001_Feb2010 cover v4.indd 1 11/12/09 12:05:24

20

THREE big quEsTions1 is THERE AnYTHing wRong wiTH THE old onE?no, not really. if you’re sure you want a big supermoto it’s most accomplished. but while it sold well in its first year, sales slowed so ducati have spruced it up to keep up with rival KTMs and generate fresh interest.

2 Evo sounds fAncY. is iT?it’s merely an abbreviation of evolution and not an indication that the Hypermotard has been transformed into a muscle-tearing 150bhp beast. instead it’s been honed for more power and less weight, with tweaked detailing, which doesn’t sound so impressive.

3 wHY’s iT An sP, noT jusT An s?Essentially it’s simply to signify this is the special version, just as the s and R tags highlight the racier sportsbike incarnations. it’s not an indication of a return to older-style ducati labelling either – there won’t be an 1198sPs…

Ducati HypermotarD 1100 eVo SpTake seven kilos off the old bike, add 5bhp and voilá: Hypermotard Evo

20

F i r S t r i D e

Words Mike Armitage Photography Milagro

020-023 Feb BK Hypermotard CDP.indd 20 11/12/09 07:28:02

Ducati know how to make a bike desirable. I’m not talking

about beautiful lines or lovingly crafted components, but

the all-important name. If, like me, you were drawn to

imported Japanese 400s as much for their gloriously

flamboyant names as for their rarity, then rejoice at Ducati’s latest:

the Hypermotard 1100 EVO SP.

With a name like that, how can it be anything but brilliant?

To celebrate its second birthday, Ducati have given the

Hypermotard a going-over. It’s evolution rather than drastic

change, which explains the amended names: the base 1100

becomes the 1100 EVO; and the S version is replaced by the EVO

SP. Each bike has fewer kilos and more horses, both advances

thanks to revisions of the air-cooled, two-valve-per-head V-twin.

Cylinder head changes, new camshaft profiles and higher

compression are responsible for the bulk of the 5bhp

improvement, giving a claimed peak power output of 95bhp.

There’s also a larger airbox inlet, faster ECU, a return to single

spark plugs rather than twin and an oil bath under the cams for

21

more efficient cooling. An 848-style flywheel also saves weight.

To cut more flab, the crankcases have been redesigned to hug

the gearbox internals more closely, and formed using the latest

vacuum casting technology. These alone save a mildly

unbelievable 3.2kg. With a magnesium cover over the alternator,

which now uses light rare-earth magnets, the complete motor

weighs over five bags of Tate & Lyle’s finest less than last year.

Factor in lighter engine mounts (machined rather than forged,

as on the also-new 796), a lighter wiring loom, clocks borrowed

from the Streetfighter and carbon rear panels, and the total

reduction is 7kg (dry weight is a claimed 172kg).

Updates to create the road-focused 1100 EVO finish here –

suspension, geometry and styling are unchanged. But the chassis

of the new track-biased SP has further alterations, based on

feedback from racers in the Ducati Desmo Challenge and changes

to the bike that won the gruelling Pikes Peak Hillclimb in America.

The perfectly capable two-piece Brembo radial calipers are

swapped for overwhelming monoblocks swiped from the 1198

020-023 Feb BK Hypermotard CDP.indd 21 11/12/09 07:28:23

2010 NEW METAL

30

The latest on the remaining new models of 2010

V12 Built around the unmistakable 1200cc

V-twin lump and designed to show

their commitment to enhancing and

developing their flagship engine, this is

Moto Guzzi’s V12 concept. The firm has

recently benefited from a huge dollop of

cash from owners Piaggio, which lets

them develop new models, re-organise

and increase production. And this project

is the first to bear fruit.

The concept was created by ex-Ducati

man Pierre Terblanche and Aprilia’s

on-form Miguel Galluzzi, and there were

three versions of the concept at the

recent Milan show. The LM is a sportsbike

named after the old Le Mans series

(above); the Strada, has more upright

ergonomics and a pillion seat (above left);

and the X (left) is billed as ‘one-of-a-kind’

but is actually something of a supermoto.

All share the same cast aluminium frame,

monocoque bodywork (which hinges up

as one piece for access beneath) and four-

valve, 1151cc, 90° motor. There are some

cool details too, like the LCD rear view

system instead of mirrors, LED lighting

and those curiously appealing heat sinks

near the headstock.

Moto Guzzi were gauging public

reaction at the show in Italy before

deciding if the next step is production or

three more occupants for the museum.

We’re hoping for the former. ‘This is just

the first step,’ says Galluzzi. ‘We are back

to relying on ideas and we have plenty of

them. This is just the beginning.’

Fingers crossed, eh? >>>

moto guzzi

030-031 Feb new metal round up.indd 30 11/12/09 07:40:37

front

31

SHIVERThe seat is now 50mm thinner and a tad nearer to the ground, to make it easier to get a leg down and give better control. The handlebars and footpegs are lower and further back for a more inclined, sportier stance. The rider and pillion pegs are different items too, for ‘an enhanced sporting look’ and the brake discs are now wavy. The cowl is also modified to give a smidge more protection, new colourscheme and large, old-style Aprilia graphics.

NORGE GT 8VGuzzi’s charming if mildly lacking tourer benefits from the four-valve-per-cylinder engine from the Griso and 1200 Sport. With new exhausts to suit, there’s an increase in both the claimed power and torque – up just over 8bhp to 103.5bhp at 7500rpm, with torque climbing from 74 to 81 lb.ft.

Suspension is sportier thanks to different spring rates and revised damping, while the fairing is revised to offer better protection and better cooling by ducting heat away from the air-cooled engine more efficiently. The clocks are now nearer to the rider as well and there’s a modified centrestand, redesigned for easier operation.

DORSODURO FACTORYAprilia’s handy supermoto is available in Factory form in 2010. The fly-by-wire 750cc V-twin and composite frame of the base Dorsoduro are unchanged, but Aprilia have sprinkled the running gear with updates.

The Sachs 43mm upside-down forks are specific to this model, hanging from forged yokes, with longer travel and adjustable preload and rebound damping. Cast fork bottoms hold four-piston Brembo radial calipers, as opposed to Aprilia’s own gold copies on the base model and Shiver, grabbing at wavy discs, and the rear shock is also changed for a fully adjustable gas unit.

Carbon fibre replaces some of the plastic bodywork to save weight, with the large tank sides and both mudguards formed in the lightweight weave. An anodised top yoke, alloy bars and a black and red paint scheme complete the changes.

APRILIA

mOTO GUzzI

S P E C SPrice £10,915Engine 1151cc, 8v, sohc, 90° V-twinPower 103bhp @ 7500rpm (claimed)Top speed 130mph (est) Wet weight 251kg (claimed)

S P E C SPrice £7625Engine 750cc. 8v, dohc, 90° V-twinPower 90bhp @ 8750rpm (claimed)Top speed 130mph (est) Wet weight 210kg (est)

S P E C SPrice £6215Engine 750cc, 8v, dohc, 90° V-twinPower 95bhp @ 9000rpm (claimed)Top speed 135mph (est) Wet weight 218kg (est)

030-031 Feb new metal round up.indd 31 11/12/09 07:37:38

Words Gary Inman Photography Chippy Wood

50

Toby & Julesd r e a m t e a m

Toby Moody bounds up the stairs to the anonymous hotel where I’ve arranged to meet him and the other half of Eurosport’s dynamic commentary duo Julian Ryder. I get the impression Toby bounds everywhere. He has the same tongue-lolling enthusiasm as a one-year-old Red Setter. He’s all firm handshakes, bright eyes and dress, which is best described as finance manager of a medium-sized

provincial firm kicking back at the sailing club. Within minutes he’s showing us photos on his iPhone of the Suzuki GSX-R600-powered single-seat hillclimb car he races at his beloved Shelsley Walsh

‘I started commenting at the age of 20,’ explains

the 37-year-old Toby. The son of car hillclimb

enthusiasts, with a father who commentated over

the PA at live races, Toby’s been obsessed with

motorsport since he could walk. ‘I picked up a

microphone rather than spanners, because I already

tried that. For a summer job I was in final assembly

at Benetton Formula 1. The following year, for £65 a

week, I worked on rally cars at ProDrive. But I wasn’t

really very good at it.

‘After asking my dad, he said, “You can

commentate, but I’m not doing you any favours.”

Someone came up to me after a couple of meetings

and said, “I can lie in the grass at the top of the hill

with my eyes shut listening to you and I can see

everything.” I thought, “That’s it! That’s exactly what

I’m trying to do.”’

A few minutes later Toby’s commentary partner

Julian Ryder arrives. A bear of a man; short, thick

hair; short, thick beard; and, I’m assuming, short,

thick, hairy legs.

The pair have been the soundtrack of UK GP fans’

weekends for more than a decade. If there’s a GP

bike on track anywhere in the world, it’s likely they’re

giving an opinion on it for Eurosport.

While the BBC’s coverage is excellent, with clever

features in the build-up, characterful anchors (I said

‘anchors’) and fearless pit-lane paratroopers, the

race commentary is set at a level a little too

simplistic and repetitive for the GP hardcore. Listen

to one of Toby and Jules’ commentaries and you

quickly realise they’re genuine fans. And, because

they know they’re catering for the hardcore, they

take up the roles of King Gnomes, revelling in the

tiniest detail, itching to share the most obscure

nugget. You get the feeling they’d do the job for

nothing. Not what you get from the Beeb.

‘We complement each other,’ says Ryder, talking

about the two companies. ‘The anoraks listen to us,

some camped on the settee for every session. The

Beeb’s show is very high quality, but they can’t

devote as much time to it as Eurosport do.’

Rally commentary led Toby to GPs. ‘It was early

’96 when I heard about the opportunity. I thought,

“Great, I’ll be number two to the American fella

[Dennis Noyes].” Oh no, the job was for the number

one. So I went out and learnt about bikes. Very

quickly. I’d been to bike races and there’s a photo of

me in the family album as a boy with Barry Sheene,

but I didn’t know the current scene. I learnt it in a

hurry before I went to the interview with Dorna in

Spain. They sat me in a booth and said, “Right,

commentate on this race.” I only knew about seven

names. After two laps they said, “Fine,” and put me

t h e b i k e i n t e r V i e w

050-054 Toby & Jules Interview.indd 50 11/12/09 08:42:42

From far left: The book of books for MotoGP stats addicts; A mobile phone and accurate watch are essential tools of the trade; Toby bones up on his race stats, while Jules checks out the sports

section. ‘Any more tea in the pot, Toby?’

51

050-054 Toby & Jules Interview.indd 51 11/12/09 08:43:15

078-085 2010 BMW Blade final.indd 78 14/12/09 12:40:36

078-085 2010 BMW Blade final.indd 79 14/12/09 12:40:59

90

Pinpointing what’s wrong with telescopic forks

makes a lot more sense in a classroom than it

does on a road, forest trail or racetrack.

Some of this can be blamed on 74 years of

continuous development. But most of it is down

to the fact that, although in theory forks are a

dog’s breakfast, in practice they’re very good.

Perhaps their biggest advantage is their

tendency to dive under braking. Thirty years

ago manufacturers and race teams had all

manner of anti-dive or pro-squat systems. But

braking dive is exactly what you want. Not only

does it transfer more weight on to the front tyre

at the ideal time, allowing harder braking, it

steepens the steering and reduces the trail too –

precisely when you want the bike to be at its

most flickable. On top of that, forks transmit feel

almost directly to the palms of your hands.

Nevertheless, the shortcomings are there. It’s

just that they’re so enormous they’re built into

what we expect of a motorcycle. Whoever

heard of a bike without a frame? That was

ridiculously cheap and light? That came with

several hundred fewer moving parts?

If a team of engineers had to invent front

suspension today, there’s no way they’d come

up with telescopic forks. But evolution has

selected them over all the other options. It

doesn’t matter that they mix up suspension,

steering and braking functions, rely on a

friction-prone sliding bearing vulnerable to road

grot, and need lots of complication, expense

and extra bulk to work properly. They work and

that’s that. But only for now...

The trouble with forks...

problem #4they’re unstableWhen a bike accelerates hard over bumps, or lands a wheelie crossed-up, it can tankslap. Although electronic steering dampers have taken the horror out of the experience, such frolics are not quickly forgotten.

Fork problem #6they’re an expensive compromise

Forks bend under braking, which affects their ability to slide smoothly. They also need to control weight

transfer as well as shock absorption. And they’ve become complicated bits of precision-engineered

kit that can account for 10-20% of a bike’s cost.

problem #3 they impair airFlowForks must be stiff and therefore wide. This puts two air dams in front of the radiator. In 2004, Ducati ditched their overheating Desmosedici’s conventional 50mm steel tubes for 42mm carbon fibre ones. Same stiffness, less obstruction.

problem #1they add weightForks create immense stress in the steering head, particularly under braking. Thus they need a strong frame to maintain stiffness. Even on a MotoGP bike the frame weighs 6kg or more – at least a stone.

Fork problem #5they mix up Forces

Forks have to deal with the forces involved with braking (and acceleration), suspension movement and steering. Because they all share the load path, the forks need to be large and stiff; worse, hitting a

bump can have an adverse effect on steering, heavy braking uses up travel, and so on.

problem #2they mess up weight distributionA headstock and two bulky alloy beams reduce options to move other clutter on the bike closer to the centre of mass.

...is, in short, almost everything – they’re heavy, complicated and expensive. but we’re stuck with them. or are we?

Words Rupert Paul

funny fronT ends

088-107 FFE CDP SiH .indd 90 11/12/09 09:29:26

91

BMW TeleleverIntroduced on the R1100RS in 1993, BMW’s

Telelever front suspension went on to dominate

their model range throughout the ’90s. Based

on a design used by English frame builder Nigel

Hill, the system uses two ‘empty’ sliding forks

which still steer the bike but contain no

springing or damping. Instead, a single shock

absorber handles the bumps, mounted off a

wishbone connected to a rose joint on a brace

between the forks at mudguard height. The rear

ends of the wishbone hinge off mounting points

above and behind the cylinder head.

The system feeds suspension forces into the

frame, bypassing steering. This means braking

and bumps have no effect over the effort

needed to steer, theoretically improving feel,

stability and reducing braking distances

(although not all riders would agree with the

improved feel argument). Other advantages

include less unsprung weight, less friction in the

forks and, by altering wishbone geometry,

chassis designers can tailor the system to dive

under braking to make it feel like tele forks.

BMW DuoleverDebuted on the K1200S in 2005, Duolever is

based on an invention by English chassis

designer Norman Hossack. A pair of solid arms,

like a vertical swingarm, hinge on two rose joints

connected to the frame by short struts. A shock

attaches to the bottom strut. Steering is via a

scissor joint at the top of the ‘swingarm’.

Like Telelever, Duolever splits steering and

suspension forces, meaning brake forces,

bumps and changes in suspension loading due

to cornering (like shutting the throttle mid

corner) have no effect on steering. Brake dive

and steering geometry are adjustable

according to the length and position of

components. Some riders find the rigidity of the

forks make the front end feel remote in corners.

The current alternativesThe funny front end (FFE) world is a lot more complicated than the two broad categories below. But, if you’ll forgive the oversimplification, the following are the systems that could yet rival telescopic forks

Two dirty great tubes with springs and oil

inside clamped together. What’s so

wrong with that?

088-107 FFE CDP SiH .indd 91 11/12/09 09:30:03