2010 British Superbike Championship season --Calendar And Entry List

• A provisional calendar had been released on 11 October 2009, with twelve rounds listed, including a provisional date at Donington Park due to renovation of the circuit^. Two months later, a revised calendar was released, with Donington Park losing the rights to hold their race on 10–12 September, after Donington Ventures Leisure Ltd was placed into administration. These dates will now be used for a round at Croft, with a second meeting at Cadwell Park replacing the original Croft date.

2010 Calendar
Main Season
Round		Circuit	Date	Pole Position	Fastest Lap	Winning Rider	Winning Team
1	R1	Brands Hatch Indy	April 5	Ryuichi Kiyonari	Josh Brookes	Tommy Hill	Worx Crescent Suzuki
	R2			Josh Brookes	Alastair Seeley	James Ellison	Swan Honda
2	R1	Thruxton	April 18	Tommy Hill	Martin Jessopp	Tommy Hill	Worx Crescent Suzuki
	R2			Martin Jessopp	Tommy Hill	Josh Brookes	HM Plant Honda
3	R1	Oulton Park	May 3	Tommy Hill	Ryuichi Kiyonari	Stuart Easton	Swan Honda
	R2			Ryuichi Kiyonari	Michael Laverty	Michael Laverty	Relentless Suzuki by TAS
4	R1	Cadwell Park	May 23	Tommy Hill	Ryuichi Kiyonari	Ryuichi Kiyonari	HM Plant Honda
	R2			Ryuichi Kiyonari	Josh Brookes	Josh Brookes	HM Plant Honda
5	R1	Mallory Park	June 27	Ryuichi Kiyonari	Ryuichi Kiyonari	Ryuichi Kiyonari	HM Plant Honda
	R2			Ryuichi Kiyonari	Ryuichi Kiyonari	Ryuichi Kiyonari	HM Plant Honda
6	R1	Knockhill	July 4	Josh Brookes	Michael Rutter	Michael Rutter	Riders Motorcycles.com
	R2			Michael Rutter	Race Cancelled
7	R1	Snetterton	July 17	Michael Rutter	Josh Brookes	Josh Brookes	HM Plant Honda
	R2		July 18	Josh Brookes	Josh Brookes	Josh Brookes	HM Plant Honda
	R3			Josh Brookes	Ryuichi Kiyonari	Ryuichi Kiyonari	HM Plant Honda
8	R1	Brands Hatch GP	August 7	Michael Rutter	Alastair Seeley	Alastair Seeley	Relentless Suzuki by TAS
	R2		August 8	Alastair Seeley	Michael Laverty	Tom Sykes	Kawasaki World Superbike
	R3			Michael Laverty	Michael Rutter	Tom Sykes	Kawasaki World Superbike
9	R1	Cadwell Park	August 30	Tommy Hill	Josh Brookes	Tommy Hill	Worx Crescent Suzuki
	R2			Josh Brookes	Ryuichi Kiyonari	Josh Brookes	HM Plant Honda
The Showdown
10	R1	Croft	September 12	Tommy Hill	Tommy Hill	Tommy Hill	Worx Crescent Suzuki
	R2			Tommy Hill	Tommy Hill	Michael Laverty	Relentless Suzuki by TAS
11	R1	Silverstone Arena GP	September 26	Josh Brookes	Michael Rutter	Michael Rutter	Riders Motorcycles.com
	R2			Michael Rutter	James Ellison	James Ellison	Swan Honda
12	R1	Oulton Park	October 9	Tommy Hill	Tommy Hill	Ryuichi Kiyonari	HM Plant Honda
	R2		October 10	Tommy Hill	Ryuichi Kiyonari	Ryuichi Kiyonari	HM Plant Honda
	R3			Ryuichi Kiyonari	James Ellison	Ryuichi Kiyonari	HM Plant Honda

Notes:

1.^ – The second race at Knockhill was cancelled due to bad weather conditions. As a result, the race was run at the next round of the championship at Snetterton, with the second race grid positions standing for the race.

Entry list

2010 Entry List Team Bike No Riders Class Rounds Swan Honda Honda CBR1000RR 2 James Elliso 1–2, 5–12 3 Stuart Easton All HM Plant Honda Honda CBR1000RR 4 Josh Brookes All 8 Ryuichi Kiyonari All SMT Honda Honda CBR1000RR 5 Christian Iddon 1–6 9 Chris Walker 7–12 Riders Racing Ducati Ducati 1198 6 Michael Rutter All 40 Martin Jessopp 1–5, 12 Relentless Suzuki Suzuki GSX-R1000 7 Michael Laverty All 34 Alastair Seeley All CW Racing Suzuki GSX-R1000 9 Chris Walker 1–2, 5–6 MSS Colchester Kawasaki Kawasaki Ninja ZX-10R Chris Walker 3–4 17 Simon Andrews 1, 5–12 43 Howie Mainwaring 2 101 Gary Mason All Buildbase Kawasaki Kawasaki Ninja ZX-10R 10 John Laverty All 11 Adam Jenkinson All Magic Bullet Racing Suzuki GSX-R1000 14 Michael Howarth E 1–3 20 David Johnson E 1–3 Graphic UK/Trademte Honda Honda CBR1000RR 15 Matt Layt 7 Adept Water Kawasaki Ninja ZX-10R Leon Hunt E 11–12 East Coast Racing Yamaha YZF-R1 16 Karl Harris 5 Jentin Racing BMW S1000RR 19 Steve Brogan E 1, 3–12 2 Two Brothers Racing Kawasaki Ninja ZX-10R 20 David Johnson E 4–7 Becsport/Two Wheel Tuning Suzuki GSX-R1000 8–11 66 James Webb E 12 Doodson Motorsport Honda CBR1000RR 21 Tom Tunstall 1–11 MIST Suzuki Suzuki GSX-R1000 23 Chris Seaton E 12 25 David Anthony E 1–4 Wilson Craig Racing Honda CBR1000RR 29 Guy Martin 3 Astro-Chase SST Racing Kawasaki Ninja ZX-10R 32 Peter Ward E 1, 3–9 2 Worx Crescent Suzuki Suzuki GSX-R1000 33 Tommy Hill All 71 Yukio Kagayama 1–3, 8–12 Splitlath Motorsport Aprilia RSV 4 35 Chris Burns E 1–8, 10–12 9 53 Joe Burns E 1–3 56 Hudson Kennaugh E 7–8, 10–12 9 Bournemouth Kawasaki Kawasaki Ninja ZX-10R 37 James Hillier E 10–12 Quay Garage Racing Honda CBR1000RR 46 Tommy Bridewell All D.H.R Free-Brothers Honda Honda CBR1000RR 50 David Haire 12 Quattro Plant Honda CBR1000RR 54 Steve Heneghan E 1–2 4–12 Motorpoint / Henderson Yamaha Yamaha YZF-R1 55 Ian Lowry 3–4 65 Loris Baz 10–12 99 Dan Linfoot All 100 Neil Hodgson 1–2 188 Andrew Pitt 5–8 MAR Kawasaki Kawasaki Ninja ZX-10R 56 Hudson Kennaugh E 1–6 Ultimate Racing Yamaha YZF-R1 60 Peter Hickman All Red Viper Spike Suzuki GSX-R1000 64 Aaron Zanotti E All SMR Racing Yamaha YZF-R1 66 Steve Mercer 1 Kawasaki World Superbike Kawasaki Ninja ZX-10R Tom Sykes 8 87 Ian Lowry 8 PR Racing M/C & Moore Yamaha YZF-R1 68 Luke Jones 1–3, 7 AIM Racing Suzuki GSX-R1000 69 Gary Johnson E 1–3, 5–12 Motomob – O'Brien Hifi Yamaha YZF-R1 72 Michael O'Brien E 2–4, 7–9, 11 Close Print Finance Honda Honda CBR1000RR 75 Craig Fitzpatrick E 1–3, 5–12 777 RR Motorsport Suzuki GSX-R1000 77 Pauli Pekkanen E All Redline KTM KTM 1190 RC8 88 James Edmeades E 1, 5–12 Dave Wood 2 Alex Lowes E 3–4

2010 British Superbike Championship season

2010 British Superbike season
Previous: 2009	Next: 2011
Support series: British Supersport Championship Superstock 1000 Superstock 600 British 125 Champ

The 2010 British Superbike season is the 23rd British Superbike Championship season. Due to the economic climate many rule changes have been discussed including one bike per rider and the banning of electronic aids.The season features a new Evo Class for less-developed bikes and a new 'Showdown' points system to keep the championship close until the end. Former champion Ryuichi Kiyonari returns to the series, as does his countryman Yukio Kagayama. Neil Hodgson briefly returned to the series before retiring due to a shoulder injury. It was the returning Ryuichi Kiyonari who won the championship at the final meeting at Oulton Park, after a very close championship that went down to the very last race of the year.

Rule changes

New for 2010 will be an "Evolution Class", to replace the Privateers Cup, and is designed for teams to enter the championship for a reduced cost. The new rules have attracted larger numbers than the Privateers Cup, and have also attracted three new manufacturers in KTM, Aprilia and BMW. The Evo rules allow for full Superbike rolling chassis allied to stock engines and a control ECU which eliminates rider aids.
Series organisers MotorSport Vision announced a series of rule changes on February 3, 2010. Qualifying has been altered, with the "Roll for Pole" only setting the grid for race one of each weekend. This is due to the race two grid being set by the fastest laps of each rider in race one. Also introduced is a "second chance" system if a rider crashes on lap one, that rider will only drop eight places from where they started the first race. At the pair of triple-race meetings, the same rules apply for race two, but will also be applied for race three.

 Championship restructure

Perhaps the biggest rule change was the dividing of the championship into two parts. The first nine meetings (nineteen races) form the "Main Season" of the championship, before the final three meetings (seven races) make up "The Showdown". The championship change has been introduced after Leon Camier clinched the 2009 title with four races to spare, thus introducing a crescendo of competition.
The normal FIM point-scoring system still applies, with 25 for the winner and a single point for fifteenth. At the end of the Main Season, all riders then drop their two worst scores, which must be from events they have at least qualified for. From this points order, the first six riders in the championship standings will be elevated to a new base level and become the Title Fighters for the final three events and seven races of the championship.

The format is based on the 2007 NASCAR Chase format of rewarding wins with bonus points for the playoff. Unlike the Chase, top-three finishes, instead of only wins, in the Main Season will be awarded bonus points, referred as Podium Credits. A win is worth three bonus points, second place is worth two bonus points, and third place is worth one bonus point.
Each Title Fighter will start The Showdown with 500 points and bonus points earned for each podium finish. Using the first nineteen races of Camier's campaign last year, Camier would have had 547 points due to his fifteen wins and a second place out of the first nineteen races of the season.
The standard points scoring format from the Main Season then continues for The Showdown, with all points scores from the final seven races counting. All riders outside of the Title Fighters continue to race for the BSB Riders' Cup, continuing to add to their points total from the end of the Main Season. This also applies to the new Evolution class.

Qualifying changes

The Swan Combi Roll for Pole remains, but this now just sets the grid for Race 1. All riders first take to the track for Q1 over 20 minutes. The field is then whittled down to 20 riders in Q2 over 12 minutes, and then the final 8 minutes shoot-out for pole position by the top 10 riders in Q3. Significantly all the riders will be on race rubber during all the qualifying sessions. The Race 2 grid is then established by the order of the riders best lap times set during Race 1. If a rider suffers a crash or mechanical failure before the end of the first lap in Race 1, the rider will line up for Race 2 in their Race 1 starting grid position plus 8 "penalty places".

Can- Am 800

Can- Am 800

Can- Am 800

Can- Am 800

Can- Am 800

Kymco Agility Scooters

Taiwan Kymco presented an updated model of Agility scooter 2009 model year.
The new version of the device Agility R16 is already available in Europe. Kymco dealers in the traditional three versions – with motors of 50, 125 and 150 cub. The basic colors – white, black, blue. The European price for these scooters is 1 500, 1 700 and 1 800 euros. The cost of brand luggage – 60 Euro.

Kawasaki Brute Force 650

SPECIAL FEATURES
The Kawasaki Brute Force features scratch-resistant, high-gloss bodywork found in Kawi green or the brilliant red featured in this test.

The ergonomics of the Brute Force 650 4x4 are right-on. The ride is comfortable and spacious, which is good for aggressive riders. It feels good for longer trail rides, too. The seat is soft on your backside, and it puts you in an upright and comfortable seating position.

The floorboards and integrated metal footpegs provide plenty of traction. They also serve as good mud and debris deflectors. However, when we found ourselves in the deep mucky muck, the footpegs filled up at times.

Instruments found on the center of the handlebars include a digital speedometer, odometer, twin trip meters, clock, hour meter and fuel gauge. The fuel gauge keeps tabs on the Brute Force’s large, five-gallon fuel tank, which offers well over 100 miles between fill-ups. The front of the machine offers four-bulb, 40-watt headlights to light on the nighttime trail. This Brute can tow a hefty 1250 pounds and can also handle nearly 300 pounds of combined weight on both of its racks.

Our biggest concern for this 4x4 is the lack of storage space. There are no cavities on the front fenders like there are on the larger Brute Force. The only storage space is under the seat, and it’s barely large enough for a trail snack. What’s the deal, Kawasaki? We’ll take care of this problem with a Project Brute Force 650 later this year.

The 2010 straight-axle Kawasaki Brute Force 650 runs for $7549. The only other straight-axle 4x4 you could purchase these days that is 500cc or larger is Honda's $7699 Rubicon 500. It is over 130cc less than the Brute Force 650, but it is equipped with power steering and push-button shifting that can be switched to fully automatic mode.

The Brute Force 650 also compares to Can-Am’s $8399 V-twin Outlander 650, which had dual front A-arms and IRS. The $5999 Polaris Sportsman 500 H.O. has MacPherson struts and IRS. Arctic Cat’s 700H1 ($8499) and 650 H1 ($7199) compare, and for about $1000 more, the 700 H1 comes with power steering. The Brute Force 650 also compares to Yamaha’s $8699 Grizzly 700, which offers dual front A-arms, IRS and, for $600 more, a power steering system.

Yamaha Raptor 250

Yamaha’s Raptor 250 has continued to be a top-selling sport ATV since its introduction a few years back. Its exquisite engineering takes it to the top of its class in handling and performance. More importantly, its low $4500 price tag makes it a hit, even in this ragged economy. In an industry of speed junkies, this 249cc, air-cooled Raptor is surprisingly impressive. It has bridged the gap for mini ATVers not ready for a larger class, and new riders have praised its easy operation.

PERFORMANCE

At first glance, Yamaha’s Raptor 250 will not attract much attention. It’s small. However, its 330-pound wet weight makes it the lightest in its class by almost 50 pounds. Its 249cc, air-cooled, SOHC, four-stroke mill sits at the top of its class as well.
An electric starter gets it going, and fuel is fed from a large 2.4-gallon fuel tank via a 29mm Mikuni carburetor. The Raptor 250 idles quietly, but features a light thumb throttle with a snappy response. We’d like to see Yamaha give its YFZs this soft of a throttle.
Power is not overwhelming, but it is fun for riders at any skill level. There are also many aftermarket companies building motor build kits and performance exhaust systems.
The five-speed manual transmission is flawless and allows you to use the motor to its full potential. Other 250 sport ATVs with automatic transmissions limit your control in a sense. They are gas-it-and-go, while the manual Raptor 250 adds another fun dimension to the ride of clicking off gears and gaining speed.
Learning to use a manual clutch might be tough for some, but it will only make you a more complete rider. If you or your child isn’t ready for this type of transmission, there are other options. Honda’s competing TRX250X is known for its Sport Clutch. This is a system that works much like the Raptor’s manual five-speed, but it will not stall in, or out, of gear. Unlike the Raptor 250, the TRX250X also features reverse. It runs for a lower $4300 price, but offers a smaller 229cc powerplant, two inches fewer wheel travel, front and rear, and is heavier at 379 pounds. Can-Am’s DS250 is the only liquid-cooled, four-stroke powered ATV in this class. It’s also the most affordable at $3699. It features a double A-arm front suspension and reverse. Also competing is Suzuki’s QuadSport 250 at $4199. It features an easy-to-operate, five-speed automatic with reverse. For around $800 more, you can make a jump up in class. Honda’s TRX300X costs $5299, and has a 282cc powerplant with a five-speed manual transmission with reverse. Yamaha’s Raptor 350 is a hundred bucks more at $5399. It has almost 100cc more than the Raptor 250, but we feel overall, it is an inferior machine to the newer 250 model.

SUSPENSION
The Raptor 250’s lightweight chassis is smooth and predictable on the track or trail. Larger 450 sport quads are much heavier, and their arm jerking power makes arm pump a more familiar occurrence. While lap times will never be close to a 450’s, our test riders were able to ride twice as long on the Raptor 250. The tighter the terrain, the more impressed we were with the Raptor. But track straightaways and fast trail rides proved to be the Raptor 250’s weakness.

The front end is equipped with a double A-arm suspension with five-way, preload-adjustable shocks. This setup offers 7.5 inches of wheel travel. A standard swingarm on the rear end is controlled by a shock with adjustable preload, and offers 7.9 inches of wheel travel.

The Raptor 250 rides plush on most terrain. There were few instances where the suspension would bottom out on jump landings. Keep in mind this was with larger 170- to 190-pound test riders. Smaller 120- to 160-pound riders never bottomed out.

When our test track whooped out and when we rode through rutted trails, the Raptor would bounce around. We improved this on last year’s Project Raptor 250 with both Works and Motowoz shocks . Installing aftermarket shocks will still have the overall cost of the Raptor 250 a couple grand below the retail of a 450.

Dunlop’s 20x7-10 (front) and 19x10-9 (rear) tires are mounted to lightweight aluminum wheels. These meats provided plenty of traction and offered excellent handling characteristics on the track and trail.

Bringing the Raptor 250 to a standstill are triple hydraulic disc brakes. These brakes stop the Raptor on a dime. Its lightweight chassis, along with the awesome brakes, even allow for nose wheelies on a flat, tacky surface. The Raptor 250 also features the YFZ and Raptor 700-designed flip-type, handlebar-mounted parking brake. This is the best-working, easiest-to-use parking brake we have tested.

SPECIAL FEATURES
Yamaha is not known for decking its ATVs out with many special features. They do, however, design their machines for easy maintenance. The Raptor 250’s airbox features no-tools air filter access, an easy-to-use eccentric chain adjustment, grease fittings on the A-arms and swingarm, and the bodywork comes off without having to disassemble electrical parts, airbox or wiring harness.
The front of the Raptor 250 is equipped with dual, 30-watt, multi-reflector Krypton headlights, which were styled after the YFZ450. The tail light has an incorporated brakelight as well.

Unfortunately, Yamaha will not be offering the Raptor 250 in Yamaha blue for 2010. It is available in a white plastic with an option of red or pink graphics. It still looks cool, but we already miss the Yamaha blue.

MOST FUN FOR THE MONEY
The $4500 price tag is exceptional, but not best in class. What sets the Raptor 250 apart from the other 250s is that you could head right off the showroom to the motocross track and start honing your MX skills. We realize not everyone is an MX rider, but an ATV that can tackle tight corners, whoops and jumps will tackle any trail you put in front of it. Plus, its peppy motor matched with a lightweight and easy-to-ride chassis will satisfy the needs of all different types of riders, from young to old and beginner to pro.

Buell 1125CR

Buell 1125CR  Overview ;;
The Buell line is expanding on the 1125R with the new Buell 1125CR "cafe racer," a more street oriented version with lower gearing and a flyscreen instead of the higher fairing. The engine has been tweaked slightly with new fuel and spark maps, the new maps will be available for the '08 1125R. Judging from the 1125R's performance so far on the track, this 1125CR should be a real contender on the street.
From Buell:
Buell brings superbike performance to the streetfighter category in 2009 with the introduction of the 1125CR, a new model featuring a modern interpretation of “café racer” styling and the power of the Buell Helicon 1125 liquid-cooled V-Twin engine. The 1125CR is one of nine 2009 Buell Sportbike, Streetfighter, Adventure Sportbike and Blast models.
“Part superbike and part streetfighter, the 1125CR is my vision of a 21st century café racer,” said Erik Buell, chairman and chief technical officer at Buell Motorcycle Company. “It’s got Clubman-style bars and a flyscreen instead of a fairing. Then we geared it down to optimize acceleration. With a class-leading weight-to-horsepower ratio, the 1125CR takes streetfighter performance to a new level.”
Also new for 2009 on the 1125R and 1125CR models are targeted fuel injectors, relocated O2 sensors, and updated engine spark and fuel maps. The combination of these features offers improved drivability below 6000 rpm, even crisper throttle response, improved heat management, and significantly improved fuel economy. The updated engine spark and fuel maps will also be made available for 2008 1125R models.
With a dry weight of 375 pounds, the 1125CR is the lightest liter-class streetfighter on the market, and combined with 146 horsepower, it offers the best weight-to-horsepower ratio in the category.

Buell 1125CR  Technical Features

Buell 1125CR highlights

* Buell Helicon 1125cc liquid-cooled, four-stroke 72-degree V-Twin engine
* 146 peak hp @ 9800 rpm
* 82 ft. lbs. peak torque at 8000 rpm
* 76/27 final drive gearing optimized for acceleration
* Underslung muffler with Helmholtz chamber
* DDFI 3 Electronic Fuel Injection ECM
* Ram-air pressurized air box
* Twin side-mount radiators
* HVA (Hydraulic Vacuum Assist) Slipper Action clutch
* ZTL2 four-pad, eight-piston front brake
* Fully adjustable 47 mm Showa inverted fork
* Fully adjustable Showa rear shock absorber
* Fuel-in Frame 5.3-gallon capacity
* Dry Weight: 375 pounds
* Wheelbase: 54.5 inches
* Seat height: 30.5 inches
* Pirelli Diablo Corsa III tires
* Pre-Wired for Accessory Heated Grips