame
Wheelbase 1440 mm / 56.7 in
Rake 24°
Front suspension Ohlins 43 mm upside-down fully adjustable fork with TiN
Front wheel travel 130 mm / 5.1 in
Front brake 2 x 320 mm discs, 4-piston 4-pad radial caliper
Front wheel 5-spoke light alloy 3.50 x 17
Front tyre 120/70 ZR 17
Rear suspension Progressive linkage with fully adjustable Ohlins monoshock. Aluminium single-sided swingarm
Rear wheel travel 148 mm / 5.8 in
Rear brake 245 mm disc, 2-piston caliper
Rear wheel 5-spoke light alloy 5.50 x 17
Rear tyre 180/55 ZR 17
Fuel tank capacity 14 L (of which 3 L reserve)/ 3.6 US gal (of which 0.8 US gal reserve)
Weight * 177 kg / 390 lbs
Seat height 800 mm / 31.5 in
Instruments Electronic panel: speedometer, rev counter, warning light for low oil pressure, indicators for high beam, fuel reserve, turn signals, LCD clock, immobilizer
Warranty 2 years unlimited mileage
Body colours (frame/wheels) (Red with White Stripe - Red - Black) (Pearle White with Red Stripe - Red - White)
Versions Dual seat
* = The weight excludes battery, lubricants and, where applicable, cooling liquid.

ENGINE
Type L-twin cylinder, 4 valves per cylinder Testastretta Desmodromic; liquid cooled
Displacement 998 cc
Bore x Stroke 100 x 63,5 mm
Compression Ratio 11.4:1
Power* 95.7 kw - 130 hp @ 9500 rpm
Torque* 103.9 Nm - 10.6 kgm @ 7500rpm
Fuel injection Marelli electronic fuel injection, 50mm throttle body
Exhaust 2 aluminium mufflers
Emissions Euro3

TRANSMISSION
Gearbox 6 speed
Ratios 1st 37/15, 2nd 30/17, 3rd 27/20, 4th 24/22, 5th 23/24, 6th 24/28
Primary drive Straight cut gears; Ratio 1.84:1
Final drive Chain; Front sprocket 15; Rear sprocket 43
Clutch Dry multiplate with hydraulic control

Ducati S4R Testastrotta

CHASSIS
Frame Tubular steel trellis frame
Wheelbase 1440 mm / 56.7 in
Rake 24°
Front suspension Showa 43 mm fully adjustable upside-down fork
Front wheel travel 130 mm / 5.1 in
Front brake 2 x 320 mm discs, 4-piston 4-pad radial caliper
Front wheel Y-shaped, 5-spoke in light alloy 3.50 x 17
Front tyre 120/70 ZR 17
Rear suspension Progressive linkage with fully adjustable Sachs monoshock. Aluminium single-sided swingarm
Rear wheel travel 148 mm / 5.8 in
Rear brake 245 mm disc, 2-piston caliper
Rear wheel Y-shaped, 5-spoke in light alloy 5.50 x 17
Rear tyre 180/55 ZR 17
Fuel tank capacity 14 L (of which 3 L reserve)/ 3.6 US gal (of which 0.8 US gal reserve)
Weight * 177 kg / 390 lbs
Seat height 800 mm / 31.5 in
Instruments Electronic panel: speedometer, rev counter, warning light for low oil pressure, indicators for high beam, fuel reserve, turn signals, LCD clock, immobilizer
Warranty 2 years unlimited mileage
Body colours (frame/wheels) (red with white stripe - red - black) (titanium with black stripe - red - black)
Versions Dual seat
* = The weight excludes battery, lubricants and, where applicable, cooling liquid.

ENGINE
Type L-Twin cylinder, 4 valve per cylinder Desmodromic, liquid cooled
Displacement 998 cc
Bore x Stroke 100 x 63,5 mm
Compression Ratio 11.4:1
Power* 95.7 kw - 130 hp @ 9500 rpm
Torque* 103.9 Nm - 10.6 kgm @ 7500rpm
Fuel injection Marelli electronic fuel injection, 50mm throttle body
Exhaust 2 aluminium mufflers
Emissions Euro3

TRANSMISSION
Gearbox 6 speed
Ratios 1st 37/15, 2nd 30/17, 3rd 27/20, 4th 24/22, 5th 23/24, 6th 24/28
Primary drive Straight cut gears; Ratio 1.84:1
Final drive Chain; Front sprocket 15; Rear sprocket 43
Clutch Dry multiplate with hydraulic control

Desmosedici RR Engine

ENGINE
With a power output of 200 HP* at 13,800 rpm and a torque of 11.8 kgm* at 10,500 rpm, the new D16RR engine follows the guidelines laid down by the Ducati Corse GP engine, a masterpiece of engineering and precision.
Bore and stroke measurements are the same as those on the D16GP6 - 1000 cc (86x42.56), as are the characteristic positions of the Ducati desmodromic timing system parts (camshaft rotation axis, rocker arm centre and valve centre distance), valve angle, distance between cylinder centres and pulse timing, which uses the Twin-pulse solution applied on the racing engine.
As in MotoGP, traditional Ducati desmodromic timing ensures accurate valve control even at the highest revs and blends perfectly with the modern architecture of this superb 4-cylinder engine.
As is the tradition at Ducati, the 90° angle between the cylinders is maintained.

This authentic copy of the GP engine is further endorsed by the use of a cassette type six-speed gearbox and hydraulically actuated dry multi-plate slipper clutch.

The aim of producing a light but reliable engine has led not only to a component design of unrivalled quality, but also to the use of exclusive, individually-made racing-derived materials.
The crankcase and cylinder heads are sand-cast aluminium while the cam-drive cover and alternator casing are made of sand-cast magnesium, technologies that match the lightness of these alloys with the greater mechanical strength expected from structural components. The oil sump, cam covers and clutch cover are made by pressure die-casting magnesium alloy, a technology that allows significant thickness reduction on non-structural components.

A look inside the engine shows how the quest for high performance has led to the utilisation of racing technologies such as titanium con rods, intake and exhaust valves - again in titanium alloy with CrN (chromium nitride) coating - and precision grinding finishing to reduce friction on certain components such as rocker arms. Even the camshafts have been drilled and cut to reduce weight.
Lightened through finite-element simulation (FEM), the timing gears are arranged according to a pattern highly similar to the one used in the GP engine.
The piston has the classic high-performance engine architecture, with double ribbed undercrown and a compact combustion chamber that brings the compression ratio to 13.5.

The crankshaft rotates on brass bearing shells and has the crank pins offset by 70° to generate soft pulse timing (pulses at 0° - 90° - 290° - 380°). This component is produced via complete precision machining of a single piece of forged steel.
The cone-shaped end of the crank-webs maximises the use of the available space below the piston bosses and optimises crankshaft assembly balance.
The sand-cast aluminium crankcases feature integral cylinder bores with Nicasil lining, and the crankcase halves' separation layout is the same as on the GP engine. The oil pump is of the trochoidal (Gerotor) type and controls the water pump according to a cascade arrangement.

Also featured are four 50mm Magneti Marelli throttle bodies with 12-hole 'microjet' above-throttle injectors. A Magneti Marelli 5SM ECU control unit and high-speed CAN line electronics have been employed to manage the injection and electronic ignition of the powerful four-cylinder engine. The throttle bodies, while serving two opposing cylinder heads, lie on the same plane, resulting in a straight, plunging intake port configuration.

Like its GP counterpart, the engine acts as a connector between the chassis and the rear swingarm/suspension, thus playing an essential structural and stiffening role.

This road-going MotoGP bike offers outstanding performance: when in its racing configuration, that is, with the kit consisting of the supplied racing exhaust (102 dB) and control unit, it can reach a maximum power of 200 HP.

With its catalysed exhaust system, the Desmosedici RR, type-approved for on-road riding, is compliant with Euro 3 emissions standards.

HYOSUNG Rally 50

Dimensions and Mass
Overall Length (mm) 1,845
Overall Width (mm) 680
Overall Height (mm)1,185
Wheel Base (mm) 1,285
Dry Mass (kg) 95
Seat Height (mm) 810
Ground Clearance (mm) 140

Engine Type
Air-cooled, two-stroke, single-cylinder
Fuel System
Single 14mm carburettor
Displacement (cc) 49
Starting System
Electric and kick
Capacity
Fuel Tank (litres) 4.8

Transmission:
Type
V-belt fully automatic
Clutch
Dry centrifugal

Chassis:
Front Suspension
Telescopic forks
Rear Suspension
Coil spring
Front Tyre
120/90-10
Rear Tyre
130/90-10
Front Brake
Disc
Rear Brake
Drum

Warranty
Warranty
Two-year, unlimited kilometres

HYOSUNG GT 650S

Dimensions and mass
Overall Length (mm)2,060
Overall Width (mm)740
Overall Height (mm)1,125
Wheel Base (mm)1,435
Dry Mass (kg)190
Seat Height (mm)780
Frame Type
Dual Lateral Oval Bar

Engine Type
Four-stroke, water-cooled DOHC 8 Valve, 90-degree V-twin
Fuel System
Twin 39mm carburetors
Displacement (cc) 647
Maximum Power
58.5 kW (79 HP)
Starting System Electric
Capacity Fuel Tank (litres) 17

Transmission: Gears 6 Speed
Clutch
Wet Multi-Plate

Chassis:
Front Suspension
41mm USD Forks
Rear Suspension
Mono Shock, Pre-Load Adjustable
Front Tyre
120/60-17 55W
Rear Tyre
160/60-17 69W
Front Brake
Twin Discs
Rear Brake Disc

Warranty
Warranty
Two-year, unlimited kilometres

LAMS
LAMS
Also available for Learner Approved Motorcycle Scheme

HYOSUNG GT 250R

Dimensions and dry mass
Overall Length (mm)2,060
Overall Width (mm)655
Overall Height (mm)1,125
Wheel Base (mm)1,435
Dry Mass (kg)168
Seat Height (mm)780
Frame Type
Perimeter Double Cradle

Engine Type
Four-stroke, oil/air cooled, DOHC 8 Valve, 75-degree V-twin
Fuel System
Twin 26mm carburetors
Displacement (cc)
249
Starting System
Electric

Capacity
Fuel Tank (litres)17

Transmission:
Gears 5 Speed
Clutch
Wet Multi-Plate

Chassis:
Front Suspension
41mm USD Forks
Rear Suspension
Mono Shock, Pre-Load Adjustable
Front Tyre
110/70-17 54H
Rear Tyre
150/70-17 69H
Front Brake
Twin Discs
Rear Brake Disc

Warranty
Warranty
Two-year, unlimited kilometres

THE DITECH ENGINE OF APRILIA

New regulations will introduce even stricter emission controls and many fear that this could finally be the end of the two stroke engine. New technology is needed for the two stroke to survive. Luckily this is already with us in the form of the decidedly future proof DITECH engine.

Those who believe that the two-stroke has no future criticise its high fume and noise emission levels. Nevertheless the two-stroke engine still delivers more performance and is economically more valid than a four stroke of the same displacement. Even the world of motorcycle racing has turned its back on the once glorious two-stroke: in motocross and GP races four strokes are allowed to have nearly twice the displacement of two strokes, giving them a tremendous advantage.

Aprilia is one of the very few motorcycle manufacturers in the world to have made recent investments in two stroke technology. The effort that Aprilia has put into the DITECH project has nevertheless been vindicated by the incredible results achieved. These conclusively demonstrate that the much maligned two stroke still has a very long life in front of it thanks to its unquestionable performance, low manufacturing and operating costs, plus a new found environmental friendliness.

Aprilia has always been attentive to environmental issues. Back in 1992 Aprilia was the first manufacturer in the world to offer a two stroke scooter model with a catalytic exhaust. In 1993 Aprilia developed another innovative product, the world’s first four stroke, four valve scooter engine with an unbeatable emission/performance ratio (the engine hat was to equip the Leonardo scooter in 1996).

Since 1999, Aprilia’s efforts to prolong the life of two stroke technology have all been concentrated into the DITECH (Direct Injection Technology) engine. This revolutionary engine combines in a way never before possible the concepts of performance, record breaking economy and exceptionally low fume emissions. In the innovative DITECH fuel system, developed and manufactured entirely by Aprilia, fuel no longer enters the crankcase mixed with lubricant (as in conventional two stroke units), but is injected directly into the combustion chamber under the control of a system of sensors connected to an electronic control unit. The results achieved by this new technology are amazing to say the least. Fuel consumption is down 40% compared to a conventional two stroke engine, and can be even 50% less under constant speed riding conditions. Record distances of 50 kilometres have been achieved with just one litre. Compare this with an average consumption of 29 km/litre for conventional catalysed two-strokes. Even lubricant consumption is down by up to 50%.

But the most incredible news has yet to come. The real surprise from Aprilia’s DITECH two stroke is that emissions are down by an astonishing 80% compared to a traditional Euro 1 rated 50 cc two stroke It is therefore no surprise to learn that Aprilia’s DITECH engine is able to satisfy the new Euro 2 standards even without a catalytic converter in the exhaust. In greater detail, pollutant emissions are down by 80% for CO (carbon monoxide) and by 60% for HC + Nox (unburned hydrocarbons and nitrogen oxides). Also, because DITECH engines do not need catalysers, exhaust efficiency remains unaltered. The problem of exhaust clogging is eliminated, and DITECH exhausts do not require the same levels of maintenance as catalytic exhausts. Another significant benefit is that exhaust smoke is almost totally eliminated, something that only a miracle could have achieved on older two strokes.

Yet all this has been achieved without penalising overall engine performance. On the contrary, DITECH engines offer even better performance in terms of smooth power delivery and stable idling thanks to constant, optimised combustion at all engine speeds. Compared to a conventional 50 cc catalytic two stroke, the Aprilia DITECH engine gives 15% better acceleration over 100 metres. Initially applied to the liquid cooled engine of the SR 50 sports scooter, DITECH technology has recently been transferred to the air cooled engine of the Scarabeo 50, now available in a new DITECH version. This should put paid once and for all to any doubts about the wisdom of purchasing a two stroke 50 cc scooter instead of one of the four stroke alternatives which simply do not offer similar levels of performance. The saving graces and ace cards of the two stroke engine therefore remain its mechanical simplicity, high specific power, low weight and compact size, reliability and low manufacturing costs. Also, so far no really competitive alternative has emerged. Four stroke 50’s have just not caught on for their high costs and poor performance. Electric motors fare even worse: the problems are the same but far more serious, and limited autonomy practically rules them out. So once again, Aprilia has had the courage to leave the pack. And the future will prove us right.

ANTI-BOUNCE CLUTCH

Canti-bounce clutches are the latest development that everybody is talking about in four stroke Moto GP racing. Here is how this rider-friendly technology works and why it is so much appreciated.

Basically, a pack of friction plates pressed together by springs is all that most bikes have to let us start off and change gear. Yet this simple component is assuming ever greater importance in high performance and racing motorcycles.

In Grand Prix racing clutch action is far more than just a subject of heated debate; it really can make all the difference between a great bike and a mediocre one. In performance road bikes the bounce-free clutch is still a luxury that only a handful of prestige models can afford to fit.

Yet thanks to the return of four stroke engines to GP racing this piece of technology is living a moment of glory. Nearly every team mechanic is working on them, because controlled clutch slip really does allow riders to make full use of the stopping power modern GP brakes can deliver. And not just GP bikes ... .

WHAT DOES IT DO?
During fierce braking the combined weights of the bike and rider compress the front fork and lift weight off the bike’s rear wheel. Fierce braking is also normally accompanied by one or more changes down the gearbox to add maximum engine braking to conventional brake action and slow down in the shortest possible distance. As engines get bigger and the number of cylinders smaller, engine torque increases dramatically. Along with torque, braking power increases too. In extreme cases (like large twins and competition machines) the braking torque applied to the rear wheel can prove excessive, causing the wheel to lock even without the rear brake being applied. With very little weight on it, the rear wheel starts to bounce, causing man and machine to lose their trajectory and preventing riders entering bends cleanly and down their chosen line. Anti-bounce systems limit the engine’s braking torque by allowing some or all of the clutch plates to slip.

This is a valuable aid indeed for the racing rider, so much so that anti-bounce clutches are advancing in leaps and bounds on competition machines.

Yet anti-bounce clutch technology is not limited to competition motorcycles. Aprilia has long been using it on its RSV Mille sports road bike, and with great success too. The RSV Mille might be a production machine, but it is equipped with technology advanced enough for any GP machine. Aprilia’s faith in anti-bounce technology for road bikes has been amply vindicated by the fact that nowadays many other manufacturers are following suite and fitting their own sports models with anti-bounce clutches. Aprilia’s RSV Mille has had one since it was first introduced back in 1998!

P.P.C.: MAGIC INITIALS!
Potentially, there are many ways of designing and building anti-bounce clutches. Aprilia uses its own patented, ingeniously simple but extremely effective PPC (Pneumatic Power Clutch) system. Transmission through the clutch is controlled by a number of springs that push the clutch plates into contact with each other to create the friction necessary to transmit drive.

When you pull in the clutch lever, you compress these springs, allowing the plates to turn at their own speeds. The RSV Mille’s clutch springs are equipped with a small pressure-sensitive chamber that expands or contracts depending on the air pressure in the intake manifolds. The clutch is connected to the intake manifolds by a simple rubber hose. Whenever you close the throttle, the vacuum created in the manifolds is transmitted to the clutch spring chamber.

This causes it to contract and reduce the load on the clutch springs, allowing the plates a controlled amount of slip. Under conditions of rapid deceleration, the system permits just enough clutch slip to ensure that the rear wheel remains in very firm contact with the asphalt and that the bike decelerates precisely down the line chosen by the rider.

Imagine that you could keep your clutch lever under precision control even during the fiercest braking, to achieve just the right amount of clutch slip for maximum deceleration without bouncing at any time. Not even top race riders can manage such a feat, of course. Luckily, they do not have to. Aprilia’s technical genius and advanced technology does the job for them, and for you too.

45.V2 THE OFFROAD REVOLUTION FOR MOTORCYCLE

Aprilia makes its return to the off-road world and it does so with daring innovations never before seen in the sector. V twin design, ultra-compact, high specific power, record light weight. Noale represents the way ahead for the off-road bike.
You never forget your first love. And if Aprilia is now a motorbike constructor appreciated and famous throughout the world for its innovations, it owes this at least in part to the off-road world. This is where we took our first steps in racing and where we had our first satisfactions, our first wins. Motocross and trial are sectors where Aprilia has always stood out for its ability to innovate.
Innovation is also the watchword for our return to the off-road world. A comeback in grand style with an engine in every way innovative. The project is known as the 45.2, a 77° V twin engine with electronic injection and a total displacement of 450 cc (which can be increased to compete in a higher class).
The 45.2 project lays the foundations for a revolution in the sector. The bike has been entirely developed in-house in Aprilia's R&D department. Engine and frame mechanics have worked together in perfect symbiosis to follow a common road in designing the engine-frame assembly. Four months of intense work leading, with constant modifications and adjustments, to the first prototype and then the first track and bench tests, still underway today with excellent results.
The aim to obtain a product designed not just for the sports market, but also for all enthusiasts of a sector in constant ferment. Because the 45.2 engine will be mass-produced and mounted on standard bikes available on the market.
The size of the twin engine is no longer a problem. The 45.2 is in fact smaller and lighter than a compact latest generation single cylinder (despite the electric starter), so the engine can easily be mounted in cross or supermotard mechanics. To achieve these results, unstinting use was made of noble and ultra-light materials. The central casings are made from ALSi9 alloy, all covers are in magnesium, valves are in titanium and all the gears are considerably lighter.
The engine has been run for hours on the test bench, proving to have excellent performance characteristics and the ability to reach 14,000 rpm.
But why a twin engine? There are numerous advantages. Thanks to the low unitary displacement, the crank shaft can be extremely compact and light, making it possible to obtain both an engine highly responsive to throttle commands and a rapid and manoeuvrable bike, thanks to the limited gyroscopic effect. In addition, a low unitary displacement makes it easier to remain within the noise limits envisaged for the future, without considering that the 100% electronic engine control improves emissions, a factor which has become extremely important, even when talking of engines for off-road and racing use. The timing has a single overhead cam with four valves per cylinder.
That's all we can say for the moment – except that the bike will be ready during 2004 and will be no less surprising and innovative than the engine.

A TASTE OF THE 45.2 ENGINE
- Expected displacement: 450 cc.
- Architecture: 77° V twin
- Timing: single overhead cam with silent chain drive, four valves per cylinder
- Expected maximum revs: about 14,000 rpm
- Starter: electric
- Gear change: front couplings, 4/5 gears with different spacings available.
- Clutch: multiple disk in oil bath with hydraulic or, on demand, mechanical action.
- Powerful and compact “Alle Terre Alte” generator able to guarantee all the energy required for the injection system, electric starter, battery charger and to operate the auxiliary services.
- Lubrication: separate double circuit. The engine oil is kept separate from the transmission oil. The pressurised oil circuit is fitted with a paper cartridge filter, return reservoir and check valve. All oil circuits are inside the engine.
- Cooling: forced liquid with centrifugal pump.

SUSPENSIONS: THE CLICKS

Bikes are becoming faster and more sophisticated by the day, and their chassis ever more complicated. Suspension systems have become a real headache not only for racers but road riders too. Here is a concise explanation of the various adjustments you are likely to meet.

Spring loading, hydraulic adjustments, compression and rebound are no longer terms confined to the specialist press. We now read and hear them every day even in the context of normal road-going bikes. It is obvious that increased engine performance and stickier tyres need better suspensions to cope, even on so-called “entry level” machines. The result is that even if you are not a serious racer, even if you never go anywhere near a race track, you are still likely to have to cope with adjustments that are more complex than ever before. All you can do is take one step at a time and always apply common sense.

When they first leave the dealers, all bikes have their suspensions adjusted to the manufacturer’s default settings. These normally give a good compromise between comfort and control under typical road-going conditions. Adjustments let you adapt the performance of your suspensions to suit your own needs and preferences. If you want adjust your suspensions, always write down what the initial settings are before you start and record every change you make. Above all, only make one adjustment at a time. These simple precautions allow you to return to the original settings if your adjustment does not have the desired effect. Making more than one adjustment at the same time combines different effects and makes it impossible for you to know exactly which adjustment does what – a perfect recipe for disaster!

PRELOAD
Spring preload is the simplest of all adjustments. You will need to adjust spring preload to adapt the bike to variations in load. If you intend to travel two up with luggage (as when touring in summer) you may need to increase preload to make the spring harder and prevent bottoming out. Spring preload is the most common adjustment as well as the simplest. That is why many touring bikes now feature a special knob to adjust preload quickly and easily.

HYDRAULIC SUSPENSION SYSTEMS
Hydraulic suspensions can be more or less sophisticated but always provide three basic types of adjustment, spring preload, compression damping, and rebound damping. On technically advanced machines, the front fork and the rear shock both offer all three adjustments. Each of these adjustments has an effect on the dynamics of the bike and on riding comfort. The adjustments themselves are normally easy to make and require only a few simple tools (typically a screwdriver and the shock adjuster wrench) plus, of course, a minimum of mechanical experience.
You need to know exactly what you are doing when you make these adjustments. The same criterion normally applies to all of them: screw in to increase effect; screw out to decrease effect. Hydraulic spring preload adjustments are particularly simple: Screw the adjuster in to increase spring preload and obtain a harder suspension, or screw it out to make the suspension softer. Unfortunately, undamped springs bounce, making control difficult. That is why the front fork and the rear shock contain oil. Forced through specially calibrated holes, this oil damps the spring action to a greater or lesser extent. In simple systems the holes are of a fixed size. In adjustable systems the size of the holes can be varied to obtain greater or lesser damping action. By adjusting compression damping you adjust the action of the suspension during compression. In practical terms, screw in the adjuster to make the suspension slower to compress.
By adjusting rebound damping you adjust the action of the suspension during rebound (the stroke that returns it to rest position). The ideal suspension set-up is always a compromise between firmness and comfort. Suspensions that are too soft tend to bottom out. Suspensions that are too hard reduce comfort and even reduce control on uneven road surfaces. Hydraulic adjustments can be made individually, but normally if you adjust preload you will also need to fine tune the damping adjustments to avoid too much bounce.

The following is a brief glossary of terms to help you follow technical talk about the difficult subject of suspension adjustments.

SPRING PRELOAD
Spring preload is the static load imparted to the spring. In simple terms, it is the force with which the spring is compressed when the bike is stationary with no load on it.

REBOUND
The rebound stroke is the suspension return stroke, i.e. the stroke that returns a compressed suspension to its rest position.

COMPRESSION
The compression stroke is the stroke that compresses or pushes in the suspension as the result of load or shock.

COMPRESSION DAMPING
Compression damping is the adjustment that allows you to control how quickly/easily the suspension can be compressed under load. Screwing the adjuster in increases compression damping, screwing it out reduces compression damping.

REBOUND DAMPING
Rebound damping is the adjustment that allows you to control how quickly/easily the suspension rebounds (returns to rest position) when load is removed. Screwing the adjuster in increases rebound damping, screwing it out reduces rebound damping.

CLICKS
Some suspension adjustment systems click as they are turned to help you identify the setting position.

RISING RATE SUSPENSIONS
These are special suspensions that use a system of levers or linkages to become harder to compress the more they are compressed.

END OF STROKE / WHEEL TRAVEL
This is the full distance through which a suspension system can move. These physical limits should never be reached.

APRILIA RX 50

TECHNICAL CHART

Colours, specifications and technical data may be subject to change without prior notice.

Engine type
Liquid cooled, single cylinder two stroke with light alloy cylinder

Fuel
Lead-free petrol

Bore and stroke
39.88 x 40 mm

Displacement
49.9 cc

Compression ratio
11.5:1

Fuel system
DELL’ORTO PVHA 17.5 carburettor
Fuel shut-off on tank

Ignition
Electronic C.D.I

Starting
Kick start

Alternator
85 W (120 W optional)

Lubrication
Automatic mixer

Gearbox
6 speed. Ratios:
1st 11/34
2nd 15/30
3rd 18/27
4th 20/24
5th 22/23
6th 23/22

Clutch
Multi-plate

Primary drive
Gears. Ratio: 21/78

Final drive
Chain. Ratio: 11/53

Frame
Steel beam

Front suspension
40 mm hydraulic fork with leading axle, wheel travel 195 mm.

Rear suspension
High strength steel swingarm;
hydraulic monoshock; wheel travel 180 mm.

Brakes
Front: 260 mm stainless steel disc; floating caliper
Rear: 180 mm stainless steel disc; caliper with two opposing pistons

Wheels
Spoked wheels with aluminium rim.
Front: 1.85 x 21”
Rear: 2.15 x 18”

Tyres
Front: 90/90 - 21”
Rear: 110/80 -18”

Dimensions
Overall length: 2100 mm
Overall width: 825 mm
Seat height: 880 mm
Wheelbase: 1412 mm

Tank capacity
7 litres

Exhaust system
Catalytic converter

APRILIA RXV 4.5 - 5.5

TECHNICAL SPECIFICATIONS (550 cc engine specifications in brackets)

Colours, specifications and technical data may be subject to change without prior notice.

Engine
77° V twin four stroke. Liquid cooled. Single overhead cam with rocker operated exhaust valves, chain timing drive, 4 valve heads, titanium valves.

Fuel
Lead-free petrol.

Bore x stroke
76 x 49.5 mm (80 x 55 mm)

Total displacement
449 cc (549 cc).

Compression ratio
12.5:1 (12:1).

Fuel system
Integrated engine management system controlling ignition and fuel injection.
Throttle body: 38 mm. (40 mm)

Ignition
Electronic.

Starting
Electric starting.

Alternator
340 W.

Lubrication
Dry sump with external oil tank. Separate gearbox lubrication.

Gearbox
5 speed. Enduro gear ratios:
1st 12/31
2nd 13/25
3rd 15/23
4th 19/24
5th 21/22

Clutch
Multi-plate in oil bath, cable operated.

Primary drive
Spur gears. Transmission ratio: 22/56.

Final drive
Chain. Transmission ratio: 15/48.

Frame
Steel perimeter frame with alloy vertical members.

Front suspension
Ø 45 mm upside down fork, double adjustment.

Rear suspension
Box section aluminium swingarm with cast body.
Hydraulic monoshock with compression and rebound adjustment.

Brakes
Front: Ø 270 mm stainless steel disc with floating caliper.
Rear: Æ 240 mm stainless steel disc with floating caliper.

Wheels
Light alloy.
Front: 1.60 x 21”
Rear: 2.15 x 18”

Tyres
Front: 90/90 x 21”
Rear: 140/80 x 18”

Dimensions
Overall length: 2,222 mm
Overall width: 800 mm
Ground clearance: 396 mm
Seat height: 996 mm
Wheelbase: 1,495 mm

Fuel tank
Capacity 7.8 litres (12 litres on Rally version)

APRILIA PEGASO 650 FACTORY

TECHNICAL SPECIFICATIONS

Colours, specifications and technical data may be subject to change without prior notice.

Engine
Single-cylinder four-stroke with light alloy cylinder. Liquid cooling with three way pressurised circuit. Single overhead cam with chain timing drive; four valves. Anti-vibration balancer shaft.

Fuel
Unleaded fuel.

Bore and stroke
100 x 84 mm.

Total displacement
660 cc.

Compression ratio
10:1.

Max. power at crankshaft
48 HP (35 kW) at 6,000 rpm.

Max. torque at crankshaft
6.01 kgm ( 59 Nm) at 5,000 rpm.

Fuel system
Integrated electronic engine management system. Electronic fuel injection.
44 mm throttle body.

Ignition
Electronic.

Starting
Electric starter.

Alternator
290 W

Lubrication
Dry sump with oil pump.

Gearbox
5 speed. Transmission ratios:
1st 12/30
2nd 16/26
3rd 20/23
4th 22/20
5th 26/20

Clutch
Multi-plate in oil bath. Cable operated.

Primary drive
Spur gears. Transmission ratio: 36/75.

Final drive
Chain. Transmission ratio: 15/44.

Frame
Steel, open cradle, single spar frame.

Front suspension
45 mm fork. Wheel travel 140 mm.

Rear suspension
High strength steel swingarm. Aprilia Progressive System (APS) rising rate linkages.
Sachs hydraulic monoshock with adjustable rebound and preload.
Wheel travel 130 mm.

Brakes
Front: FTE stainless steel floating disc, Æ 320 mm.
Four piston radial caliper with radial master cylinder.
Rear: stainless steel disc, Æ 240 mm.
Floating caliper.

Wheels
Spoked wheels with gold anodised aluminium rims.
Front: 3.50 x 17".
Rear: 4.50 x 17".

Tyres
Front: 110/70-17.
Rear: 160/60-17.

Dimensions
Overall length: 2,173 mm
Overall width: 810 mm
Ground clearance: 250 mm
Seat height: 780 mm
Wheelbase: 1,479 mm

Tank capacity
16 litres (3.5 litre reserve).

Accessories
· Luggage rack
· New Concept top box (32 litres)
· City top box (35 litres)
· Street Case top box (47 litres)
· Expandable, semi-rigid panniers in high-tech textile with secure, lockable fittings. Total capacity closed: 25 litres. Total capacity expanded: 34 litres.
· Tank protector and tank bag in high-tech textile (complete with rain hood). Capacity 14 litres
· High seat (+ 40 mm.)
· Carbon fibre hand guards, hinged on handlebars
· Aprilia electronic anti-theft system
· Centre stand
· Adjustable windshield (2 positions)

APRILIA PEGASO 650

TECHNICAL SPECIFICATIONS

Colours, specifications and technical data may be subject to change without prior notice.

Engine
Single-cylinder four-stroke with light alloy cylinder. Liquid cooling with three way pressurised circuit. Single overhead cam with chain timing drive; four valves. Anti-vibration balancer shaft.

Fuel
Unleaded fuel.

Bore and stroke
100 x 84 mm.

Total displacement
660 cc.

Compression ratio
10:1.

Max. power at crankshaft
48 HP (35 kW) at 6,000 rpm.

Max. torque at crankshaft
6.01 kgm ( 59 Nm) at 5,000 rpm.

Fuel system
Integrated electronic engine management system. Electronic fuel injection.
44 mm throttle body.

Ignition
Electronic.

Starting
Electric starter.

Alternator
290 W

Lubrication
Dry sump with oil pump.

Gearbox
5 speed. Transmission ratios:
1st 12/30
2nd 16/26
3rd 20/23
4th 22/20
5th 26/20

Clutch
Multi-plate in oil bath. Cable operated.

Primary drive
Spur gears. Transmission ratio: 36/75.

Final drive
Chain. Transmission ratio: 15/44.

Frame
Steel, open cradle, single spar frame.

Front suspension
45 mm fork. Wheel travel 140 mm.

Rear suspension
High strength steel swingarm. Aprilia Progressive System (APS) rising rate linkages.
Sachs hydraulic monoshock with adjustable rebound and preload.
Wheel travel 130 mm.

Brakes
Front: stainless steel floating disc, Æ 320 mm, four piston caliper.
Rear: stainless steel disc, Æ 240 mm, two piston caliper.

Wheels
Alloy wheels with twinned spokes.
Front: 3.50 x 17".
Rear: 4.50 x 17".

Tyres
Front: 110/70-17.
Rear: 160/60-17.

Dimensions
Overall length: 2,173 mm
Overall width: 810 mm
Ground clearance: 250 mm
Seat height: 780 mm
Wheelbase: 1,479 mm

Tank capacity
16 litres (3.5 litre reserve).

Accessories
· Adjustable front brake lever
· Luggage rack
· New Concept top box (32 litres)
· City top box (35 litres)
· Street Case top box (47 litres)
· Expandable, semi-rigid panniers in high-tech textile with secure, lockable fittings. Total capacity closed: 25 litres. Total capacity expanded: 34 litres.
· Tank protector and tank bag in high-tech textile (complete with rain hood). Capacity 14 litres
· High seat (+ 40 mm.)
· Carbon fibre hand guards, hinged on handlebars
· Carbon fibre parts (exhaust heat shield, rider heel guards, sump guard)
· Aprilia electronic anti-theft system
· Centre stand
· Adjustable windshield (2 positions)

APRILIA PEGASO 650 TRAIL

TECHNICAL CHART

Photographs, technical data, specifications and colours refer to the Italian market version and may be subject to change without prior notice. For detailed information on the technical characteristics of the vehicle sold in your country, contact an Aprilia dealer .

Engine
Single-cylinder four-stroke with light alloy cylinder. Liquid cooling with three way pressurised circuit. Single overhead cam with chain timing drive; four valves. Anti-vibration counter-shaft.

Fuel
Unleaded fuel.

Bore and stroke
100 x 84 mm.

Displacement
659 cc.

Compression ratio
10:1.

Max. power at crankshaft
50 HP (37 kW) at 6,250 rpm.

Max. torque at crankshaft
6.25 kgm ( 61.31 Nm) at 5,200 rpm.

Fuel system
Integrated electronic engine management system. Electronic fuel injection. 44 mm throttle body.

Ignition
Electronic.

Starting
Electric starter.

Alternator
290 W

Lubrication
Dry sump with oil pump.

Gearbox
5 speed. Transmission ratios:
1st 12/30
2nd 16/26
3rd 20/23
4th 22/20
5th 26/20

Clutch
Multiple disc in oil bath. Cable operated.

Primary drive
Spur gears.
Transmission ratio: 36/75.

Final drive
Chain.
Transmission ratio: 15/44.

Frame
Steel, open cradle, single spar frame.

Front suspension
45 mm fork.
Wheel travel 170 mm.

Rear suspension
High strength steel swingarm.
Aprilia Progressive System (APS) rising rate linkages.
Sachs hydraulic monoshock with adjustable rebound and preload.
Wheel travel 170 mm.

Brakes
Front: Brembo stainless steel disc, Æ 300 mm. Two-piston floating caliper.
Rear: stainless steel disc, Æ 240 mm. Floating caliper.

Wheels
Aluminium spoked.
Front: 2.15 x 19"
Rear: 3.00 x 17"

Tyres
Front: 100/90-19
Rear: 130/80-17

Dimensions
Max. length: 2,160 mm
Max. width: 810 mm
Ground clearance: 270 mm
Seat height: 820 mm
Wheelbase: 1,479 mm

Tank
Capacity 16 litres, 3.5 litre reserve.

Accessories
Adjustable front brake lever; luggage rack; 28 and 45 litre top boxes; semi-rigid panniers in high-tech textile with secure, lockable fittings; tank protector and tank bag in high-tech textile; high seat (+40 mm), Slip On Street Legal Aprilia by Akrapovic titanium exhaust kit, carbon hand guards hinged on handlebars, carbon parts (exhaust pipes protection, heel guards, sump guard), electronic anti-theft system.

APRILIA ETV 1000 CAPONORD

TECHNICAL CHART

Photographs, technical data, specifications and colours refer to the Italian market version and may be subject to change without prior notice. For detailed information on the technical characteristics of the vehicle sold in your country, contact an Aprilia dealer

Engine
Longitudinal 60° V twin four stroke, with patented AVDC system (Anti-Vibration Double Countershaft).

Fuel
95 RON unleaded petrol.

Cooling
Liquid cooling with three-way pressurised circuit.

Bore and stroke
97 x 67.5 mm.

Total displacement
998 cc.

Compression ratio
10.4:1.

Valve gear
Double overhead cam with mixed gear/chain timing drive, four valves per cylinder.

Maximum power at crankshaft
98 HP (72 kW) at 8.500 r.p.m..

Maximum torque at crankshaft
9.20 kgm (90 Nm) at 6.250 r.p.m..

Fuel injection
Integrated electronic engine management system. Indirect multi-point electronic injection.
Lambda probe oxygen sensor in exhaust system.
47 mm diameter throttle bodies.

Ignition
Digital electronic ignition with TSI (Twin Spark Ignition) with two spark plugs per cylinder. Ignition timing integrated in the injection control system. DIAC (Dynamic Ignition Advance Control) electronically controlled ignition timing.

StartingElectric starter.

Lubrication
Dry sump with separate oil reservoir.
Double trochoidal pump with oil cooler.
Primary driveSpur gears. Transmission ratio: 60/31 (1.935)

Gearbox
6 speed. Transmission ratios:
1st 35/14 (2.5)
2nd 28/16 (1.75)
3rd 26/19 (1.368)
4th 24/22 (1.091)
5th 22/23 (0.957)
6th 23/27 (0.852)

Final drive
525 x-ring chain.
Transmission ratio: 45/17.

Clutch
Multiple disk in oil bath with patented PPC power-assisted hydraulic control. Freudenberg clutch line.
ExhaustEuro 3
Frame
Double Wave Twin Beam frame in aluminium-magnesium alloy.
Removable high strength steel seat mount frame.
Dimensions
Maximum length: 2,290 mm
Maximum width: 876 mm (at handlebars)
Maximum height: 1,436 mm (at windshield)
Seat height: 820 mm
Handlebar height: 1,115 mm
Wheelbase: 1,544 mm
Trail: 129 mm
Steering angle: 27.9°

Front suspension
Marzocchi 50 mm hydraulic fork.
Wheel travel 175 mm.

Rear suspension
Aluminium alloy swingarm. Rising rate linkage with APS (Aprilia Progressive System).
Sachs hydraulic monoshock with adjustable rebound and spring preload (12 mm).
Wheel travel 185 mm.

BRAKING SYSTEM
Standard version
Front: Two Brembo 300 mm stainless steel semi-floating disks.
Floating callipers with differential diameter 32 and 30 mm pistons. Semi-metallic pads.
Rear: Brembo 272 mm stainless steel disk. Calliper with two 34 mm pistons.
ABS version
Control unit: Brembo/Bosch ABS 5M with two Bosch DF11 sensors.
Front: Two Brembo 300 mm stainless steel semi-floating disks.
Floating callipers with differential diameter 32 and 30 mm pistons. Semi-metallic pads.
Rear: 272 mm stainless steel disk. Calliper with two 34 mm pistons.
BH DOT flexible brake hoses with metal braid outers and PTFE inners combined with rigid steel pipe.

Wheels
Patented spoked wheels for tubeless tyres.
Front: 2.50 X 19".
Rear: 4.00 X 17".
Tyres:
Tubeless radial.
Front: 110 / 80 VR 19.
Rear: 150 / 70 VR 17.
Electrical system 12 V.
Battery 12V 12Ah.
Alternator 470 W.
Tank Capacity 25 litres, 5 litre reserve.

BACK TO THE SINGLE CYLINDER

Among street bikes, the four-speed single-cylinder seemed a thing of the past, but now it’s reaffirming itself as the motor of the highest quality, and its use is being expanded to include bikes that aren’t exclusively for professionals. The single-cylinder, for its compact dimensions and for its mechanic simplicity, has always been one of the favorite motors used to equip a motorcycle.
Furthermore, with the original design of motorcycles, this type of propulsion was practically the only one thinkable. Then, over the years, it was always present in all gear ranges, widening its sphere of application.

It’s a light motor, substantially simple, with few components, which with the passing of time has been able to benefit many of the new technologies allowing for highly elevated levels of comfort and performance.
After years of only multi-cylinder, it was only in the 80s that we learned to recognize the single-cylinder under its modern definition. Its recognition from the media came as a result of such races as the Paris Dakar, and the consequent arrival of the first single-cylinder endurance races. It was reported then as being en vogue, and from that point onward has always been consistently developed, thus bettering the presentation and allowing it to overcome the chronic defects generally associated with this type of configuration, for example, vibrations. Research of the maximum performances in lightness and power of specialized motorcycles, such as cross and supermotards, resulted in extremely sophisticated motors (of which the single-cylinder 5 valve Aprilia of the ‘90s can be considered the precursor). That technology, however, backfired even for the most simple of motors, such as sanctioned ones, which are slowly overstepping their principle use (that of off-road) and ending up in motorcycles principally dedicated to the asphalt. A return to its roots was necessary for this type of motor, unique to motorcycles. Over the years there were many different trespasses of the single-cylinder motor into the street sector, but all of the experiments done by the Houses were never really appreciated by the public. Instead, the year 2005, also thanks to the arrival of the Pegaso 650 Strada, marked a change in tendencies that seems to be continuing, and also increasing, in recent years.

And this is really a novelty: in a moment in which the power of propulsion is greatly increasing, there’s also the return of this motorization that satisfies an emerging desire for simplicity. A simple technology, like that enclosed in the Pegaso, the winged horses of Aprilia are a testimonial to this type of motorization. The success of the Pegaso 650 Strada is furthermore a testimony to the desire for street motorcycles that are light and fun. Utilizing all of the best technology available, the modern single-cylinder is fun, very reasonable, light and fast. The use of distribution over four valves and the arrival of electronic injection has allowed them to reach the threshold of the 50 cv, which is by now absolutely at the portal of motors regularly filtered and sanctioned to satisfy the most sever regulations against pollution. The use of innovative materials has allowed the obtaining of much lighter and also more balanced motors such that the vibrations have been drastically reduced. And in this way, the lightness and fun of the new single-cylinders is appreciated and fashionable like never before.

THE COUNTERSHAFT

To make an engine function well it is not enough to make it ride strongly, also necessary is the limiting the vibrations to the least possible so that the rider doesn’t excessively tire himself out, also avoiding fractures in the motorcycle. In fact, nothing compares to vibrations when it comes to the fastest way to deteriorate the engine of any vehicle. If they aren’t eliminated (or at least reduced to a minimum), the effects can have disastrous long-term consequences. Such examples include fractures not only in the interior of the engine, but throughout the entire vehicle.

Those who are familiar with vintage engines can certainly understand what we are talking about. Welding that let up and frames that split were all in a day’s work and were all caused by vibrations. In particular, the problem was with the propellers’ most simple architectural operations of single and bi-cylindrical engines, especially those with high cylinders and sporty impositions (therefore destined to run highly).

But why are vibrations generated? Let’s take as example the most essential architecture: that of the single cylinder engine. During rotation, the engine shaft clearly has to be equilibrated and in contrary cases, the creation of vibrations is inevitable. However, on one side of the shaft, both components of opposite movement (the piston and plug) and the connecting rod are attached. The movement of which is “intermediated” between alternative rectilinear motion and the motion of the rotation. You could think that it is sufficient to well equip the shaft from the opposite part of the handle’s hinge with a pair of adequate counterweights to obtain good equilibrium. At this point, you need to identify what is an “adequate” mass for the counterweights. To start off with, the counterweights have to equilibrate the rotating masses of the opposite side of the shaft. In other words, those of the handle’s hinge and part of the connecting rod. To balance out the forces created from a rotating mass, it is sufficient to arrange another identical mass in a diametrical opposite position the same distance from the rotating beam.
Unfortunately, beyond the forces created by the mass in rotation, you need to equilibrate the inertial forces created by the parts moving in alternate motion. Yet these forces, contrary to centrifugal ones, are not constant during the rotation of the shaft as they vary depending on the position of the piston. Instead, the action of the counterweight is constant and continually moves in the opposite direction of the handle. For this reason, as we have already stated, the possibility of equilibrating the forces created by the rotating mass isn’t possible to balance out those caused by inertia. The adoption of counterweights determines the creation of exuberant forces for certain positions of the connecting rod’s hinge which remain insufficient for others. If the counterweight equilibrates 100% of existing forces when the piston is at the Superior Dead Point, then in all other positions during the shaft’s rotation space is given to the forces of decisively superior entities in respect to those which it should balance, for this reason, vibrations of relevant entities are created. For this reason, you always end up a compromise, a solution that balances the shaft.

If up until a few years ago this could achieve satisfactory results, today it is no longer acceptable. To eliminate irritating vibrations, auxiliary equilibrating shafts were adopted and standardized in road motorcycles. They normally consist of a single shaft equipped with an outlying mass that, opportunely segmented, rotates in the direction opposite of the crankshaft with the exact same velocity. Normally, it is commanded by a train of gears or by a short chain. The solution with an equilibrated shaft is usually sufficient to bring the vibrations to an acceptable level but to reach perfection you can also use two countershafts, as the Aprilia V2 engine with a patented AVDC solution (Anti-Vibration Double Countershaft) does. The AVDC uses two countershafts (one in the carter engine and another on one of the four camshafts) to annihilate the vibrations. It’s not by chance that the V60 Magnesium of the Rsv is one of the less-vibrating engines in existence among two-cylinders.

Let’s look at the methods used to diminish the vibrations according to the type of engine:

ELASTIC ANCHORAGE
This system simply serves to isolate the engine from the frame so that the vibrations don’t transfer over to the hull. This way, at the points of anchorage between the engine and the frame, blocks of rubber elastic (silent blocks) alternate that allows for a certain oscillation of the propeller in respect to the frame. This system is especially applied to single, bi, and in-line cylinder engines, but also to the V-shaped engines with an inferior angle of 90°. The system has two defects: it doesn’t diminish all vibrations and it still solicits rigidity of the engine.

SINGLE CYLINDERS
These are the most difficult engines to balance because the action of the cylinder cannot be balanced out by another cylinder. The ideal solution would be to install four balancing shafts, that is, two for the inertial forces and another two for the second order forces (which depend upon the double value of the angle occupied in that instant by the handle). Normally they use one, two at most. This solution limits the vibrations without absorbing much power.

BI-CYLINDERS
For engines with two in-line cylinders, with the handles offset by 360°, the mechanical problem is the same as that of the single-cylinders. If the handles are instead offset by 180°, the first order forces are balanced. For the second order forces, a couple of balancing shafts are necessary just like for single-cylinders.
The offsetting of the handles is one of the possible solutions for engines with tight V-cylinders and consists in the attaining two different handles. The sum of the offsetting angle should be that of the value of the angle between the two cylinders added to half the value of the offsetting angle of the handles, resulting in 90°. The V-architecture of 90° is in fact the best among two-cylinders when seeking to cancel out all vibrations. The second solution is to adopt one or two balancing shafts.

THREE-CYLINDERS
If with a segmenting of 120° you end up with a nearly perfectly equilibrated engine, for engines with a high number of rotations it is typical to use a balancing shaft in the usual place in the carter, in front of the engine shaft.

FOUR-CYLINDERS
If the architecture of in-line are engines with perfectly balanced first order forces, those of second order are not. Yet for motorcycle engines these forces are often small units where it is preferred to not use countershafts that continue to provoke an absorbing of power. The countershaft can be adopted for extremely sophisticated engines with high cylinders. The V four-cylinder engines and those with only two handles behave similarly to two-cylinder engines.