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PULSE
2022

ISSUE I

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2023 DUCATI

Streetfighter V4 SP2

THE ULTIMATE FORMULA

The top-of-the-range model in the Streetfighter family is the new Streetfighter V4 SP2 in a numbered version. A bike ready to take to the track, thanks to exclusive technical equipment that combines the "Fight Formula" with "SP" specifications, making it even more effective in sporty riding especially on the circuit.

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2023 DUCATI

Streetfighter V4 SP2

TECHNICAL SPECIFICATIONS

ENGINE TYPE

Desmosedici Stradale 90° V4, rearward-rotating crankshaft, 4 Desmodromically actuated valves per cylinder, liquid cooled


DISPLACEMENT

1103 cc 


BORE X STROKE

81 x 53.5 mm


COMPRESSION RATE

14.0:1 


POWER

153kW (208 hp) @ 13.000 rpm 


TORQUE

123 Nm (90.4 lb-ft) @ 9,500 rpm 



FUEL INJECTION

Electronic fuel injection system. Twin injectors per cylinder. Full ride-by-wire elliptical throttle bodies.


EXHAUST

4-2-1-2 system, with 2 catalytic converters and 2 lambda probes.


TRANSMISSION 


GEARBOX

6 speed with Ducati Quick Shift (DQS) up/down EVO 2


PRIMARY DRIVE

Straight cut gears; Ratio 1.80:1


RATIO

1=38/14 2=36/17 3=33/19 4=32/21 5=30/22 6=30/24


FINAL DRIVE

Chain 525; Front sprocket 15; Rear sprocket 42


CLUTCH

Hydraulically controlled slipper dry clutch. Self bleeding master cylinder.


CHASSIS


FRAME

Aluminum alloy "Front Frame"


FRONT SUSPENSION

Öhlins NIX30 43 mm fully adjustable fork with TiN treatment. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode.


FRONT WHEEL

5-split spoke carbon fibre 3.50" x 17"


FRONT TIRE

Pirelli Diablo Rosso IV Corsa 120/70 ZR17


REAR SUSPENSION

Fully adjustable Ohlins TTX36 unit. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode. Aluminium single-sided swingarm.


REAR WHEEL

5-split spoke carbon fibre 6.00" x 17"


REAR TIRE

Pirelli Diablo Rosso IV Corsa 200/60 ZR17


WHEEL TRAVER (FRONT/REAR)

120 mm (4.7 in) - 130 mm (5.1 in)


FRONT BRAKE

2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema® R 4-piston calipers with Bosch Cornering ABS EVO. Self bleeding master cylinder.



REAR BRAKE

245 mm disc, 2-piston caliper with Bosch Cornering ABS EVO


INSTRUMENTATION

Last generation digital unit with 5" TFT colour display


DIMENSIONS AND WEIGHTS


DRY WEIGHTS

177 kg (390 lb)


CURB WEIGHT

196.5 kg (433 lb)


SEAT HEIGHT

845 mm (33.3 in)


WHEELBASE

1.488 mm (58.6 in)


RAKE

24,5°


TRAIL

100 mm (4 in)


FUEL TANK CAPACITY

17 l - 4.49 gallon (US)


NUMBER OF SEATS

Single seat


EQUIPMENT


SAFETY EQUIPMENT

Riding Modes, Power Modes, Bosch Cornering ABS EVO, Ducati Traction Control (DTC) EVO 2, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO 2, Auto tyre calibration.


STANDARD EQUIPMENT

Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO 2, Full LED lighting with Daytime Running Light (DRL)**, Ducati Electronic Suspension (DES) EVO with Ohlins suspension and steering damper, Quick adjustment buttons, Auto-off indicators, Carbon fiber wheels, Carbon fiber front mudguard, Wings in carbon fiber, Adjustable rider footpegs in aluminium with heel guard in carbon fiber, Lithium-ion battery


WARRANTY

24 months unlimited mileage


MAINTENANCE SERVICE INTERVALS

12,000 km (7,500 mi) / 12 months


VALVE CLEARANCE CHECK

24,000 km (15,000 mi)



*This product is intended for vehicles used only in closed-course circuit. Operation on public roads is prohibited by law.
**Bike specifications and equipment may vary from market to market. Please refer to your local dealer for further information

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DUCATI HYPERMOTARD 950 SP
HARLEY-DAVIDSON LOWRIDER
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STREET TRIPLE 765 MOTO2™ EDITION

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2023 TRIUMPH

CLASS-LEADING POWER

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2023 TRIUMPH

STREET TRIPLE 765 MOTO2™ EDITION

TECHNICAL SPECIFICATIONS

ENGINE & TRANSMISSION

ENGINE TYPE

Liquid-cooled, 12 valve, DOHC, inline 3-cylinder


CAPACITY

765cc


BORE

78.0


STROKE

53.4


COMPRESSION RATIO

13.25:1


MAX POWER EC

130 PS / 128.2 bhp (95.6 kW) @ 12,000 rpm


MAX TORQUE EC

59 ft lb @ 9,500 rpm


SYSTEM

Multipoint sequential electronic fuel injection with electronic throttle control


EXHAUST

Stainless steel 3 into 1 header system with low single sided stainless steel silencer


FINAL DRIVE

X-ring chain


CLUTCH

Wet, multi-plate, slip


GEARBOX

6 speed


CHASSIS

FRAME

Aluminum beam twin spar frame with 2 piece high pressure die cast rear subframe


SWINGARM

Twin-sided, cast aluminum alloy


FRONT WHEEL

Cast aluminum alloy 5 spoke, 17 x 3.5 in


REAR WHEEL

Cast aluminum alloy 5 spoke, 17 x 5.5 in


FRONT TIRE

120/70 ZR 17


REAR TIRE

180/55 ZR 17 


FRONT SUSPENSION

Öhlins NIX30, adjustable compression and  rebound damping, and preload adjustment. 115mm wheel travel. 


REAR SUSPENSION

Öhlins STX40 piggyback reservoir  monoshock, adjustable compression and rebound damping, and preload  adjustment.  131.2mm wheel travel.


FRONT BRAKES

Twin 310 mm floating discs, Brembo  Stylema 4-piston radial monobloc calipers, OC-ABS, Brembo MCS radial  master cylinder 


REAR BRAKES

Single 220 mm disc, Brembo single piston caliper, OC-ABS 


INSTRUMENT DISPLAY AND FUNCTIONS

Full colour 5" TFT instruments


DIMENSIONS & WEIGHTS

WIDTH HANDLEBARS

30.12 in (765 mm)


HEIGHT WITHOUT MIRROR

41.38 in (1051 mm)


SEAT HEIGHT

839 mm Standard. 801mm with accessory low seat and suspension adaption.


WHEELBASE

55 in (1397 mm)


RAKE

23.0 º


TRAIL

3.75 in (95.3 mm)


TANK CAPACITY

3.96 US gal (15 litres)


WET WEIGHT

414 lb (188 kg)


FUEL CONSUMPTION

CO2 FIGURES

EPA Procedure CO2 emissions and fuel  consumption data are measured according to regulation 40 CFR Part 86  Subpart F. Figures for fuel consumption are derived from specific test  conditions and are for comparative purposes only. They may not reflect  real driving results.


SERVICE INTERVAL

6,000 miles (10,000km)/12 months (whichever comes first)

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BMW G 310 R
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NEW SPRING 2022 MODEL

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2022

BMW

G 310 R
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The world is there to be discovered. There’s always something new. The R 1250 GS is the queen of the touring enduro It’s just made for impassable routes, adverse conditions and the most remote destinations. That is why we have further optimized the high standard of touring suitability and comfort. From driver assistance systems, lighting technology and advanced riding modes to a USB socket, the R 1250 GS Adventure offers you everything you need to explore unknown places. And thanks to the powerful boxer engine with BMW ShiftCam, you can reach any destination with ease. Because we know: Your ideas for travelling the world are endless. Just typical #SpiritOfGS.

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2023 BMW

R 1250 GS Adventure

TECHNICAL SPECIFICATIONS

ENGINE

TYPE

Air/liquid-cooled four stroke flat twin engine, double overhead camshaft, one balance shaft and variable engine timing system BMW ShiftCam.


BORE X STROKE

102.5 mm x 76 mm


CAPACITY

1,254 cc


RATED OUTPUT

136 HP at 7,750 rpm


MAX. TORQUE

105 lb-ft at 6,250 rpm


COMPRESSION RATIO

12.5 : 1


MIXTURE CONTROL

Electronic intake pipe injection


EMISSION CONTROL

Closed-loop 3-way catalytic converter


PERFORMANCE / FUEL CONSUMPTION

MAXIMUM SPEED

over 120 mph


FUEL TYPE

Unleaded super, octane number 95 (RON), adaptive fuel quality regulation (91 to 98 RON)


ELECTRICAL SYSTEM

ALTERNATOR

Three-phase alternator with 510 Watt nominal power


BATTERY

12 V / 11.8 Ah


POWER TRANSMISSION

CLUTCH

Wet clutch with an anti-hopping function, hydraulic activation

GEARBOX

Constant mesh 6-speed gearbox with helical gear teeth

DRIVE

Shaft drive


CHASSIS / BRAKES

FRAME

Two-section frame, front- and bolted on rear frame, load-bearing engine


FRONT WHEEL LOCATION / SUSPENSION

BMW Motorrad Telelever; stanchion diameter 1.5" (37 mm), central spring strut


REAR WHEEL LOCATION / SUSPENSION

Cast aluminium single-sided swing arm with BMW Motorrad Paralever; WAD strut (travel-related damping), spring pre-load hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable at handwheel.


SUSPENSION TRAVEL, FRONT / REAR

8.3" / 8.7" (210 mm / 220 mm)


WHEELBASE

59.2" (1,504 mm)


CASTER

3.8" (95.4 mm)


STEERING HEAD ANGLE

65.1°


WHEELS

Cross spoke wheels


RIM, FRONT

3.00 x 19"


RIM, REAR

4.50 x 17"


TIRE, FRONT

120/70 R 19


TIRE, REAR

170/60 R 17


BRAKE, FRONT

Dual disc brake, floating brake discs, diameter 12.0" (305 mm), 4-piston radial calipers.


BRAKE, REAR

Single disc brake, diameter 10.9" (276 mm), double-piston floating caliper


ABS

BMW Motorrad Integral ABS Pro (part-integral, slant-layer-optimized)


DIMENSIONS / WEIGHTS

SEAT HEIGHT

35.0" / 35.8" (890 mm / 910 mm)


INNER LEG CURVE

76.8" / 78.3" (1,950 mm / 1,990 mm)


USABLE TANK VOLUME

7.9 gallons


RESERVE

Approx. 1 gallon


LENGTH (OVER MUD GUARD)

89.4" (2,270 mm)


HEIGHT (OVER WINDSHIELD)

57.5" (1,460 mm)


WIDE (OVER HAND GUARD)

38.6" (980 mm)


UNLADEN WEIGHT, ROAD READY, FULLY FUELED

591 lbs*


PERMITTED TOTAL WEIGHT

1,069 lbs


PAYLOAD (WITH STANDARD EQUIPMENT)

478 lbs


*According to guideline VO (EU) 168/2013 with all fluids, with standard  equipment and fuelled with at least 90% of usable tank volume.

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   In a word, what made  

ASCOT

SPEEDWAY

  unique was traction!  

The traction at the weekly Friday night Ascot half-mile was the result of the mixture of local dirt, sand, clay, and decomposed granite with some calcium chloride. While there is a cemetery directly across from the Ascot, there is nothing to verify dirt was taken to the track from the cemetery, contrary to the myth.

 

The track was expertly prepared every week with generous watering, grading, and dragging making the surface very consistent week to week. Looking out at the track from the starting line, the track was perfectly graded and prepared from the pole to the fence. It was like a dark brown carpet ready to be roosted on.

 

It had traction like no other track, and the surface was consistently good over 32-night races per year. Racing there week after week, you pretty much knew what to expect throughout the night. Depending on local weather and the phase of the moon and tide, the track could dry out somewhat or sometimes stay tacky as the night wore on.

 

There have been times when it grooved up to a hard pack but that was the exception during the night races. The track during Ascot races was a hard-pack groove track with little or no cushion.

Ascot at night provided unbelievable grip that allowed for various racing lines and given the smallish size for a half-mile (Ascot measured half-mile on the outside fence) made for some very close, hairball racing. 

 

Fast local riders known as “Ascot Regulars” (mostly Californians), who rode weekly during the seven-month season, had the ultimate set-up and understood how the track changed throughout the night. They were tough to beat since they could anticipate and adapt to the changing track conditions. Similar to any other location where the locals tend to dominate because they know their particular track well. 

 

Over time, riders from other states began to win the weekly races and AMA Nationals. Those out-of-state riders figured out the setup, adjusted to the track, and learned the fast way around.  Sammy Tanner and Al Gunter were both Texans transplants, who moved to Southern California to race at Ascot. Many additional riders relocated to Gardena, California so they could be close to the weekly Ascot action. Eventually, the fast guys who were fast everywhere else eventually figured out how to win at Ascot. In the final years of the raceway, riders from all over the USA were able to win the weekly races and AMA Nationals. 

WINNING ASCOT BECAME ONE OF THE MOST CHALLENGING AND SOUGHT-AFTER VICTORIES OF ITS DAY AND PRODUCED MORE RACING CHAMPIONS AND LEGENDS THAN ANY OTHER TRACK DURING ITS TIME.

IN 1976 JAY SPRINGSTEEN WAS THE FIRST MICHIGAN-RIDER TO BREAK THE CALIFORNIA RIDER STRANGLEHOLD ON THE HALF-MILE NATIONAL.

Experts say the tackiness of the racing surface, which made for great multi-line racing and spectacular lean angles, was the very thing that made the track so lethal. Instead of a typical low-side flat track crash, riders often got sideways, then caught traction, and were flung over the high side into the unforgiving dirt-backed wall that lined the outside of the oval. Or get planted on the racing line after a simple slide out and get hit by riders who already committed to a line and could not change direction. Carroll Resweber, a four-time AMA Grand National Champion (who wasn't able to secure a national win at Ascot) said, "Ascot is the toughest track in the country to come in and race against the local riders." It wasn't until 1959, that Sammy Tanner a Texan-born but full-time California resident, was the first and only non-Californian to win a national half-mile at Ascot on a Triumph until 1976.

IN 1959, SAMMY TANNER A TEXAN-BORN BUT FULL-TIME CALIFORNIA RESIDENT, WAS THE 1ST NON-CALIFORNIAN TO WIN A NATIONAL HALF-MILE AT ASCOT

The incredible traction, helped by sea air rolling into the area, kept the track surface just moist enough, so it became super tacky. It gave the West Coast riders the advantage, who knew the setup and fast line. Rumors say top riders watched the tide tables, and if there was a full moon, they would anticipate how that would affect the traction.

 

In the 1960s, one racer got the advantage by hardening the venerable Pirelli 4:00X19 MT53 at Ascot. He and a few other riders realized the older tires they had previously used worked better because they were very hard. In fact, the tires were so hard they had to use a grinder to "cut" them. 

The first Sonic Weld frame was made of 4130 chrome-moly, it was light and became very popular, especially among the 1968 Ascot Pro novices running 250cc machines. Most of the Sonic Weld frames produced were nickel-plated and looked really good. Later, they built a complete 4130 swing arm frame. The first one was for a Triumph 500 and went to Gary Nixon. During this period, Hensley moved his production to another location and took Kastan with him to form Trackmaster Racing frames.

 

Timing was good for Trackmaster because at the same time, Junior and Expert engine displacement went from to 500cc OHV to 750cc. The rule change caused a flurry of activity for racers nationwide to get ready for the new season. They had to build an all-new flat tracker based on the new rules. Trackmaster was perfectly positioned to provide the ultimate flat-track chassis and did so with the first purpose-built, dirt track racing frame. Initially, Trackmaster frames were available "frame only" or with all the necessary hardware for assembly. Later one could get a tank, seat, fender brace, forks, and pegs/brake pedal, all designed to fit perfectly on a Trackmaster frame.

 

Triumph offered many performance engine parts and factory racing recommendations/specifications, including a drop-on 750cc top end kit, for the 650 unit engine. Other specialty performance companies (WEBCO, Megacycle, Barnett, ARD, etc.) had many proven performance parts and accessories for the Triumph 650. Combined with the Trackmaster frame "kit" and wide selection of performance parts for the Triumph unit 650, one could pretty much assemble a very competitive race bike. Triumph Corporation sent a bulletin to their dealers recommending contacting Trackmaster frames directly, creating strong demand.

 

At the same time, AMA flat track was going through monumental changes. Other tire brands followed suit with the introduction of the larger, flat track-specific tire (Goodyear DT). The new tires offered improved traction due to size, compound, and tread design. Then AMA approved the addition of rear brakes as an option first (1969) and later became mandatory on all bikes in all classes in 1977. AMA Class C racing was based on racing production models. The rule was that 200 models of the homologated bikes were to be in the factory's warehouse for AMA inspection and verification. Later, AMA changed the rule from 200 to 25 models for verification.

 

All these new rules played out at Ascot. With all the changes happening, the sport changed almost from week to week. 1969 was the transition year when most of the top riders went to the 750s, but a few 500s were still competitive at Ascot. By 1971, top riders were on Triumph, BSA twins, and many of the other riders were on Trackmaster. Most were Triumph 650s with homologated 750 drop-on top-end kits. Later BSA homologated a 750 kit.

 

In the early 1970s, Linn Kastan started Redline Racing frames, and then Doug Schwerma started Champion. Yamaha USA actually sold Champion frame kits and offered engines through their parts department, sold to dealers. Many more custom and flat track frame companies were started during this time. Some people believe AMA racing was “influenced” by Harley, but during that period, most changes benefitted the British brands, primarily Triumph/BSA.

 

Harley had to quickly develop a competitive 750cc OHV 750 (the first XR750 was introduced in 1970). Prior to 1968, Harley had the flathead KR750 race-specific model that generally dominated AMA flat track for over 20 years. The new XR750 in its first years was successful with factory riders winning AMA flat track Nationals. Considering it was a first-year racing model, it performed well winning 10 AMA Nationals.

In 1972, Harley updated the XR750 and introduced the alloy XR750. By 1973, with some notable exceptions, the XR750 dominated Ascot weekly half-mile races. However, the new rule allowed other brands to be very competitive at weekly Ascot half-mile such as Norton, and later Yamaha. Then Honda burst onto the scene with its RS750 V Twins in the 1980s. It later dominated with riders Ricky Graham and Bubba Shobert.

ASCOT BECAME THE EPICENTER OF FLAT TRACK RACING IN THE US, THROUGH THE 1960S THROUGH THE 1970S.

Winning a race at Ascot, even a weekly non-national race was heavily publicized by the factories. Privateer riders and teams benefited from support from the factory privateer race support programs, and after-market companies as well. Much of the motorcycle industry’s North American headquarters were based in southern California; Triumph, BSA, Norton, Honda, Yamaha, Suzuki, and Kawasaki, so it was common to see motorcycle industry corporate VIPs watching the races at Ascot.

 

Eventually, most all major brands sponsored factory teams to race at Ascot and on the national circuit. Bell, Bates, and WEBCO plus, other top after-market company’s offices were located in southern California. And they too were drawn into the Ascot action, and some provided contingency at the nationals and even weekly Ascot races.

 

During the 1970s, the motorcycle market was rapidly growing and expanding exponentially. The factories wanted race wins to promote their respective brands. It’s where the “Win on Sunday, sell on Monday” sales philosophy was believed by the companies. Riders who would get $50 for a win at a Pro flat track race previously, saw the newer riders getting a salary, race bikes, travel expenses to the races, and full-time mechanic-all paid for by the factories. Many of them were able to keep 100% of their winnings.

 

Additionally, the motorcycle market growth benefitted from the epic Bruce Brown film On Any Sunday. The movie positioned motorcycling and motorcycle racing in a positive light creating strong retail demand. There was massive growth in all aspects of the motorcycle market, racing included. At that time, AMA Pro flat track was the number one form of motorcycle racing in the U.S. and if you were a racer, Ascot was the place to race.

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SAMMY TANNER

I was living in Kansas in 1959, I decided to call the race promotor at Ascot, Aggie (J.C. Agajanian). Who knew this one call would change my entire life for the better. I told J.C. I’ll come out for $200. After some negotiating, we agreed I would receive $150 for 2 weeks and $50 for the 3rd week. My timing was good because in those days, the “BSA Wrecking Crew” dominated the Expert ranks at the weekly races, and for promotional purposes, Aggie wanted someone to beat them. We decided I would be called the “The Flying Flea”

 

Ascot announcer, Roxy Rockwood coined the name “BSA Wrecking Crew” for Gold-Star riders Neil Keen, Al Gunter, Jack O’Brien, and Stu Morely. Once I finally made it to Ascot, I started on a Gold Star then later a 500 Triumph. I won the opening night of the 1959 Ascot half-mile season, while all the national top riders were there watching.

 

A few months later, when the national race came around, I was confident and felt ready to win. In the national main, I got a terrible start. Al Gunter and I were dicing for last. After a few laps, I got my rhythm going and began picking off riders, one by one until I was leading with one lap to go. Coming from dead last to win the first-ever AMA Grand National at Ascot in 1959 was incredible. People came out of the stands after the race, and it was crazy. I broke the former record by 6 seconds and set the new record. That was a very good year, and the continued success took my racing to a whole new level. I rode Triumph to start, then back to BSA. I teamed with the legendary C.R. Axtell and rode his Gold Star to hundreds of wins. I switched to a Shell Motor Royal Enfield 500 and won on that too. When the rules changed, I rode a 750 Norton.

Before the 750 era, I was the first pro rider to wear leathers that weren't all black. Sounds crazy now but back then, all the riders wore black leathers, mainly because that’s all we had. I had all-white leathers, with a leather guitar cut out sewn on the back. All-white leathers were unheard of back then. That started a trend for colored leathers made from all colors and the look completely changed racing, forever. With the growth of flat track and factory involvement, sponsors’ logos gradually started appearing on the leathers giving the riders a more professional look.

 

Just to backtrack a bit, one day in Stockton, Kansas, the track announcer there jokingly said I was a rock 'n' roll star back home in Texas, not sure why he said that, but it was funny, at the time. After the race that night, fans swamped me in the pits asking for my autograph and copies of my record. Following that, I hit a local recording studio in Kansas and cut a record based on my nickname. The song began: "When I was born in a Texas shack, Pop took one look and said send him back. No scrawnier runt ever lived than me, but now I’m known as the 'Flying Flea”. That song was not a big hit, but it was a lot of fun to record. We cut the record in just 18 takes which was stellar considering we wrote the whole song while creating the music simultaneously. You can listen to Sammy's song on YouTube

The BSA Gold Star, at least at Ascot, was maybe the ideal bike year-round and had power delivery that got the power to the ground. But I liked the 750s at Ascot, you could go faster on them. I’m so lucky to be in the business for so long and have seen the motorcycle market grow and evolve. That call to Aggie back in 1959 really changed my life completely, I’ll always be extremely grateful that he gave me the opportunity to race at Ascot.

Sammy won 408 AMA Pro races and 68 Trophy Dashes during his racing career. He also won 4 Ascot AMA Half-Mile Nationals, plus 3 other AMA Dirt Track Nationals including the prestigious 50 Lap Springfield Mile. While Sammy was still racing back in 1965, he started Sammy Tanner Distributing, selling various motorcycle parts to dealers. Later, he became the first distributor in the U.S. for Arai motorcycle helmets, and 10 years ago, added Arai’s automotive helmet line. After having Arai for a few years, he dropped all the other parts he was selling to concentrate exclusively on Arai. Being Arai's exclusive distributor, Sammy is able to offer his dealers same-day shipping, competitive pricing, and excellent customer service.

ASCOT RACEWAY
TRIUMPH STREET TRIPLE
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2023 YAMAHA

YZ450F

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Fresh off consecutive pro Motocross & Supercross titles, Yamaha  took the class‑leading YZ450F and made it even better—more powerful,  lighter, slimmer, with enhanced overall stability and more agility than  ever! Introducing the all‑new 2023 Yamaha YZ450F, because the best don’t  rest.


  • New 450cc Four-Stroke Engine
    The  completely redesigned 450cc liquid-cooled DOHC four-stroke engine is  lighter, more compact and features stronger pulling power across the  entire rev range. The rev limit is also increased by 500 rpm for longer  over-rev while still maintaining the YZ450F's broad power character.

  • New Yamaha Power Tuner App
    Yamaha’s  industry-leading Power Tuner App has been extensively updated,  retaining the full functionality of the previous version but now even  easier to understand, easier to use, with more functionality. Engine  mapping can now be made using an intuitive new slide bar. There is also a  new lap timer, Traction and Launch Control tuning, and bike set-up  guides. Best of all, it's free-of-charge.

  • New Traction Control & Updated Launch Control
    The  all-new Traction Control System communicates wheel slip to the ECU,  tuning the engine to maintain ideal rear wheel traction. Three levels  can be selected: HIGH, LOW or OFF. The updated Launch Control System now  features an rpm limiter which can be adjusted in 500 rpm increments  between 6,000 rpm and 11,000 rpm for optimized launches when the gate  drops. Both systems are controlled through the Yamaha Power Tuner App.

  • All-New Aluminum Bilateral Beam Frame
    A  completely redesigned aluminum bilateral beam frame provides just the  right amount of strength and flex for the perfect balance of stability  and cornering performance. The result is a better handling machine with  lighter feel, more agility and increased traction allowing the rider to  enter corners with greater confidence and more line choices.

  • Class-Leading Suspension
    High-spec  fully adjustable Speed Sensitive System KYB® coil spring-type fork  provides exceptional bump absorption. New for 2023, the front fork now  features toolless compression clickers for easy adjustment. The  linkage-type rear suspension features a KYB® shock with revised damping  characteristics to match the new YZ450F's chassis.

  • High Performance Braking System
    A  large 270mm front brake rotor is coupled with a Nissin caliper to  provide excellent braking performance.  Out back, rear brake feel is  improved by reducing the rigidity of the brake hose providing a wider  range of control at the pedal.

  • Slimmer Body & Improved Ergos
    A  new slimmer, flatter and more compact body eases rider movement for  improved control, including more seamless, rounded features from seat  edges and side covers to a more narrow fuel tank and front shroud. The  rider triangle is also improved with increased legroom between the seat  and footpegs, and revised handlebar position for a more natural posture  and enhanced rider comfort.

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LIGHTER, SLIMMER, SHARPER, FASTER

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2023 YAMAHA

YZ450F

TECHNICAL SPECIFICATIONS

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ENGINE

ENGINE TYPE

450cc liquid-cooled DOHC 4-stroke; 4 titanium valves


BORE X STROKE

97.0mm × 60.8mm


COMPRESSION RATIO

13.0:1


FUEL DELIVERY

Mikuni® fuel injection, 44mm


TRANSMISSION

5-speed; multiplate wet clutch


FINAL DRIVE

Chain


CHASSIS

SUSPENSION  /  FRONT

KYB® spring-type fork with speed sensitive damping; fully adjustable, 12.2-in travel


SUSPENSION  /  REAR

KYB® single shock; fully adjustable, 12.4-in travel


BRAKES  /  FRONT

Hydraulic disc, 270mm


BRAKES  /  REAR

Hydraulic disc, 240mm


TIRES  /  FRONT

80/100-21 Dunlop® Geomax MX33F


TIRES  /  REAR

120/80-19 Dunlop® Geomax MX33


DIMENSIONS

L x W x H

85.8 in x 32.5 in x 50.2 in


SEAT HEIGHT

38.0 in


WHEELBASE

58.3 in


RAKE (CASTER ANGLE)

26.9°


TRAIL

4.7 in


MAXIMUM GROUND CLEARANCE

13.8 in


FUEL CAPACITY

1.6 gal


WET WEIGHT

240 lb


WARRANTY

30 Day (Limited Factory Warranty)

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