Rossi tribute
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Bolt on M1
If imitation is the sincerest form of flattery, then the guys at Yamaha’s prototype workshop are going to be chuffed with Lyndon Bishop’s two-wheeled Rossi tribute Words Emma Franklin Photography Mark Manning
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Porky pillions make this sort of caper easier
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How does weigHt really affect my bike? Lighter equals quicker, but by how much? We test how bolt-on mods and rider weight really affects outright performance Words Emma Franklin Photography Mark Manning
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orget airbrushed images of size zero wenches, it’s Honda we have to thank for all this teenage girl-like obsession with weight. Whether it’s lusting after slimline subframes, ditching your lead-acid battery for a lithe lithium-polymer or craving carbon, we’re all slaves to the scales. Design genius Tadao Baba kicked it all off with the development of the FireBlade in 1989. A weight-conscious Baba harangued and bullied his design engineers into making key components lighter and lighter. For him a sports bike couldn’t be a sports bike unless it was lightweight. As a result his revolutionary FireBlade was a staggering 205kg fully-fuelled, which was 39kg lighter than any of its competition at the time. With that the great weight race was born and all the manufacturers eventually reached for the SlimFast. Now, as the limits of the internal combustion engine are in sight and the yearly increases in peak power seem to be slowing, manufacturers have once again shifted their focus to weight. Advances in materials technology have allowed development teams to shave off weight with each and every update. Just look at what Suzuki achieved with the latest GSX-R600. Nowadays a fully fuelled litre bike can weigh as little as 194kg and 1000cc prototype GP machinery weighs less than a fully-lagered Johnny Vegas. Te smallest GP whippet of them all Dani Pedrosa, combined with his 230bhp 2012 Honda RC213V, weigh an incredible 208kg. 4kg of this is additional ballast stipulated by DORNA after a last minute regulation change meant the RC213V came in shy of the minimum weight limit for this season. Tis means the bike itself weighs just 153kg and Dani a mere 51kg. You don’t need to be Carol Vordeman to work out the maths here; it’s a simple power-to-weight ratio calculation. A bike’s weight divided by its power provides the ratio and the higher the ratio the more power the engine can devote to acceleration. It’s Newton’s second law of motion – simple high school physics - or at least it is on paper. It’s only when you start to think about the practicalities that the weight debate really starts to fry your noodle… using low fat oil, of course. 27
Highly-tuned singles tearing the Cumbrian air apart. Hardcore supermoto fans are still creating mayhem at little-known kart tracks
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Right: Suspension linkages can seize knackering the needle bearing (in Clive’s right hand) if not greased at 12,000 miles; Below right: Losing the cat and the exhaust valve can release as much as 10bhp; Bottom right: Stators can be a problem (the one on the left has had it) and OE ones are expensive. Winding won’t last, so eBay is the answer
955/1050 moTor: Which iS beST? WhaT engine iS beST? ‘If you want power you need a last-generation (post-2001) 955 engine – they made the best power with the 2001 Daytona topping the tree. They are completely different to the early 955 (which had a piggy-back alternator, rather than one on the end of the crank) and you can get 140bhp out of them fairly easily, even 160bhp with some work. The 1050 is simply a stroked late 955 engine. It is essentially the same motor with a few alterations to cams etc.
Fuel mapping
Tuning ‘I wouldn’t bother tuning a 1050 motor, just get it set up correctly. The throttle bodies need careful setting up, the close loop/throttle adaption sorting and possibly a race can, and they will make good power and torque, around 118bhp. I take the cats out of the exhaust, but it’s mainly for show, the gains are only 1 to 2bhp, nothing like as good as the 675 and, again, I don’t use Power Commanders.’
‘I hate Power Commanders. I reckon you are better off using the standard maps from people like Arrow. I look at the bike’s parameters, mainly the air/fuel ratio, and reprogramme the stock ECU to compensate.’ ThroTTle Slack & body balance
‘Triumph say the throttle cable should have 2-3mm slack in it, which I think is a bit too much. I reduce this but ensure there is enough free play so that the throttle doesn’t open at all when the bars are on full-lock – if it does the throttle adaption system will make the bike run poorly. Always ensure the throttle bodies are balanced, this makes a huge difference to the power delivery.’
The engine 955/1050 Tuning moTor ‘If you are racing then skimming the head and porting will get you into the 125bhp+ engineS area, full supersport “If youwhile wantapower you need tune, a last which generation 955 engine post-2001 – they made 135bhp. the best involves cams and so on, is nearer power withthe theBSS 2001 Daytona are topping the out tree. I’ve heard Triumphs putting They are completely different to the early 955 over 143bhp but that’s big money.’rather than (which had a piggy-back alternator one on the end of the crank) and you can get 140bhp out of them fairly easily, even 160bhp SuSpenSion with some work. The 1050 is simply a stroked ‘Te 675’s forks and shock are really good as late 955 engine, it is essentially the same standard. recommend motor withI’d a few alterationsnothing to camsmore etc. PB’s project Triumph re-valve has an early 955forks engine – the than a Maxton on the (£250 wrong one foraracing!” to £300) and Maxton shock for about
£500, that’s the most I’d spend. On a Street releaSing The 1050’S poWer Triple, where you have no adjustability “I honestly wouldn’t bother tuning a 1050on the forks, them Youthrottle can fit motor, justI’d getget it set up re-valved. correctly. The bodies need careful setting therequire close loop/ Daytona forks, but they willup, still throttle adaption sorting and possibly a race re-valving to suit the naked bike. If you swap can and they will make good power and the forks you need to use thethe Daytona torque, aroundwill 118bhp. I do take cats out of the exhaust is mainly for show, the radial calipersbut butitthe stock Street wheels gains only nothing like size. as good will fitare and the1-2bhp, discs are the same Te as the Daytona 675, and again I don’t use Power shocks are all interchangeable, it’s only the Commanders.” springs that are different between Street and Daytona models. Don’t bother messing gearing “Down on thethe front for the track, aroundone withtooth dropping forks on the one up for the road – the engine has loads of Daytona or Street Triple, you’ll only end up torque and can easily handle another tooth on making the bike unstable.” the front.” SuSpenSion Final gearing “The R’s suspension is the ‘For track use, go down oneproper toothÖhlins on thestuff, so if you can get your hands on it second front sprocket, which is simple asIitwouldn’t doesn’t hand then it’s top quality, however require the chain split.’ recommend buyingbeing it new. In my view a better use of your money would be to get the stock
Final gearing ‘Go down one tooth on the front for track use, and one up for the road – the engine has loads of torque and can easily handle another tooth on the front sprocket.’
stuff re-valved.” WaTch ouT For “As with the 675 motor the 12,000 mile service is crucial, so check the service history, but if the engine sounds healthy and it goes in and SeaT loWering out of gear fine then you will be ok. The motor ‘If you’re struggling to reach the ground then is bullet-proof so check the chassis well. The pistonthe areforks known to seize in the the calipers, drop 15mm through yokesI and make steel off pistons for about £10 take astainless bit of preload the front and rear. each that prevent this happening, and the fork Tat’s simple clever stanctions canenough. becomeTe pitted. Thebit involves the suspension bolts. Eachupbolt bit of suspension linkages seize likehas youawouldn’t believe and cost a fortune sort the out bike – easily play in its mounting hole. to When is £300. The needle race in the linkage gets assembled it is off the ground, so the play knackered if it isn’t greased during the 12,000 makes the bike mile service andsit byhigher. 24,000Iitloosen will beeach screwed. People talk about there-torque centre piston oversuspension bolt and them with the heating this maydrops haveithappened bike on on thetriples, ground. This by aroundon the very early carbed bikes but on the injected 12 to 15mm. models It makesit all the water-cooled isn’t a difference problem.” and
doesn’t effect the handling. This trick works regulaTor/recTiFierS on most models of Triumph.’
“The regulator/rectifiers aren’t very good and often have issues and so do the stators. If you mainTenance buy OE you are looking at £350 for a stator and £250a for the 12,000 reg/rec.mile Pattern onesthe are ‘During major service cheaper but linkages they don’tshould last asbe long as OE suspension stripped, ones. You can get an OE one re-wound for cleaned greased. this hasn’t £150 butand personally I’dIfkeep an eye been on eBay carried out,second they can seize. non-Triumph for a good hand unit,Awhich will be about I’dbe rather have a second hand dealer£50. won’t able to balance the throttle original stator thanthe a pattern or re-wound butterflies or use autoscan properly, so unit.”
ensure this has been done. Valve clearances oe paTTern? needor to be checked at 12,000 miles and a lot “I’d use genuine and brake seals, but to of bikes are sold fork at 11,000 or 23,000miles bearings from a specialist as Triumph charge avoid the £600+ big service. a fortune. Always cost use of OEthe filters.” When buying secondhand check the service history for stamps from official dealers.’
SuSpenSion “The R’s suspension is the proper Öhlins stuff. It’s top quality, so if you see it for sale secondhand, buy it. However, I wouldn’t recommend buying it new. Getting the stock stuff revalved is the best bet and will cost a lot less than buying new stuff.’ WaTch ouT For... ‘As with the 675 motor the 12,000 mile service is crucial, so check the service history, but if the engine sounds healthy and it goes in and out of gear fine then you will be okay. The motor is bullet-proof so check the chassis well. The pistons are known to seize in the calipers, I make stainless steel pistons for about £10 each that prevent this happening, and the fork stanchions can become pitted. The suspension linkages seize up like you wouldn’t believe and cost a fortune to sort out – easily £300. The needle race in the linkage gets knackered if it isn’t greased during the 12,000 mile service and by 24,000 it will be totally screwed. People talk about the centre piston overheating on triples, this may have happened on the very early carbed bikes but on the fuel-injected water-cooled models it isn’t a problem.’ regulaTor/recTiFierS... ‘The regulator/rectifiers aren’t very good and often suffer problems, and so do the stators. If you buy OE, you’re looking at £350 for a stator and £250 for the reg/rec. Pattern ones are cheaper, but they don’t last as long. You can get an OE one re-wound for £150, but personally I’d keep an eye on eBay for a good secondhand unit, which will be about £50. I’d rather have a secondhand original stator than a pattern or re-wound unit.’ oe or paTTern? ‘I’d use genuine fork and brake seals, but bearings from a specialist, as Triumph charge a fortune. Always use OE filters.’
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Isle of Man TT Hot shots
Michael’s literally flying through Rhencullen on his way to winning Supersport race 2 – his third TT victory
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I
n 2008 the TT press gurus came up with a publicity campaign to get more young fans interested in the event. They developed the idea that a posse of ‘Young Guns’ were coming to beat the established stars like John McGuinness, Bruce Anstey and Ian Lougher. But one rider fell under the radar, too young even to be a ‘Young Gun’. Michael Dunlop, son of TT legends Robert and nephew of Joey, only made his debut on the Island in 2007 at the tender age of 18. The wild child of road racing has taken the event by the scruff of the neck in the half decade since, winning three TTs on privately entered machines (and breaking down while leading twice as many). Michael’s maverick style hasn’t always impressed those self same publicity gurus who thought up the Young Guns campaign. His methods may be at odds with some of the more shiny corporateness of the new TT but in a year when the old guard of McGuinness, Anstey and Rutter dominated the TT once again, Dunlop’s third victory in the 2012 Supersport race was a breath of fresh air. With Martin Finnegan tragically gone from the original Young Guns line-up and so many of the rest appearing in the list of the walking wounded, Dunlop may now be the only man standing in the way of McGuinness closing down on his Uncle Joey’s all-time record of 26 wins. Legendary TT snapper and news hound Stephen Davison followed the angry young man’s trials, tribulations and triumphs at TT 2012, getting the inside track on what makes the maverick the fastest kid on the Mountain.
Words and photography Stephen Davison
At the tender age of 23, Michael Dunlop already has three TT wins under his belt. This is the story behind his most recent victory, where he explains why he’s the only man who can stop McGuinness taking his Uncle Joey’s record
‘John’s getting closer to beating Joey’s record... but not if I have anything to do with it’
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Isle of Man TT Hot shots
The GSX-R600 needed to be ridden hard to get the most out of it, but salvation came in the form of a new R6 donated by a sponsor
Dark clouDs… The sun shone throughout practice week but it seemed as if a black cloud was sitting over the Dunlop awning. No matter how hard he tried Michael couldn’t find his rhythm or the speed to run with the fast boys. ‘There’s bits of the Mountain that I am good at and there’s places where I’m shite,’ he explained in his typically forthright manner. One unique TT moment did offer some light relief though. During the opening riders’ briefing an official explained that one new hazard the racers might encounter on the course was a wallaby. During the winter some of the errant marsupials had escaped from the wildlife park at Quarry Bends! light on the horizon Dunlop’s long time sponsor, Gary Ryan, had split from his young protégé during last winter, but having watched Michael struggle for speed with the GSX-R600 at the North West 200 the Dublin businessman felt moved to act. ‘I saw Michael on TV and he was riding far too hard to make up for the lack of power,’ said Gary. ‘I just thought if he rides like that at the TT he won’t be coming home again.’ The cavalry arrived on the Tuesday afternoon ferry from Dublin complete with a new Yamaha R6. That evening Michael was back in the groove at Greeba Castle, eventually lapping at over 124mph.
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Michael cranks his new R6 into the sunlight at Greeba Castle
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removeable baffle To make it road legal, Akrapovic have fitted the silencer with a removable baffle – or dB eater as they so aptly describe it.
New
Stuff By Jon Urry Photography Paul Bryant
Silencer Constructed from titanium, the silencer has the Akrapovic logo lazer-etched on its side and is designed to mimic the WSB team’s exhaust. The Road and Race silencer can’t be fitted to the stock headers, however BMW sell a different slip-on Akrapovic pipe for £700, which looks identical and can be matched to the stock headers.
BMW S1000RR Akrapovic Road and Race titanium exhaust system Cost: £2324.54 Contact: BMW UK www.bmw-motorrad.co.uk
BMW have handed over the duties of making the S1000RR go faster and sound better to exhaust specialist Akrapovic and here are the fruits of the Slovenian firmÕs labours. Derived from the HP race system, the Road and Race Akrapovic headers and intermediate pipe are made from titanium and weigh 5.7kg less than the stock BMW system, yet still contain all the gubbins to make them road homologated. So, inside the stunning pipework lies a catalytic converter and exhaust control valve, and the system even comes with the necessary control cables to make it all work. While previously you only had the choice of a road-legal or race exhaust to match your headers, BMW have added a dual-purpose silencer for 2012, which basically means it has a removeable baffle. Leave it in and youÕll keep your neighbours (and track noise monitors) happy, while the bikeÕs power will be unaffected. Remove them and, with the special BMW ECU update, you should gain around 5lb.ft more midrange between 5000 and 9000rpm, as well as a far fruitier racket! 114
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Tyre launch Continental Race Attack Comp
Conti’s German test facility has 140mph banking...
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...a wet handling track (not necessary in the UK)...
...and is surrounded by well-surfaced local twisties
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