As Kawasaki announces the arrival of 2009 Ninja 250R in US, we are left wondering, when will biking enthusiasts in India get to ride one of these?

The lightweight baby Ninja has Supersport styling, rider-friendly engine, real world performance and an amiable chassis. Perfect recipe for a fun motorcycle which can be used daily, doesn’t burn a large hole in the pocket (comparatively speaking) and yet has enough power to put every motorcycle in India (barring Yamaha R1 and MT01) to shame.

With an expected price tag of 2-3 lakh rupees, it might just have been the performance motorcycle Indian motorcycling enthusiasts were yearning for. And it would have been perfectly positioned between the gap that exists between Indian made motorcycles and imports (1.10L - 11L).

Yet, 10 months after the Autoexpo 2008 got over, we are left wondering, when will Bajaj Auto launch the baby ninja in India. All we can do for now is to pray that it does get launched soon with an attractive price tag and look longingly at its photographs.

2009 Kawasaki Ninja 250R specifications:

Engine: Four-stroke, liquid-cooled, DOHC, parallel twin
Displacement: 249cc
Bore x stroke: 62.0 x 41.2mm
Compression ratio: 11.6:1
Maximum torque: 22 Nm {2.24 kgf/m} 16.2 lb-ft / 9,500 rpm
Cooling: Liquid
Carburetion: Keihin CVK30 x 2
Ignition: Digital
Transmission: Six-speed
Final drive: O-ring chain
Frame: Semi-double cradle, high-tensile steel
Wheelbase: 55.1 in.
Rake / trail: 26 degrees / 3.2 in.
Front suspension / wheel travel: 37mm hydraulic telescopic fork / 4.7 in.
Rear suspension / wheel travel: Bottom-Link Uni-Trak® with 5-way adjustable preload / 5.1 in.
Front tire: 110/70-17
Rear tire: 130/70-17
Front brake: Single 290mm hydraulic petal disc with two-piston caliper
Rear brake: Single 220mm petal disc with two-piston caliper
Overall length: 82.1 in.
Overall width: 28.1 in.
Overall height: 43.7 in.
Seat height: 30.5 in.
Curb weight: 374.9 lbs.
Fuel capacity: 4.8 gal.
Color choices: Metallic Diablo Black, Sunbeam Red, Candy Thunder Blue, Special Edition Lime Green / Metallic Diablo Black

To match the increased power of 2009 ZX-10R’s engine, Kawasaki engineers have optimized gearing to match the engine output, the transmission and engine are essentially a race-ready team with performance similar to Kawasaki’s factory Superbikes. More racing heritage is found in its adjustable slipper clutch, which allows riders to dole out quick downshifts without upsetting the fine-tuned chassis.

2009 ZX-10R also has the Kawasaki Ignition Management System (KIMS) to enhance the precision with which the engine reacts to throttle changes. The KIMS works to prevent engine and catalyzer damage from sudden spikes in engine speed, providing a smooth and controlled throttle response to the rider. The system works by monitoring the standard DFI system’s input data (engine speed, throttle position, vehicle speed, gear position and feedback from intake air temperature, intake air pressure, engine temperature and O2 sensors), and checking every 0.02 seconds for any sudden changes in RPM. It doesn’t interfere with normal operation and still allows the engine to rev freely under typical riding conditions.

A superb engine deserves an equally superb chassis, and this is where the ZX-10R really shines. Applying lessons learned in the unforgiving racing environment, Kawasaki has created an exceptionally communicative machine. It provides two-way rider/machine feedback with the precision professional racers demand and everyday riders crave.

The track oriented and fully-adjustable 43mm inverted fork and advanced rear suspension design supplement the ZX-10R’s chassis feedback capabilities. The fork tubes have Diamond Like Carbon (DLC) coating for less stiction and enhanced feedback, while locating the springs at the bottom of the fork legs helps reduce oil frothing for more consistent damping performance. The fully-adjustable rear shock includes low and high-speed compression damping for better fine-tuning capabilities and connects to the aluminum swingarm via the latest Uni-Trak® linkage design.

Light, stiff and precise squeeze-cast wheels keep unsprung weight down and improve suspension action. Their reduced rotational inertia further enhances the 10R’s quick steering and acceleration.

The 2009 ZX-10R is capable of slowing down every bit as fast as it can sprint ahead. Braking duties are handled by radial mounted Tokico brake calipers squeezing 310mm petal discs, while the rear 220mm petal disc is stopped by a single-piston caliper.

Shrink wrapping all of this Kawasaki wizardry is a sleek aerodynamic shape that flows from an aggressive front cowling to a sharp, minimalist tail cowl. The rear frame, tank and seat shape offer glove-like ergonomics and near form-fitted rider/bike contact spots. The result of these efforts is a clean, lithe and wiry package highlighted by superb fit and finish exuding the presence befitting its Ninja name.

Though as far as looks are concerned, they are highly subjective and differ from person to person, especially when it comes to the special edition Lime Green/Metallic Diablo Black color combination.

2009 Kawasaki Ninja ZX-10R Specifications:

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 998cc
Bore x stroke: 76.0 x 55.0mm
Maximum torque: 83.2 lb-ft @ 8,700 rpm
Compression ratio: 12.9:1
Fuel system: DFI with four 43mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder
Ignition: TCBI with digital advance and Kawasaki Ignition Management System (KIMS)
Transmission: Six speed
Final drive: Chain
Rake / trail: 25.5deg / 4.3 in.
Front tire: 120/70 ZR17
Rear tire: 190/55 ZR17
Wheelbase: 55.7 in.
Front suspension/wheel travel: 43mm inverted fork with DLC coating, adjustable rebound and compression damping, spring preload adjustability and top-out springs / 4.7 in.
Rear suspension/wheel travel: Uni-Trak® with top-out spring, stepless, dual-range (high/low-speed) compression damping, stepless rebound damping, fully adjustable spring preload / 4.9 in.
Front brakes: Dual semi-floating 310mm petal discs with dual four-piston radial-mount calipers
Rear brakes: Single 220mm petal disc with aluminum single piston caliper
Overall length: 83.1 in.
Overall width: 28.0 in.
Overall height: 44.7 in.
Seat height: 32.7 in.
Curb weight: 458.6 lbs.
Fuel capacity: 4.5 gal.
Color choices: Ebony, Candy Burnt Orange / Flat Super Black, Special Edition Lime Green / Metallic Diablo Black

Styled and almost similarly speced to the Indian Honda CBF Stunner 125, the CBF 125 EFI comes with electronic fuel injection to meet the stricter Euro III emission norms prevailing in Europe.

CBF 125 EFI also receives a 0.3bhp peak power boost due to fuel injection. Which bumps the peak power output to 11.3bhp, while the Indian Stunner, produces 11bhp @ 8000rpm.

While the complete specifications aren’t out yet and no words on its performance, we believe it will have slightly better roll on figures compared to its Indian counterpart, courtesy of the fuel injection.

Honda CBF 125 EFI is scheduled to be launched in Europe in December, with a price tag of 2195 euros i.e. Rs. 143,500.

Going by the phenomenal response Honda has received in India with Stunner, we have no doubts that the CBF125 EFI would be a big hit abroad as well. Now it remains to be seen, when will Honda Scooter and Motorcycles India would introduce Stunner with fuel injection in India.

This year Honda celebrates its 60th anniversary as a company and next year the 50th anniversary of its participation in road racing, as well as the 30th anniversary of racing with an innovative 4-cylinder V-engine with oval pistons. Considering these milestones, Honda chose “The New Beginning” as its exhibition theme leading into 2009 and exhibited the V4 Concept Model which signifies the beginning of a new era.

Conceived around the trademark 4-cylinder V-engine, the V4 Concept Model expresses functional beauty as well as a more sensual image to appeal more to the emotions of people. Embodying Honda’s passion for motorcycle development, the V4 Concept Model expresses the unique characteristics of Honda for a new era with its futuristic design. Something we would love to see on the road someday.

“Ducati is excited to bring the Touring edition of the GT 1000 to the North American motorcycle travel market. The GT 1000 has always been an exceptional touring bike with the addition of these Ducati performance accessories, so it only made sense to deliver a bike with them pre-installed,” said Jason Chinnock, National Sales Manager for Ducati NA.

Featuring a new black livery, the GT 1000 Touring gets numerous upgrades from the standard GT 1000. This includes a luggage rack, windscreen, and chrome front and rear fenders.

The GT 1000 touring edition will be priced at $11,995 and will be available from March of next year.

The Royal Enfield Bullet Classic 500 EFI is the most technologically advanced Bullet to roll out of the Royal Enfield factory at Chennai. Featuring a fuel injected, 499cc, single cylinder UCE (Unitary Construction Engine) four stroke engine. The Bullet Classic 500 also happens to be the most powerful Bullet in production, producing 27.2bhp at 5250rpm and a whopping 41.3Nm of torque at 4000rpm.

The new engine is also Euro III compliant, something which Royal Enfield needed to do in order to continue selling motorcycles in the European market.

While the styling of the Bullet Classic has received subtle touches, it still retains the quintessential classic British style that is inextricably linked to the Royal Enfield name.

Bullet Classic would be first launched in Germany next month, followed by a pan European launch early next near. There is no word yet on when it would be introduced in India, though going by Royal Enfield’s record, we don’t expect it to be any time sooner!

Royal Enfield Bullet Classic 500 EFI Specifications:

Engine: Single Cylinder, 4 stroke, air cooled OHV
Capacity: 499cc
Bore x Stroke: 84 x 90 mm
Compression ratio: 8.5: 1
Fuel system: Electronic Fuel Injection
Ignition: Digital Electronic ignition
Starting: Electric start
Maximum power: 20.3KW (27.2bhp) @ 5250rpm
Maximum Torque: 41.3Nm @ 4000rpm
Clutch: wet multiplate (7 plates)
Primary drive: 3/8” duplex chain (102 pitch) and sprocket
Gear box: constant mesh 5 speed
Battery: 12v, 14 AH
Headlamp: 12V, 60/55W
Frame: tubular steel
Suspension (front): telescopic, hydraulic dampers
Suspension (rear): swingarm with gas filled shock absorbers
Brakes (front): disc brake single 280mm disc with 2 piston caliper
Brakes (rear): drum brake (152mm)
Tyre (front): 90×90-18”
Tyre (rear): 110×80-18”
Length: 2160mm
Width: 800mm
Height: 1050mm
Wheel base: 1370mm
Fuel tank capacity: 14.5liters
Weight (kerb): 187kgs

For Stoner this was his 15th win and it came from pole position after a dominant weekend from the Australian at his home Grand Prix. After clocking a new pole record here yesterday, overnight changes to the set-up of his Desmosedici gave him a further edge today and only Nicky Hayden was able to give chase before eventually relenting.

Casey Stoner: “This weekend has been a bit like the whole season - up and down! Thankfully it’s finished on a high and it’s a great feeling to win my home Grand Prix in front of all these wonderful fans, with my family here too. That’s largely down to the hard work of my team because we’ve had some issues with the bike here but today it felt great and I was able to push hard from the first lap. Sometimes at this track you can have the best pace but still get dragged into a battle but I was able to get away, even though Nicky chased me hard for a long time before eventually dropping off and giving me some breathing space. It’s been a great year for me and even though we haven’t won the title I feel proud of our achievements. If we can battle for the championship again next year that would be great but for now I’m just going to enjoy winning my home GP.”

MotoGP 2008 Phillip Island Results:
1. Casey Stoner (AUS) Ducati Marlboro 40′56.543
2. Valentino Rossi (ITA) Fiat Yamaha Team + 6.504
3. Nicky Hayden (USA) Repsol Honda + 7.205
4. Jorge Lorenzo (SPA) Fiat Yamaha Team + 11.500
5. Shinya Nakano (JPN) San Carlo Honda Gresini + 11.914
6. James Toseland (GBR) Tech 3 Yamaha + 12.243
7. Andrea Dovizioso (ITA) JiR Team Scot MotoGP + 12.780
8. Colin Edwards (USA) Tech 3 Yamaha + 25.920
9. Randy De Puniet (FRA) LCR Honda MotoGP + 26.037
10. Loris Capirossi (ITA) Rizla Suzuki MotoGP + 26.799
11. Toni Elias (SPA) Alice Team + 27.027
12. Anthony West (AUS) Kawasaki Racing + 47.808
13. John Hopkins (USA) Kawasaki Racing + 48.333
14. Sylvain Guintoli (FRA) Alice Team + 48.899
15. Chris Vermeulen (AUS) Rizla Suzuki + 48.935
16. Marco Melandri (ITA) Ducati Marlboro + 1′11.767

Did not finish:
Alex De Angelis (RSM) San Carlo Honda Gresini 27 Lap
Dani Pedrosa (SPA) Repsol Honda 27 Lap

MotoGP 2008 Championship Standings:
1. Valentino Rossi (ITA) Fiat Yamaha Team 332
2. Casey Stoner (AUS) Ducati Marlboro 245
3. Dani Pedrosa (SPA) Repsol Honda 209
4. Jorge Lorenzo (SPA) Fiat Yamaha Team 182
5. Andrea Dovizioso (ITA) JiR Team Scot MotoGP 145
6. Nicky Hayden (USA) Repsol Honda 131
7. Colin Edwards (USA) Tech 3 Yamaha 126
8. Chris Vermeulen (AUS) Rizla Suzuki 118
9. Shinya Nakano (JPN) San Carlo Honda Gresini 106
10. Loris Capirossi (ITA) Rizla Suzuki MotoGP 102
11. James Toseland (GBR) Tech 3 Yamaha 100
12. Toni Elias (SPA) Alice Team 91
13. Sylvain Guintoli (FRA) Alice Team 60
14. Alex De Angelis (RSM) San Carlo Honda Gresini 55
15. Randy De Puniet (FRA) LCR Honda MotoGP 54
16. Marco Melandri (ITA) Ducati Marlboro 51
17. John Hopkins (USA) Kawasaki Racing 50
18. Anthony West (AUS) Kawasaki Racing 46
19. Ben Spies (USA) Rizla Suzuki MotoGP 20
20. Jamie Hacking (USA) Kawasaki Racing Team 5
21. Tadyuki Okada (JPN) Repsol Honda Team 2

2009 CBR600RR ABS is equipped with patented, electronically controlled Combined ABS, delivering the benefits of Combined Braking System (CBS) and the benefits of Anti-lock Braking System (ABS).

2009 Honda CBR600RR (click to enlarge)

Unique Features of the 2009 CBR600RR and CBR600RR ABS:

• Exclusive, MotoGP-derived Unit Pro-Link® Rear Suspension (see Technology Section).
• Dual Stage Fuel Injection System (PGM-DSFI) features two injectors per cylinder (see Technology Section).
• MotoGP-derived Honda Electronic Steering Damper (HESD) (see Technology Section).
• High-revving engine redlines at 15,000 rpm.
• MotoGP-style center-up exhaust system.
• 41mm Honda Multi-Action System (HMAS) inverted front fork (see Technology Section).
• Centrally located fuel tank increases mass centralization for a more compact frame design.
• Line-beam headlights feature three-piece multi -reflector design.

2009 CBR600RR and CBR600RR ABS Engine and Drivetrain:

• Liquid-cooled DOHC 16-valve 599cc four-stroke inline four-cylinder engine features oversquare bore and stroke of 67mm x 42.5mm.
• Idle-Air Control Valve (IACV) minimizes torque reaction and smoothes response to small throttle changes through gradual reductions of air and fuel intake.
• Oil jets located beneath the pistons for extra friction reduction and cooling.
• Iridium-tip spark plugs improve fuel combustion and performance.
• Non-resonance knock sensor maintains optimum spark advance while constantly monitoring combustion performance during mid- to high-rpm operation.
• Nose-mounted, two-stage ram-air system provides high volume of cool air to the airbox for linear power delivery and incredible engine performance.
• Lightweight magnesium head cover.
• Cylinder head features angled valve insets to improve airflow.
• Cylinder head features two springs per intake valve and one spring per exhaust valve for optimum high-rpm valve operation and durability.
• Direct shim-under-bucket valve actuation ensures high-rpm performance and durability with 16,000-mile maintenance intervals.
• Lightweight, forged-aluminum pistons incorporate special shot peening for added strength.
• Nutless connecting rods contribute to reduced weight and quicker acceleration.
• Light neodymium magnet ACG.
• Lightweight stainless-steel four-into-one exhaust features inline-exhaust valve to control exhaust pressure for increased  performance.
• Double-pivot tensioner for cam-chain durability.
• Smooth-shifting close-ratio six-speed transmission with ratios closely matched to the engine’s powerband.

Chassis and Suspensions of 2009 CBR600RR and CBR600RR ABS:

• Hollow Fine Die-Cast (DC) frame uses four large castings for ultra light weight (see Technology Section).
• Light aluminum steering stem.
• 41mm inverted HMAS cartridge front fork features spring preload, rebound and compression damping adjustability for precise suspension tuning (see Technology Section).
• Exclusive, MotoGP-derived Unit Pro-Link Rear Suspension (see Technology Section).
• Radial-mounted monoblock four-piston front calipers feature chromium-plated aluminum pistons and squeeze lightweight 310mm floating discs in front and a 220mm rear disc with a single-piston caliper for exceptional stopping power.
• Vertical-piston master-cylinder system produces superior leverage ratio at the front brake lever for higher braking efficiency, excellent feel, and controllability. This layout permits the use of a longer brake lever, which means more braking force with less effort from the rider.
• CBR600RR ABS features Honda’s electronic Combined ABS. This all-new ECM-controlled, hydraulically actuated system provides accurate braking force distribution to both wheels. ABS is controlled by a hydro-electronic unit and stroke simulator to ensure precise operation. Benefits include consistent lever pressure without the pulsing often associated with ABS systems. Application of rear brake does not result in immediate front brake activation unless lock-up is sensed, allowing an experienced rider to use rear brake in a normal manner during spirited riding. Combined ABS components are smaller and lighter than conventional hydraulic ABS designs, and have been located closer to the center of the machine, enhancing mass centralization and reducing unsprung weight.

Additional Features of 2009 CBR600RR and CBR600RR ABS:

• Industry-leading ergonomic design features maximum rider comfort for minimum fatigue in all riding conditions.
• Centrally mounted 4.8-gallon fuel tank is positioned low in the frame, increasing mass centralization and allowing a more compact design.
• Plastic tank shell cover protects tank and airbox.
• Line-beam headlights feature three-piece multi - reflector design utilizing two H7 bulbs for optimum light distribution and a unique compact design.
• Instrumentation is very compact and features LCD panel with tachometer, odometer, twin tripmeters, speedometer, fuel gauge and clock.
• Attractive, hollow-spoke aluminum-alloy wheels feature race-spec 3.5 x 17.0-inch front and 5.5 x 17.0-inch rear dimensions.
• One-piece fan assembly for maximum cooling efficiency.
• Maintenance-free battery.
• Compact rear-cowl storage compartment for U-type locking devices under the passenger seat (lock not included).
• Pivoting, aerodynamic mirrors.
• Integrated ignition-switch/fork lock for added security.
• Convenient push-to-cancel turn-signal switch.

CBR600RR/ CBR600RR ABS Specifications:

Engine Type: 599cc liquid-cooled inline four-cylinder
Bore and Stroke: 67mm x 42.5mm
Compression ratio: 12.2:1
Valve Train: DOHC; four valves per cylinder
Induction: Dual Stage Fuel Injection (DSFI) with 40mm throttle bodies, Denso 12-hole injectors
Ignition: Computer-controlled digital transistorized with three-dimensional mapping
Transmission: Close-ratio six-speed
Final Drive: #525 O-ring chain
Suspension Front: 41mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.7 inches travel
Suspension Rear: Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability; 5.1 inches travel
Brakes Front: Dual radial-mounted four-piston calipers with 310mm discs
Brakes Rear: Single 220mm disc
CBR600RR ABS: Honda electronic Combined ABS
Tires Front: 120/70ZR-17 radial
Tires Rear: 180/55ZR-17 radial
Wheelbase: 53.9 inches
Rake (Caster angle): 23.5°
Trail: 97.7mm (3.86 inches)
Seat Height: 32.3 inches
Fuel Capacity: 4.8 gallons, including 0.9-gallon reserve
Colors: CBR600RR - Red / Black, Black / Bright Green Metallic, Metallic Black, Phoenix,  †Pearl White / Pearl Blue / Red CBR600RR ABS – Red / Black, Metallic Black
Curb Weight*: 410 pounds(432 pounds CBR600RR ABS)

†Limited color run, less than 500
*Includes all standard equipment, required fluids and full tank of fuel–ready to ride.

Looks of the 2009 GSX-R1000 have been updated as well, with the new GSX-R1000 looking sharper than the previous models and the new exhausts making it look far batter than the 2008 model.

2009 Suzuki GSX-R1000 Features:

• 999cm3 4-cylinder powerplant, designed lighter and 59.6mm shorter from front to rear, delivers more power and torque, and enhanced throttle response across the entire rpm range.
• The new compact engine enabled 10mm shorter wheelbase and 33mm longer swingarm to improve racetrack performance.
• New, more over-square bore x stroke of 74.5mm x 57.3mm (changed from 73.4mm x 59.0mm) gives the engine better overall tuning potential.  The compression ratio is now 12.8:1, changed from 12.5:1.
• The engine employs enlarged titanium valves in diameter, forged pistons, shot-peened conrods and Suzuki Composite Electrochemical Material (SCEM)-plated cylinders integrated into the crankcase, reducing friction and improving heat transfer, durability and ring seal.
• 12-hole fuel injectors produce a finer fuel mist for more complete combustion, reducing fuel consumption and exhaust emissions.
• Suzuki Drive Mode Selector (S-DMS) offers push-button selection of three performance settings to suit riding conditions and personal tastes.  Now the switch is relocated on the left handlebar control module.
• Iridium spark plugs produce a stronger spark for better combustion.
• Large, efficient radiator with a trapezoidal shape developed on factory team racebikes and a trapezoidal engine oil cooler both help reduce drag.
• Cable-operated back-torque-limiting clutch makes for efficient clutch operation with superb feel.
• Unique Suzuki Advanced Exhaust System (SAES) uses an under-engine chamber and low-slung, large-volume MotoGP-inspired titanium mufflers.
• Twin-spar cradle frame made of five cast sections, mated with an arched swingarm made of three castings and one-piece die-cast rear subframe.
• Big Piston Frontforks (BPF) with an endurance-race-proven design delivers superb feedback and responsive, stable operation, and are lightweight.
• Rear shock absorber features adjustable rebound damping, spring preload, and both high-speed and low-speed compression damping
• Front brakes with fully floating 310mm discs and rigid, lightweight race-proven monoblock forged radial-mount calipers.
• The edgy and clean GSX-R1000 styling incorporates fairing and bodywork details aimed at reducing turbulence and drag.
• Attention to rider comfort includes a carefully shaped seat and adjustable footpegs. Tailsection cover included for solo rides or track days.
• Sculpted fuel tank is lighter, while capacity remains 17.5 liters (4.6 US gal).
• New look multi-reflector headlight with vertically stacked high and low-beam halogen bulbs centered between position lights on each side.
• Front and rear turn signals feature clear lenses over amber bulbs.
• Instruments include a silver-ringed analog tachometer with LCD speedometer.  LCD readouts include odometer, dual trip meters, reserve trip meter, clock, coolant temperature/oil pressure warning indicator, gear position indicator, lap timer/stopwatch, S-DMS setting indicator and bar-graph indicating the instrument lighting level, or brightness.

2009 Suzuki GSX-R1000 Specifications:
Engine Type: 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore x Stroke: 74.5 mm x 57.3 mm
Engine Displacement: 999 cm3 (cc)
Compression Ratio: 12.8 : 1
Carburetion: Fuel injection
Oil Capacity (overhaul): 3.6L (1.0 US gal.)
Ignition: Electronic ignition (Transistorized)
Starter System: Electric
Lubrication System: Wet sump
Transmission: 6-speed constant mesh
Primary Drive Ratio: 1.617 (76 / 47)
Final Drive Ratio: 2.471 (42 / 17)
Frame Type: Twin-spar (aluminum alloy)
Rake/Trail: 23.8 degrees / 98.3 mm (3.9 in.)
Suspension (Front): Inverted telescopic, coil spring, spring preload fully adjustable, rebound and compression damping force fully adjustable
Suspension (Rear): Link type, oil damped, coil spring, spring preload fully adjustable, rebound and compression damping force 2-way fully adjustable
Wheel Front: 17 M/C x MT3.50, cast aluminum-alloy
Wheel Rear: 17 M/C x MT6.00, cast aluminum-alloy
Brakes (Front): Radial mount, 4-piston calipers 310 mm disc, twin
Brakes (Rear): 1-piston caliper, 220 mm disc
Tires (Front): 120/70ZR17M/C (58W), tubeless
Tires (Rear): 190/50ZR17M/C (73W), tubeless
Fuel Tank: 17.5 L (4.6 US gal.)
Overall Length: 2,045 mm (80.5 in.)
Overall Width: 710 mm (28.0 in.)
Overall Height: 1,130 mm (44.5 in.)
Wheelbase: 1,405 mm (55.3 in.)
Ground Clearance: 130mm (5.1 in.)
Seat Height: 810 mm (31.9 in.)
Curb Mass: 203kg (448 lbs.)

Rossi slipped some places at the start and was in fifth first time around. He soon found his rhythm however as his Bridgestone tyres warmed up and he passed Lorenzo and Nicky Hayden on the next lap before settling in behind Casey Stoner and Dani Pedrosa, the three contesting the next four laps within a few tenths of a second of one another. On lap six both Rossi and Stoner got by Pedrosa and from then on the Italian was on his championship rival’s tail, determined to find a way to pass him and win the race despite the title being his with a podium finish. With ten laps to go Rossi did just that and it was then a straight run to the finish as he pulled away from Stoner, crossing the line 1.943 seconds and 92 championship points ahead to seal a very special title after two barren years.

Rossi has won eight races this season and, with three remaining, he is still in with a chance of matching the 11 he won in his second season with Yamaha in 2005. Today’s win was his 70th in the premier class, his 96th in total and his 148th career podium.

Speaking on the occasion, Ross said, “It’s a great victory and a great achievement; I think it’s at the same level as the first title in 2004 with Yamaha, maybe even better! This championship has been very long and hard and all of the team and all of Yamaha have worked very well, never giving up for one moment. We have been able to put a great bike onto the track in all conditions and at all circuits, and this has allowed me to ride like this and to win so many races. I am very happy! The race was a great battle and I had to ride at 100%, like I have through all through the season! Pedrosa and Stoner today were very strong and it was fun to fight with them like this, I am happy that it was a good race for the fans. It was a fantastic feeling to take the title with a win, like I did in 2001 and 2004. I think this is the hardest I have ever had to work to win a world championship and I have to say a huge thank you to Yamaha, my mechanics, the team and everyone involved for working this hard alongside me. Of course I also have to say a special thank you to Bridgestone, they have done a great job with the tyres all season and the decision to be with them has been a big part of our success this season. We have lost for two years and I don’t think I was the favorite this season, but we have shown that we are a great team and that we never give up. I am so happy that I have now won three titles with Yamaha because this is how many I won with my last team and I want Yamaha to have the same merit - I am a Yamaha rider and I feel different with Yamaha than with anyone else before - I hope we will have more together! Now I have to get used to being World Champion again!”

MotoGP 2008 Motegi Results:
1. Valentino Rossi (ITA) Fiat Yamaha Team 43′9.599
2. Casey Stoner (AUS) Ducati Marlboro + 1.943
3. Dani Pedrosa (SPA) Repsol Honda + 4.866
4. Jorge Lorenzo (SPA) Fiat Yamaha Team + 6.165
5. Nicky Hayden (USA) Repsol Honda + 24.593
6. Loris Capirossi (ITA) Rizla Suzuki MotoGP + 25.685
7. Colin Edwards (USA) Tech 3 Yamaha + 25.918
8. Shinya Nakano (JPN) San Carlo Honda Gresini + 26.003
9. Andrea Dovizioso (ITA) JiR Team Scot MotoGP + 26.219
10. John Hopkins (USA) Kawasaki Racing + 37.131
11. James Toseland (GBR) Tech 3 Yamaha + 37.574
12. Randy De Puniet (FRA) LCR Honda MotoGP + 38.020
13. Marco Melandri (ITA) Ducati Marlboro + 39.768
14. Sylvain Guintoli (FRA) Alice Team + 45.846
15. Anthony West (AUS) Kawasaki Racing + 55.748
16. Toni Elias (SPA) Alice Team + 59.320
17. Alex De Angelis (RSM) San Carlo Honda Gresini + 1′12.398

Did not finish
Chris Vermeulen (AUS) Rizla Suzuki 8 Lap

Motegi: Record Lap
V. Rossi (Yamaha) 2006, 1′47.288

Motegi: Best Lap
J. Lorenzo (Yamaha) 2008, 1′45.543

MotoGP 2008 Championship Standings:
1. Valentino Rossi (ITA) Fiat Yamaha Team 312
2. Casey Stoner (AUS) Ducati Marlboro 220
3. Dani Pedrosa (SPA) Repsol Honda 209
4. Jorge Lorenzo (SPA) Fiat Yamaha Team 169
5. Andrea Dovizioso (ITA) JiR Team Scot MotoGP 136
6. Colin Edwards (USA) Tech 3 Yamaha 118
7. Chris Vermeulen (AUS) Rizla Suzuki 117
8. Nicky Hayden (USA) Repsol Honda 115
9. Loris Capirossi (ITA) Rizla Suzuki MotoGP 96
10. Shinya Nakano (JPN) San Carlo Honda Gresini 95
11. James Toseland (GBR) Tech 3 Yamaha 90
12. Toni Elias (SPA) Alice Team 86
13. Sylvain Guintoli (FRA) Alice Team 58
14. Alex De Angelis (RSM) San Carlo Honda Gresini 55
15. Marco Melandri (ITA) Ducati Marlboro 51
16. Randy De Puniet (FRA) LCR Honda MotoGP 47
17. John Hopkins (USA) Kawasaki Racing 47
18. Anthony West (AUS) Kawasaki Racing 42
19. Ben Spies (USA) Rizla Suzuki MotoGP 20
20. Jamie Hacking (USA) Kawasaki Racing Team 5
21. Tadyuki Okada (JPN) Repsol Honda Team 2