Streetfighter V4 SP2
THE ULTIMATE FORMULA
The top-of-the-range model in the Streetfighter family is the new Streetfighter V4 SP2 in a numbered version. A bike ready to take to the track, thanks to exclusive technical equipment that combines the "Fight Formula" with "SP" specifications, making it even more effective in sporty riding especially on the circuit.
Streetfighter V4 SP2
Desmosedici Stradale 90° V4, rearward-rotating crankshaft, 4 Desmodromically actuated valves per cylinder, liquid cooled
BORE X STROKE
81 x 53.5 mm
153kW (208 hp) @ 13.000 rpm
123 Nm (90.4 lb-ft) @ 9,500 rpm
Electronic fuel injection system. Twin injectors per cylinder. Full ride-by-wire elliptical throttle bodies.
4-2-1-2 system, with 2 catalytic converters and 2 lambda probes.
6 speed with Ducati Quick Shift (DQS) up/down EVO 2
Straight cut gears; Ratio 1.80:1
1=38/14 2=36/17 3=33/19 4=32/21 5=30/22 6=30/24
Chain 525; Front sprocket 15; Rear sprocket 42
Hydraulically controlled slipper dry clutch. Self bleeding master cylinder.
Aluminum alloy "Front Frame"
Öhlins NIX30 43 mm fully adjustable fork with TiN treatment. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode.
5-split spoke carbon fibre 3.50" x 17"
Pirelli Diablo Rosso IV Corsa 120/70 ZR17
Fully adjustable Ohlins TTX36 unit. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode. Aluminium single-sided swingarm.
5-split spoke carbon fibre 6.00" x 17"
Pirelli Diablo Rosso IV Corsa 200/60 ZR17
WHEEL TRAVER (FRONT/REAR)
120 mm (4.7 in) - 130 mm (5.1 in)
2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema® R 4-piston calipers with Bosch Cornering ABS EVO. Self bleeding master cylinder.
245 mm disc, 2-piston caliper with Bosch Cornering ABS EVO
Last generation digital unit with 5" TFT colour display
DIMENSIONS AND WEIGHTS
177 kg (390 lb)
196.5 kg (433 lb)
845 mm (33.3 in)
1.488 mm (58.6 in)
100 mm (4 in)
FUEL TANK CAPACITY
17 l - 4.49 gallon (US)
NUMBER OF SEATS
Riding Modes, Power Modes, Bosch Cornering ABS EVO, Ducati Traction Control (DTC) EVO 2, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO 2, Auto tyre calibration.
Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO 2, Full LED lighting with Daytime Running Light (DRL)**, Ducati Electronic Suspension (DES) EVO with Ohlins suspension and steering damper, Quick adjustment buttons, Auto-off indicators, Carbon fiber wheels, Carbon fiber front mudguard, Wings in carbon fiber, Adjustable rider footpegs in aluminium with heel guard in carbon fiber, Lithium-ion battery
24 months unlimited mileage
MAINTENANCE SERVICE INTERVALS
12,000 km (7,500 mi) / 12 months
VALVE CLEARANCE CHECK
24,000 km (15,000 mi)
*This product is intended for vehicles used only in closed-course circuit. Operation on public roads is prohibited by law.
**Bike specifications and equipment may vary from market to market. Please refer to your local dealer for further information
STREET TRIPLE 765 MOTO2™ EDITION
STREET TRIPLE 765 MOTO2™ EDITION
ENGINE & TRANSMISSION
Liquid-cooled, 12 valve, DOHC, inline 3-cylinder
MAX POWER EC
130 PS / 128.2 bhp (95.6 kW) @ 12,000 rpm
MAX TORQUE EC
59 ft lb @ 9,500 rpm
Multipoint sequential electronic fuel injection with electronic throttle control
Stainless steel 3 into 1 header system with low single sided stainless steel silencer
Wet, multi-plate, slip
Aluminum beam twin spar frame with 2 piece high pressure die cast rear subframe
Twin-sided, cast aluminum alloy
Cast aluminum alloy 5 spoke, 17 x 3.5 in
Cast aluminum alloy 5 spoke, 17 x 5.5 in
120/70 ZR 17
180/55 ZR 17
Öhlins NIX30, adjustable compression and rebound damping, and preload adjustment. 115mm wheel travel.
Öhlins STX40 piggyback reservoir monoshock, adjustable compression and rebound damping, and preload adjustment. 131.2mm wheel travel.
Twin 310 mm floating discs, Brembo Stylema 4-piston radial monobloc calipers, OC-ABS, Brembo MCS radial master cylinder
Single 220 mm disc, Brembo single piston caliper, OC-ABS
INSTRUMENT DISPLAY AND FUNCTIONS
Full colour 5" TFT instruments
DIMENSIONS & WEIGHTS
30.12 in (765 mm)
HEIGHT WITHOUT MIRROR
41.38 in (1051 mm)
839 mm Standard. 801mm with accessory low seat and suspension adaption.
55 in (1397 mm)
3.75 in (95.3 mm)
3.96 US gal (15 litres)
414 lb (188 kg)
EPA Procedure CO2 emissions and fuel consumption data are measured according to regulation 40 CFR Part 86 Subpart F. Figures for fuel consumption are derived from specific test conditions and are for comparative purposes only. They may not reflect real driving results.
6,000 miles (10,000km)/12 months (whichever comes first)
G 310 R
The world is there to be discovered. There’s always something new. The R 1250 GS is the queen of the touring enduro It’s just made for impassable routes, adverse conditions and the most remote destinations. That is why we have further optimized the high standard of touring suitability and comfort. From driver assistance systems, lighting technology and advanced riding modes to a USB socket, the R 1250 GS Adventure offers you everything you need to explore unknown places. And thanks to the powerful boxer engine with BMW ShiftCam, you can reach any destination with ease. Because we know: Your ideas for travelling the world are endless. Just typical #SpiritOfGS.
R 1250 GS Adventure
Air/liquid-cooled four stroke flat twin engine, double overhead camshaft, one balance shaft and variable engine timing system BMW ShiftCam.
BORE X STROKE
102.5 mm x 76 mm
136 HP at 7,750 rpm
105 lb-ft at 6,250 rpm
12.5 : 1
Electronic intake pipe injection
Closed-loop 3-way catalytic converter
PERFORMANCE / FUEL CONSUMPTION
over 120 mph
Unleaded super, octane number 95 (RON), adaptive fuel quality regulation (91 to 98 RON)
Three-phase alternator with 510 Watt nominal power
12 V / 11.8 Ah
Wet clutch with an anti-hopping function, hydraulic activation
Constant mesh 6-speed gearbox with helical gear teeth
CHASSIS / BRAKES
Two-section frame, front- and bolted on rear frame, load-bearing engine
FRONT WHEEL LOCATION / SUSPENSION
BMW Motorrad Telelever; stanchion diameter 1.5" (37 mm), central spring strut
REAR WHEEL LOCATION / SUSPENSION
Cast aluminium single-sided swing arm with BMW Motorrad Paralever; WAD strut (travel-related damping), spring pre-load hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable at handwheel.
SUSPENSION TRAVEL, FRONT / REAR
8.3" / 8.7" (210 mm / 220 mm)
59.2" (1,504 mm)
3.8" (95.4 mm)
STEERING HEAD ANGLE
Cross spoke wheels
3.00 x 19"
4.50 x 17"
120/70 R 19
170/60 R 17
Dual disc brake, floating brake discs, diameter 12.0" (305 mm), 4-piston radial calipers.
Single disc brake, diameter 10.9" (276 mm), double-piston floating caliper
BMW Motorrad Integral ABS Pro (part-integral, slant-layer-optimized)
DIMENSIONS / WEIGHTS
35.0" / 35.8" (890 mm / 910 mm)
INNER LEG CURVE
76.8" / 78.3" (1,950 mm / 1,990 mm)
USABLE TANK VOLUME
Approx. 1 gallon
LENGTH (OVER MUD GUARD)
89.4" (2,270 mm)
HEIGHT (OVER WINDSHIELD)
57.5" (1,460 mm)
WIDE (OVER HAND GUARD)
38.6" (980 mm)
UNLADEN WEIGHT, ROAD READY, FULLY FUELED
PERMITTED TOTAL WEIGHT
PAYLOAD (WITH STANDARD EQUIPMENT)
*According to guideline VO (EU) 168/2013 with all fluids, with standard equipment and fuelled with at least 90% of usable tank volume.
In a word, what made
unique was traction!
The traction at the weekly Friday night Ascot half-mile was the result of the mixture of local dirt, sand, clay, and decomposed granite with some calcium chloride. While there is a cemetery directly across from the Ascot, there is nothing to verify dirt was taken to the track from the cemetery, contrary to the myth.
The track was expertly prepared every week with generous watering, grading, and dragging making the surface very consistent week to week. Looking out at the track from the starting line, the track was perfectly graded and prepared from the pole to the fence. It was like a dark brown carpet ready to be roosted on.
It had traction like no other track, and the surface was consistently good over 32-night races per year. Racing there week after week, you pretty much knew what to expect throughout the night. Depending on local weather and the phase of the moon and tide, the track could dry out somewhat or sometimes stay tacky as the night wore on.
There have been times when it grooved up to a hard pack but that was the exception during the night races. The track during Ascot races was a hard-pack groove track with little or no cushion.
Ascot at night provided unbelievable grip that allowed for various racing lines and given the smallish size for a half-mile (Ascot measured half-mile on the outside fence) made for some very close, hairball racing.
Fast local riders known as “Ascot Regulars” (mostly Californians), who rode weekly during the seven-month season, had the ultimate set-up and understood how the track changed throughout the night. They were tough to beat since they could anticipate and adapt to the changing track conditions. Similar to any other location where the locals tend to dominate because they know their particular track well.
Over time, riders from other states began to win the weekly races and AMA Nationals. Those out-of-state riders figured out the setup, adjusted to the track, and learned the fast way around. Sammy Tanner and Al Gunter were both Texans transplants, who moved to Southern California to race at Ascot. Many additional riders relocated to Gardena, California so they could be close to the weekly Ascot action. Eventually, the fast guys who were fast everywhere else eventually figured out how to win at Ascot. In the final years of the raceway, riders from all over the USA were able to win the weekly races and AMA Nationals.
WINNING ASCOT BECAME ONE OF THE MOST CHALLENGING AND SOUGHT-AFTER VICTORIES OF ITS DAY AND PRODUCED MORE RACING CHAMPIONS AND LEGENDS THAN ANY OTHER TRACK DURING ITS TIME.
IN 1976 JAY SPRINGSTEEN WAS THE FIRST MICHIGAN-RIDER TO BREAK THE CALIFORNIA RIDER STRANGLEHOLD ON THE HALF-MILE NATIONAL.
Experts say the tackiness of the racing surface, which made for great multi-line racing and spectacular lean angles, was the very thing that made the track so lethal. Instead of a typical low-side flat track crash, riders often got sideways, then caught traction, and were flung over the high side into the unforgiving dirt-backed wall that lined the outside of the oval. Or get planted on the racing line after a simple slide out and get hit by riders who already committed to a line and could not change direction. Carroll Resweber, a four-time AMA Grand National Champion (who wasn't able to secure a national win at Ascot) said, "Ascot is the toughest track in the country to come in and race against the local riders." It wasn't until 1959, that Sammy Tanner a Texan-born but full-time California resident, was the first and only non-Californian to win a national half-mile at Ascot on a Triumph until 1976.
IN 1959, SAMMY TANNER A TEXAN-BORN BUT FULL-TIME CALIFORNIA RESIDENT, WAS THE 1ST NON-CALIFORNIAN TO WIN A NATIONAL HALF-MILE AT ASCOT
The incredible traction, helped by sea air rolling into the area, kept the track surface just moist enough, so it became super tacky. It gave the West Coast riders the advantage, who knew the setup and fast line. Rumors say top riders watched the tide tables, and if there was a full moon, they would anticipate how that would affect the traction.
In the 1960s, one racer got the advantage by hardening the venerable Pirelli 4:00X19 MT53 at Ascot. He and a few other riders realized the older tires they had previously used worked better because they were very hard. In fact, the tires were so hard they had to use a grinder to "cut" them.
The first Sonic Weld frame was made of 4130 chrome-moly, it was light and became very popular, especially among the 1968 Ascot Pro novices running 250cc machines. Most of the Sonic Weld frames produced were nickel-plated and looked really good. Later, they built a complete 4130 swing arm frame. The first one was for a Triumph 500 and went to Gary Nixon. During this period, Hensley moved his production to another location and took Kastan with him to form Trackmaster Racing frames.
Timing was good for Trackmaster because at the same time, Junior and Expert engine displacement went from to 500cc OHV to 750cc. The rule change caused a flurry of activity for racers nationwide to get ready for the new season. They had to build an all-new flat tracker based on the new rules. Trackmaster was perfectly positioned to provide the ultimate flat-track chassis and did so with the first purpose-built, dirt track racing frame. Initially, Trackmaster frames were available "frame only" or with all the necessary hardware for assembly. Later one could get a tank, seat, fender brace, forks, and pegs/brake pedal, all designed to fit perfectly on a Trackmaster frame.
Triumph offered many performance engine parts and factory racing recommendations/specifications, including a drop-on 750cc top end kit, for the 650 unit engine. Other specialty performance companies (WEBCO, Megacycle, Barnett, ARD, etc.) had many proven performance parts and accessories for the Triumph 650. Combined with the Trackmaster frame "kit" and wide selection of performance parts for the Triumph unit 650, one could pretty much assemble a very competitive race bike. Triumph Corporation sent a bulletin to their dealers recommending contacting Trackmaster frames directly, creating strong demand.
At the same time, AMA flat track was going through monumental changes. Other tire brands followed suit with the introduction of the larger, flat track-specific tire (Goodyear DT). The new tires offered improved traction due to size, compound, and tread design. Then AMA approved the addition of rear brakes as an option first (1969) and later became mandatory on all bikes in all classes in 1977. AMA Class C racing was based on racing production models. The rule was that 200 models of the homologated bikes were to be in the factory's warehouse for AMA inspection and verification. Later, AMA changed the rule from 200 to 25 models for verification.
All these new rules played out at Ascot. With all the changes happening, the sport changed almost from week to week. 1969 was the transition year when most of the top riders went to the 750s, but a few 500s were still competitive at Ascot. By 1971, top riders were on Triumph, BSA twins, and many of the other riders were on Trackmaster. Most were Triumph 650s with homologated 750 drop-on top-end kits. Later BSA homologated a 750 kit.
In the early 1970s, Linn Kastan started Redline Racing frames, and then Doug Schwerma started Champion. Yamaha USA actually sold Champion frame kits and offered engines through their parts department, sold to dealers. Many more custom and flat track frame companies were started during this time. Some people believe AMA racing was “influenced” by Harley, but during that period, most changes benefitted the British brands, primarily Triumph/BSA.
Harley had to quickly develop a competitive 750cc OHV 750 (the first XR750 was introduced in 1970). Prior to 1968, Harley had the flathead KR750 race-specific model that generally dominated AMA flat track for over 20 years. The new XR750 in its first years was successful with factory riders winning AMA flat track Nationals. Considering it was a first-year racing model, it performed well winning 10 AMA Nationals.
In 1972, Harley updated the XR750 and introduced the alloy XR750. By 1973, with some notable exceptions, the XR750 dominated Ascot weekly half-mile races. However, the new rule allowed other brands to be very competitive at weekly Ascot half-mile such as Norton, and later Yamaha. Then Honda burst onto the scene with its RS750 V Twins in the 1980s. It later dominated with riders Ricky Graham and Bubba Shobert.