Top 10 Futuristic Concept Bike Designs

These are the most amazing innovative bikes, here we step into future with those who love  blending style and functionality with pioneering design and technology. They are designed from scratch to inspire awe, keeping production feasibility. Some of them may even hit the roads of reality in coming future.

1. I care Motorbike

Now be a style icon with the Icare high-end futuristic bike. With it’s unconventional looks, breathtaking design it surely is a dream come true for all the bike lovers.  The Honda Icare motorcycle concept is powered by a 6 cyclinder 1800cc engine and designed by Enzyme in Paris. The I.Care motorcycle is meant to be the Aston Martin of the two-wheeled world with speed. The good news is that Enzyme’s last concept actually went into production (the Atomo V1000), so the Icare has a shot of making it to the marketplace.
 

2. Peraves Monotracer Jet Bike

Peraves MonoTracer Jet Bike is a vehicle straight out of the future. The aerodynamic design helps this bike top off at 155 miles per hour. The controls for this bike are similar to a car, with pedal operated accelerator and a steering wheel. It even has two doors and two seats. The Peraves Monotracer is a new, updated and more attractive version of the Swiss-made Ecomobile. The  MonoTracer Jet Bike is truly a millionaire boy’s coolest toy.

3.  The Wind–Solar Energy Bike

The eco-friendly wind-solar new concept bike is an answer to the uphill riding problem faced by most bikers where pedaling up a steep slope can knock the wind out the healthiest of us all. That’s why we need hybrid bikes like the Wind-Solar Energy Bike. Covered with solar panels while having a spoiler fixed below the handles to help provide lift force for lightening the weight of the bike as you cycle. A motor and electricity coils setting is designed at the Front and back wheel. It can produce electric energy while rotating at ordinary times. When the Winsolar is climbing a slope and the biker too tired to pedal, he can switch over to the automatic motor, to make the ascend.

4. Harley Davidson 2020

The Harley Davidson model of motorcycle is a one of a kind — instantly recognisable on the road but is perhaps a bit too Tron-like for most Harley riders, he has been sure to keep intact the company’s iconic air-cooled v-twin powerplant. It features big wheels with bearings and a powerful 883cc engine. The rest of the design elements are new though, with a hubless drive system being the centerpiece of the design.

5. Bombadier Embrio

The Bombadier Embrio is powered by a hydrogen fuel cell emitting only water as a by product driving an electric motor powering the main wheel, it is gyroscopically balanced, one-wheeled recreational and commuting vehicle provides an extraordinary vision of the kind of personal transport we could be using in near future. The riding position will be similar to a motorcycle with a complex series of sensors and gyroscopes balancing passengers on the single wheel. The rider activates a trigger on the left handlebar to accelerate and turns are made by shifting body-weight rather than actually steering. This robotic unicycle is capable of reaching highway speeds. 

6.  Detonator V4 6.0

This new bike has taken the biking world a step further as this monster bears no semblance to any existing concepts. Instead of the conventional ways of steering, the monster has an electromagnetic sled located behind the front wheel and the rider has to control the impulse with two independent handlebars where the front light is mounted. This machine looks like a crossover between a chopper and an automotive soldered android. The bike also has a glass tube radar system, which helps in navigating the giant.
 

7. Victory Vision 800

Victory Motorcycles have traditionally crafted motorcycles of the big V-twin cruiser, Harleyesque genre, but the signs are beginning to point to a more diverse product range in the not-too-distant future. The Victory Vision 800 is a true concept bike, designed to show just how radical Victory can think.  It uses a 800cc, parallel-twin engine with a Continuously Variable Transmission. With the absence of clutch and gear, all the foot controls are shifted to the handle bars.

8. The Hyanide

This motorcycle is equipped with tank-esque treads to turn it into an all-terrain mobile. The Hyanide is also capable of making sharp and fast turns with a advanced turning system that bends the entire frame of the bike to properly make turns. Powering the concept is a 500cc engine derived from a snow mobile. This single cylinder, oil cooled engine is capable of producing 60 horsepower  that could product a top speed upwards of 85 mph.

9.  Batpod

The Batpod made its appearance for the first time in the last Batman movie, The Dark Knights. The Batpod was designed for the movie by Nathan Crowley and is powered by a high-performance, water-cooled, single-cylinder engine – geared toward the lower end for phenomenal acceleration and lack of exhaust pipes.

10.” One” folding Bike

Sometimes you really wish it were easier to keep your bicycle with you throughout the day, through bus rides, at the store or at the office. ‘One’ provides a real solution to the problems involved with urban transport. With congestion rapidly clogging up the roads the need for products that can free individuals from their car are in real demand. This folding bicycle by Thomas Owen has a futuristic-looking design that compacts into an incredibly small super-portable package.  A prototype ‘One’ bicycle was made, but it doesn’t look like it is quite road-ready yet but it will be soon on roads in near future.

2010 MOTO GUZZI Bellagio Aquila Nera



The new 2010 range of Moto Guzzi "customs": the legendary California 1100, the nimble Nevada 750 and the sporty Bellagio 940 are all now available in the new Aquila Nera variant. Once again, the historical Moto Guzzi eagle takes pride of place on the tank, now against an all-new black livery highlighting the mechanicals and the classic lines of these three legendary bikes.

Aquila Nera: this evocative moniker has been chosen for a new trim level for MY 2010 created for Moto Guzzi's custom models. The new variants will go on sale ahead of Eicma 2009 Milan Motorcycle Show, during which Moto Guzzi will be presenting even more additions to its product range.

With the Aquila Nera range, Moto Guzzi has, for the first time ever, applied the same unique and bold styling cues to a range of legendary models evocative of some of the most significant successes in the history of the brand.

Moto Guzzi California is unquestionably Moto Guzzi's most famous custom model and is one of the best known and best loved bikes in the world. Conceived in the early 1970s for the American market, it made for a name for itself in all five continents, earning universal acclaim for its bold image and impeccable road manners. It became famous for its legendary reliability - as testified by the fact that it was used as an official police vehicle by the NYPD (New York Police Department) for over a decade - and for its performance, which increased progressively through a continuous process of evolution of the engine that took it from 750 cc to 850, 1000 and eventually 1100 cc.

The successful flagship model was joined in the second half of the 1980s by the Moto Guzzi Nevada, one of the best selling bikes ever to come out of Mandello del Lario. Originally offered in 350 and 650 cc variants, its success was consolidated by successive evolutions which culminated in today's 750 cc version with electronic fuel injection.

Completing the family of Italian custom bikes is the Bellagio, the Moto Guzzi that has most in common with American custom machines which, however, retains many of the eagle brand's hallmark characteristics: the 940 cc short stroke engine, dual spark plugs, the CA.R.C. ('CArdano Reattivo Compatto' - compact reactive cardan shaft) transmission and six speed gearbox. These features, skilfully complemented by a class leading chassis layout, make the Bellagio the sportiest bike in its segment, offering a riding experience comparable to that of a naked machine.

In the "Aquila Nera" trim level, the three kings of the road from Mandello del Lario share the same "Coal Black" matt black colour treatment applied to the upper structures- namely the tank, side panels and mudguards - and the surfaces of the engine block. The dark finish emphasises the contrast with metal elements such as the aluminium cylinders and the generous chrome applied in key areas for maximum impact: the wheels, exhaust and control panel. Adding further emphasis to the whole is the momentous return of the historical Moto Guzzi badge, with a large golden eagle spreading its wings majestically against the name Moto Guzzi.

Comparing the new range against the previous versions, it is clear that the most significant changes have been made to the California 1100 which, in Aquila Nera guise, maintains the technical content of the iconic Vintage model but with new, more subdued and essential aesthetics.

The new variant retains the generous footrests and highly polished passenger grab handle of the original luxurious version, but features lightened iterations of accessories such as the engine guards, leg shields, windshield, supplementary headlights and panniers. The resulting reduction in weight over the Vintage version endows the Moto Guzzi California Aquila Nera with superior agility and responsiveness, to appeal to those who enjoy a more spirited riding style. Mechanically, the California is the only Moto Guzzi still in production still featuring the renowned brake force corrector system and the glorious 1064 cc big block engine, capable of propelling Moto Guzzi's imposing flagship to a top speed approaching 200 Km/h.

Moving on from the brand's most long lived model to its most modern, the Moto Guzzi Bellagio boasts a decidedly more sporty riding position: with its low two-up saddle shifted over the rear wheel, forward mounted footrests and spectacular drag bar handlebars for total control over the machine.
An even weight distribution over the front and rear wheels and centralised masses make this a surprisingly nimble bike that simply cries out to be ridden on twisty roads, with swift directional changes and a composed front end that remains firmly planted on the tarmac at all times. The secret of the agility and directional precision of the Bellagio lies in its all-new double cradle tubular steel frame linked to a progressive linkage single-sided swingarm in aluminium that also houses the compact reactive cardan shaft transmission. These elements come together to form a system of superlative structural stiffness, which translates to an instantaneous response to the inputs of the rider.

Contributing in no small measure to the riding pleasure of the Bellagio is the outstanding performance of its all-new short stroke 935.6 cc twin cylinder engine, which produces 75 hp at 7,200 rpm. While similar in power to the California, this engine has a decidedly sportier temperament tailored to suit the rider who prefers the adrenaline rush of a powerplant that expresses itself best at high revs over relaxed cruising.

Just like the flagship, the Bellagio also features adjustable suspension, spoked wheels and a meaty chromed exhaust system, with a spine tingling exhaust note emphasising the impressive power of the engine. This latter feature also makes an appearance on the smallest member of the "Aquila Nera" family: the Nevada 750.

Unchanged over the version presented in March 2008, which introduced major new features such as the new exhaust system and instruments, the Nevada 750 "Aquila Nera" differs only in the new matt black livery of the upper structures and the historical logo proudly emblazoned on the tank. Nevada 750 "Aquila Nera" has been created for anyone who wants to join the Moto Guzzi world with a bike that is easy to ride, very reliable and inexpensive to own. This is thanks to the 750 cc 90° V twin with exceptional responsiveness and mid range torque that is perfectly matched by the chassis with premium features such as a Marzocchi fork at the front and dual adjustable shock absorbers at the rear. For maximum safety, the brake system boasts a powerful 320 mm disc at the front with 2 horizontally opposed pistons backed up by a 260 mm rear disc.

The new Aquila Nera versions of the Nevada and Bellagio are offered at the same price as the standard models - 7,860 and 10,760 Euros respectively - while with a price tag of 13,570 Euros, the California Aquila Nera is on sale at an incredible 3,000 Euros less than the Vintage version.

All the models in the new Aquila Nera range may be purchased taking advantage of government incentives for trading in old vehicles for scrapping, making a further saving of 500 Euros on the catalogue price possible (all prices exclusive of road tax and registration, inclusive of VAT).

Specifications

Engine :Four-stroke V 90 twin
Cooling :Air cooled
Capacity :935.6 cc
Maximum power output :55 KW at 7,200 rpm
Max Torque :78 Nm at 6,000 rpm
Exhaust system :2 stainless steel pipes connected to 1 expansion chamber connected to two chromed
steel silencers; 3-way catalyser with Lambda probe.
Gearbox :6 speed - constantly engaged cogs with integrated flexible couplings
Final drive :Shaft drive, ratio 12/44 = 1 : 3.667
Front suspension :Marzocchi Ø 45 mm adjustable front forks
Rear suspension :Single swingarm with progressive action - single rebound adjustable shock absorber
with easy to operate pre-load setting knob
Front brakes :Twin floating 320 mm stainless steel discs, floating Brembo calipers with 2 parallel
pistons.
Rear brakes :Single 282 mm fixed stainless steel disc, floating Brembo calipers with 2 parallel
pistons.
Front tyre :120/70 ZR 18 M/C (59W) TL Roadtec Z6
Rear tyre :180/55 ZR 17 M/C (73W) TL Roadtec Z6
Length :2,270 mm
Width :890 mm
Height :1,310 mm
Saddle height :780 mm
Dry weight :224 kg
Fuel tank capacity :19 litres (reserve: 4 litres)

Accessories : real leather tank cover, real leather side bags

2010 MOTO GUZZI Stelvio 1200 NTX



THE EAGLE WITH AN APPETITE FOR ADVENTURE.
The new Moto Guzzi Stelvio 1200 4V NTX represents a fusion between the Italian passion for motorcycle as an unparalleled expression of style, engineering excellence and riding pleasure, and an appetite for adventure - the irresistible yearning to discover distant, challenging places. This is not the first time that the name "NTX" has been used in the history of Moto Guzzi. In 1986, in the heyday of long distance African races such as the Paris-Dakar and the Rally of the Pharaohs, the Mandello del Lario based marque used this moniker to distinguish its extreme adventure models, bikes that earned such respect that they were produced for over a decade. Today, these three letters have been brought back to identify the most specialised and adventurous version of the Stelvio 1200 4V NTX, the bike that marked the return of Moto Guzzi to the maxi enduro segment. Around this modern and technologically advanced base, a new concept of a no limits motorcycle took shape, creating a bike that is powerful, muscular, robust and unstoppable. Bolstering this image is the robust "armour" encasing the forms of the Moto Guzzi Stelvio 1200 4V NTX, consisting of a sump guard, an engine guard and integrated hand shields to protect the rider and his steed from any obstacle on their way. Adding visual presence yet also sturdy and practical, the aluminium panniers and supplementary halogen headlamps complete the generous standard equipment of the new NTX, which may be even further enhanced with a comprehensive selection of optional accessories such as a GPS, heated hand grips and, for the more adventurous rider, a kit of enduro tyres with a rear 150/70 R17 tyre mounted on the standard 4.25 inch rim.

Once in the saddle, the reality proves to be even better than you could have imagined, with the powerful "Quattrovalvole" engine delivering, in its latest incarnation, a maximum torque of 113 Nm at just 5800 rpm, marking a significant improvement over the 108 Nm at 6400 rpm of the previous version.

These results were achieved by adopting new cam profiles and a revised air box, which make the "Quattrovalvole" engine even more responsive at low engine speeds while still producing practically the same maximum power. Completing this technological tour de force is a new ABS braking system, introduced on the Stelvio 1200 4V together with the more flexible engine. The NTX has been designed with the same innovative and modern criteria as its smaller sister, and this is evident in both the quality of the chassis componentry and in premium details such as the adjustable windscreen and saddle, and the ingenious glove-box compartment with remote release operable from the handlebar, which reveal the attention dedicated in the project to rider and passenger ergonomics.

Specifications


ENGINE
Type : 90° V-twin engine, 4-stroke
Cooling : through air and oil and an independent cooling pump
Engine capacity : 1,151 cc
Bore and stroke : 95 x 81.2 mm
Compression ratio : 11: 1
Timing system diagram : intake valve opening 12° BTDC
(1-mm checking clearance) intake valve closing 49° ABDC
exhaust valve opening 55° BBDC
exhaust valve closing 19° ATDC

Maximum power : 77 kW (105CV) at 7,250 rpm
Maximum torque : above 113 Nm at 5,800 rpm
Fuel supply / Ignition : Multipoint sequential electronic ignition, Magneti Marelli IAW5A phased, alfa-n system; two Ø 50mm throttle bodies, Weber IWP 189 injectors, lambda probe.
Starter : Electric
Spark plugs : NGK PMR8B (Long Life)

Exhaust system : stainless steel, 2-in-1 type, three-way catalytic converter with lambda probe
Type approval : Euro 3

TRANSMISSION
Gearbox : 6-speed
Gear ratio values : 1st 17/38 = 1 : 2.235
: 2nd 20/34 = 1 : 1.700
: 3rd 23/31 = 1 : 1.348
: 4th 26/29 = 1 : 1.115
: 5th 31/30 = 1 : 0.968
: 6th 29/25 = 1 : 0.862

Primary drive : with helical teeth, ratio 26/35 = 1: 1.346
Final drive : Compact reactive cardan shaft drive system called CA.R.C.; double cardan joint and floating bevel gear seat, drive ratio 12/44 = 1: 3.666
Clutch : single-disc with integrated anti-vibration buffer

CHASSIS
Chassis : High yield strength tubular steel with integrated engine
Centre to centre distance : 1,535 mm
Trail : 125 mm
Headstock angle : 27°
Steering angle : 34°
Front suspension : completely adjustable fork (spring preload and hydraulic compression and rebound damping) with 50 mm diam. upside down stanchions and caliper mounting for radial brake calipers
Front wheel travel : 170 mm
Rear suspension : single arm with progressive linkage, monoshock with adjustable hydraulic rebound damping and spring preload adjuster knob
Rear wheel travel : 155 mm
Front brake : dual 320 mm stainless steel floating discs, radial calipers with 4 horizontally opposed pistons
Rear brake : 282 mm stainless steel fixed disc, floating caliper with 2 parallel pistons
Wheels : Tubeless with spokes
Front wheel rim : 2.50" x 19"
Rear wheel rim : 4.25" x 17"
Front tyre : 110/80 R19"
Rear tyre : 150/70 R17"

ELECTRICAL SYSTEM
System voltage : 12 V
Battery : 12V - 18 Ah
Alternator : 12 V - 550 W

SIZES
Length : 2250 mm
Width : 1025 mm
Height : 1475 mm (windshield high position)
Saddle height : 840 mm
Minimum ground clearance : 210 mm
Kerb weight. : 251 Kg
Fuel tank capacity : 18 litres
Reserve : 4.5 litres

2010 MOTO GUZZI V12 X prototypes



Miguel Galluzzi and Pierre Terblanche capture the essence of Moto Guzzi and inject it into motorcycles to drool over, designed with one thing in mind: pure riding pleasure.

Miguel Galluzzi e Pierre Terblanche - two of the most brilliant motorcycle designers of all time - teamed up to present us with their styling exercises centred around the very essence of the Moto Guzzi brand - its legendary in-line twin-cylinder engine.

The V12 prototypes have been developed around the 1,200 cc 4-valve 90-degree V-twin from Mandello, so much so that they were even named after it.

This is Moto Guzzi's tribute to the one engine that turned the "Italian eagle" brand into a myth of motorcycling and to its unique character. It is a statement of Moto Guzzi's commitment to keep developing and improving its flagship engine for the years to come.

Pierre Terblanche's prototypes stand out for the minimalist design of the aluminium casting frame embracing that true masterpiece of mechanics. The frame compact dimensions make for a simple, neat layout. Tank, saddle and tail are integrated into a monocoque structure, an unconventional example of the fine art of design combining technology, style and practicality.

The overall impression is one of striking neatness, a sight unseen in the motorcycle industry: there is not a single cable left in sight, not a single off-key detail to be found. Such uncluttered appearance and compact size would simply be unthinkable without the sleek layout of the Guzzi twin-cylinder engine. Quite a paradox, if one considers the exuberant personality of this engine.

The V12 models are true to the Moto Guzzi tradition and its commitment to innovation that goes back nearly 9 decades.

Moto Guzzi is back to the quintessential Italian bike (so much so that all labels and indications are in Italian), a statement of style combined with technology. Rather than on performance for performance's sake, the focus is on showcasing the mechanics, on essential design, on the pleasure of owning a unique motorcycle and - of course - on riding fun, thanks to its eager engine and amazing chassis.

The prototypes feature innovative details and solutions, like the concept bikes they are. Noteworthy are the cutting-edge rear suspension of the V12 LeMans, the LCD "rear-view mirrors", the LED light units, the "suspended" passenger footpegs and the heat sinks.

1- MOTO GUZZI V12 LM: This is the Italian sports bike reinvented, true to the legacy of the legend of Le Mans it is named after. This bike is for those who want an exclusive motorcycle to ogle and to own for the utmost riding pleasure. The bike provides excellent performance under all riding conditions and easy rideability for all to enjoy. Like the other two versions, the V12 LM combines luxury details (height adjustment for top fairing and handlebar) with innovative, yet well-proven components.

2- Moto Guzzi V12 STRADA: This is the essential bike and the most versatile model in the V12 range. Perfect for everyday commuting, comfortable for two-up riding, with perfect naked ergonomics. The touring-style handlebar is matched by the generously sized tail fairing capable of accommodating a comfortable passenger saddle. The V12 Strada sports a range of technical solutions and aesthetic details built around the Moto Guzzi twin-cylinder engine, that would have been unthinkable with a conventional engine layout. The passenger footpegs are connected to the swingarm through a linkage system and look as if they were floating in air, enhancing that sleek, uncluttered look that is at the core of the styling concept.

3- Moto Guzzi V12 X: this is a "one-of-a-kind" motorcycle, true to the character of the Guzzi twin-cylinder. The focus is on riding fun, and is enhanced by its aggressive design. The V12 X is the motorcycle for aggressive riders that begs to be pushed to the limit. Born to show off and fun to ride, this motorcycle is in a category of its own. Its spirited personality is highlighted by the aggressive riding position, a sports-like chassis set-up, longer suspension travel and a rev happy engine.


Moto Guzzi V12 LM, V12 Strada and V12 X are three extraordinary Italian motorcycles. In the words of Miguel Galluzzi, Manager of the Piaggio Group styling centre:

"There is an impalpable, yet very real force in the history of Moto Guzzi. It lies in the ideas and in the unrelenting research work that led Moto Guzzi to build its tradition on innovation.

Mentioning all the accomplishments of Moto Guzzi and their significance in the history of the Italian motorcycling industry would seem like indulging in some kind of vain celebration. Throughout its history, Moto Guzzi has put forward a unique concept of motorcycle. Everything started with an idea, and new ideas have always been the lifeblood of the "Italian eagle".

New ideas once again mark a turning point in our history.

The prototypes showcased today are only the beginning: such unparalleled care for detail and neat design would be unthinkable without our twin-cylinder engine. Keep an eye on Moto Guzzi because this is just the first step. We are back to relying on ideas, and we have plenty of them. This is just the beginning".

Specifications


Engine 90° V-twin engine, 4 valves per cylinder
Engine capacity 1,151 cc
Max. power NA
Max. torque NA
Exhaust system 2 into 1 stainless steel exhaust with 3-way catalytic converter and oxygen sensor (Euro 3)
Gearbox 6-speed
Final drive Compact reactive cardan shaft drive system called CA.R.C.; double cardan joint and floating bevel gear seat

MV AGUSTA F4 (2010)





General information
Can perfection be improved upon? This question has been answered by the new MV Agusta F4, a motorcycle that from the day of its introduction has been judged as the most beautiful motorcycle in the world. The F4 defines beauty. The new F4 is not an evolution of the previous motorcycle, but it is a new project that has been studied down to the last nut and bolt, from the first to the last curve of the bodywork. No mass produced street motorcycle can boast as many accolades as the MV Agusta F4, which is the absolute reference for performance, speed and raw beauty. The F4 is the synthesis of Italian craftsmanship, no compromise design principles and the application of the most technologically advanced materials in a single motorcycle. The F4 is a pure two-wheeled work of art.

Improving the already legendary F4 has been a dream, until today. MV Agusta has chosen to, once again, push the upper limits of performance and driving pleasure with the new F4. In short, MV Agusta has surpassed perfection.

The new F4 builds on the heritage of the previous model, while at the same time improving on all the technical and performance characteristics by increasing the already vast quantity of technical content.

When the new F4 was designed, MV engineers had a single objective: to build the best supersport motorcycle in the world. F4 should not only be only the most beauti- ful motorcycle in the world or the fastest, it should also be the most effective motor- cycle on the track, the lightest and the most technologically advanced motorcycle. The result is the new F4, unmistakably MV.

The engine, chassis and the swingarm are brand new. The reengineered design which has resulted in a motorcycle that is 4 cm narrower, has a chassis that offers increased torsional rigidity while at the same time reducing the overall weight by 10 kg (22 lbs). The F4 is the absolute reference for the supersport category with its advanced technical solutions and its extraordinary performance.

The chassis, which has been completely redesigned, optimized and incredibly lightened improves the dynamic characteristics of the motorcycle in every situation, allowing a more effective ride on circuit as well as on the road.

All of this was naturally matched with components of the highest level, selected to give the enthusiasts a supersports motorcycle able to satisfy even the most demanding customer.
Specifications:

ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 998 cm3 (60.9 cu. in.)
Compression ratio 13.1:1
Starting Electric
Bore x stroke 76 mm x 55 mm (3.0 in. x 2.2 in.)
Max. horse power - r.p.m. (at the crankshaft) Full power version: 137 kW (186 HP) at 12900 - Lim. 13500 r.p.m. / Restricted power version: 73 kW (100 HP) at 9200 - Lim. 10800 r.p.m.
Max. torque - r.p.m. Full power version: 114 Nm (11.4 kgm) at 9500 r.p.m. / Restricted power version: 90 Nm (9.0 kgm) at 5500 r.p.m.
Cooling system Cooling with separated liquid and oil radiators
Engine management system Magneti Marelli IAW 7BM ignition - injection integrated system with Mikuni throttle body; induction discharge electronic ignition;
Sequential timed “Multipoint” electronic injection ; Variable height intake ducts with Torque Shift System (TSS)
Clutch Wet, multi - disc
Gear Box Cassette gearbox; six speed, constant mesh
Primary drive 50/79
Gear ratio
First gear: Speed* 13/38 128,2 km/h (79.6 mph) a t 13500 r. p. m.
Second gear: Speed* 16/34 176,4 km/h (109.5 mph) at 13500 r. p. m.
Third gear: Speed* 18/32 210,8 km/h (130.9 mph) at 13500 r. p. m.
Fourth gear: Speed* 20/30 249,8 km/h (155.1 mph) at 13500 r. p. m.
Fifth gear: Speed* 22/29 284,3 km/h (176.5 mph) at 13500 r. p. m.
Sixth gear: Speed* 19/23 305,0 km/h (189.4 mph) at 13500 r. p. m.
Final velocity ratio 15x41

ELECTRICAL EQUIPMENT
Voltage 12 V
Alternator 350 W at 5000 r. p. m.
Battery 12 V - 8,6 Ah

DIMENSIONS AND WEIGHT
Wheelbase 1430 mm (56.27 in.)
Overall lenght 2100 mm (82.63 in.)
Overall width 750 mm (29.51 in.)
Saddle height 860 mm (33.84 in.)
Min. ground clearance 115 mm (4.52 in.)
Trail 100,4 mm (3.93 in.)
Dry weight 192 Kg (423 lbs.)
Fuel tank capacity 17 l (4.49 U.S. gal.)

PERFORMANCE
Maximum speed* Full power version: 305,0 km/h (189.4 mph) / Restricted power version: 249,0 km/h (154.6 mph)

FRAME
Type CrMo Steel tubular trellis (TIG welded)
Rear swing arm pivot plates: material Aluminium alloy

FRONT SUSPENSION
Type “UPSIDE - DOWN” telescopic hydraulic fork with rebound-compression damping and spring preload external and separate adjustment
Rod dia. 50 mm (1.97 in.)
Travel on leg axis 120 mm (4.72 in.)

REAR SUSPENSION
Type Progressive, single shock absorber with rebound and compression (High speed / Low speed) damping and spring preload adjustment
Single sided swing arm: material Aluminium alloy
Wheel travel 120 mm (4.72 in.)

BRAKE
Front brake Double floating disc with Ø 320 mm (Ø 12.6 in.) diameter, with steel braking band and aluminium flange
Front brake caliper Radial-type, single-piece with 4 pistons - Ø 34 mm (Ø 1.34 in.)
Rear brake Single steel disc with Ø 210 mm (Ø 8.27 in.) diameter
Rear brake caliper With 4 pistons - Ø 25,4 mm (Ø 1.00 in.)

RIM
Front: Material / size Aluminium alloy 3,50 ” x 17 ”
Rear: Material / size Aluminium alloy 6,00 ” x 17 ”

TYRES
Front 120/70 - ZR 17 M/C (58 W)
Rear 190/55 - ZR 17 M/C (75 W)

FAIRING
Material Thermoplastic

MV AGUSTA F4 RR 312 1078 (F4 1078RR)-(2009)

 
 
FEATURES
With the ambition of one accustomed to winning and the self-confidence of a company with all the know-how in the world, MV Agusta has “crossed” their two latest creations, the F4 CC and the F4 R 312. They have made the ultimate cocktail of power and controlled aggression to once more unleash the beast also known as “the most beautiful motorcycle in the world”.

They have added another “R” to the F4 and the superb R 312 that, flat out in sixth, has reached 312 kph (193.88 mph). The F4 R 312 performance can only to be eclipsed by the RR. There is only one objective for 2009 - improvement. An objective like this is by now customary for a company that already has 75 championship titles behind it (37 constructors and 38 riders) and success embedded in its soul past and present. This year’s challenge is that of putting a machine on the road that goes faster than a 747 at lift-off.

Like other challenges in the past of beating whatever the opposition has had to offer, this new challenge has again called for courage, desire, passion, sacrifice, and investment from the “Team MV”. The goal was simple – to create the best sports bike in the world and any lesser result would have been unthinkable. The 1078 cubic capacity of the exclusive and much appreciated F4 CC has been repeated in the new F4 RR 312. The extra capacity has given both more torque and a silkier touch to the sheer power of the high revving engine. This is due to a series of refinements to the engine in those areas where such a thing was possible and the aim was simply to go beyond the limits imposed by a “standard” engine.

The RR 312 is not a machine to be bothered with limits or weak points and for this reason, only the best components that money could buy have been used.

The bike features the already well-known and developed frame that offers the same, much appreciated handling characteristics, solidity, and feel that are the trademark of the F4. Every single component of the machine has been analyzed and refined (where possible) to deal with the new power output that has now risen to 190 HP. It is in fact the new engine size that will bar it from racing in the current Superbike class. F4 R 312s will now leave MV dealerships for competition use only while the new RR will give true MV road-going enthusiasts the chance to put the latest machine through its not inconsiderable paces; open the throttle wide, lean hard into bends and see what she’ll do. We are convinced that every bike enthusiast, at least once in his life, wants to do exactly that.

The F4 1000 will still be available for the race track and will have all the same mechanical updates as made to the larger engine (slipper clutch, new gear ratios) as well as all the modifications made to handling components (brakes, new suspension) and will be homologated for both FIM STK and SBK.

DESIGN – ITALIAN PRIDE
Design limitations for any product, and therefore any motorcycle, are dictated by varying parameters that include manufacturing processes and cost. MV can overcome such limitations. Its main aim has always been to create beauty and perfection. Beauty must never be forsaken in pursuit of something else. According to MV’s way of thinking, this is the keystone around which a motorbike is built. Apart perhaps from a stroke of genius, fulfilling this philosophy calls more for design artists than for engineers. In Italy in general and, in MV in particular, just such a thing is possible. The F4 RR 312 is an example of this and adds to the pride the company has felt ever since the creation of the F4 that has been the most beautiful, long-lived and best-prepared “standard” sports bike ever made. Every line and every angle of the machine has been designed so as to create visual “special effects” involving all the senses with tailor made components, finishings, and games of light and shadow. The senses are further heightened by the new color schemes on the F4 RR 312. These are based on pearl white base, anthracite black and the traditional winning colors of silver/red. It is however attention to detail that makes a piece of machinery beautiful and, for this reason, MV has dedicated much time and effort to exactly that. New elements for 2009 include the new headlight unit and smoked screen from the F4 CC. Other aesthetic changes include decals and graphics not to mention changes made to the instrument panel, some of the plastic finishing components, the shock absorber spring that is now red instead of yellow and the tails of the four so-called “organ pipe” exhausts that are now stubbier and more sharply angled.

EQUIPMENT EBS AND SLIPPER CLUTCH
The successful evolution of the F4 RR 312 lies to a large extent in technical refinements in comparison with the R 312 and includes the following:

= New decals and color schemes
= Smoked screen from the F4 CC
= Smaller exhaust tail pipes with the end piece cross section resembling a “slice of salami”
= New suspension calibration
= Sachs steering damper from the F4 CC
= Brembo monoblock (one-piece) brakes
= 1,078cc engine
= Slipper clutch
= New close ratio gearbox

The end result is a significant “re-tuning” of one of the most longed for sports bikes in the world that has shown fans just what MV are capable of throughout the recently ended season.

1078cc ENGINE
From MV’s point of view, the engine is the key component to both performance and rideability. This is because when the power from an engine is unleashed, it must be with done so with a degree of measure and intelligence so that the frame and suspension respond better to what the rider asks of them. In this case, “measure” relates to power delivery and the “intelligence” is electronic. Among the modifications made, one key element is the increase in cubic capacity from 996 to 1078 cc achieved by increasing the bore from 76 to 79 mm. The cylinder head has been reworked to meet new specifications and features new 10 mm longer intake horns. Power output benefits but so does tractability and the linearity of engine response from this four-cylinder marvel of engineering that is now the world’s most powerful engine in the Hypersport class.

Despite the considerable increase in volume, the engine still revs very highly and offers more torque than ever: from 84.7 – 91.4 ft/lb (115 to 124 Nm) that, at 8,200 is down from the previous 10,000 rpm. The power output of the F4 RR 312 nowadays seems almost innocent, the words are but characters but, it’s there in black and white: 190 HP. It’s as simple as that……

As regards the gear ratios, the first three gears are longer and this spreads the power output better at high speed and also serves to restrain the initial surge on take-off. First gear takes the bike to 87, second to about 110 and third to nearly 135 mph. The snarling roar it makes as it passes the pits has to be heard to be believed.

The second most important modification is the introduction of a slipper clutch that does not replace the EBS (Engine Brake System) but works alongside it. It is a mechanical slipper clutch system with ramps and roller bearings. The result is immense deceleration caused by backing off the throttle but it is progressive and thus allows the rider to pick better lines into corners. Having such an easy to manage engine improves a rider’s automatic reflexes, increases feel with the machine and makes riding it all the more satisfying. When really pushing the machine to the limits, the rider becomes more effective on both the road and the track, almost without realizing it.

FRAME A UNIQUE RIDING EXPERIENCE
Those of us who have only ridden MV Agustas know that the frame and engine performance are the F4’s strong points. Geometry, specifications, and sturdiness are responsible for the sensation of great stability that the bike transmits when being taken flat out around the track. These three elements are blended together in the choice of the material from which the frame is made - chrome-molybdenum steel tubing. The task facing the engineers at Varese this time was to try to improve upon what was perfect – the balance of a machine that was already beyond perfection. The performance of this frame had already more than satisfied in race meetings where it was able to make the difference on bends and under braking. The diverse riding styles of various riders made no difference whether they were smooth as silk or tended to treat the bike more harshly. In either event, the frame was a winner.

The rear swingarm is still a single swingarm – nothing has changed – neither the mold nor the section has been modified for this component. It is more than able to deal with the power from the new engine as are the other two main settings i.e. the degrees of rake and trail.

SUSPENSION WITH NEW SPORTS CALIBRATION
Those of us used to working in the racing world know that sophistication lies at the heart of an “extreme” product and nothing must therefore be overlooked or left to chance. Even the smallest “technical” change can affect the overall “balance” of the machine. This means working very meticulously where perception counts as much as intuition. This is why the F4 RR 312 now has updated suspension calibration. The search for perfect balance has dictated that the forks and monoshock shock absorber behave differently to deal with the new power output. The components are the same as on the R 312: Enormous 50 mm Marzocchi front forks and a Sachs “monoshock” at the rear as with the new steering damper inherited from the F4 CC. These are professional components that have been prepared with infinitesimal precision and attention to detail so as offer a taste of what riding a race machine is really all about. The carbon nitride treated forks, apart from their aggressive, original color, improve sliding characteristics within the legs on the forks. Travel has been increased by 1 mm and is now 130 mm. To underline the race-bred nature of this bike, the monoshock is fitted with a hydraulic spring preload adjuster that can be easily and quickly reset with an Allen key. The hydraulic compression has two possible ranges of adjustment, one for high and the other for low speeds. These improve the behavior at the rear under heavy compression and when the rider encounters frequent changes in the road surface.

BREMBO MONOBLOCK BRAKES
Brembo racing brakes are fitted to the F4 RR 312. This system is an exact copy of the one used on race-going Superbikes and has two 320 X 5 mm discs up front with one-piece monoblock radial calipers housing 4 pistons and 4 pads. The only difference between the “official” Brembo race brakes lies in the second dust cover fitted to the pistons for the F4 RR 312 for road-going use. This component serves to reduce wear on the brakes that certainly will not be serviced as often as those on a pure racing version.

AVAILABLE COLOR OPTIONS:
Racing Red / Silver
Pearl White / Gloss Black
Black / Anthracite Gray

USA Specifications
MSRP $TBA Coming Fall 2008

ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 1078.37 cm3 (65.78 cu. in.)
Compression ratio 13:1
Starting Electric
Bore x stroke 79 mm x 55 mm (3.1 in. x 2.2 in. )
Max. horse power - r.p.m. (at the crankshaft) 140 Kw (190 HP) at 12200 - Lim. 13000 r.p.m.
Max. torque - r.p.m. 124 Nm (12.4 Kgm) at 8200 r.p.m.
Cooling system Liquid cooled, water-oil heat exchanger
Engine management system “Weber Marelli” 5SM ignition - injection integrated system; induction discharge electronic ignition, “Multipoint” sequential timed electronic injection
Clutch Wet, multi - disc with mechanical anti-surging device
Gear Box Cassette gearbox; six speed, constant mesh
Primary drive 50/79
Gear ratio
First gear: Speed* 14/37 140.9 Km/h (87.5 mph) at 13000 r.p.m.
Second gear: Speed* 16/33 180.6 Km/h (112.1 mph) at 13000 r.p.m.
Third gear: Speed* 18/31 216.3 Km/h (134.3 mph) at 13000 r.p.m.
Fourth gear: Speed* 20/30 248.3 Km/h (154.2 mph) at 13000 r.p.m.
Fifth gear: Speed* 22/29 282.6 Km/h (175.5 mph) at 13000 r.p.m.
Sixth gear: Speed* 21/25 Over 300 Km/h (186.0 mph) at 13000 r.p.m.
Final velocity ratio 15x40

ELECTRICAL EQUIPMENT
Voltage 12 V
Alternator 650 W at 5000 r.p.m.
Battery 12 V - 9 Ah

DIMENSIONS AND WEIGHT
Wheelbase 1408 mm (55.40 in.)
Overall lenght 2007 mm (79.01 in.)
Overall width 685 mm (26.97 in.)
Saddle height 810 mm (31.87 in.)
Min. ground clearance 130 mm (5.11 in.)
Trail 103,8 mm (4.08 in.)
Dry weight F4 1078 RR 312: 192 Kg (423.3 lb) - F4 1078 RR 1+1 312: 193 Kg (425.5 lb)
Fuel tank capacity 21 l (5.54 U.S. gal.) - reserve fuel: 4 l (1.05 U.S. gal. )

PERFORMANCE
Maximum speed Over 300 Km/h (186.0 mph)

FRAME
Type CrMo Steel tubular trellis (TIG welded)
Rear swing arm pivot plates: material Aluminium alloy

FRONT SUSPENSION
Type “UPSIDE - DOWN” telescopic hydraulic fork with rebound-compression damping and spring preload external and separate adjustment
Rod dia. 50 mm (1.97 in.) with carbonitriding treatment
Travel on leg axis 130 mm (5.11 in.)

REAR SUSPENSION
Type Progressive, single shock absorber with rebound and compression (High speed / Low speed) damping and spring preload (hydraulic control)
Single sided swing arm: materiale Aluminium alloy
Wheel travel 120 mm (4.72 in.)

BRAKE
Front brake Double floating disc with Ø 320 mm (Ø 12.6 in.) diameter, with steel braking band and aluminum flange
Front brake caliper Radial-type, single-piece with 4 pistons - Ø 34 mm (Ø 1.34 in.)
Rear brake Single steel disc with Ø 210 mm (Ø 8.27 in.) diameter
Rear brake caliper With 4 pistons - Ø 25,4 mm (Ø 1.00 in.)

RIM
Front: Material / size Forged aluminium alloy 3.50 ” x 17 ”
Rear: Material / size Forged aluminium alloy 6.00 ” x 17 ”

TIRES
Front 120/70 - ZR 17 (58 W)
Rear 190/55 - ZR 17 (75 W)

FAIRING
Material Thermoplastic
MV Agusta is committed to the constant improvement of our products. Therefore the information and technical characteristics of the vehicles are subject to change without notice.

2009 MV AGUSTA BRUTALE 1078RR



- Now with a new engine and other “technical” components dedicated to performance, the top of the range Brutale leads the way in the sport naked sector while proudly flying the ‘Made in Italy’ flag -

The Brutale looks so wicked that it almost cries out for even more performance. Going that bit faster is what every rider craves. Power is addictive. It had to be even more “brutal”. MV Agusta’s response was this: the 1078RR. Now with a new engine and other “technical” components dedicated to performance, the top of the range Brutale leads the way in the sport naked sector while proudly flying the ‘Made in Italy’ flag.

The Brutale looks so wicked that it almost cries out for even more performance. Going that bit faster is what every rider craves. Power is addictive. It had to be even more “brutal”. MV Agusta’s response was this: the 1078RR. Now with a new engine and other “technical” components dedicated to performance, the top of the range Brutale leads the way in the sport naked sector while proudly flying the ‘Made in Italy’ flag.

The 100% MV Agusta engine is only for the select few who can manage the 150 HP and more that the new four-cylinder unit puts out. The decidedly muscular appearance of the new Brutale says it all and gives the rider an adrenalin rush before he even turns the key that kicks the mighty engine into life. Just looking at the Brutale starts you dreaming, listening to one sets your pulse racing, and riding one makes you fall in love. The 1078RR is not just a motorbike; it is an incarnation of a true rider’s personality. Others want to be such a person. They want the same type of courage that will let them take a machine to its limits, that will let them choose a real machine and not just something “normal”.

There is nothing is normal about the 1078RR: Life is faster, more colorful, more vivid. This is what a Brutale is about. The new engine size now asks even more from the suspension and brakes. They need to be stronger and more efficient to redress the balance and give the bike that sure-footedness and superb rideability that typifies MV Agustas. There can be no doubt that the 1078RR will be the utmost naked.

DESIGN
1078RR means simply the best; the Brutale at its peak. This includes looks that stand out. Apart from the new instrument panel, the new color schemes express grit and determination; they include pearl white/black, anthracite black and silver/red. The latter is obviously based on MV’s long tradition of racing. The “skin” of the Brutale 1078RR lets us see the components that have been changed in all their beauty: The new brakes, the new fork components and especially all the little details that finish off this work of art. They make all the difference not just to the rider but also to an observer. It is the same as looking at a masterpiece in an art gallery.

EQUIPMENT: 10% MORE POWER
Transition from the 910R to the 1078RR involved the introduction of some new components that have given the Brutale RR 15 more HP and 2 kilos more of torque. A breakdown of the changes includes:

= Decals and color schemes
= Instrument panel graphics
= Revised suspension calibration
= 1078 cc engine
= Slipper clutch
= Resized catalysers
= Brembo monoblock (one-piece) brakes.
= The main focus has been on finding the right balance between the new components.

POWER AND TRACTABILITY HAND IN HAND
The new Brutale has inherited the very best of MV Agusta technology. With its new 1078 cc engine based on the racing F4 RR 312, the new Brutale is a sure winner. The aim wasn’t so much about seeking maximum performance as of taming four cylinders to work together to offer a perfectly balanced ride. This is no easy feat when you’re dealing with 154 HP shoe-horned into a compact frame like the one on the Brutale. The bore and stroke have been increased to 79 and 55 mm from the original 76 and 50.1mm. The compression ratio has been kept high despite the significant increase in capacity from 909 to 1078.37cc. Maximum power output has increased by 15 HP thus setting a new record for the sports naked with 154 HP at 10,700 rpm. Torque has also been improved going up from 96 Nm (70.7 Ft/lb) at 8,000 rpm to 117 Nm (86.2 Ft/lb) at 8,100 rpm. The removable gearbox remains exclusive to this segment of the market and the speed and precision with which it changes allows the bike to reach its maximum speed of 166.04 mph in next to no time. Such performance is due to a large extent to the adoption of new 46 mm throttle bodies taken from the F4 1000 R (as opposed to the 48 mm units on the F4 R 312). These units also dictated the choice of a longer final drive ratio (two less teeth on the crown wheel) thus moving from 15/43 to 15/41. The EBS (Engine Brake System) was replaced with the slipper clutch used on the F4 sports version. It is a mechanical slipper clutch system with ramps and roller bearings. In seeking to offer a “softer” response to the throttle, MV engineers fitted a new larger exhaust catalyser that meant more room to maneuver with emissions in seeking to meet Euro 3 requirements and this allowed a richer mix. The end result is more flexible, smoother engine even under hard acceleration.

A TUBULAR FRAME AS PER MV TRADITON
Retaining the chrome-molybdenum trellis frame was a simple choice for MV. The trellis frame is more than merely aesthetically pleasing, it capably handles the reconfigured engine power output and last of all, is easy to work on when so required. In the first 750 version of the Brutale, the frame was designed to bear theoretical torsion and flexing parameters greater than those it would in fact have to handle. This was because we knew that eventually we would arrive where we are today. Therefore – no changes needed. The geometry is the same as are the other settings as proof of the fact that we knew right from the start where we would end. The rake is 101.5 mm (3.99 in), the wheelbase measures 1,410 mm (55.51 in) and the maximum overall length is 2,020 mm (79.52 in) for an overall weight of 185 kilos (407.8 lb).. The classic single rear swingarm sets the scene and is a symbol of technology and originality. It is simply a work of motorcycling art, but its compactness and maneuverability are both down to MV Agusta’s racing experience.

CHANGES TO THE FORKS
Due to the introduction of new brakes and the increased power output of the 1078 cc engine, the forks have been modified. The ends now have lugs to carry the calipers while internal calibration has been modified to handle the increased loads the suspension will have to deal with. Great care has been taken to ensure that none of the comfort that a bike like the Brutale 1078RR provides its rider is lost. One small change regards the travel that has been increased to 130 mm (5.11 in). The type of forks remains unchanged and the Brutale boasts a pair of upside down 50 mm Marzocchis to keep the front end glued to the road when the rider is using the machine with a certain degree of zest. The rear shock absorber remains unchanged and the suspension has been calibrated to handle the power output. The suspension system keeps the back end in line under the hard acceleration on exiting bends that the 154 CV engine encourages. Rebound, compression and spring pre-load can all be adjusted on the Sachs monoshock unit.

NEW BREMBO BRAKES
The Brutale 1078RR now features the most powerful and exclusive brakes available. The system features race-bred monoblock or one-piece radial calipers like those fitted to the F4. The aim of the new system is to increase stopping power and reduce braking distances but at the same time decrease the amount of pressure needed on the brake lever and thus tire the rider less. The Brutale 1078RR can brake later than the competition and is already set up for the track with its new monoblock radial calipers. With the Brembo system this Brutale is now Italian from head to toe. The highly original forged aluminum five-spoke star-shaped wheels are also Brembo and measure 3.50” x 17” at the front and 6.00” x 17” at the rear with 120/70 ZR 17 and 190/55 ZR 17 tires.

AVAILABLE COLOR OPTIONS:
Pearl White / Gloss Black
Racing Red / Silver
Black / Anthracite Gray

Specifications:


Model: MV Agusta Brutale 1078RR
Year: 2009
Category: Naked bike

Engine and transmission
Displacement: 1078.00 ccm (65.78 cubic inches)
Engine type: In-line four
Stroke: 4
Power: 154.00 HP (112.4 kW)) @ 10700 RPM
Torque: 117.00 Nm (11.9 kgf-m or 86.3 ft.lbs) @ 8100 RPM
Max RPM: 11650
Compression: 13.0:1
Bore x stroke: 79.0 x 55.0 mm (3.1 x 2.2 inches)
Fuel system: Injection. “Weber Marelli” 5SM ignition - injection integrated system; induction discharge electronic ignition; sequential timed “Multipoint” electronic injection
Valves per cylinder: 4
Fuel control: DOHC
Starter: Electric
Cooling system: Oil & air
Gearbox: 6-speed
Transmission type final drive: Chain
Clutch: Wet, multi - disc with mechanical anti-surging device

Physical measures
Dry weight: 185.0 kg (407.9 pounds)
Seat height: 805 mm (31.7 inches) If adjustable, lowest setting.
Overall length: 2,020 mm (79.5 inches)
Overall width: 760 mm (29.9 inches)
Ground clearance: 135 mm (5.3 inches)
Wheelbase: 1,411 mm (55.6 inches)

Chassis and dimensions
Frame type: CrMo Steel tubular trellis (TIG welded) and aluminium alloy
Trail: 102 mm (4.0 inches)
Front suspension: Upside-down telescopic hydraulic fork with rebound-compression damping and spring preload adjustment
Front suspension travel: 130 mm (5.1 inches)
Rear suspension: Progressive, single shock absorber with rebound compression damping and spring preload
Rear suspension travel: 120 mm (4.7 inches)
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 190/55-ZR17
Front brakes: Double disc
Front brakes diameter: 320 mm (12.6 inches)
Rear brakes: Single disc
Rear brakes diameter: 210 mm (8.3 inches)

Speed and acceleration
Top speed: 267.3 km/h (166.1 mph)
Power/weight ratio: 0.8324 HP/kg

Other specifications
Fuel capacity: 19.00 litres (5.02 gallons)
Color options: Black/gray, black/white, black/red

2010 SHERCO SE 5.1i-F

2010 SHERCO SE 5.1i-F
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Specifications:

Model: Sherco SE 5.1i-F
Year: 2009
Category: Enduro / offroad

Engine and transmission
Displacement: 510.00 ccm (31.12 cubic inches)
Engine type: Single cylinder
Stroke: 4
Bore x stroke: 95.0 x 72.0 mm (3.7 x 2.8 inches)
Fuel system: Injection. Electronic fuel injection/digital engine management: Magneti Marelli
Valves per cylinder: 4
Fuel control: DOHC
Cooling system: Liquid
Gearbox: 6-speed

Physical measures
Dry weight: 109.0 kg (240.3 pounds)
Seat height: 900 mm (35.4 inches) If adjustable, lowest setting.
Ground clearance: 325 mm (12.8 inches)
Wheelbase: 1,485 mm (58.5 inches)

Chassis and dimensions
Frame type: Simple Chrome-Molybdenum and aluminium double cradle design
Front suspension: Ceriani telescopic fork, Ø46 mm tubes rebound and compression adjustable
Front suspension travel: 295 mm (11.6 inches)
Rear suspension: Sachs progressive, multiadjustable rear shock utilizing a linkage and rod system
Rear suspension travel: 320 mm (12.6 inches)
Front brakes: Single disc
Front brakes diameter: 270 mm (10.6 inches)
Rear brakes: Single disc
Rear brakes diameter: 240 mm (9.4 inches)
Exhaust system: Stainless steel header pipe and muffler with catalytic converter meets Euro 3 stds.

Other specifications
Fuel capacity: 8.50 litres (2.25 gallons)
Color options: Blue/white

2010 SHERCO SE 5.1i-F

2010 SHERCO SE 5.1i-F
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Specifications:

Model: Sherco SE 5.1i-F
Year: 2009
Category: Enduro / offroad

Engine and transmission
Displacement: 510.00 ccm (31.12 cubic inches)
Engine type: Single cylinder
Stroke: 4
Bore x stroke: 95.0 x 72.0 mm (3.7 x 2.8 inches)
Fuel system: Injection. Electronic fuel injection/digital engine management: Magneti Marelli
Valves per cylinder: 4
Fuel control: DOHC
Cooling system: Liquid
Gearbox: 6-speed

Physical measures
Dry weight: 109.0 kg (240.3 pounds)
Seat height: 900 mm (35.4 inches) If adjustable, lowest setting.
Ground clearance: 325 mm (12.8 inches)
Wheelbase: 1,485 mm (58.5 inches)

Chassis and dimensions
Frame type: Simple Chrome-Molybdenum and aluminium double cradle design
Front suspension: Ceriani telescopic fork, Ø46 mm tubes rebound and compression adjustable
Front suspension travel: 295 mm (11.6 inches)
Rear suspension: Sachs progressive, multiadjustable rear shock utilizing a linkage and rod system
Rear suspension travel: 320 mm (12.6 inches)
Front brakes: Single disc
Front brakes diameter: 270 mm (10.6 inches)
Rear brakes: Single disc
Rear brakes diameter: 240 mm (9.4 inches)
Exhaust system: Stainless steel header pipe and muffler with catalytic converter meets Euro 3 stds.

Other specifications
Fuel capacity: 8.50 litres (2.25 gallons)
Color options: Blue/white

2010 SHERCO SE25i-F R





Specifications

Engine 4 stroke DOHC, 4 valve Sherco proprietary technology
Engine Size 250 cc
Bore x Stroke 78 x 52,2 mm
Fuel System Electronic intake pipe injection/digital engine management: Magnetti Marelli
Cooling system Closed water circuit with constant water circulation
Starting Electric started system
Battery 12 V / 7Ah
Exhaust Stainless steel header pipe and muffler with catalytic converter meets Euro 3 stds.
Transmission 6 speed sequential gearbox. Gears in primary drive secondary drive with chain
Clutch Hydraulic, multidisc in oil bath
Alternator Ducati Energia alternator 150 W.
Chassis Simple Chrome-Molybdenum and aluminium double cradle design
Fuel Tank 7.5 Liter nylon fuel tank
Brakes Hydraulically activated AJP Ø270 mm front and Ø240 mm rear
Front Suspension Ceriani telescopic fork, Ø46 mm tubes rebound and compression adjustable,
295 mm of travel
Rear Suspension Sachs progressive, multiadjustable rear shock utilizing a linkage and rod system,
320 mm of travel
Front Wheel Excel 1.60 x 21" aluminum rim, steel spokes and Michelin Enduro Competition tube type
Rear Wheel Excel 2.15 x 18" aluminum rim, steel spokes and Michelin Enduro Competition tube type
Weight 102 kg (225 lbs.)
Wheelbase 1.485 mm (58.5 in)
Ground Clearance 385 mm (13.8 in)
Seat Height 900 mm (35.4 in)

2010 SHERCO SE 3.0i-F

2010 SHERCO SE 3.0i-F
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The SHERCO Enduro family is growing with the addition of the SE 3.0i-F
SHERCO announces the addition of the SE3.0i-F to the Enduro model range. With the inclusion of this new model the SHERCO model line-up will expand to four engine sizes ranging from 250 to 510, all of them are equipped with electronic fuel injection and meet the most stringent emission and environmental standards.

The new SE3.0i-F utilizes the same basic engine as the current 250cc model but it has received a larger diameter cylinder, which increases the engine capacity to 290 cc which will place it in the very competitive 300 cc racing class which has hitherto been reserved for 2-stroke engines. This will revolutionize the class with the inclusion of the competition proven electronic fuel injected 4-stroke engine.

In this way SHERCO is firmly betting that the new motor which is based on the successful 250cc model which is the lightest and most compact bike in its class will also be successful in the new larger displacement class. The complete range including the powerful and trustworthy 450 and 510, all meet the stringent Euro 3 emission standards.

The release of this new engine is being done in parallel with a complete revision to all of the enduro model engines and chassis. In this way the 2010 SHERCO model range will benefit from significant improvements developed at the factory in Nimes and from field experience derived from both the French enduro championship and also in the world enduro championship.

Specifications

Engine: 4 stroke DOHC, 4 valve Sherco proprietary technology
Engine Size: 290.05 cc
Bore x Stroke: 84 x 52,25 mm
Fuel System: Electronic intake pipe injection/digital engine management: Magnetti Marelli
Cooling system: Closed water circuit with constant water circulation
Starting: Electric started system
Battery: 12 V / 7Ah
Exhaust: Stainless steel header pipe and muffler with catalytic converter meets Euro 3 standards.
Transmission: 6 speed sequential gearbox. Gears in primary drive secondary drive with chain
Clutch: Hydraulic, multidisc in oil bath
Alternator: Ducati Energia alternator 150 W.
Chassis: Simple Chrome-Molybdenum and aluminium double cradle design
Fuel Tank: 7.5 Liter nylon fuel tank
Brakes: Hydraulically activated AJP Ø270 mm front and Ø240 mm rear
Front Suspension: Ceriani telescopic fork, Ø46 mm tubes rebound and compression adjustable,
295 mm of travel
Rear Suspension: Sachs progressive, multiadjustable rear shock utilizing a linkage and rod system,
320 mm of travel
Front Wheel: Excel 1.60 x 21" aluminum rim, steel spokes and Michelin Enduro Competition tube type
Rear Wheel: Excel 2.15 x 18" aluminum rim, steel spokes and Michelin Enduro Competition tube type
Weight: 102 kg (225 lbs.)
Wheelbase: 1.485 mm (58.5 in)
Ground Clearance: 385 mm (13.8 in)
Seat Height: 900 mm (35.4 in)