Archive for the ‘2007’ Category
The CBR1000RR design utilized an innovative long-swingarm, weight-forward configuration that allowed the machine to get more power to the ground sooner when exiting corners—thereby creating a remarkably well-balanced and rider-friendly package that simultaneously wielded the kind of awe-inspiring power that only a modern-day liter-bike could generate. The 1000RR’s credentials seemed never-ending: gravity die-cast aluminum frame, extraordinarily compact high-output engine with Dual Sequential Fuel Injection (DSFI), Unit Pro-LinkTM rear suspension, radial-mount front brakes, and the unique Honda Electronic Steering Damper (HESD).
The new CBR1000RR appeared, its 2004 rollout provided scarcely a pause for Honda’s engineers because life in the 1000cc sportbike class revolves around a single, relentless quest: more performance. This unquenchable drive for additional development and more performance continued virtually unabated. So now, only two years later, 2006 brings the next evolutionary step in the life of the 1000RR. To that end, the 2006 CBR1000RR offers advancements in every parameter, with more power, better handling and less weight.
In the ultra-competitive liter-class sportbike wars there’s no time to rest, no free lunch, no easy path to improvement. Which is to say the CBR1000RR’s improvement in power output was achieved not with any single change, but rather with a collection of carefully developed modifications that add up to a significant boost in performance. To start, the cylinder-head’s intake and exhaust ports were refined in shape and size to yield a straighter path for higher flow—and a resulting significant improvement in power feel.
The reduced volume in the combustion chamber provides a distinct increase in the compression ratio, from 11.9:1 to 12.2:1, although this alteration was achieved in a slightly unusual fashion. Rather than change only the shape of the combustion chamber proper, Honda’s engineers also reshaped the surfaces of the intake valves that face each combustion chamber; shallower dished-out areas essentially add material to the chamber to reduce volume and help raise the compression ratio. To nullify any weight gain to the intake valves, each valve had a corresponding amount of material removed on the opposite side of the valve head, in the area near where the valves rest in their seats. Other performance-up measures include new valve timing and more lift (from 8.9mm to 9.1mm) on the intake side to help boost power, and a new double-spring design for the intake valves replaces the single-spring setup previously used—all the better for enhanced power output and reliable operation at higher engine speeds.
Specifically, torque now peaks at 10,000 rpm, 1500 revs higher than before, and engine redline increases from 11,650 rpm to 12,200 rpm with the 2006 model. In conjunction with a larger rear sprocket (from 41 to 42 teeth) these changes enhance acceleration while top speed can remain unchanged. Usually, gains made in a larger rear sprocket’s sharper acceleration must be paid back in reduced top speeds, but this new engine’s taller redline and stronger high-end power output maintain the CBR’s high top-speed ceiling for performance.
To build in even greater durability during extended high-speed operation, a new crankshaft made of a stronger steel alloy provides enhanced stiffness and strength to meet the demands of high performance without adding extra weight. In addition, the camshafts have been lightened via thinner shaft wall thicknesses to trim weight from the drivetrain. The net result of all these changes is an approximate 3% increase in peak power output, with fully 75% of the improvement credited to the changes in the cylinder head and porting. These refinements also help achieve an improved power-to-weight ratio, resulting in sharper acceleration and noticeably stronger rush through the entire powerband.
A new, more simplified internal design for the electronic control unit (ECU) results in a modest reduction in its weight, making yet another small but significant contribution to the overall weight loss. A new magnesium ACG cover further contributes to reduced engine and overall machine weight; previously, only the head cover and oil pan had been constructed of magnesium. Other detail improvements abound. A revised internal crankcase venting system reduces power loss due to crankcase pressurization. A lighter cam chain tensioner slices weight from the engine, as does a new cooling system impeller, which also improves flow for enhanced engine cooling and reduced heat-induced power loss. A larger-diameter thrust washer in the clutch provides more surface area and a wider needle bearing in the clutch basket adds strength and durability. The result is greater durability and smoother clutch engagement action as well.
The shift drum shaft has been changed to reduce weight, and the transmission engagement dogs are undercut more for more positive shifting and less driveline lash. On the intake side, the internal shape of the ram-air intake ducts have been altered to improve airflow and the grill covering the intake system now features a larger grid pattern for enhanced flow. The upper “showerhead” fuel injectors in the DSFI system now feature a revised spray pattern for greater efficiency as well. The CBR1000RR burst onto the streets and Superbike racing scene in 2004 with an all-new gravity die-cast aluminum frame and advanced Unit Pro-Link rear suspension layout taken directly from Honda’s famed RC211V MotoGP racer. Cradling the potent engine is a stressed-member diamond configuration that contributes to the big CBR’s exceptional handling stability. This frame is light weight and has a relatively simple, organic form.
The 1000RR chassis and frame receive a host of refinements that add up to a significant improvement in overall handling ease and smoother response to rider input. First, the inverted, fully adjustable cartridge-type front fork now features fork springs made of a different material with an increased rate, and more spring preload is used. The steering head’s caster angle is reduced slightly—a quarter of a degree from 23 degrees, 45 minutes to 23 degrees, 25 minutes. Together with a reduction in trail from 102mm to 100mm (3.9 inches), these alterations help sharpen steering response and overall handling. In another change to the chassis, the swingarm is reduced fractionally in length by 4mm. Overall these chassis changes have decreased the CBR1000RR’s wheelbase from 55.6 inches to 55.3 inches for quicker steering.
The CBR1000RR’s superb radial-mount front disc brakes increase in diameter from 310mm to 320mm in 2006, and this change yields a readily apparent increase in braking power and a greatly enhanced feel. In order to minimize unsprung weight, the thickness of the rotors is reduced from 5mm to 4.5mm, resulting in a total weight reduction of 300g. Also lightening the chassis unsprung weight is a new smaller and lighter rear-brake caliper. And the rear wheel and sprocket are now fitted with a new set of dampers that better absorb the shocks of quick clutch operation and sudden jolts of power to driveline during hard acceleration and deceleration.
Liquid-cooled 998cc inline four-cylinder engine.
Aluminum frame patterned after the RC211V MotoGP machine.
Honda Electronic Steering Damper (HESD) for optimum steering effort and stability.
Cassette-type close-ratio six-speed transmission.
Centrally located fuel tank increases mass centralization and allows more compact frame design.
Radial-mounted front brakes.
Center-up exhaust system.
Unit Pro-Link rear suspension and swingarm design inspired by RC211V.
Line Beam Headlight features three-piece reflector design.
Dual Stage Fuel Injection System (DSFI) features two injectors per cylinder.
Aggressive styling based on the championship-winning RC211V MotoGP machine.
Liquid-cooled DOHC 16-valve 998cc four-stroke inline four-cylinder engine features bore and stroke dimensions of 75mm x 56.5mm.
Sixteen-valve cylinder head features 29mm intake and 24mm exhaust valves with an 12.2:1 compression ratio for efficient combustion and high horsepower.
Lightweight nutless connecting rods.
Direct shim-under-bucket valve actuation system ensures high-rpm durability and allows 16,000-mile valve maintenance intervals.
Iridium-tip spark plugs improve fuel combustion and performance.
Dual Stage Fuel Injection (DSFI) system features two injectors per cylinder—one upper and one lower—controlled by an ECU that senses rpm and throttle opening. Lower injector enhances rideability while upper injector improves top-end horsepower. At lower rpm only the lower injector is working. At higher rpm, both injectors are activated. The system uses 44mm throttle bodies.
Denso injectors with lightweight valving for faster reaction time and 12 holes per injector improve atomization of fuel mixture for optimum combustion efficiency and power.
Auto-enriching system is integrated into PGM-FI module, eliminating the need for a manual choke.
Forged aluminum pistons with moly surface treatment for reduced friction.
Aluminum composite cylinder sleeves are high-pressure-formed from sintered aluminum powder impregnated with ceramic and graphite. The lightweight composite sleeves provide better wear resistance and superior heat dissipation compared to conventional sleeves.
Electronic ECU provides two digital 3-D fuel injection maps for each cylinder and two digital 3-D ignition maps for cylinder pairs, creating ideal fuel mixture and spark advance settings for superb rideability.
Newly designed ram-air system allows higher volume of cool air to the 8.35-liter airbox for linear power delivery and incredible engine performance.
Stainless steel four-into-two-into-one center-up exhaust with twin outlets and titanium core increases lean angle and reduces wind drag.
Liquid-cooled aluminum oil cooler is lightweight and efficient.
Maintenance-free automatic cam-chain tensioner.
Starter gears located on the right side to produce narrow engine and increased lean angle.
Eight-plate clutch is compact and tough, featuring durable friction plate material. Cassette-type, close-ratio six-speed transmission is easily accessible for rapid gear ratio changes and maintenance at the race track.
The Honda CBR125 was Britain’s top-selling motorcycle in 2005 – and it’s easy to see why. It’s styled like its CBR600RR and CBR1000RR stablemates, from its crisp-edged full fairing and dual “cat’s eyes” headlights to the stepped seat and split tail light. It’s aimed at the “sixteener” market, most of whom are astonishingly knowledgable about top sports bikes and MotoGP racing machines – which is why it’s also available, like the bike in our pictures, in the Repsol colours of double World champion Dani Pedrosa who is, let me remind you, little more than a schoolboy himself.
As far as image is concerned, Honda has pushed all the right buttons on this oneI would have given my eyeteeth for a fully-faired sports bike when I was sixteen.. I would have given my eye teeth for a fully faired sports bike when I was 16. But what of the bike behind the hype; what’s under the razor-sharp Baby ‘Blade clothes? Well, a fairly low-tech, 124.7cc single with a carburettor rather than fuel-injection, one camshaft and only two valves, that’s what.
The trouble is, most of it is concentrated at the top of the rev range. The bike pulls away nicely with about 3500rpm on the clock but once you make the huge jump to second you need a lot of revs just to stay ahead of the traffic. The CBR also doesn’t like pulling up steep hills or into a sgtrong winds – both of which are in plentiful supply in here Cape Town. A couple of times I found myself going up Eastern Boulevard into the South-Easter with the engine buzzing at 8000 in third at around 70km/h; the bike simply wouldn’t pull fourth under those conditionsIt keeps the plot under control even when going faster downhill than the bike’s top speed on the flat.
For what it’s worth, I coaxed the little ‘Blade up to 109km/h at 10 500rpm in cool, still air on the flat; I could probably have got a little more by revving it out in fifth before popping it into top gear but mechanical sympathy intervened. The little single begins to vibrate at the peak torque; the shakes continue through to peak revs, encouraging the rider to change up soon after 10. Probably deliberate, that. The clutch feels like it came off a motocross bike, light but firm, with plenty of feedback and a solid hook-up at the end of its travel. It’s easy to learn and lends itself to fuss-free take offs even in relatively inexperienced hands.
The six-speed gearebox is notchy at low revs but agreeably slick when all the shafts are spinning properly; lever travel is positive and commendably short – I’d have some scathing things to say if it weren’t, on a single making less than 10kW. I soon dispensed with the clutch when changing up except when going from first to second (the big gap made it very jerky) and got better results than with it. I was also pleasantly surprised by the absence of driveline lash.
The non-adjustable front suspension (31mm conventional forks) is firm without being harsh, controlling the front wheel even on bad roads and delivering light, accurate steering at any speed the bike is capable of. The rear wheel is monitored by a straight monoshock set-up without any linkages that seemed, as so often on small Oriental machines, a little underdamped for South African conditions (big rider, bad roads). Nevertheless, it keeps the plot under control even when going faster downhill than the bike’s top speed on the flat.
The brakes are also a little basic, with floating callipers at both ends; the front brake, however, works very well although it demands a firm squeeze to get the most out of it.The back brake is very good indeed; strong but not grabby, with plenty of feedback, well suited to an inexperienced 16-year-old hoof. The seating position is not as radical as it looks; the rider sits fairly upright although his/her hands are a little close to the hip point, thanks to the bike’s dinky 1294mm wheelebase.
Despite the under-par rear suspension you can throw the CBR around on tight corners; at 115kg dry it lends itself to seriously late braking and it has enough ground clearance for impressive mid-corner speeds. It certainly earns its family credentials in terms of rideability. Am I describing a hooligan tool? Ultimately, no. The CBR125 lacks the power to get really naughty unless you rev the nuts off it and even then any of the 125cc two-stroke race replicas will make it look like a moped.
What it has going for it is its looks, Honda build quality and durability, grown-up features such as electric start and a complete instrument panel with analogue dials for speed, revs, fuel level and coolant temperature – and at R22 500, price. But only a schoolboy would enjoy commuting on a bike this intense, that’s this much hard work to ride. The CBR is pointed with typical Honda accuracy right at its target market, which is why it’s the UK’s biggest seller.
The 2007 RXV incorporates a series of improvements destined to confirm its place as an unrivalled competition machine. 2006 was a great year for Aprilia in off-road racing, with the rider’s and manufacturer’s titles in the S2 class of the Supermotard World Championship as well as excellent results in the Enduro World Championship. From computer timings to dirt tracks, from the drawing board to the motard circuit.
Aprilia’s off-road teams and their development staff have not only won races in the field, but have invented, developed and tested new solutions to further improve on a machine that was already acknowledged as the perfect ‘rider’s enduro’.The RXV is back again as living proof of Aprilia’s dedication to transferring competition technology directly to production motorcycles. The RXV (and the SXV) are to all intents and purposes road-going competition bikes. Totally uncompromising, these machines are designed with just one thing in mind.
As with all Aprilia motorcycles, the RXV has been designed with an almost obsessive attention to detail. Its unique design distinguishes it from all other enduros, and also makes it fantastically functional when performance is pushed to the limit, just a winning off-road racer should be.
The design team has worked hard to create a distinctive Aprilia look and feel, and has launched a whole new look in enduro and supermotard motorcycles. Your gaze is inevitably attracted to the superb technology of the RXV in the form of its V twin engine, mixed trellis and aluminium frame, and mighty swingarm. The design of the tail and rear side panels abandons traditional enduro styling and is totally innovative, just like the centrally mounted exhaust system with twin tail pipes under the rear mudguard.
In fact, innovative design solutions catch your eye whichever way you look at the RXV. And Aprilia Racing colours confirm that this is a bike that is born to compete. As always with Aprilia, goods looks are just the outward shell of ingenious design solutions. The fixed air guides for example, allow the fuel tank to pivot upwards, giving easy access to the filter box. Everything about the RXV is designed for victory in off-road racing.
The quest for perfection has driven the design team to pay close attention to even the smallest details, following input from the champions who have ridden the bike in top level racing. The seat is now lower and more rounded at the edges to enable riders of all statures to get a better grip on the ground, and the brake pedal has been reinforced to resist damage in the event of a fall or a collision with stones or branches. These are just some examples of how race development can cover all possible aspects of a motorcycle.
The amazing V2 engine is the natural centrepiece of the RXV and its sister bike, the SXV. Aprilia was the first manufacturer in the world to believe in the potential of V twin engines in a market segment where nobody has ever had the courage to try. Impressive results in top level racing in 2005 and 2006 have shown that Aprilia was right. This exceptional engine (made entirely by Aprilia) has now been transferred to Aprilia production motorcycles. Totally reliable on the racetrack, the V2 engine has not been deprived of any of its technology or performance by homologation for road use.
Engine development also proceeded hand in hand with chassis development from the word go, to ensure that these bikes handle and perform as totally integrated machines. The 77° V angle between the cylinders is the result of innumerable tests aimed at maximising performance and minimising vibrations. The new engine vibrates far less than any single without even requiring a balancer shaft. The cylinders are integrated in the crankcase and are lined by replaceable wet sleeves. The intelligent design of the V2 has also permitted engine accessories to be arranged in an extremely rational way, keeping the powerplant as compact as possible.
Aprilia’s V twin is one of the most compact in the world, smaller than many singles of similar displacement. Design solutions were specially selected for maximum power and a wide power band. The sophisticated electronic engine management, developed by Aprilia Racing, introduces a number of innovations for this type of motorcycle. The fuel injection system features 38 mm throttle bodies (40 mm on the 550) and is controlled by a programmable ECU. For 2007, the ECU has been given a new, race-developed mapping that improves throttle control and makes power delivery more progressive. The control cams for the throttle butterflies have been given a new profile for the same reason. As a result, the 2007 bike is easier to handle under all conditions, especially on difficult terrain and mud.
Reduced displacement per cylinder has permitted use of an extremely compact and lightweight single-piece crankshaft. The gyroscopic effect of the crank is therefore dramatically reduced. The engine responds instantly to throttle input, making the whole bike faster and more agile. Valve gear based on a single overhead cam and four titanium valves per cylinder gives the best possible compromise between compactness, light weight and performance.
Aprilia technology, of course, means more than just performance. Reliability and durability are just as important. The V2 engine sets new standards in this direction, and also guarantees beautifully easy access to all parts requiring regular service like plugs, oil filter and air filter. The SXV and RXV also boast far longer than average service intervals.
The same sort of effort has gone into weight reduction. The engine sets a new record for a V twin, even with its starter motor fitted! This has been achieved by an abundant use of super-lightweight prestige materials. The central crankcase sections, for example, are made from aluminium silicon alloy. All covers are in magnesium; the valves are in titanium; and the entire gear train has been made lighter than ever before.
The engine is specially tuned to suit the use of motorcycle. The gear ratios are also precisely calculated for supermotard use in the case of the SXV or enduro use on the RXV. Even the injection and ignition mapping have been modified to give the two engines the right character and performance for the bike; higher revving on the supermotard, smoother and torquier at low to medium revs on the enduro.
An uncompromising machine like the RXV demands a unique and effective chassis. The perimeter frame was developed in conjunction with the engine and features a tubular steel trellis structure, interference fitted to pressed aluminium side plates to form an extremely rigid assembly. The engine also forms an integral part of the chassis, acting as a load-bearing element and contributing to exceptional overall rigidity. For 2007, this frame has lost a further 500 grams in weight to become one of the lightest enduro frames around. The variable section aluminium swingarm is another example of brilliant industrial design. Far more than just an element of style, this is the most rigid swingarm on any motorcycle of this type.
Rising rate linkages operate a Sachs multi-adjustable monoshock with piggy-back cylinder and double high/low speed settings. The 2007 RXV has a new suspension setup to improve stability and control over rough ground. A new linkage has also been fitted to make suspension action more progressive and give increased traction and control. The 45 mm upside down fork is specially calibrated for enduro use. The fork is also fully adjustable, so that you can set up your own suspension action exactly as you want it. The 2007 bike has improved fork calibration designed with the help of Aprilia’s official enduro racing team to improve high speed stability and damping action over stony ground.
It took four tries but I finally got a clear run down our six-kilometre test straight with no wind, no birds (you have no idea how much damage a guinea-fowl can do at 250km/h) and no distractions – and the Suzuki GSX-R600 K7 rewarded me with a one-way best of 271km/h, making it officially the fastest 600. It was also only one km/h slower than the 272km/h I got on the bike’s GSX-R750 sibling. It was rock steady at that speed; in fact it’s extraordinarily stable at any speed, given its 161kg weight (or lack thereof) and cobby 1400mm wheelbase
That’s partly due to a conventional but perfectly weighted steering damper and partly thanks to a low, 810mm seat heat – but mostly it’s because the designers of Suzuki’s latest midweight screamer concentrated on getting all the major masses, including the rider and the exhaust system, concentrated as close as possible to the bike’s centre of effort.
Hence the low seat heat and the big collector box under the transmission that’s also the silencer; the little triangular tailpipe under the rider’s right foot is mostly for show. Restacking the gearbox shafts has made the engine more compact and allowed Suzuki to lengthen the swing-arm by 37mm without increasing the wheelbase or overall length.
The chassis has been set up for slower, slightly lazier handling than some of its competitors (which grown-up riders will find reassuring) and the factory suspension settings are biased towards street comfort rather than race-track precision – which doesn’t help much as the seat is a genuine 1980′s plastic plank reminiscent of Yamaha at its worst.
Suzuki quotes 92kW at 13 500rpm and 67.6Nm at 11 500rpm; unsurprisingly, it’s distinctly lazy below 8000rpm, with an occasional stumble in the fuel-injection mapping just below that figure.The flat, angry howl from the air box starts at about 5000rpm, however, and the bigger the handful you give it the more hard-edged it sounds; it sounds like a MotoGP bike at full chat and it makes you want to rev the bike harder just to hear it.
Above 10 000rpm things get really manic; the bike accelerates like a scrambler on steroids, you feel a strong secondary tingling through the handlebars and footpegs and the howl of the engine is perfectly in tune with the rush of adrenalin throughout your body. Suddenly you’re overtaking three cars at a time between corners on your favourite twisties instead of the usual one – just because you can!
The power tails off sharply after 14 000rpm, however, so there’s not much sense in chasing the rev-limiter, which comes in at 16 500rpm; rather short-shift (if you can call it that!) at 13 500 and use the engine’s torque curve to make things happen.
The downside of five-figure rev-counters, of course, is thirst; the Gixer is typical in this regard, recording a fairly extravagant 6.9 litres/100km over a week of commuting and a couple of long, fast rides. That’s when I found out just how good the brakes are; the 310mm floating discs and Tokico radial mount, four-piston callipers are controlled by a Nissin radial master cylinder and the combination is a masterpiece.
It combines enormous power with ultra-sensitive control and highlights why similar set-ups are regarded as essential on GP race bikes. Most disc brake systems just help you slow the wheels down – the very best allow you to vary the rate of deceleration by varying lever pressure. On the GSX-R600 you can use the brakes to tighten or widen your line in the middle of a corner; the feedback is that accurate, the control that precise.
The seating position is a little cramped for riders taller than 1.8m, in an attempt to centralise the rider’s mass as well as that of the machine, while the little sports screen is upright enough to enable the rider to see the instruments properly even when sitting up in traffic – which is sufficiently unusual to be noteworthy.The instruments themselves consist of an analogue rev-counter with an inset gear position indicator and a multifunction LCD screen for speed distance, range, temperature and all sorts of other trivia.
The GSX-R600, like its predecessor, is an honest-to-goodness hooligan tool, but an extraordinarily well-mannered one; Suzuki has combined screaming performance and hair-trigger handling with unusual stability for this type of machine – and that alone makes it worth a second look.
Aprilia’s RS125 lightweight sports bike has been completely revised for 2006 using technology from the company’s successful 125cc GP machines and re-styled, after extensive wind-tunnel research, to emphasise its family resemblance to Aprilia’s RSV1000 Factory litre-class sport flagship, with twin halogen headlights.
The cast-alloy wheels are styled to resemble the crossed-spoke, forged magnesium OZ rims used on the RSV1000 Factory and anodised the same bright blue. The RS125 also comes with a new analog/digital instrument panel from the RSV1000 with a multi-function display that includes speedometer, coolant temperature gauge and lap timer – there’s even provisional for trackside optical telemetry.
The frame is made of cast aluminium alloy with cross-ribbing reinforcement and the box-section, aluminium alloy swing-arm is asymmetrical to allow the exhaust to be tucked as close as possible to the chassis, to increase ground clearance. The multi-functional computer even makes provisional for trackside optical telemetry.
Like all Aprilia sports motorcycles, the RS 125 has benefited from the sophisticated technology that has been developed over years of success in GP racing, and quickly transferred into production. Over the years, the RS 125 has forged a reputation as the standard setter for sports 125’s. The RS 125 is the inevitable choice of riders entering Sport Production racing. And rightly so, because when the competition gets tough, there is simply no other bike like the Aprilia RS 125.
The 2007 Aprilia RS 125 is designed and built for technical supremacy and has the looks to match. Its graphics are totally new and based entirely on those of the bike that dominated the 2006 250 GP world championship. The Aprilia RS 125 gives young riders the best the market has to offer in terms of components and equipment, with a concentration of technical refinements that are not found on many superbikes.
-Tried and tested yet extremely sophisticated Rotax two stroke engine.
-Super-rigid aluminium frame and swingarm derived from Aprilia’s vast GP experience.
-Upside down fork.
-Front brake with radial caliper and four opposed pistons.
-RSV 1000 R style fairing, windshield and tail.
-RSV Factory style, crossed spoke wheels.
-Analog/digital instrument panel with multi-functional computer.
-RSV Factory style, forged steering yoke.
-Oval section racing silencer with riveted end plates.
The powerful but reliable, single cylinder, two stroke, Rotax-Aprilia engine needs no introduction. Over the years it has won a reputation for being unbeatable on the track and dependable on the road. Still today, this engine boasts technical solutions that are state-of-the-art for two strokes, including a crankcase reed valve intake, liquid cooling, an anti-vibration balancer shaft, and an automatic mixing system. The RS 125’s engine has been constantly updated over the years to keep in line with the latest emission control legislation without penalising performance.
A catalytic converter and precision carburation has won Aprilia’s single cylinder two stroke homologation to Euro 3 standards.
Without a doubt, the most advanced single component on the RS 125 is its frame. Developed from Aprilia’s vast experience in GP 125 racing, the RS 125 frame is made from cast aluminium alloy with cross-ribbing reinforcement. Despite its extremely light weight, this advanced structure achieves amazing torsional rigidity.
The box section, aluminium alloy swingarm has the highest torsional rigidity of all production 125 cc swingarms. Differential side members enable the exhaust to follow a path that maximises engine performance and enables more acute angles of lean to be achieved on bends without risking dangerous contact with the asphalt.
The suspension too plays a fundamental role in ensuring not only the RS 125’s performance, but its safety and comfort too. The 2007 RS 125 can rely on an upside-down fork that has been optimised for maximum performance on the racetrack while also delivering a more satisfying ride on public roads.
The rear suspension features rising rate linkages based on Aprilia’s 125 GP racing technology, for excellent traction and superb comfort even over uneven road surfaces.The hydraulic monoshock that provides the damping for the swingarm is also adjustable in spring preload.
The world’s top racing 125 obviously deserves top quality equipment.
The Aprilia RS 125 benefits from the compact and lightweight, latest generation instruments that are derived from those of the RSV 1000 R and include an analog rev counter and a multifunctional digital display incorporating an on-board computer that can be operated directly from the handlebars. To keep everything under control, the instrumentation includes a speedometer, rev counter, coolant temperature gauge and a racing chronometer. The system even has provision for interfacing with the optical finishing line devices found at many racetracks.
A power kit, designed exclusively for racetrack use, is also available as an optional accessory to achieve the full potential of this amazing two-stroke engine.
The kit includes:
-racing expansion chamber exhaust
-complete racing exhaust valve
-control unit and solenoid for racing exhaust valve
-needle, main jet and atomiser for full power carburation
-racing spark plug.
The bike has razor sharp handling. It changes direction at the flick of your wrist. Who cares about power anyway when you don’t have to brake? Once you climb on the seat – you get a race-like view of the road ahead. The meter is simple and uncluttered, with a steering damper situated under it. Despite the sluggish acceleration, the bike’s top speed is acceptable – somewhere in the region of 180km/h. But it would be hard to travel long distances on the bike. It’s better suited to short distances in the city.
In short, the Mito won’t be challenging any Ducatis but it’s a lot of fun to ride. It would be well suited to beginner riders – even women riders. Just think of it as “My first Ducati”. It is incredibly beautiful. When I was testing it, I was surprised to find the red Mito attracting so much attention. I’ve ridden bikes five times the price and 10 times the capacity but they didn’t attract as much attention as the little Mito.
Engine Type: 124.63 cc, 2 Stroke – Liquid Cooled – Single
Engine Bore and Stroke: 56 mm x 50.6 mm
Compression Ratio: 7.4:1
Carburetion: DELL™ORTO PHBH 28 BD
Ignition System: C.D.I. with variable spark advance
Claimed Horsepower: 34 hp (25.4 kW) @ 12000 rpm
Maximum Torque: 23 Nm (17 ft. lbs) @ 11000 rpm
Type of Lubrication: By the oil contained in the crankcase.
Clutch System: Wet, multiplate type; mechanical release system
Transmission type: 6 speed
Gear Ratios: 1st 2.727 (30/11), 2nd 1.857 (26/14), 3th 1.353 (23/17), 4th 1.095 (23/21), 5th 0.956 (22/23), 6th 0.864 (19/22)
Primary Drive Ratio: 3.273
Final Drive: Chain, 2.714 (14:38)
Frame Type: Aluminium double extruded beam with cast head pipe and rear plates
Suspension – Front: Marzocchi upside-down telescopic hydraulic fork, 40mm, 120 mm travel
Suspension – Rear: Progressive with hydraulic shock absorber/ adjustable spring preload, 133.5 mm travel.
Rim Type: Light alloy
Front wheel 3.0 x 17
Rear wheel 4.0 x 17
Tire – Front: 110/70-17
Tire – Rear: 150/60-17
Brakes – Front: single 320 mm disc with 4-piston calipers
Brakes – Rear: single 230 mm disc with 1-piston calipers.
Overall – Length: 1980 mm (78 inches)
Overall – Width: 760 mm (29.9 inches)
Overall – Height: 1100 mm (43.3 inches)
Seat Height: 760 mm (29.9 inches)
Wheelbase 1375 mm (54.1 inches)
Ground clearance 150 mm (5.9 inches)
Fuel Capacity: 14 l (3.7 Gal)
Dry Weight (without fluids): 129 kg (284.4 pounds).