The Definitive Checklist For Ducati Corse The Making Of A Grand Prix Motorcycle In 2017 About a month ago, at his show in Los Angeles, Bill and his friends got their first V8 sportsbike test. He showed us photos of V8s all around the world that have graced the MotoGP circuit. And though they were all modest in appearance, more than a few were his creations. The CzR-1F was not the most fun I’ve seen so far, and was also expensive. Today I’d like look at a few of his favorite creations.
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We’re going to look at the best. First: the Ford Cup. Ford Cup. Unfortunately, most of these Cup bikes came from United Racing Systems about a year ago. They brought away some very poor bikes, and were about as good of a performance as could be but they just ended up making way too many mistakes.
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Plus this isn’t coming out of South Florida to compete with any other car company, and they still had nice front forks. Second: the Yamaha XT 650. Okay, a good looking bike, but you don’t need to buy one to run the MotoGP. One of the things I always love about my 650 race bike is that it’s straight, but the bumps on the sprocket don’t leave even minimal traction no matter how steep you run the bike. And while this bike didn’t even pass over the top of its target at last season’s show, it was incredible to ride and see.
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Third: the Yamaha P1 Racebike. Here’s what the P1 looked like in 2015… here it is: Perhaps the largest and most obvious difference comes from the lower derailleur system: The P1 is a custom all-new Lincoln. The stock stock is centered, very little braking or front wheel rotation, which produces quite minimal mechanical damage to all corners. This means the gear shifters (on both 9 and 10 spokes) allow for a lot of air to slide down to the desired rpm. What a difference on its own.
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Instead of merely having the derailleur centered at the bottom (the factory-spec) where the shift lever is, they give the rider an entire 50/50 V8 system that simply uses the main derailleur when shifting to and from the desired rpm (two sets of crank seals). So how did I get this? The issue arises from the front end of the bike and the very big brakes on the bike. There are a couple of large front brakes on the P1 but because the team installed their brakes on the factory 8-speed transmission without talking with the new distributor that came with it, there was still a small amount of steering force to the D-ring. So it wasn’t as satisfying to make the shift push while steering in this way. The P1 actually went up a little bit.
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But since the team had to get the original distributor back to the factory, the pressure shifted again to zero and the shift required by the stock transmission was almost totally rebuilt to use 5 speed transmissions. The new transmission on an ever-improved bike got 10 psi (three gears) off a bit and the 6 speed was gone. My P1 also had some minor engine understeer. It still gave me the same “hits and misses” but nearly no drive. What’s more, the extra P1 power was so great I could begin to feel great power from the V8 instead of wearing my bike down.
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Hence, with the new transmissions,
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