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Aprilia Tuono Test

It's a sunny morning in Valencia, and I'm at the Ricardo Tormo circuit sipping a coffee while listening to 20 roaring, V4-powered Aprilia Tuono's being warmed up in the pit-lane.

One of the 2011 Aprilia Tuono V4R APRC motorcycles is all mine for the day with a dedicated mechanic. I'm a motorcycle journalist but here I'm being treated as a MotoGP star. It's about 8:45 in the morning and I head to the cloakroom to jump into my leather suit, ready for action at 9 a.m.

I start my first session with the traction control set at level six and then reduce by one for each lap until I'm down at level one. The 2011 Aprilia Tuono V4 R is a bit of a shock to the system as it just pulls like an angry bull everywhere and stops as if a freight train suddenly started pulling it in reverse.

When I've finished my second 20-minute session, I'm experiencing arm pump and a threatening cramp in my left leg each time I brake hard. I tell my mechanic and he adjusts the rear suspension with more preload to stop the bike moving so much during hard braking and also turn in faster.

This changed the bike a lot and made my hard riding much easier. The Aprilia V4 taken directly from the RSV4 R superbike suits the Tuono perfect with an absolute abundance in power and torque. Aprilia have only de-tuned it slightly and the Tuono is only 13 horsepower short of the RSV4 R.

The Tuono is hard physical work when it hits the higher revs as I really have to push myself forward to avoid hanging after the bike by the handlebar. The Tuono munches up all the short straights at the Ricardo Tormo circuit like nothing else and quickly it seems the whole circuit is a succession of corners with one long start/finish straight.

With the APRC (Aprilia Performance Ride Control) traction control I can accelerate early from great lean in safety and even on level one it feels safe despite some nice sliding action out of most corners.

The only place on the Valencia circuit where there's some room for relaxation is down the straight but even here the enormous power and the wind pushes you back until it's time for hard braking whilst shifting down the box.

Later in the day I preferred to short shift up the quick shifter more to save my arms from the strain, it hardly felt like I was going any slower. The three lower gears on the Tuono are lower than on the RSV4 R and it can be felt! Due to that great quick shifter I also made my way all the way up to sixth several times down the straight. The slipper clutch is equally good when shifting hard down to second ahead of the fast left hander at the end of the straight. Then it's all full throttle and sliding and a little wheelie all over again. I liked the Tuono immediately but now I start to like the circuit more as well as I've figured out how to relax a little bit more between the corners.

The Aprilia Tuono V4 R aprc we ride at the circuit has been fitted with the 200/55-ZR17 Pirelli Diablo Corsa rear tyre and aftermarket clutch and brake levers which makes it even better than the standard I'm later riding on the road.

The 200 section rear tire just offers so much grip but still the brutal Tuono makes mincemeat of that too given half a chance. Lean angles are absolutely of superbike standard and there's not much about this bike apart from the wide handlebars and the lack of a fairing that resembles a streetfighter.

The one and only bike I can imagine being able to compete morally is the Ducati Streetfighter and that has 17 horsepower less. The MV Agusta Brutale is too soft compared to this. The Tuono V4 R is going to conquer the world and I can't quite see what could stop it. A naked Desmosedici perhaps but Ducati haven't got any such plans yet.

Despite going as fast as I could or dared the Aprilia Tuono V4 R aprc just stays composed and it's incredibly safe on the circuit. I can't imagine ever making bad mistakes on this bike as it forgives you the rider with pitty and just spits back "can't you ride me any faster than that?"

The Tuono is the choice of those of us that likes to ride fast on both the road and the track and nobody will ever find this bike boring. It's testosterone on two wheels and you should pronounce testosterone like you say Toblerone in an Italian accent.

I have never ridden any naked that feels as stable or as suited to a race track as the Tuono V4R aprc. As soon as the revs climb towards 10K rpm there's a high tech roaring MotoGP style mighty V4 sound exiting the exhaust. The rev limiter has been set to 12,300 rpm which allows for 800 rpm of overrev if needed.

If you like I have tried the RSV4 superbike you'll be surprised by how mighty the Tuono mid-range from around 7,000 rpm is. The lower gearing in the three lower gears just amplifies the arm wrenching acceleration and fair enough that new tall and wide handlebar allows for a relaxing ride on the road perhaps but on the circuit that V4 engine makes sure you still get your arm exercise.

Truth be told I was never bored enough to start pulling big wheelies on the circuit. The Tuono V4 R aprc has everything the RSV4 Factory aprc SE has got so that includes wheelie control allowing smooth landings.

Out on the road however I fine-tuned the wheelies and it's not the easiest bike in the world to do so on due to the ride-by-wire and sudden explosion of power but I got her rained down in the end. I had some fun on the motorway by pulling it up by pure power in second gear at anything between 100-130km/h and just continued as far as I wanted or the revs would allow. The Tuono is definitely a big wheelie bike. Traction control must be off or you'll be disappointed as the system quickly brings you back to earth. The traction control works by pushing the + or - button on the left side of the handlebar whilst on the move.

In the afternoon I got to sample all this on the roads surrounding the Ricardo Tormo Valencia racetrack and now it's a different story.

While I stayed in Track mode for all my laps around the circuit I now found myself on a standard Tuono V4 R APRC with the 190/55 rear tire, standard levers and the traction control set to a higher level and riding mode Sport which reduces the torque in lower gears.

I played around with the traction control where I found level three to be really good for our riding in the mountains. It adds a safe level of traction control and we never as I hardly ever come close to using the very edges of the tires on the road ride. Later I changed to setting one for some wheelie fun and also off.

Riding hard in the corners with traction control set to level one might not be sufficient to save a situation involving gravel and oil so I needed more traction control for a relatively safe ride. The one and only thing the APRC suite doesn't cater for yet are ABS brakes.

There's no ABS brakes available yet for this bike from Aprilia but reliable sources keep telling us that Aprilia will launch something very good to the racing ABS segment soon. I had a couple of moments on the brakes because we never reached fast enough speeds to make brakes and tyres work as well on the road as on the circuit. The Tuono V4R aprc is a bit of a handful on the road and it's better to be safe than sorry so I recommend people to use the traction control wisely.

The seat is hard and not very comfortable so it didn't take too many miles before I felt a bit wooden in my seat muscles. The Tuono is that type of compromise though but it is miles more comfortable than the RSV4 R superbike must be said. The Tuono V4R is the roadbike for the rider that would otherwise ride a supersport but with a more upright riding position. Because I tell you the power and the handling is there.

Conclusion

The 2011 Aprilia Tuono V4R APRC is possibly the most extreme streetfighter type streetbike ever made. Aprilia have upped the ante by a large measure. I don't often feel so good about a new motorcycle I have ridden and this one never fails to impress.

The V4 engine with its 167.3 horsepower and 111.5Nm is one of the best in the business. The handling is also of the best in the business and add to this a twist to the Carlsberg slogan; "probably the fastest" if they only built motorcycles. Oh yes the Tuono V4 R is that good, but be careful and show it some respect when riding on public roads.

2011 Aprilia Tuono V4R APRC Positives:

• Massively impressive V4 engine tuned Tuono style
• Handles like a superbike, nearly...
• Impressive electronics package
• The Tuono truly is what it says on the box, filled with thunder and lightning and Aprilia deserve kudos for doing it

2011 Aprilia Tuono V4R APRC Negatives:

• Only comfortable related to a full on superbike. Don't expect comfort on any other level

What is APRC

The APRC suite equipping the Tuono V4 R includes:

•  ATC (Aprilia Traction Control) with eight different settings for controlling sliding when powering out of curves in relation to bank angle and throttle aperture. The system has been tweaked to make the more conservative settings even more suitable for road use, while leaving the racing spirit of the less restrictive levels intact;
•   AWC (Aprilia Wheelie Control) which helps the rider maintain control in extreme wheelie conditions by gradually bringing the front wheel back to the ground, has been appropriately adapted for the different weight distribution of the Tuono V4;
•   AQS (Aprilia Quick Shift), which allows instantaneous up shifts without closing the throttle or using the clutch. Completing the suite of four functions is the: ALC (Aprilia Launch Control).
•   Simultaneously pressing both buttons on the joystick on the left hand handlebar arms the system, as confirmed by the specific message on the display. From this moment on, all 167,3 horsepower of the beast from Noale are ready to slingshot the Tuono V4 R like a missile as soon as the rider releases the clutch, unleashing the astonishing power onto the tarmac through every available square millimetre of the 190/55 or 200/55 rear tire. And tire size does not matter to APRC, as with its Calibrating function, it is the only system of its kind on the market capable of self-adapting to tyre size and drive ratio.

Tuono V4 R APRC is a bike with two personalities, with two distinct display modes - Road and Race - to cater for even the most exacting rider.

This type of transmission is the way of the future with almost every racecar, supercar, and even family sedan offering a clutchless pushbutton manual. Its easy to use, and actually adds to the fun of riding the bike. But don’t just take my word for it, read an individual test on the FJR1300AS.

Independent review.

Yamaha's long-running FJR1300 sports-tourer has been revised for 2007 with new clothes, some intriguing chassis changes and, an optional semi-automatic transmission. The new fairing allows a 40mm greater range of adjustment on the power-operated screen that now moves through 135mm vertically and 49.7mm fore and aft. A new mid-cowl on either side is adjustable over a range of 30mm to micro-manage the climate around the rider's and pillion's legs and a new central sub-screen duct channels cool air into the riding space to reduce wind pressure on the rider's body

The new, larger headlights are individually adjustable from inside the fairing and there's a 12-volt socket inside the glove compartment on the left of the fairing – which also now locks when you switch of the ignition. Heatable grips are now standard and the handlebars are adjustable – although you need tools to do it – while the saddle can be mounted in a choice of two positions 20mm apart. The footpegs have also been moved 20mm down and 40mm forward for a more relaxed ride. The panniers are new too; for 2007 their mountings have been moved closer to the centreline of the bike so although they're actually bigger than the old ones, the bike is 50mm narrower than the previous model with cases in place.

The 1298cc, 105kW engine and five-speed, shaft-drive transmission are unchanged but the swing-arm has been extended by 40mm to throw more weight on the front wheel  Anti-lock brakes, also previously an option, are now standard, as a is form of linked brakes Yamaha has called the unified braking system (UBS). In this set-up the footbrake pedal operates the rear brake and the lower two pistons on the right-side front calliper while the handlebar lever is responsible for the upper two pistons on the right and all four on the left. 
The net effect is that sports riders who do most of their braking with the front brakes won't feel the difference in the dry but riders at all levels will notice that the bike is steadier when using both brakes on wet tar.

The first thing you notice about the new FJR1300AS is the clutch lever – it's not there; instead, an electronic clutch takes up automatically as you roll on the throttle. This is not a scooter-style CVT transmission, however, it has a gearbox with a foot-lever. Unlike the standard system, neutral is at the bottom, which takes a little getting used to – but even if you get it wrong the worst that's likely to happen is that you try to pull away in neutral, which is embarrassing but hardly life-threatening. You simply start the bike (remember to hold on to the front brake, there's a cut-out switch) change up into first and accelerate away.

You can change gears either by the usual foot lever or by a pair of buttons on the left handlebar – one in front to change up, one next to the hooter for down – similar to the paddle-shift system on many modern performance.  Either input will send a message to two small electric motors that operate the clutch and gear lever on your behalf.

The FJR has always covered the full range of sport-touring demands. For 2006, Yamaha has made some improvements to the standard FJR1300A but the new model isn't radically different. The big changes come with the new FJR1300AS, which features speed-sensitive heated grips and an automatic clutch and electronic shifting.

Some might find it amazing that Yamaha's biggest, baddest supersport-tourer would borrow a feature from the company's tiniest bike, but that's what it did. Although the technical guts are waaaaay different, the clutch on the AE model works a bit like the clutch on a PW50. There's no lever on the left grip to worry about. You twist, you go. If a 4-year-old can get it, you can.

However, don't think easy-to-operate means simple. The system running the FJR auto-clutch is probably smarter than that 4-year old on the PW50—and definitely less temperamental. Indeed, the automatic clutch is only one half of something Yamaha terms the Yamaha Chip Controlled Shift, or YCC-S. The other half—the electronic shifting—is a more radical break from how we're used to operating motorcycles.

The most visible change to the bike is the push-button shift mechanism on the left handlebar. On the front of the grip, where you'd normally find the high-beam flasher, is the upshift button. On the back-side of the grip, just below the horn, is the down-shift button. Both the upshift and downshift buttons are part of the same piece of plastic that levers inside the control housing.

Although the button-shift feature draws the most attention, it's only one way to change gears on the AS. The bike still comes equipped with a foot shifter that can alternately be used to actuate the system.

Regardless of how it's triggered, the shifting and clutch are both managed by a sophisticated computer that operates the clutch in tandem with rider input (throttle, gear selection) and terrain (tight uphill twisties or long sweepers). What that means is, if it needs to slip, it'll slip.

But "controlled" does not mean "automatic." The rider still determines what the motorcycle does and when it does it. The YCC-S is still a manual transmission—although one that changes gears with an instantaneous click instead of a delayed clunk. But it's a manual transmission that you can operate with a finger instead of a toe.

Still, it's a lot to digest, and hard for some riders to accept, particularly when they rely on shifting reflexes honed over decades of riding. Trust me, though. After a few miles (and probably a couple of beeps of the horn when you really meant to downshift instead), you'll be a pro.

The other unique feature of the AS model is the heated grips. The rider chooses a setting between LO and HI on the rotary dial on the fairing and the grips adjust with the speed of the bike. Go faster, grips get warmer. Stop at a light, they cool off.

Yamaha also made some tweaks to the basic FJR package beyond the automatic clutch and electronic shifting and the heated grips on the AS.

Styling-wise, the FJR has always been a looker. It gets even sleeker this year, with larger but more shapely mirrors and new lights, both front and back. Carried over are the detachable hard bags that are big enough to carry a full-face helmet, yet take nothing away from the rocket-ship looks.

Not that you'll be overly concerned with appearances after you swing a leg over the FJR. There's nothing like a bottomless pit of silky-smooth power and a day's worth of winding pavement on your schedule to take your mind off how you'll look on the boulevard.

The route that Yamaha planned for the FJR intro included ample time on both highway stretches and mountain roads. It was a great course for getting a feel for both versions of the FJR, which proved to be an exceedingly comfortable motorcycle for munching away the miles, regardless of the distance between curves.

No, the FJR is not as nimble as a 600cc sportsbike. It's more at home in sweeping curves than tight switchbacks. But it is certainly one of the best handling motorcycles you can buy that can also comfortably carry a passenger and a weekend's worth of gear. The FJR is wonderfully stable on the freeway but still fun on the two-lanes.

As well as the aggressively styled headlights, the award-winning Street Triples have been given a more contemporary look and higher quality feel through the adoption of several key components, offering increased value with no increase in the retail price.

New colour options and sporting graphics give the class leading middleweight a whole new look. Both models feature the new style Triumph sports script, debuted on the new Daytona 675R, on the tank, as well as a stylish new 'Street Triple 675' logo. As part of Triumph's policy of adding value to its products, the standard model features three metallic paint options at no extra cost:

• Crystal White
• Phantom Black
• The distinctive new Imperial Purple

with the higher-specification 'R' available in:

• Crystal White
• Phantom Black (with gold wheels)
  
• Diablo Red

Both models have been 'de-chromed' with brushed steel exhaust headers, heel guards and silencers replacing the previous polished items, while new handlebar clamps, machined detail on the handlebar end weights and redesigned headstock infills add a further touch of quality to the class leader. The standard model also benefits from the same high quality aluminium handlebars, as fitted to the Street Triple R, while both variants feature Triumph's comprehensive latest specification instrument pack.

Mechanically the new Street Triples remain unchanged, with their punchy 675cc three-cylinder engines delivering a class leading 106PS at 11,700rpm, with 68Nm of torque at 9,200rpm. Both the Street Triple and Street Triple R share the same lightweight frame which, like the engine, is derived from the Daytona 675 supersport machine, with the R version featuring higher-specification, race-track inspired brakes and suspension for more sporting riders.

Both machines are on to be available early April, priced at $12490+ORC for the Standard Street Triple and $13490+ORC for the 'R' version, inclusive of Triumph's two-year unlimited kilometer  warranty.

Aprilia Dorsoduro 1200

Here’s why I’m excited about this model. It’s a beast, plain and simple. And yet it’s not a scary beast. Sit on it and you’ll notice the wide bars and forward seating position. The bike moves easily under you. And when it comes time to stop, the bike feels like it only weighs 100kg – there’s no front end dive when you hit the anchors hard and it stops on a dime. But this bike is all about the GO!

Surprisingly, the bike is very easy to ride slowly if traffic dictates. Even in “sport” mode, the most aggressive of the three engine modes, the fuel injection is smooth with no surging or flat spots. Here’s the best thing though. If you need to take off in a hurry, you needn’t worry about your clutch or throttle action. You can just dump the clutch and grab a wad of throttle, and you’ll be swiftly on your way. Did I say swiftly? Sorry, I meant insanely. I haven't had this much fun since riding the V-max!! It’s extremely quick, but more importantly it feels fast. I mention this because some bikes these days can be a little too smooth for their own good, and don’t always give you the grin factor when you twist the throttle.

The sound is superb from this v-twin. It’s deeper than its 750cc brother, and I can only imagine the possibilities an aftermarket set of pipes would bring. For me, this engine is hard to beat, and this chassis is too much fun. As with all Aprilias, they look fantastic but ride even better, which is why I encourage you to book a test ride and experience it for yourself.

Triumph Speed Triple

The production bike that started the streetfighter generation, the Speed Triple is all new for 2011 and is here to once again stomp on the competition. Aesthetically the changes are obvious, the controversial headlight change being the most significant. Whether you like it or not is purely subjective, but you can’t deny the handling improvements.

As soon as you hit some corners, you’ll immediately notice how solid the bike feels mid-corner. Sure it’s lighter than last year, but it’s also more planted if the corner gets bumpy. The changes aren’t as noticeable in the engine department, but given the 1050cc engine was so good since its inception, you can see why little needed to be.

Another thing you’ll appreciate with Triumph is the attention to detail and the standard inclusions. You won’t feel like you need to budget for accessories right away with standard features like braided brake lines, oversized bars, fully adjustable suspension and super sticky standard tyres. But if you want to customise it, Triumph have you covered too. If you own a current Speed Triple, I urge you to pop in and take our demo for a run. If you don’t own a Speed Triple, you’ve got even more reason to come in and experience riding nirvana.

Kawasaki ZX-10R

This bike needs no introduction. It’s a 200hp (209hp with ram air!) dynamo. Kawasaki knew they faced some stiff competition with the ever popular CBR1000, the cross-plane R1 and the perennial GSXR1000. Not only that, but the BMW s1000rr, Aprilia RSV4 and Ducati 1198 all represent better value than in the past, closing the price gap between Japanese and European models.

Kawasaki have certainly met the challenge with this edition. The list of features include an all new engine, redesigned bodywork, horizontal linkage rear suspension, aluminium swingarm, traction control, selectable power mode (the middle mode is actually variable!), ABS, Ohlins steering damper, a feature-rich dashboard and so much more.

Two things really appeal to me on the road. Firstly the fact that the engine hits nice and early at 3,500rpm. You ride the torque wave through to 7,000rpm and are rewarded with a second wind as it hits hypermode. Then you shift and do it all again. The power really does start more strongly, and a lot earlier than I expected, and the bike handles it so well. You never feel like you’ve over-stepped the mark. They’ve also set the steering damper up perfectly so if you’re on it out of a corner, it will allow a bit of freeplay before it comes in and pulls you back in line, i.e. it’s not overly restrictive.

The second thing I really appreciate with this bike is the ergonomics. It’s sporting adjustable footpegs (albeit 2-position), and in the lower position I found it far more open and comfortable than the 2010, and now in the same league as the R1 for riding position (seeing as I’m 185cm). The bike can run hot as all sports bikes do in the warmer weather, but you notice that there's no 'hot spot' with the ZX-10 - it's well distributed so you don't end up with a particular scorched body part! I feared the worst with the digital tachometer, but it's well lit in this incarnation, and I had no issues recognising the revs quickly. The entire dash looks very neat and modern, and the mode controls are easy to navigate. 

Our demonstrator model is eagerly awaiting your booking to test ride it, so don't leave her hanging. Book now! - Cameron Pope.

• Josh Hansen
• Cody Mackie
• Luke Arbon
• Billy Mackenzie

10am – 11am at Bikebiz Granville, 274 Parramatta Rd, Granville.

• Get your gear signed
• Massive savings on Thor gear on the day
• Free rider posters
• Monster Energy tasting truck will be there!!

And you can keep up with the Super X news at their website

Billy is a multiple British MX Champion, Multiple MX of Nations rider (Great Britain) and came 2^nd at 2010 Australian MX Championship

Cody came 4^th in 2009 Aust. MX Championship and 6^th in 2010 Australian MX Championship

Luke is a multiple Australian Junior MX Champion. 5^th 2009 Aust. MX Championship

Josh was an X Games Gold medallist in 2008 and 2009. He also placed 6^th overall in the 2010 AMA SX Lites Championship and placed 2^nd in the 2010 AMA East/West Supercross Shootout. Josh was also a round winner (round 15) at the 2010 AMA SX West Lites Championship. Josh also leads the 2010 Super-X series.

Seat Height - 820mm

Wet Weight - 231kg

Fuel Capacity - 19 litres

Power - 101.5kW (138PS) @ 9,600rpm

Torque - 110Nm (11.2kgf-m) @ 7,800rpm

Tori Dare has finished 2nd overall in the Australian Women's Motocross Championships held in Albury over the weekend. The 2009 champion showed incredible determination as she battled against illness and the fastest women in Australia and New Zealand.

In moto 1 it was last year's runner up Kristy Gillespie who got the holeshot and dominated the race as Dare worked her way from 6th to 2nd and set out after Gillespie. With her head down, Tori put on a charge that fell short of catching the race 1 winner.

Moto 2 saw Dare bring her race face to the line and holeshot the race and lead for the majority. During the race in an effort to maintain her lead Dare started tripling into a rythm section, something no other rider in their class could manage. Late into the race Dare and Gillespie entered into a duel that left the fans on the edge of their seats, but Dare was passed again in the dieing stages of the race by local favorite Gillespie.

Moto 3 and again Dare holeshot and rode with the determination of her title on the line. She opened out to a 6sec lead over her nearest rival before disaster struck on lap 4 with a flat rear tyre. Courageously Tori raced on. Conceding to Gillespie to the late stages of the race, she managed to hold off the rest of the field to finish 2nd and keep her championship title chase alive.

Moto 4 - from the start of this one the normally fast starting Tori surprisingly got off to a difficult start leaving her just within the top ten. A huge effort to to make her way to the front within the early laps took its toll on Tori. With the track becoming rougher and more physically demanding she charged into the top 5, earning her 2nd overall in the national championship.

"What can I say - Christie was too good" Tori said, offering no excuses. "I had a tough day and still finished second and I'll be back next year stronger than ever! Special thanks to the promoter Fiona and all the girls who supported the event and a bigger thanks to my Mum, without her support I wouldn't be racing" said Tori. 

Tori's campaign is supported by some great sponsors and massive thank you must go out to Bikebiz, Yamaha, Axo, Belray, Kenda Tyres and Rampant Threads for making it possible to compete at national level.

Story - Nik Sullivan

Photos - Grant Morris

Shark Helmets and Randy DePuniet gave us a sneak peak of their new 2011 helmet range to hit our shores in a month or so. And let me just say, they're unbelievable.

The Race-R Pro heads up their race line of helmets. The composite carbon shell is soft and flexible (which surprises you when you hold it) - designed to take the brunt of an impact. I've never felt anything like this. It has a dual spoiler that keeps it ultra stable at high speeds. The visor is asymmetrical in thickness, ranging between 3mm and 4mm to create a visor that is 100% distortion-free. That's thicker than an (3mm) F1 helmet visor!

It's also astonishingly light (approx 1250g).

There are plenty of other features like the magnetic chin strap as opposed to having to tuck it in, and it's pre-formed to hold the Sharktooth communications system. The visor changing system is all new to make changing even easier. I personally can't wait to get my hands on a production model. They're due late December or early Jan. 

The Vision-R replaces the RSF3. It's all new features are clearly aimed at the street biker, and are a welcome addition to a solid performing helmet. Its visor system allows an extra 25% vertical vision and 10% lateral. It also gets pulled into the shell much like the Shoei XR-1100's system, creating a tight seal when completely closed. There's some very nice touches here too like a tiny air filter that's reversable to close the vent. It also incorporates the anti-fog system seen on Shoei and Arai helmets that gives you a tiny break in the seal of the visor when closed, to allow some demisting.

The icing on the cake? The Vision-R has the integrated sun shield as seen on their S900 helmets. This is a magic feature, as it saves you buying an extra tinted visor, and means you don't have to lug around a 2nd visor if you're out for a long ride.These are due next month.

To be honest these are both class-leading helmets, and it would be difficult to choose. Shark have proven themselves to produce a premium product at a very reasonable price. Most (if not all now) feature a 5-star S.H.A.R.P. safety rating. 

(note: colours may not be final, more details will be posted when we have confirmed production information) - Cameron Pope.

(click here to go to the product page for purchasing)

Diablo Rosso Corsa uses the experience gained by Pirelli in racing championships all over the world and adopts new technologies developed in these racing environments to ensure high levels of performance and safety, for performance on the road and the track. In particular, Diablo Rosso Corsa is characterised by compounds derived from WSBK and also EPT (Enhanced Patch Technology) which optimises the tyre’s contact patch at all lean angles.

THE TYRE THAT TRANSFERS MORE POWER TO THE GROUND. The most important innovation of the Diablo Rosso Corsa is the introduction of an effective method of measuring the true performance of motorcycle tyres: the amount of horsepower that a motorcycle can transfer to the ground. During intense comparative tests carried out using the Diablo Rosso Corsa, testers were able to transfer at least 10 HP more from the bike to the road surface than any other tested reference tyre at each point of the test track, with a peak of 40 HP. These tests were conducted using a standard production motorcycle with standard setup, and the Diablo Rosso Corsa was shown to be superior to all other tested tyres in its ability to make the horsepower of a standard bike more usable for riders.

TARGET: EVERY DAY IS RACE DAY
The Diablo Rosso Corsa’s application includes all true performance-oriented motorcycle riders who push the limits from mountain curves to the racetrack, riders who can recognise the distinction between pure racetrack and pure road usage, and those who crave the ultimate performance tyre along with an aggressive tread pattern look. The new top-of-therange for Pirelli Moto features a broader range of sizes, EPT (Enhanced Patch Technology), and an undoubted grip level from its III zone compound. Pirelli’s development of this ultra-performance radial tyre was aimed towards today’s modern sport bikes characterised by new technological features and electronic aids such as ABS systems, traction control, advanced electronic management systems, suspension control and gear shifting systems. Diablo Rosso Corsa is structurally adaptive to the new generation of chassis with higher rigidity, allowing for greater responsiveness for the optimum balance between grip and handling.

COMPOUNDS: DERIVED FROM WSBK
The front compound is the result of the top WSBK riders’ feedback, which has resulted in the development of a solution that combines the highest grip without losing tread stiffness, to guarantee the necessary support under heavy breaking and also for faster corner exit. The III zone compound on the rear represents the ideal way to offer the best performance required in different conditions (racetrack and road). The differentiated compounds between the shoulders and centre zones is the winning solution engineered to give Diablo Rosso Corsa the racing performance needed for the track as well as long lasting performance for the road:

• Long mileage is guaranteed by high mechanical resistance materials on the Central Zone with a compound derived from Diablo Rosso experience, but even sportier; Pirelli engineers have used special resins and plasticisers optimised in terms of chemical properties and quantity to ensure the best balance between dry and wet grip. A new dedicated curing process increases the compound’s wear resistance and therefore mileage.
  
• The wide tyre shoulders adopt a new high hysteresis compound developed and used in the WSBK arena, featuring continuous grip response and incredible traction even at high lean angles. The 100% Carbon black compound’s lower rigidity, especially at mid-low temperature, allows for very fast warm up and reduces the temperature difference on the tyre’s surface for a very linear transition from one compound to the other. Specifically tuned WSBK resins from the Diablo Supercorsa are used which function at very high temperatures and levels of stress, distinctive elements required for racetrack use. The wide shoulder zone offers WSBK grip starting from low lean angles, to exploit this new performance when needed, whether on the racetrack or on the road.

TREAD PATTERN: ATTRACTIVE DESIGN
The Diablo Rosso Corsa tread pattern adopts the same winning FGD technology (Functional Groove Design) concept of the Diablo Rosso tread, combining excellent slick-like racetrack performance together with great control on wet surfaces. The 100% slick area on the rear shoulders (nude shoulder) is available from low to high lean angles to allow WSBK racetrack feeling with calibrated grooves in the middle that maximize the contact patch: The transversal groove between the rear central section and the edges quickly disperses residual water and assures maximum grip all the way through a corner, even on very wet surfaces. Another slick area in the centre puts more rubber on the ground for traction and stability.

PRODUCT BENEFITS
Diablo Rosso Corsa retains all the outstanding features of Diablo Corsa III in terms of comfort and stability, while enhancing handling and grip to the utmost. Diablo Rosso Corsa improves duration of performance on the racetrack and above all on-road to ensure true road lasting and racetrack performance. Furthermore, Diablo Rosso Corsa improves wet performance compared to the Diablo Corsa III, confirming itself as the best in class for wet versus any race replica product.

AVAILABILITY
The Diablo Rosso Corsa is available in the following sizes: 120/70ZR17 front; 160/60ZR17, 180/55ZR17, and 190/50ZR17 as well as 190/55ZR17 rear. Buy yours from Bikebiz, the motorcycle tyre specialists, and we'll ship them for only $8 australia-wide. Or bring your bike (or wheels) in for fast fitment. Call us on 02 88 300 550 for more information.