The 2016 GSX-R1000

Suzuki will be launching  all new superbike in 2016 with radical VVT engine

The reinvention of Suzuki will take another massive step forward at the end of this year when the firm is expected to unveil an all-new replacement for their flagship GSX-R1000 superbike. Thirty years after the Japanese firm established a new sportsbike standard with the now iconic GSX-R750, they look set to stick another pin in the graph of sportsbike development with their 2016 superbike. 

Rumours from Japan have pointed to a new bike being in development for some time, but MCN is now certain that key patent applications claiming to detail elements of Suzuki’s GSX-RR MotoGP bike actually relate to what will become the GSX-R1000 L7.

A decade has passed since Suzuki released the now legendary K5, which achieved an unprecedented balance between road and track ability. And all the rhetoric from the factory suggests that the firm is no less committed to this delicate balancing act today.

At the heart of the new 1000 will be a revolutionary new engine boasting variable valve timing – a first on a pure superbike. Patents confirm the system is no clone of other firms’ VVT efforts, but uses a variable inlet valve timing and lift system, featuring an intake camshaft with multiple cam profiles. The cam profiles are altered by sliding the lobes sideways along the shaft itself, enabling the motor to react to rpm and rider input, delivering optimal power and torque throughout the rev range. 

This isn’t a ploy to detract from a lack of power either. Indications suggest the new engine will produce close to 200bhp. It’s almost certain not to exceed the double ton though, due to a ‘gentlemen’s agreement’ between the big four Japanese manufacturers (although Kawasaki it with their H2).

Rather than join Kawasaki in busting the 200bhp ceiling, Suzuki are more likely to chase improvements in overall balance by reducing the kerb weight to under 200kg, sticking to the K5’s ethos of developing the best handling superbike on the market. 

Intrinsic in this quest will be new chassis technology, which is expected to borrow heavily from the GSX-RR GP bike. Patents show the main frame spars set closer together, and extending over the top of the engine to deliver a narrower waist, for tighter packaging.

Electronic aids are certain to get a boost. Bosch’s ‘cornering ABS’ system is almost guaranteed, while Suzuki have long championed rider modes, and are sure to increase the range and remit of these to work with the new VVT motor. With the V-Strom 1000 and new GSX-S1000 duo sporting traction control, it’s certain that an evolved package – most likely developed on the GP bike – will make its way on the L7. The MotoGP project team told MCN last year that the RR’s engine configuration was aimed at assisting road-going superbike development for engine, chassis and electronics, and it’s no coincidence that the two projects are running so closely in development.

What’s less clear is whether Suzuki will pursue semi-active suspension or Bosch’s Inertial Measurement Unit (already in use on the new Yamaha YZF-R1and Ducati 1299 Panigale). Suzuki’s mantras of affordability and inherent handling stability seem to suggest engineering excellence is preferred over electronic intervention. 

At this stage it’s impossible to say how the new GSX-R will look, as all the patents shroud the new technology in outlines of the existing bike, but it’s inconceivable that Suzuki would overlook the MotoGP bike’s allure. While it would require a lot of work to integrate the required lighting and other road garb into the design, it’s logical to assume that there will be a strong family resemblance to the RR – which moves the GSX-R family aesthetic on into a new generation. 

While the new L7 is almost certain to be revealed at the Milan show on November 19-22, MCN expects that it won’t arrive in dealers until mid-to-late 2016. Why so late? Well actually it’s early. Dealers suggest that the new bike wasn’t expected to emerge from Japan until 2017, but has been brought forward to compete with the recent glut of ballistic superbike releases. 

There’s also a high probability that the new bike will be highly competitive on price. During our visit to the Japanese factory last year the head of product planning went to great lengths to reinforce the firm’s commitment to affordable new bikes. While it’s unlikely to be priced in line with the existing model’s £10,599-£11,299 range, there’s a strong probability of it arriving at sub-£13,000. 

Suzuki GB General Manager, Paul De Lusignan, refused to confirm the arrival of a new superbike, but told MCN: “The GSX-R1000 is an important model for us in the UK, and for Suzuki globally. It’s an iconic machine. We are continually developing it both at the factory and in conjunction with our race teams, not least of all our MotoGP team. New technologies are constantly being tested and developed, with a view to enhancing the production version, but we are not in a position to confirm timings on any new or updated models that may be in development.” 

Of course, the final piece of the puzzle could take the form of a higher spec, higher priced version, trading off the GP bike’s RR designation, but there’s no indication this is part of the current plan. Regardless, the arrival of an all-new GSX-R1000 is a tantalising enough prospect all on its own.

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BMW Scrambler Arriving in Late 2016

BMW just created a cost effective , a brand new range of stylish bikes based on the R nineT

With a Scrambler version leading the way , BMW are on the verge of revealing a range of lower cost R nineT-based bikes.

Two of the low-cost models are expected to arrive in late 2016, the Scrambler might arrive by the end of this year. The German firm keept no secrets of their intent to keep the air-cooled boxer engine in production, saying that they can easily meet ever-more stringent emissions regulations by keeping the state of tune relatively low. 

The R nineT’s 110bhp and 88ftlb of torque is realistically the peak performance we can expect from the twin-cam head 8v motor. But where BMW have been notably clever is in extending the life of the engine by tailoring the applications it’s used in to fit its performance parameters, rather than trying to evolve the motor to fit ever-more demanding bikes. 

The new liquid-cooled version of the 1200 boxer now is powering the GS, GSA, R, RT and RS, and the air-cooled version is off the hook to continue powering more characterful applications. 

The R nineT has been a huge success for BMW, 8488 scramblers sold globally in 2014, making it the fourth most successful bike in their range behind the two leaders  R1200GS, and the class-leading R1200RT.

BMW’s nineT is forming one of the cornerstones of the more expensive end of that scene with so much interest in the customisation scene, the factory have quickly latched on to the opportunity to sell pre-customised options. In addition, offering a lower cost blank canvas version for customisers opens the bike up to a whole new audience previously put off by the price of the nineT, and the thought of undoing BMW’s high-end work. 

 The expected ‘blank canvas’ versionwill be the lowest cost model . The roadster looks like will be familiar, the suspension, other cycle parts and tank will all be lower-spec than the nineT. BMW expect that most of these will be ripped apart to form the basis of myriad bobbers, café-racers, street trackers, and anything else in the range of custom-builders’ imaginations. 

Sitting above this naked roadster will be two further models, just like Yamaha’s Sports Heritage range and Ducati’s four-bike range of new Scramblers, these two further models recognise that many buyers want the style and character, but don’t own the spanners, tig-welders and rattle-can skills to achieve the look. And perhaps have neither the time nor patience to effect such projects.

While no official images are available, we were able to get these pics  based on descriptions from European dealers who expected this as a late 2015 model. The underpinnings are very clearly nineT, but with all the expensive elements supplanted by more basic ones, and styled to ape the early GS era. 

Success will depend on BMW being able to hit the right price point, but dealers suggest that this is at the forefront of BMW’s plan. While the base model could cost  nearly £7000, it’s more likely that the Scrambler will cost more like £8000, along with the other pre-styled version, which we believe will be a more café-racer orientated offering.

The excitement and immediate sales success of Ducati’s £6895–£7995 Scrambler will have been the driving force for BMW to rush out their take on the genre ahead of its siblings, but the arrival order post-Scrambler is less clear. It would seem likely that the other two models will arrive simultaneously during 2016, although possibly as late as the big European shows in the Autumn.

Why the delay?

Well the BMW production lines are already creaking under the massive increase in demand over the last few years, and with boxer engined bikes accounting for the top four sales figures in BMW’s range, it’s the busiest of all the production lines. 

The R1200GS pairing achieved over 40,000 units last year, while the RT cleared another 12,140. In addition to those, 2015 sees the arrival of a completely redesigned and now water-cooled R1200R, and the re-introduction of the RS, also based around the new R1200 platform. It’s going to be another busy year, and the reinvigoration of the air-cooled range will remain key to the firm’s sales volume.

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The 2015 YAMAHA FZ-07 Specifications & Price

Yamaha's new $6,990 FZ-07 takes a page from its FZ-09 big brother and improves upon it.

Now Yamaha has taken a page from the FZ-09’s design book by creating the new FZ-07, powered by an all-new midsize vertical twin utilizing the same 270-degree, crossplane firing order with its crankshaft.

 The same innovative design and construction as its bigger brother is apparent throughout the FZ-07’s build, from its groundbreaking engine, the minimalist steel-tube frame and beautiful pressed-steel-sheet swingarm, to the horizontally mounted shock, 10-spoke cast-aluminum wheels and monoblock front brake calipers, etc. But best of all, that most-appreciated attribute from the FZ-09 is also carried over: an unbelievably low price, which for the FZ-07 is listed at $6,990.

We don’t know what they’re putting in the water over at Yamaha HQ in Japan, but we’re certainly hoping the spiking continues.

When Yamaha Motor Japan Senior Executive Officer Kunihiko Miwa stated at the 2012 Cologne show that the three-cylinder crossplane concept engine would be the basis for a new line of Yamaha sportbikes, we didn’t think that same philosophy would be used on a twin-cylinder powerplant (though perhaps looking back at Yamaha’s history would’ve reminded us that it’s not a new concept—anyone remember the TDM and TRX850 twins of the ’90s?). 

The all-new 689cc parallel twin utilizes many of the same novel design ideas as its larger sibling besides the crossplane crankshaft, including offset cylinders (moved 7mm forward of the crankshaft centerline—the FZ-09’s are 5mm forward) to decrease piston/cylinder friction by reducing the angle of the connecting rod for more leverage during the power stroke.

Like the FZ-09, the FZ-07 engine’s gearbox is stacked to allow a more compact construction. Up top, Nippon electronic fuel injection with 38mm throttle bodies feed the 80.0 x 68.6mm engine, though in the probable interests of keeping price down, there is no ride-by-wire throttle setup as with the FZ-09.

The chassis may be made out of steel instead of the FZ-09’s aluminum unit to cut costs, but it’s hardly a second-rate build. The steel-tube backbone frame hangs the engine below as a stressed member, which not only permits a narrow midsection but also scales in 11 pounds lighter than the FZ6R frame. The swingarm is an asymmetrical unit made from pressed steel sheet of varying thickness; it’s a beautiful piece, and you’d hardly know it from an aluminum counterpart.

Throwing a leg over the FZ-07 reveals a nice low seat height that should appeal to most novice riders; it feels lower than the claimed 31.7 inches due to the very narrow front portion that makes it easier for those short of inseam to plant their feet at a stop. The overall ergos are much better than the FZ-09; the reach to the bars is not only shorter, but despite Yamaha’s claims of the conventional handlebar being set 24mm higher, it actually seems lower than the FZ-09’s setup that makes you feel like a windsail at 70 mph and above.

 The only issue is that legroom is slightly less, so taller riders might feel a bit cramped.Suspension consists of a 41mm KYB conventional fork (non-adjustable) up front, with a preload-adjustable-only shock out back. In another innovative twist, the shock is horizontally mounted to the engine cases with a progressive linkage on the swingarm end, which saves weight and space. Braking is handled by dual 282mm wave-type discs and four-piston monoblock calipers, with the 10-spoke cast-aluminum wheels shod with either OEM-spec Michelin Pilot Road 3 or Bridgestone BT-023 rubber.

As befitting its intended (and likely) market, Yamaha let us sample the FZ-07 in the busy and gritty urban environs of metropolitan Seattle, as well as on some two-lane country-road jaunts on Bainbridge Island. In both these arenas, the crossplane-crank parallel-twin engine surprised us with its abundance of quick-revving torque that is much stronger than you’d expect for an engine of this size. Yamaha is claiming 50.2 foot-pounds at 6,500 rpm, and based on our butt dyno, we’d have no reason to doubt those claims. 

There’s plenty of steam from down low to up top, and throttle response is butter-smooth in any situation. You can holeshot traffic with absolute ease, make a highway pass without having to tap dance on the shift lever, roost out of a tight set of corners with minimal fuss, or snap wheelies to your heart’s content in any of the first few gears as long as your skill and license are up to it. And it’s not just torque either; the Yamaha continues to generate surprisingly good power well into the upper reaches of its bar-graph LCD tachometer before the 9,900-rpm redline.

Matching that engine performance is a chassis that also surprised us with its competence. Overall handling is very agile without being twitchy, allowing you to put the FZ-07 exactly where you want with minimal effort. Despite its basic non-adjustability (save for spring preload in the rear), the suspension spring and damping rates at both ends are nearly spot-on for anything from cruising gnarled city pavement to spirited strafing runs down curving country roads. In fact, the FZ-07 actually feels more composed when the pace picks up in the twisties than its FZ-09 brother that has adjustable suspension. Ground clearance was more than adequate for the bike’s intended scope.

Aiding that composure (and performance) is the Yamaha’s incredibly light feel, and once again, the company’s claim of 397 pounds with a full tank of fuel doesn’t seem that far off the mark. Yep, you read that right; 397 pounds is 12 pounds lighter than Ducati’s air-cooled 696 Monster, almost 50 pounds lighter than Suzuki’s SFV650, and more than 60 pounds lighter than Kawasaki’s Ninja 650.

Braking is strong but novice-friendly, with a slightly soft initial response followed by a very linear progression of power. The amount of stopping power is directly proportional to how hard you squeeze the lever, meaning hard stops require a lot of lever pressure, with decent but not great feel.

Is there anything to gripe about with the new FZ-07? Well, we could mention the fuel tank only holds 3.7 gallons. Yamaha claims the bike has a 58 mpg average that allows it to have a greater range than the FZ6R with a 4.6-gallon fuel tank, but we’ll reserve judgment until we get our hands on a test unit and measure it ourselves.

After spending a day on Yamaha’s newest crossplane-crank creation, we couldn’t help but think of Suzuki’s original SV650, the firm’s gazillion-selling midsize V-twin that packed a similar combination of surprising performance and low sticker price. The SV didn’t have a lot of competition though, whereas now there are a good number of midsize bikes vying for the novice/intermediate rider who’s looking for a bike larger than 300cc on a limited budget.

No matter. We can definitely say this: Yamaha HQ in Japan better be sending an amply sized boat-full allotment of FZ-07s over to these shores. Because it is going to be selling a shipload of them.

Specifications

THE 2015 YAMAHA FZ-07
PRICE	$6990
ENGINE
Type	Liquid-cooled, DOHC transverse inline twin; 4 valves/cyl.
Displacement	689cc
Bore x stroke	80.0 x 68.6mm
Compression ratio	11.5:1
Induction	Nippon EFI, 38mm throttle bodies, single injector/cyl.
CHASSIS
Front tire	120/70ZR-17 Michelin Pilot Road 3 TL
Rear tire	180/55ZR-17 Michelin Pilot Road 3A TL
Rake/trail	24.5°/3.5 in. (90mm)
Wheelbase	55.1 in. (1400mm)
Seat height	31.7 in. (805mm)
Fuel capacity	3.7 gal. (14L)
Claimed wet weight	397 lb. (180kg)

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YOSHIMURA SUZUKI TESTS GSX-R1000 SUPERBIKE (VIDEO)

Yoshimura Suzuki took part in the first official MotoAmerica test at Circuit of The Americas,  Last month, its riders finishing 3rd and 4th fastest (of the Superbikes) on day 2 of the test after lapping in the wet during the early stages of day 1. 

For a fly-on-the-wall view of the team’s test—as well as a day-by-day recap from the riders—check out this video that the Yoshimura Suzuki team recently put together.

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The 2015 Suzuki Bandit Price

It is  officially confirmed by Suzuki the price and availability of the Bandito 1250 which has returned to the 2015 line-up for the first time since 2012.

The Bandit 1250 has been given a new fairing for 2015 which  improves wind protection compared to the previous model and will cost £7299 in the UK. Its already available in dealers since March 16.

The Bandit uses  1255cc inline four-cylinder engine which has always been well-regarded for the mix of torque and smooth power delivery and has been long regarded as the sort of bike that can handle commuting, touring and still be fun enough to ride at weekends.

Suzuki GB Marketing Manager, Rob Cooper, said: "Since the original 600 arrived in the UK, the Bandit name is one of themost recognisable in motorcycling, rivalling even our own GSX-R range for popularity. We're delighted to be bringing it back for 2015 and to be doing so at an incredibly competitive price. We know what Bandit means to our customers, and are very confident owners will enjoy the updated one as much as they have the previous versions."

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The Honda Bulldog Concept Revealed

At the Osaka motorcycle show Honda has added a third concept model to those bikes being shown a new 400cc parallel-twin ‘fun’ bike called Bulldog.

"A new world of leisure with motorcycles "and has been developed with the idea of being a ‘Lovable Touring Partner’ according to Honda the Bulldog promotes .

There’s more than a hint of the Honda Zoomer scooter about the twin-headlight design but at the heart of the bike is the parallel-twin 400cc engine used in the CB400 and matches it with 15in wheels, knobbly tyres and room to stash some luggage.

Honda’s press release states: “The Bulldog promotes a new world of leisure with motorcycles". The model was developed with the concept “Lovable Touring Partner,” and was designed to go beyond the boundaries of conventional leisure motorcycles, to actively enjoy outdoor life.

“The Bulldog’s 15-inch wide-tyres and low centre-of-gravity realise a low, 730mm seat height, ensuring a solid footing. Its unique robust, yet charming styling undoubtedly brings smiles to the faces of not only riders, but people who don’t usually ride motorcycles.

“The liquid-cooled four-stroke DOHC inline two-cylinder 400cc engine has powerful, yet easy to handle output characteristics, realizing a nimble ride in a wide range of environments from urban to rural areas.

The Bulldog is equipped with a carrier suitable for camping-touring, and features accessory storage on the sides of the fuel tank, which also act as a styling accent.”

Key features of the Bulldog:

・Seat Height:	730mm
・Engine Type:	Liquid-cooled 4-stroke DOHC inline 2-cylinder
・Displacement:	399cc
・Transmission:	Six speed
・Wheels:	15 inch (front/rear)

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The 2015 Yamaha XV950 Racer Revealed

   Yamaha just revealed this new XV950 .
A Racer version of the V-twin sport heritage bikes as an additional model to join the range.

Yamaha  been working for  18 months  with some of the world’s leading custom bike builders  to create the Yard Built series of bikes with the new XV950 Racer , inspired by  Marcus Walz’s “El Raton Asesino” bike.
The" 942cc air-cooled V-twin"  is underneath the XV950 Racer  and chassis from the rest of the XV950 range which means the peak power and torque remain unchanged at 50bhp and 58.5ft lbs.

In order to  give you  a forward-leaning riding position  the XV950 Racer over the other bikes in the range included forged aluminium clip-on handlebars . The 22.2mm diameter clip-on handlebars are 156mm further forward and 78mm lower than the XV950 models. The slimmer 22.2mm diameter

handlebars allow sportier handgrips and more compact switchgear with the clutch and brake levers smaller, along with a smaller front brake master cylinder.

The ‘racer’ style of the bike is further enhanced with new rearset footrests which are set 150mm further back and 29mm higher up to add ground clearance.Yamaha claims that  the new single seat is 75mm higher than the 950R model and adds to the overall sportier riding experienc The seat also gets a cover to look like old-style racing bikes.
 There is a mini front cowling with the single round headlight in combination with the clip-ons handlebars and the drilled aluminium side number plates. It also gets a new V-bank cover for the air-cooled V-twin.
There is more than just cosmetic changes to the XV950 Racer with new 41mm diameter forks offering an increased front wheel that is 9mm longer than the XV950R. At the back the twin shocks have piggy-back reservoirs and also have an extra 6mm rear wheel suspension travel
Like the rest of the XV950 range Yamaha is presenting the Racer as a blank canvas which owners can customise and make their own and there is a long list of accessories.

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Suzuki GSX-S1000 Price Revealed

Suzuki has  confirmed prices for the new GSX-S1000 in the UK with the base model costing £8999 and the fully-faired model with ABS costing £9999.

 The new GSX-S1000  price have been confirmed a month ahead of its launch to the world motorcycling press later in March.

The new GSX-S1000 has an all-new frame that houses an upgraded engine based on the motor from the GSX-R1000 K5 but has been heavily-revised with new internals and cam profiles. 

There's also Brembo monobloc calipers from the current GSX-R1000 and three-mode traction control.

 The GSX-S1000 (the ABS version) has a price of £9499, .

Pricing has also been confirmed for the GSX-S1000FA, which adds a fairing and will cost £9999.

Suzuki GB Marketing Manager Rob Cooper said: "The GSX-S1000 and GSX-S1000FA both offer an exciting package, with new chassis components all wrapped around a popular, proven engine. We're confident that both models will be highly competitive against other bikes in this sector of the market in terms of both spec and price."

The new GSX-S1000 is expected in dealerships from June. Customers can register their interest in taking a test ride at www.suzuki-gb.co.uk.

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The 2015 Honda SFA roadster concept

Honda will be demonstrating this SFA idea bicycle at the Osaka bike indicate in Japan this weekend close by the CRF250 Rally machine. 

This isn't the first run through the SFA has been seen; it was indicated in Indonesia a year ago however it does recommend the Japanese firm is considering the bicycle genuinely important and could well be placing it into generation. 



The SFA utilizes a 150cc single-chamber four-stroke engine which is ideal for the business in spots like Indonesia however unrealistic to be of much use in the European market which needs either a 125cc or bigger 300cc engine. The way Honda plans most bicycles will mean any generation rendition is liable to have the capacity to house a littler or bigger motor without an excess of dramatization. 

The casing is a mixture of a trellis front with a cast focus area, twin LED headlights and an extremely cool general style. The composite spoked wheels are especially striking and give the bicycle a much bigger appearance than the 150cc motor limit may propose. 

There's no official data on the SFA at this stage as Honda is holding that back for the demonstrate this weekend in Japan yet beforehand the firm has expressed the SFA is a “streetfighter-style lightweight motorcycle with a single cylinder engine mounted on a trellis frame”.

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The 2015 Honda CRF250 concept

Honda will be taking the wraps off this CRF250 Rally  this current weekend's at Osaka cruiser show – at this stage it’s only being billed as a concept bike but production looks certain.

The CRF250 Rally is in light of the currentCRF250L however has united on a large group of parts from the opposition CRF450 Rally bicycle which the firm contends in rally attack occasions. 

Honda has put an immense measure of cash into the rally strike exertion and has spent more cash on this side of rivalry than it has in World Superbike hustling as the business sector for motocross and enduro bicycles is such a great amount of greater in the worldwide connection. 

The CRF250 Rally has the same colourscheme at the CRF450 Rally and lifts the tall windscreen, twin LED headlights, gets a bigger 10 liter fuel tank and a side fairing that totally includes the motor.

It also gets larger diameter forks, Renthal handlebars and Mugen twin silencers.
We are still waiting for the production version of the new Honda Africa Twin which was presented as the True Adventure concept bike at last year’s Milan motorcycle show.

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The New Audi Audi Supersport 10R V4 1000cc (VIDEO)

This is the brand new Audi Audi Supersport 10R V4 1000cc , see the video for more ;)
Post by Audi Supersport 10R.

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The 2015 Suzuki Bandit 1250

Suzuki has officially confirmed the price and availability of the Bandito 1250 which has returned to the 2015 line-up for the first time since 2012.

The mildly updated Bandit 1250 has been given a new fairing for 2015 which aims to improve wind protection compared to the previous model and will cost £7299 in the UK. It will be available in dealers from March 16.

The Bandit uses Suzuki's proven 1255cc inline four-cylinder engine which has always been well-regarded for the mix of torque and smooth power delivery and has been long regarded as the sort of bike that can handle commuting, touring and still be fun enough to ride at weekends.

Suzuki GB Marketing Manager, Rob Cooper, said: "Since the original 600 arrived in the UK, the Bandit name is one of the most recognisable in motorcycling, rivalling even our own GSX-R range for popularity. We're delighted to be bringing it back for 2015 and to be doing so at an incredibly competitive price. We know what Bandit means to our customers, and are very confident owners will enjoy the updated one as much as they have the previous versions."

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