all New bikes///Modern legends///used metal new pb
ama super reps you can buy
mille
r e t s fa ion/ t c om/ d e s i s w / p/ ing set-u ike rid godl
EARTH’S COOLEST MOTORcycle
£3.99
nov 2008
sh crag bunt s eswill t which r ou save...y e bik
unbeatable Why this used R1 still rules British roads s 2003 R1 v new ZX-10R///Ducati 848///Fireblade
plu
9 2m0a0 ha r1
ya
ide to PB guBang Big
Triumph Street Triple R
‘it st th c th
using the four-pot set-up from the daytona 675 sharpens up the stoppers nicely.
IT’S CUTE IT’S SMALL IT’S EASY TO RIDE IS THE STREET TRIPLE R THE REAL DEAL?
triumph speed triple r
price £6220 engine 675cc liquid-cooled 12-valve triple Bore x stroke 74 x 52.3mm power 107bhp @11,700rpm torque 51lb.ft @ 9100rpm front suspension 41mm usd forks, fully adjustable rear suspension Monoshock, fully adjustable rake/trail 23.9°/ 92.4mm wheelBase 1390mm claimed dry weight 167kg fuel capacity 17.4 litres
words roland brown pics triumph
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‘it has the stopping power, the suspension control and the aggression’
chassis, bolting in firmer, multi-adjustable suspension at both ends, sharpening the geometry and borrowing the Daytona’s radial four-piston front brake set-up. IT’S NO STRAIGHT-lINE DEMON, THEN?
No, but one of the standard Street Triple’s assets is its smooth, rev-happy yet tractable powerplant, and the R-model is just as good. Crisp fuelling made the Triumph quick and easy to ride on the often wet roads of its Isle of Man TT circuit launch. Last year’s detuning of the Daytona motor added useful midrange, so there was always grunt available for effortless overtaking or clutchless wheelies. Yet the R still rocked rapidly to its 12,500rpm redline through the sweet six-speed box. But tonking over the Mountain on a blustery Manx day, I was often surprised to find myself doing under a ton instead of closer to the bike’s 140mphodd top whack (though it topped 120mph on the way down to Creg-ny-Baa). Plenty of bikes would have been faster, but not so entertaining. WHAT ABOuT CORNERS?
The standard Street Triple stops and handles superbly but the R’s superior cycle parts put it in a different league when you’re trying hard. Spring rates are between Daytona and standard Triple rates; both ends needed softening by a few clicks from standard for the bumpy Manx roads. Whether howling out of Ginger Hall, flying through Windy Corner or hard on the anchors into the Creg, the R was superbly taut and composed. At 167kg dry the R is as light as the standard model, and its steeper geometry gave extra agility with no loss of precision or stability. And the four-pot radial Nissin front stopper provided clockbutting power plus enough feel for wet roads. WHAT’S THE DRAWBACK?
WHERE’S IT COMING FROM?
As the hotted-up version of Triumph’s best selling model, the Triple R has a lot to live up to. Even the Hinckley crew never expected last year’s Street Triple to be such a hit, but the naked bike powered by a detuned Daytona 675 motor was quick, fun and cheap enough to be an entry-level bargain. Not everyone was convinced, though. With its softly tuned motor, non-adjustable suspension and basic brakes, the Triple was too down-to-earth to be a serious performance bike. But even before the standard model was unveiled, Triumph’s backroom boys were plotting a sportier, more aggressive follow-up. SO THAT ‘R’ IS FOR RACING?
It shouldn’t be, although a one-make series is planned for Germany next year. R for Revamped is more like it. Triumph’s development team considered tweaking the 12-valve motor to recapture some of the 16 horses that were lost when the Street Triple motor was created from the Daytona 675 unit. But that would have cost in development time and cash. Instead they left the 107bhp powerplant alone and concentrated on the
The R isn’t as rider-friendly as the standard Streetrip, for one thing. The firmer shock means effective seat height is raised by more than the 5mm quoted in the spec sheet. Steering lock is still stingy. The riding position is slightly more leant-forward, too, although that’s caused only by the bike’s more nosedown attitude, not its new tapered Magura handlebar or re-covered dual-seat. Matt grey paintwork won’t be to everyone’s taste (matt orange will be an option from January); and at £6220 the R costs an extra £500. SO IS IT A pERFORMANCE BIKE?
Depends on where you want to go fast. If you need a bike to keep up with Gixer-riding mates, forget it – you’ll be blown away on the straights. (Though Triumph’s accessory list includes some neat flyscreens, plus an Arrow pipe that adds a few horses, above right.) But if you’d rather ride hard without spending most of your time with three digits showing on the unchanged speedo, the Triple R is fab. It’s quick, rev-happy, sounds great, and can be ridden hard at velocities more likely to cost you three points than three months inside. And unlike the standard Street Triple, it has the stopping power, suspension control and aggression to be as happy on a trackday as on a backroad. Call it the R for Recommended.
HOW IT COMpARES DuCATI MONSTER 696 Don’t be fooled by the latest Monster’s capacity edge over the Triple R. The Duke makes only 80bhp and struggles to get its front wheel off the ground, while the Triumph wheelies for England and is much more fun. The Monster’s lighter and cheaper, but the coming 1100cc version will be a better match for the Triple R.
HONDA HORNET 600 The Hornet is stylish, quick and handles. But the Street Triple R is more powerful, lighter, and has better suspension and brakes. The Triumph feels quicker and sharper, with the bonus of three-cylinder character. The Hornet’s only advantage is price – unless you want ABS, which is not yet available on the Triumph.
KTM SupER DuKE For all the Street Triple R’s handling ability and fun factor, you’d be crazy to take on a big liquid-cooled V-twin like the Super Duke – or Aprilia’s Tuono or Ducati’s Monster S4Rs, for that matter. The Triple R is smoother, sweeter and a whole lot cheaper, but can’t touch the twin-pot bruisers for straight-line punch.
TRIuMpH SpEED TRIplE Triumph’s big-bore legend has near-identical looks plus massive midrange stomp from its more powerful, 1050cc motor. But the choice is not as obvious as it might seem. The Triple R’s 22kg weight advantage helps make it more agile as well as more rider friendly. Then there’s the near two-grand price difference...
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PB Analysis words john westlake Pics rory game
should i change my discs? pb’s diagnostic guide to good, bad and ugly rotors
yes
no
Warping The well-known version of a warped disc is where you get a pulsing feel at the brake lever and the disc wobbles from side-to-side like a buckled bicycle wheel. Or, more technically, the lateral run-out is outside of tolerance. Excessive heat is the usual culprit, which can force the disc to seize on the buttons (the bits the disc floats on) and then distort. Or sometimes the different rate of expansion and contraction from inner and outer edges can be enough. Excess heat can be generated by the wrong pads (usually race ones used on road discs), or by seized caliper pistons or sliding pins which leave a pad in contact with the disc all the time. This can also cause dishing, where the disc gets hot, and is then pushed to one side by the sticky pad. Another favourite source of warping is the forgotten disc lock, which bends the disc carrier and warps the disc too. Also, you can get a warping effect from a perfectly flat non-floating disc if it’s not mounted squarely. Beware excessive thread locking compound – getting any between the disc and wheel can create lateral run-out that feels just like warping.
Bluing Heating steel can change the surface texture of the metallic crystals, which changes how light is reflected, changing the colour. If your discs go a nice blue colour, that indicates you’ve got them over 400°C, which is much hotter than you’d expect for road use – discs on proddie race bikes rarely hit more than 500 degrees. So there could be an underlying problem – check for sticky calipers. But if the discs haven’t warped or cracked there’s no reason why you shouldn’t continue using them.
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16/9/08 14:31:55
scott redmond
no
StRipping yaRnS
Heavy ScoRing Usually caused when fine grit gets under the pads and is squeezed into the surface of the disc. It can also result from wearing the pads down to the metal or putting them in back-to-front (true! – several brake experts reported seeing this a lot), though if that’s the case you’re probably lucky to get away with scored discs, as opposed to a faceful of Transit tailgate. Scoring can cause squeaking and does look a bit shit, but is unlikely to reduce braking power. Live with it.
Market research tells Me this coluMn is read Mainly on the loo, which is incredible because that’s exactly where i write it. the Pb world is full of coincidences.
yes
paRalleliSm This is where the two edges of the disc are not parallel, and is usually the result of mild warping (which you might not actually feel through the lever). Over time one part of one side of the disc is worn away more than another so when you brake the lever pulses as the pads go in and out. As with mild warping, braking power will not be drastically reduced. Those spikes of braking power might not be what you need when it’s raining.
RUSt Unless the pitting is deep – effectively etching the surface of the disc – and uneven, it’s usually not a problem. You just have to sand the discs with wet and dry. If, however, there’s a patch which is worse than everywhere else – under the pads, for example, after a long lay-up in a damp shed – you’ll end up with judder, as one part of the disc grips better than the rest. Braking power won’t be hugely affected, but by Christ it’ll get annoying. (For iron discs, rust is normal.)
maybe
WoRn diSc Legally it’s a no-brainer. You need new discs if they’ve gone beyond the wear limits. And common sense would suggest it’s not worth using brake discs that the manufacturer would deem dangerous. However, if you top up your master cylinder to cope with the caliper pistons having to push out further than intended you could feasibly get a few more miles out of them...
Scottie is PB’s autojumble-lovin’, bargain-hungry breaker. Have a word on reservoircogs@btopenworld.com
maybe
Take Tony Greenslade from Romford. He grew up with LCs and YPVS 350s, his job at a bank in the City of London kept him in RD vouchers, just. I met Tony in 1991 when I sold him a candy blue RD350LC complete with all the right parts: Lockheeds, Metmachex and Allspeed pipes. I next saw Tony the following week after he’d ploughed it into a van on his commute home from another taxing day at the Natwest. With a few broken bones and a broken LC, his enforced few months off work gave him ample time to visit me on a regular basis to gather the bits he needed to fix his bike. We’ve been friends ever since. He also visited fellow Essex boy Pete Gibson who designed and manufactured the original Allspeed expansion chamber for everything from Fizzies to TZs. Pete was still making exhausts but mainly for four-stroke race bikes and one-off systems for anyone who could stump up the cash. The Allspeed name had been sold on, but that’s another story. Tony pestered Pete to make a set of spannies for his LC and a small batch was manufactured. At that time Tony was running the LC club and word soon spread – the small batch sold quicker than an LC rider can whip his clutch lever in after getting his pre-mix wrong. Gibson’s HQ was about two miles from Tony’s home and he and Pete forged a friendship over the coming years. Here’s the coincidence, Tony was made redundant at the same time Pete was planning to sell up and head to Australia. Like Victor Kiam, Tony liked the product so much he bought the company. For the last six years Tony has successfully run Gibson exhausts, expanding the business into other areas along the way. The dyno room is running constantly, and he’s taken on more workshop space for undertaking rebuilds and restorations and runs a four-bike team in the Yamaha Pastmasters series. Two-strokes are where Tony’s heart is, but he still takes on those jobs no one else will touch; remaking exhausts for the JPS Nortons is just one example of the firm’s creativity. I’d like to write more but the puppy just ran off with the toilet roll so my Within this unit next sheet of A4 is... SR lurks a genius
‘in 1991 tony ploughed his lc into a van on his way home’
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The PB Interview
As PB went to press, Troy enjoyed a 101-point lead over compatriot Troy Corser. WSB title number three’s in the bag.
troy bayliss
Barring a direct nuclear strike, Bayliss will wear the WSB crown in 08. As retirement beckons, PB speaks to the greatest living racer.* WordS marc abbott PiCS ducati
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16/9/08 14:34:05
s
‘i don’t want to get myself killed out there. i’ve a family to think of’
i almost wet myself on the back of a 125 When I was young the whole family used to come home for Christmas when we were living near Taree, in the middle of nowhere in Australia. Me and my cousin would go to this truck park, where there were loads of lorries parked really close together. Because I didn’t have a bike at the time he’d just put me on the back of his 125 Honda, and ride like a bloody maniac between the trucks, really quick, with just a couple of inches to spare each side, just to scare me. You never knew what was going to be waiting for you once you got out the other side of each truck. I was young and so scared by it all he almost made me wet myself. but i wouldn’t go pillion with randy mamola You wouldn’t get me on the back of the twoseater Desmosedici [Randy gives pillion rides at MotoGP rounds] with him. I much prefer taking other people out. i miss my little finger… …And my right bollock. Donington has never been kind to me really, and last year I was too fast for my own good. I’ve had bigger crashes before, I’ve been in much more violent crashes and got away with it. I still look down and miss my little finger. i always crash at donington Last year, I just got my finger stuck between the track and the bike and slid along on my stomach. In my first year of BSB with GSE Ducati, we got a wildcard ride at Donington WSB, and I think it was Yanagawa who knocked me off. Thinking about it, I don’t know why I was looking forward to going back there so much! [Troy crashed out of second position while chasing eventual race winner Ryuichi Kiyonari in an underwater second race at last month’s Donington Park World Superbike round.] they should keep donington as it is. it has history, character There’s a lot of tracks that I really enjoy racing on, and Donington’s definitely one of them. I don’t mind what some racers call the ‘car park section’, with the Melboure Loop – I like the track as it is now. People can make changes to a circuit that take its character away. It’s a big mistake. It’s like with Misano – they changed that and now we ride the circuit backwards. It’s not right because Misano has a lot of history, and it’s just the same for Donington, too. they could add some banking, though As for the alterations they could make to Donington – I don’t want them to change a good thing but it could do with some banked corners. That’d be fine. i’ve been racing in the uk for a decade I came sixth as a wildcard in the 1997 Phillip Island 250GP, which made people sit up and take notice. There was a chance to go GP racing full-time, but people wanted someone to bring some money to the team... I didn’t have any and nobody would give me any. So in the end Daryl Healey’s GSE Racing rang me and offered me a job in British Superbikes. To be honest, it was the only offer I really had, so we moved from Australia to the UK so I could race here. I pretty much thought, ‘I’ll have a crack at it, and if things go good then they go good; if they don’t, we can just pack up and come home.’ I’d say things have turned out pretty good! rossi’s got it under control Casey Stoner’s the fastest man on the planet at the moment, no doubt, but he’s not in an easy situation. He’s under a lot of pressure right now. * Rossi hasn’t raced in MotoGP and WSB, yet.
p44-45 PB Nov bayliss interviewC45 45
And when you put a racer in that situation up against someone like Valentino Rossi... Well... It’s fair to say that Stoner and his team caught everyone by surprise last year, but this year Valentino and his crew know exactly what they have to do – they’ve got it all together with the Bridgestones [Rossi demanded a switch to a new tyre firm at the end of the 2007 season; factory Honda rider Dani Pedrosa has now followed suit] and now they’re back at the front again. you’ve got to have the right men behind you I won the last GP of 2006 – the final race of the 990 era – at Valencia on the Ducati Desmosedici. They’d improved the bike a lot – it was much more userfriendly than the previous time I’d raced it. But the main thing that made the difference compared to when I rode it for the Ducati GP team full-time was that I was allowed to take the people I wanted to, but wasn’t allowed to the last time I raced the bike in 2003 – people like Davide Tardozzi, Paolo Ciabatti... me and colin edwards still go out for a beer We used to go at each other on the track, that’s for sure – we’ve had some pretty big races before. [Understatement of the year. Search for ‘Edwards Bayliss Imola 2002’ on YouTube – Ed.] When we see each other now, we can just grin about it and have a few beers. We definitely brought out the best in each other when we were racing together. i was like a dad to ruben Xaus and ben bostrom Back in 2001 when they were my team-mates, they were into, like, the playboy lifestyle, with all the girls and everything. That part of their scene just wasn’t me – I felt like their dad, looking out for them. But then, when we’d get in a hire car, they’d bring out a bit of the youngness in me. We got up to some pretty crazy stuff. graeme crosby is my racing hero Before I’d even got into road racing, when I was still well into my motocross, I’d see this guy on the television, doing these huge wheelies on road bikes. To me at the time that was one of the coolest things I’d ever seen. i’ll have a couple of beers most nights I train hard in the gym, on the pushbike, but I do go out and get steaming drunk more than you’d imagine! i’ve beaten lance armstrong Me, Lance and Mark Webber [Red Bull Racing F1 driver] went out for a three-and-a-half-hour ride when Webbie was in Monaco [Bayliss is a resident of Monte Carlo] for the Formula One recently. So, yeah, I’ve beaten Lance Armstrong, but he was carrying a few more kilos than when he was last on the Tour de France, though, plus we’d had a fair bit of wine the night before... i don’t want to go home in a boX The time’s right for me to retire at the end of this season. I want to go out on a high, right at the top of my game. I don’t want to get myself killed out there – I’ve got a family to think of. And I don’t want to be known for bowing out because I got too slow or because I got injured. We’re moving back to Australia on January 7; the kids are booked into their new school and everything. i can’t just walk away from bikesport… I might do some TV work out in Australia – I was actually out at the Misano GP this year commentating on the racing for Channel 10, so there might be some more of that coming my way. It would be hard for me to walk away from the sport completely – I’d suddenly go from having this really busy life to doing nothing. That would be too much for me to bear.
045
16/9/08 14:34:14
Pb road test///north yorks moors
Question. is it worth trading in your five-yearold litre bike for the next big thing?
HONDA FIREBLADE KAWASAKI ZX-10R DUCATI 848 Ó Ó Ó p55 PB Nov Nakedspt1CDPpt1.sp co55 55
16/9/08 14:37:17
PB road test///the Plan welcome to the North Yorkshire moors, home to verdant valleys, flora and fauna, a haven for hillwalkers, birdwatchers... YEEEEEEEEEEEowwwwwwww!
onlY one WaY to FInd out. rIde theM head to head WIth a 2003 YaMaha r1 and see WhICh Gets a noseBleed words ben wilkins pics john noble
2003 yamaha yZF-R1 133bhp
The sTandaRd. yamaha’s FiRsT majoR updaTe oF The all-conqueRing 98 R1 is FRom a Time when spoRTsbiKes weRen’T Rev monsTeRs. RemembeR?
2008 ducaTi 848 122bhp
The show pony. a ducaTi 1098 wiTh less poweR and FeweR cubes. ThaT’d be The cynical view anyway.
2008 honda FiReblade 166bhp The spoRTing panacea. possibly The mosT useable spoRTsbiKe eveR builT. honda does iT again. easy, Ridiculous poweR.
2008 KawasaKi ZX-10R 165bhp
The bad boy. KawasaKis should be mean, and gReen. The 2008 ZX-10R is ceRTainly ThaT, and a 165bhp bludgeon To booT.
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16/9/08 14:37:36
THIS MONTH WE’VE MOSTLY:
● Reduced the Fireblade’s rear Bridgestone to its component parts. ● Made three grown men sleep in the same room. With no shower. ● Spent the best part of a day avoiding the MoD Police. ● Eaten six pizzas in one hour. Ó Ó Ó
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100-104_PB_Nov08 p5.indd 4
15/9/08 16:58:50
100-104_PB_Nov08 p5.indd 5
15/9/08 16:59:17
The expert The perfecT air:fuel raTio isn’T perfecT The stoichiometric ratio is 14.75 parts air to one part fuel, which is, theoretically, the most efficient way of burning the fuel [ie all of it burns completely, leaving none in the exhaust]. But it’s a chemists’ thing, and doesn’t take into account frictional losses, heat losses, and so on. When you run a bike that lean it will be exceedingly snatchy on the throttle and not make the best power. That snatchiness isn’t a major issue in a car, but when you’ve only got two small contact patches and the roads are wet it can be important. We look at anywhere between 12.8 to 13.2:1 – 13:1 is usually about right.
Why do PoWer Commanders make suCh a big differenCe? the boss of dyno meisters dynojet exPlains
fuelling words John WesTlake pics pB archive/pacemaker
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Who is... frank Wrathall ex-TuneR FRank Is The FaTheR oF MoToRCYCLe FueLLIng. he BRoughT The dYno and poWeR CoMMandeR To The uk.
it’s easier than carbs Setting up a fuel injected motorcycle is purely procedural, whereas doing the same job on a carburetted motorcycle is a little less exact. You’ve got jets, needles, moving slides, slide springs... and all these different areas overlap so if you want to affect one part of the rev range with a certain throttle opening, that change may well affect something outside that range. It’s a science, but not as procedural as fuel injection.
Guy had fuelling issues at the 07 TT
hoW racers set uP fuellinG
the basics of fuel MaPPinG are siMPle First we calculate the air:fuel ratio using a wide-band lambda sensor that measures the oxygen content of the exhaust gases. We do that every 250rpm at different throttle positions across the rev range – start at two per cent throttle, then five, 10, 20, 40, 60, 80, 100. We have some software that links the dyno to the Power Commander, so the dyno drives the bike, adjusting the fuel until the target air:fuel ratio is met, then moves the engine to the next rpm stage. All the operator does is alter the throttle position. It takes about 60 to 75 minutes to do a high-revving bike. If you had to do it manually, it would take three or four hours. standard bikes are set uP to Pass eMissions tests Manufacturers set their bikes up to pass emissions regulations rather than make the best power. They also change the fuelling to cut noise. There are times when it appears manufacturers are running the bikes slightly richer to make them quieter – if you run slightly rich, there’s a softer bang, so it takes the edge off the noise. But we can run it leaner from 2 per cent throttle to 20 per cent throttle up to 5000rpm, for economy, and then up to 40 per cent run it a bit richer, then on full power mode run it richer again, say at 13:1. bMWs lead the Way Most modern bikes are coming out now with some sort of closed loop fuelling [where lambda sensors in the exhaust feed back to the ECU, which fuels accordingly]. The majority only run closed loop up to 20 per cent or 40 per cent throttle and low rpm to get them through the emissions tests – that’s where the tests happen. Outside of that they’re in open loop. Some new BMWs run closed loop up to 75 per cent throttle openings and you can replace the narrow-band lambda sensor [narrow band means it can only respond to a narrow band of target fuel:air ratios] with a wide band one [much wider range of possible fuel:air ratios] and actually control all the closed loop. So you can then put a target in of say 13.5:1 and it will hold it there across all revs and throttle openings. It’s very simple.
road racer and Pb coluMnist Guy Martin exPlains
MotoGP bikes have econoMy Mode... In MotoGP, because they have a limited amount of fuel, they’ll have a fuel map to get them to the chequered flag. As far as I’m aware, bearing in mind I’m friendly with Stoner’s dad, on the Ducatis you can override this economy map, so Casey can switch to a full power mode to get away, then go back to automatic mode where it will get him to the chequered flag with just a litre left. ...and We can too There’s already a Power Commander add-on that allows you to switch between maps so you could have one for motorway economy that was leaned off in a certain area. If you knew that at 80mph in top gear your bike was doing 7000rpm at 20 per cent throttle, for example, you could just lean off that area to make a difference in economy.
‘If it’s lean it feels like it’s holding back on the top-end. You can just feel the mechanical torture underneath you, it just doesn’t want to rev out. If it’s rich it’ll bog and bog, then try to rev out at the top end. Lean will do the opposite – it’ll be sharp on the throttle, snatchy, then run out of steam at the top. ‘We had trouble last year at the TT. It felt lean, then the head gasket went so I took the head off and it was a good job I did because it had been detonating like hell on the exhaust side of the piston. If we’d have carried on the engine would have shat itself. ‘My engineer Mick is dead keen on running the fuelling lean as hell, and working from the lambda sensor [the one in the exhaust that measure oxygen levels]. I was saying you’ve got to put some more fuel in or we’re never going to finish. Lean is good for power, but if you’re melting your pistons you’re not putting in enough fuel – you need some of it to cool the combustion chamber. There was something wrong with the lambda sensor calibration. ‘If you look at a standard 2007 CBR600RR and 2008 Fireblade, you’ll see they’ve got knock sensors on the back of the engine block. It’s because of the problems calibrating lambda sensors – you can’t rely on them. The only way to tell if a bike is detonating is to have sensors for it. ‘The initial touch on the throttle I like to be smooth, so from, say, 1 to 5 per cent throttle openings I want it to be really rich, just to keep the bike settled. Then once you get to 5 per cent, you can run the standard fuel map. You want that happy medium where you’ve got enough fuel to cool the combustion chamber, enough to cause complete combustion over the surface of the piston, but not so much that you’re causing incomplete combustion.’ GM
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p116-118 PB nov Legend hunterPDP116 116
16/9/08 14:29:05
p116-118 PB nov Legend hunterPDP117 117
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