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2009 MV Agusta BRUTALE 1078 RR

2009 MV Agusta BRUTALE 1078 RR

2009 MV Agusta BRUTALE 1078 RR

2009 MV Agusta BRUTALE 1078 RR

BRUTALE 1078 RR: SHEER POWER

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

2009 MV Agusta BRUTALE 1078 RR – 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) 113 Kw (154 HP) at 10700 – Lim. 11650 r.p.m.
Max. torque – r.p.m. 117 Nm (11.7 Kgm) at 8100 r.p.m.
Cooling system Cooling with separated liquid and oil radiators
Engine management system “Weber Marelli” 5SM ignition – injection integrated system; induction discharge electronic ignition; sequential timed “Multipoint” 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* 13/38 110.6 Km/h (68.7 mph) at 11650 r.p.m.
Second gear: Speed* 16/34 152.2 Km/h (94.5 mph) at 11650 r.p.m.
Third gear: Speed* 18/32 181.9 Km/h (113.0 mph) at 11650 r.p.m.
Fourth gear: Speed* 20/30 215.6 Km/h (133.9 mph) at 11650 r.p.m.
Fifth gear: Speed* 22/29 245.3 Km/h (152.3 mph) at 11650 r.p.m.
Sixth gear: Speed* 19/23 267.2 Km/h (165.9 mph) at 11650 r.p.m.
Final velocity ratio 15×41

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

DIMENSIONS AND WEIGHT
Wheelbase 1410 mm (55.55 in.)
Overall lenght 2020 mm (79.59 in.)
Overall width 760 mm (29.94 in.)
Saddle height 805 mm (31.72 in.)
Min. ground clearance 135 mm (5.32 in.)
Trail 101,5 mm (4.00 in.)
Dry weight 185 Kg (407.9 lbs)
Fuel tank capacity 19 l (5.02 U.S. gal.) – reserve fuel: 4 l (1. 05 U.S. gal. )

PERFORMANCE
Maximum speed* 267.2 Km/h (165.9 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 130 mm (5.11 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: 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 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 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.

Iklan

2010 Husaberg FE390 Enduro

2010 Husaberg FE390 Enduro

2010 Husaberg FE390 Enduro

2010 Husaberg FE390 Enduro

Completely different.

The new generation Husaberg Enduro.

Key Features

Upside-down fork

The fully adjustable 48 mm fork from WP Suspension has been further optimised to ensure even more responsive handling and provide high damping reserves. Combined with the increased 22 mm offset (previously 19 mm) of the CNC-machined triple clamps, this guarantees more reliable front wheel control.

Airbox

Positioned directly behind the fuel cap, it is covered by the front section of the seat. The airbox’s elevated position guarantees the intake of cool, clean air and maximum wading depth. The intake duct is in the direct downdraft from the filter to the cylinder.

Tank

The slim, 8.5 litre tank runs far below the seat to provide an optimal centre of gravity and is equipped with both a compact fuel pump and new reserve sensor. The transparent polyethylene also enables the fill level to be determined at a glance.

Exhaust System

The integration of the stainless steel exhaust manifold offers optimum protection from rock damage and keeps the rider from coming into direct contact with it.

Brakes

The latest Brembo front brake with optimised front brake pads for maximum braking performance at minimal effort. Effective single-piston brake caliper in the rear. Ultra-light wave discs for the ultimate braking performance and better self-cleaning of the brakes.

PDS Shock

Fully adjustable WP PDS shock with optimised setting for even more traction. Adjustable rebound damping and variable high and low speed compression damping guarantee the perfect configuration for all conditions.

Frame

Light double-cradle perimeter frame made of chrome-molybdenum. Guarantees the greatest torsional rigidity and secure tracking stability. Extremely slender lower tube loops. Minimal overall width. Unbeatable ground clearance.

Silencer

Especially light and made of highquality aluminium, the silencer assures compliance with all official noise limits.

Subframe

Cross-linked polyethylene (PE) ensures that the plastic construction has the highest stability values and a reduced weight at the same time. Many electric components have been perfectly imbedded in the rear fender.

2010 Husaberg FE390 Enduro – Specifications
USA MSRP: See Local US Dealer For Pricing
Canada MSRP: See Local Canadian Dealer For Pricing

Engine
Engine type Single cylinder, 4-stroke
Displacement 393.3 mm
Bore / stroke 95 / 55.5 mm
Compression ratio 11.1 : 1
Starter / battery Electric starter / 12 V 7Ah
Transmission 6 gears
Fuel system Keihin EFI
Control 4 V / OHC with rocker levers
Lubrica tion Pressure lubrication with 2 oil pumps
Engine oil Motorex, SAE 10W-50
Primary ratio 33 : 76
Final drive 13 : 38 (13 : 52)
Cooling Liquid cooling
Clutch Wet multi-disc clutch, hydraulically operated
Engine management Keihin

Chassis
Frame Double cradle perimeter design 25CrMo4
Subframe Cross-linked Polyethylene
Handlebar Magura, Aluminium Ø 28 / 22 mm
Front suspension WP-USD Ø 48 mm
Rear suspension WP-PDS shock absorber
Susp. travel front / rear 300 / 335 mm
Front / rear brakes Disc brake Ø 260 / 220 mm
Front / rear rims 1.60 x 21″; 2.15 x 18″ DID
Front / rear tires 90 / 90-21″; 140 / 80-18″
Chain Chain 5/8 x 1/4″
Silencer Aluminium
Steering head angle 63.5°
Wheel base 1,475 +/– 10 mm
Ground clearance 390 mm
Seat height 985 mm
Tank capacity approx. 8.5 litres
Weight (ready to race) approx. 114 kg (without fuel)

2010 Husaberg FS570 Supermoto

2010 Husaberg FS570 Supermoto

2010 Husaberg FS570 Supermoto

2010 Husaberg FS570 Supermoto

Key Features

Triple Clamps

· CNC-machined triple clamps, adjustable offset (16 and 14 mm) for all handling requirements

Fork

· 48 mm WP USD closed cartridge fork • spring travel and settings specially adapted for supermoto • exceptional damping and response characteristics

Front Brake

· Magura radial master cylinder with radially bolted 4-piston fixed calliper, providing maximum stiffness, perfect control, extreme stability and exceptional braking power • brake pads can be replaced easily without dismantling the calliper

Wheels

· 17 inch spoked wheels • high-strength SAXESS rims • patented tubeless system • rubber dampers in the rear hub protect the gearbox

2010 Husaberg FS570 Supermoto – Specifications
USA MSRP: See Local US Dealer For Pricing
Canada MSRP: See Local Canadian Dealer For Pricing

Engine
Engine type Single cylinder, 4-stroke
Displacement 565.5 cc
Bore/Stroke 100 / 72 mm
Compression ratio 12.2 : 1
Starter/Battery Electric starter/12V 7 Ah
Transmission 6 gears
Fuel system Keihin EFI
Control 4 V / OHC with rocker levers
Lubrication Pressure lubrication with 2 oil pumps
Engine Oil Motorex, SAE 10W-50
Primary ratio 33 : 76
Secondary drive 14 : 38
Cooling Liquid cooling
Clutch Wet multi-disc clutch, hydraulically operated
Engine Management System Keihin

Chassis
Frame Double cradle perimeter design 25CrMo4
Subframe Cross-linked Polyethylene
Handlebar Magura, Aluminium Ø 28 / 22 mm
Front suspension WP-USD Ø 48 mm
Rear suspension WP-PDS shock absorber
Suspension travel front/rear 280 / 310 mm
Front/rear brakes Disc brake Ø 310 mm/Disc brake Ø 220 mm
Front/rear rims 3.50 x 17″ TUBELESS/4.25 x 17″ TUBELESS
Front/rear tires 120/70-21″; 150/60-17″
Chain 5/8 x 1/4″
Silencer Aluminium
Steering Head Angle 63.5°
Wheel base 1,475 ± 10 mm
Ground clearance 300 mm
Seat height 895 mm
Tank capacitiy approx. 8,5 litres
Weight (Ready to Race) approx. 117 kg

2009 MV Agusta F4 RR 312 1078 (F4 1078RR)

2009 MV Agusta F4 RR 312 1078 (F4 1078RR)

2009 MV Agusta F4 RR 312 1078 (F4 1078RR)

2009 MV Agusta F4 RR 312 1078 (F4 1078RR)

ART AND POWER IN 190 HP

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

2009 MV Agusta F4 RR 312 1078 (F4 1078RR) – 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 15×40

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 1078 RR

2009 MV Agusta BRUTALE 1078 RR

2009 MV Agusta BRUTALE 1078 RR

BRUTALE 1078 RR: SHEER POWER

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

2009 MV Agusta BRUTALE 1078 RR – 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) 113 Kw (154 HP) at 10700 – Lim. 11650 r.p.m.
Max. torque – r.p.m. 117 Nm (11.7 Kgm) at 8100 r.p.m.
Cooling system Cooling with separated liquid and oil radiators
Engine management system “Weber Marelli” 5SM ignition – injection integrated system; induction discharge electronic ignition; sequential timed “Multipoint” 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* 13/38 110.6 Km/h (68.7 mph) at 11650 r.p.m.
Second gear: Speed* 16/34 152.2 Km/h (94.5 mph) at 11650 r.p.m.
Third gear: Speed* 18/32 181.9 Km/h (113.0 mph) at 11650 r.p.m.
Fourth gear: Speed* 20/30 215.6 Km/h (133.9 mph) at 11650 r.p.m.
Fifth gear: Speed* 22/29 245.3 Km/h (152.3 mph) at 11650 r.p.m.
Sixth gear: Speed* 19/23 267.2 Km/h (165.9 mph) at 11650 r.p.m.
Final velocity ratio 15×41

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

DIMENSIONS AND WEIGHT
Wheelbase 1410 mm (55.55 in.)
Overall lenght 2020 mm (79.59 in.)
Overall width 760 mm (29.94 in.)
Saddle height 805 mm (31.72 in.)
Min. ground clearance 135 mm (5.32 in.)
Trail 101,5 mm (4.00 in.)
Dry weight 185 Kg (407.9 lbs)
Fuel tank capacity 19 l (5.02 U.S. gal.) – reserve fuel: 4 l (1. 05 U.S. gal. )

PERFORMANCE
Maximum speed* 267.2 Km/h (165.9 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 130 mm (5.11 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: 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 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 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 Roehr 1250sc

2009 Roehr 1250sc

2009 Roehr 1250sc

2009 Roehr 1250sc

2009 Roehr 1250sc

Introducing the Roehr 1250sc
The dream of owning an American made sport bike that could hold it’s own against the world’s finest machines has been a dream for many. This dream is now a reality. Not only is the Roehr 1250sc the fastest and most powerful American production sport bike, but one of the top performing machines in the world.

The 1250sc represents the birth of a new American motorcycle brand. A brand committed to producing beautiful, high performance machines made in the USA. The “can do” spirit that made America great is alive and well at Roehr Motorcycles. This passion is the foundation of our brand and expressed through our products.

The Roehr 1250sc, the rebirth of American world class performance.

ENGINEERING:

The American Performance Machine. The Bike:

The Roehr 1250sc is the fastest and most powerful American made production sport bike. The specially developed supercharged version of the Harley-Davidson* Revolution* engine provides unmatched power. This power is combined with our innovative BiMetal composite beam frame, top quality cycle parts and sleek styling. The result is a motorcycle that redefines the American performance bike. Hand crafted, exclusive, fast and beautiful. A true modern American thoroughbred

The Roehr Supercharging System (RSS)
The specially developed Roehr Supercharging System (RSS) provides the 1250sc with class leading power and torque outputs. But, just as important as outright power is the way the power is delivered. RSS provides smooth controllable power responding to the riders commands.

At the heart of RSS lies the patented Rotrex (C15-60) centrifugal supercharger unit. This supercharger provides the highest levels of efficiency and performance in a compact, light weight unit. This unit weights only 6.4 lbs. and is no larger than a typical small car alternator. Combined are a high efficiency, highly developed “Turbo” centrifugal compressor section, mated to a patented planetary roller drive mechanism. This drive mechanism provides an extremely high step-up ratio of 12.7/1 as well as very low noise output, low wear and excellent reliability.

RSS is designed to provide boost upon rider demand. A special bypass valve is employed to recirculate unneeded air back into the compressor during certain operating ranges such as idle, cruise and deceleration, this effectively disconnects and unloads the supercharger, thus reducing parasitic drag and increasing engine efficiency. In this mode, the engine operates as it’s stock normally aspirated self.

Under acceleration the bypass valve closes allowing compressor air to pressurize the intake plenum. The Rotrex supercharger delivers air in proportion to it’s driven speed. As engine speed increases the supercharger air output increases proportionally. This strategy is responsible for the extraordinarily smooth and linear power delivery. Power increases in proportion to engine RPM all the way to redline.

RSS enables efficient engine operation with stock emission output levels. Due to the relatively low boost levels of the RSS and low intake charge temperature increase relative to other supercharger types, an intake charge intercooler is eliminated, contributing to a lighter and more compact system.

RSS Technology = power + control + efficiency

The Engine (production version)

The heart and soul of a motorcycle is its engine. It determines the feeling and overall character of a motorcycle. Just as important as outright power is the way that power is delivered and the sound emitted from the exhaust, giving the motorcycle it’s voice.

The Roehr 1250sc is powered by a 180hp, specially developed version of the Harley-Davidson* V-Rod* engine. The engine was designed by Harley Davidson in cooperation with Porsche AG. It is loosely based on the Harley-Davidson VR1000 superbike engine. The design goal was to create a new engine that was modern, powerful and reliable providing HD with an engine for the future.
The result was an 1130cc (now available in 1250cc) liquid cooled, DOHC, eight valve, 60 degree, V-Twin engine with a performance like large bore short stroke architecture. This engine was named the “revolution” engine.

The Revolution engine debuted in the 2002 Harley-Davidson V-rod power cruiser and was widely praised for its excellent power, near perfect power delivery and soul stirring exhaust note.

It is only fitting that the Roehr 1250sc would take this great American power plant back to its roots and unleash it’s racing bloodline in a new American superbike.

Roehr Motorcycles has applied its Roehr Supercharging System (RSS) technology to enhance this engine’s power output without changing the character of it’s power delivery, resulting in a truly thrilling riding experience. The result is the most powerful American production motorcycle engine available.

Roehr Bi-Metal Frame Technology

The Roehr 1250sc features a unique Bi-Metal beam frame. The frame is constructed of 4130 Chrome-Moly steel and 6061 T6 Aluminum. This method allows each material to be used in areas of the frame that their material characteristics are best suited.

A motorcycle frame needs to be strong, stiff and light weight, but also needs to flex just enough under certain conditions. This controlled flex provides essential information, providing the rider with added confidence near the limits of tire grip. Additionally, this flex also adds a level of dampening which is especially beneficial when the motorcycle is leaned over on the edges of the tires. Under these conditions the motorcycle’s suspension effectiveness is dramatically reduced due to road forces no longer acting on the suspension at parallel angles.

The Roehr Bi-metal frame provides a level of dampening that allows the tire to better follow road irregularities under these conditions.

Through the use of computer assisted finite element analysis, the Bi-metal frame was designed using large section, thin wall, 4130 steel, main chassis beams to provide a stiff yet soft structure that is bonded and bolted to extremely strong, stiff yet light weight billet aluminum swing arm pivot plates.
By combining these materials into one structure, the Roehr Bi-Metal frame provides the ultimate combination of strength, stiffness, controlled flex and light weight. This unique frame technology is a major contributor to the stellar handling characteristics of the Roehr 1250sc.

Supercharger

The specialy engineered supercharger places the full potential of the engine in the hands of the rider with near instant response. Precision engineering and tuned for the road or track. Hear it. Feel the power. Everything you dreamed of in a superbike will change. Strength of structure in a unique frame that ensures maximum stability and control on the track and on the road.

Important Notice:
While the Roehr Motorcycle Company (the Company) makes every effort to build a safe and durable product the Company cannot accept liability for any damages or injuries immediate, latent or consequential to persons or property by virtue of the use of their products as use of their products and the conditions under which they are used is entirely beyond their control. Such conditions and uses beyond the control of the Company are, but not limited to: road or other surface conditions, road hazards, weather, excess speed, use of parts beyond their design limits, rider health, rider skills or lack thereof, actions of third parties, lack of regular maintenance or normal care as common sense would dictate, use of non-approved or inappropriate parts. The Company cautions the rider/owner of this and every brand of motorcycle to carry sufficient vehicle insurance, to receive appropriate training in safe and proper motorcycle riding skills from a qualified instructor or organization prior to taking control of any motorcycle and to be properly licensed by the appropriate State and/or National licensing body to operate a motorcycle of like power and speed capabilities. Likewise the Company cautions all operators and passengers (as appropriate) to wear protective helmets, clothing, and other gear that may reasonably afford high visibility and some protection in the event of an accident or incident and as recommended or mandated by their local/state and/or national transprtation regulatory or advisory body. Failure to heed this important notice may result in injury or death. The Company further cautions owners of all motorcycles to observe posted speed limits and to comply with all traffic laws.

Warranty
Each owner of a Roehr Motorcycle is given a written limited warranty at the time of their purchase. Warranties may vary according to the state of residency of the purchaser therefore cannot be published here. As is the general rule in the motor vehicle industry any warranty becomes null and void if at any time the product is used for any form of competitive racing such as but not limited to: formal or informal time trials, impromptu or organized racing or events regardless of where such events may take place.

Key Features

The Roehr 1250sc A new American Classic
• Powered by a special version of the incomparable Harley-Davidson Revolution engine
• 180hp of supercharged American Muscle
• Innovative BiMetal composite beam frame
• Sleek European design flavor
• Performance without compromise
• Road or track
• World class cycle components
• Proudly handcrafted in the USA
• A true American thoroughbred

Control Ergonomic design combined with traditional placement of the controls helps the rider become one with the machine.

The power to stop Superb braking is achieved from the two semi-floating discs and radially mounted Brembo 4-piston calipers.

BiMetal composite frame Computer aided design, engineered for maximum rigidity and light weight, providing ultimate control and stability.

Wheels and tires Forged aluminum wheels and Pirelli high performance tires provide low unsprung weight and the ultimate in street tire performance.

A symphany of tuned power The custom muffler and exhaust system is tuned to match the power of the supercharged engine.

The final drive Chain driven for strength and reliability with a race proven quick change rear sprocket carrier.

2009 Roehr 1250sc – Specifications
MSRP: $TBA USD

The Bike: The Roehr 1250sc boasts high-spec running gear – Ohlins suspension, Marchesini alloy wheels, Brembo brakes with radial-mount calipers at the front, composite bodywork and is powered by the 1250sc 180HP, specially developed supercharged version of the HarleyDavidson* 1250cc Revolution* engine. State of the art supercharger technology has been applied, providing reliable high power output with a broad, linear power delivery.

Engine:
2 Cylinder, Supercharged, Liquid Cooled, DOHC, Counterbalanced, 60deg, V-twin

Displacement:
1250cc

Bore x Stoke:
105mm x 72mm

Compression ratio:
11.3 / 1

Transmission:
5 speed
Clutch: Wet, multi-plate, hydraulic actuation, slipper type

HP/Torque:
180hp @ 9100 RPM,
115 lb/ft torque @ 7600 RPM

Final drive: 520 O-ring chain

The Chassis: A unique modular CrMo steel and aluminum frame has been developed. This frame uses these two materials at areas in which their material characteristics are best suited. The result is a stiff, light weight structure that provides unparalleled steering response

Chassis Type:
Steel/aluminum composite beam frame, 4130 steel/ 6061 aluminum

Wheelbase:
56 inches (1422mm)

Rake/trail:
23.5deg. / 89mm

Seat height:
31.5 inches

Dry weight:
432 lbs. (196kg)

Front suspension:
Ohlins 43mm fully adjustable upside-down fork with TiN

Rear suspension:
Ohlins fully adjustable linkless monoshock

Front Brakes:
2 x 330mm semi-floating discs, radially mounted Brembo 4 piston calipers.

Rear brake:
245mm single disc, with 2 piston Brembo caliper

Front Wheel/tire:
3.5 x 17 forged aluminum 10 spoke Marchesini, 120/70 ZR17

Rear wheel/tire:
6.0 x 17 forged aluminum 10 spoke Marchesini, 190/55 ZR17

Fuel tank capacity:
3.2 US gallons

Reserve fuel:
.5 US gallons

* “Harley-Davidson” and “Revolution” are registered b55 trade names of the Harley-Davidson Motor Company Roehr Motorcycles LLC is in no way affiliated with the Harley-Davidson Motor Company
SPECIFICATIONS SUBJECT TO CHANGE WITHOUT NOTICE.

About Roehr Motorcycles:

From dream to reality…

In 1995, company founder, Walter Roehrich set out to build his ultimate street bike. It needed to be light weight, powerful and above all handle like a current GP bike.
The desire to take on this challenging project grew from Walter Roehrich’s love and passion for the motorcycle and a desire to express his ideas and build a unique bike that was not available from current manufacturers.

He succeeded. There were many successes that marked the path to the top of the line machine now available to enthusiasts and collectors alike.

This American thoroughbred has arrived.

The Roehr 1250sc. Truly a new classic has been born. One that will turn heads and thrill the soul with looks and performance. One built upon the sure foundation of engineering excellence combined with a dream come to fruition.

2009 Husqvarna SMQ Concept

2009 Husqvarna SMQ Concept

2009 Husqvarna SMQ Concept

2009 Husqvarna SMQ Concept

SMQ – A New Concept of Bike

SMQ basic idea is to give birth to a complete new kind of motorcycle.

Exciting and easy to ride, with great handling and excellent manoeuvrability, incredibly light and fun.
Everyone will enjoy riding the SMQ, thanks to its low seat c.g. (center of gravity), tight body and power-toweight ratio.

Clear and crisp architecture. Rigorous design are tell-tale of Husqvarna lineage, whereas a well balanced mix of vintage flavour and modern technology praise the model with a “vintech” look together with a naughty character.

Shapes elegance, sensuous bodywork, details and finishing makes it 100 percent an Italian design product.

PROFILO OF DESIGNER

Name RAFFAELE ZACCAGNINI
Date June 9, 1968
Nationality Italian
Function in Husqvarna Motorcycles
R&D Industrial Design Manager

Function in Husqvarna Motorcycles
R&D Industrial Design Manager

Job History
GORDON SPOONER ENGINEERING – FORD MOTORSPORT (WITHAM – UK)
1992-1993 > Car
designer – Freelance
NATIONAL DAILY L’INFORMAZIONE (ROMA – ITALY)
1994-1996 > Art Director Assistant
MV AGUSTA MOTOR SpA (VARESE – ITALY)
1996-1997 > Cagiva brand – Guest designer
1998-2002 > Husqvarna brand – Senior designer
APRILIA SpA (NOALE – ITALY)
2002-2006 > Off Road brand – Senior designer
MV AGUSTA MOTOR SpA (VARESE – ITALY)
2006 > Centro Stile Director – Cagiva and Husqvarna brand

Relevant Works
2000 > Husqvarna 570 NOX
2004 > Aprilia 450/550 V Engine models SXV / RXV / MXV

University Education
UNIVERSITÀ LA SAPIENZA (ROMA – ITALIY)
Faculty of Engineering > Biennium
Faculty of Architecture > Technological course
Faculty of Architecture > Project Management degree
Postgraduate school
UNIVERSITÀ LA SAPIENZA (ROMA – ITALY)
Aerodynamics applied to automotive technique
ALIAS WAVEFRONT (MILANO – ITALY)
Class A 3D surfaces modeling
BAYER SPA – DIVISIONE MATERIE PLASTICHE (MILANO – ITALY)
Plastics typology and moulding techniques
STRATASYS – TECHNIMOLD (GENOVA – ITALY)
Rapid prototyping technologies