It’s almost news too good to be true, but it seems Suzuki Motorcycles has filed for a patent for a new Hayabusa engine with 1440cc of tarmac-tearing oomph!
The former world’s fastest motorcycle is now in wind-down mode as it no longer meets the tough new Euro5 emissions regulations coming next year.
While some will still be made for the Australian and US market, the future of the bike depends on developing a new, cleaner engine.
There has been speculation for some time that Suzi would make a bigger donk.
1440cc donk
According to Bennetts of the UK, it will have a 1440cc engine which is 100cc more than the 148kW outgoing model.
They also say it will have a slimmer design, double exhausts like the current model and an evaporative emissions control system.
Third patent
It is no longer just rumour that the Hayabusa will be retained as this is the third patent for an upgrade.
The ageing Hayabusa has only had two major upgrades in its 17-year history.
While many are expecting turbo or supercharger technology, the first two patents were for a semi-automatic transmission.
The first patent in February 2018 detailed how actuators would be used to control clutch engagement and the shifting of gears.
Suzuki automatics patents in Hayabusa
So it’s not totally automatic as riders would still need to change gears but without the need to use a clutch.
While the patent application used a drawing of a Hayabusa, it was not necessarily meant for that bike.
However, the second patent described the gear position sensor, confirming that it was destined for the Hayabusa.
Second Hayabusa GSX1300
The rest of the drawings show the bike much as it is now.
Suzuki president Toshihiro Suzuki has confirmed that Suzuki engineers are working on the new bike, but has not said when it would be due.
He says it will follow the same style, but gain several electronic riding aids.
Beccie Ellis on her Hayabusa Turbo
There is not much they can do with the styling as the bike was designed to be aerodynamically stable at high speeds.
It was apparently designed on paper by aerodynamic experts, but not tested in a wind tunnel until several years later when it was confirmed the aero theories actually worked.
So when it was updated in 2008 and 2017, there was no need to change the shape.
Husqvarna Australia has confirmed they will import the production version of the Norden 901 Concept model unveiled at the EICMA motorcycle show in Milan last month.
That was a quick move from concept to production confirmation.
However, Husqvarna Motorcycles say the concept was so well accepted by consumers they took no time in announcing their decision to go ahead.
Husqvarna Australia has not yet released a scheduled arrival date or pricing, but we expect it some time in 2020.
The Norden will be only their second attempt at the street/adventure market since the company became part of the KTM group in 2013.
While specifications have not yet been released, it will be powered by an 889.5cc parallel-twin engine.
Like the 401 and 701 models, it will likely be a reworked KTM engine, possibly the new 799cc motor powering the 790 Duke and Adventure.
Also, like the the Husky street models, it will be suspended by premium WP suspension which is also part of the KTM group.
If the concept is anything to go by, it will be shod with a 21-inch front Pirelli Scorpion Really STR front tyre for off-road ability with an 18-inch rear.
We are not sure how much of the attractive concept will make it into production.
However, these images show it will be set up for adventure touring with lots of luggage and protection options.
Husky promises the slim and light adventure tourer will have comfortable ergonomics and “confidence inspiring handling”.
If it’s as successful as the KTM 790 Adventure, it will be another great option for adventure riders … so long as they get the pricing right!
When Ducati launched the Monster more than a quarter of a century ago it instantly became their top-selling range and the Monster 1200S is the pinnacle of the popular breed.
It may now have been usurped by the upcoming Streetfighter V4 with its ugly winglets to keep its front wheel on the ground, but it is still one of the prettiest and most rideable high-powered naked bikes on the market.
When we picked up the Monster 1200S for test from Brisbane Motorcycles, dealer principal James Mutton warned us we may not want to give the keys back.
James Mutton
And he was right.
Not because the Minster 1200S was a track weapon. It most likely is (although we didn’t take it to the track).
Not because it was enormous fun riding through the twisties.
But because it can do all that and with a top box on the back it could tour and be a competent commuter.
It is a bike you could live with for the rest of your life with its low weight, moderate seat height, handsome looks and usability.
Monster range
Ducati Monster 1200S
Aussie rideaway pricing for the Monster range:
Monster 1200 $22,990
Monster 1200 S Red $26,990
Monster 1200 S Liquid Concrete Grey $27,190
Monster 1200 R Red $30,190
The “S” adds a race braking system, three-spoke Y rim wheels, a carbon front guard, Daytime Running Light and fully adjustable Ohlins suspension front and rear.
Our test bike was also fitted with an aftermarket Termignoni exhaust which added a haunting howl to the already golden tone of this bike.
It’s quite a hefty price hike for the S, but it’s worth it, just for the Ohlins.
Being fully adjustable you can dial it for track work or adjust it to take luggage and pillion and cope with our cruddy back roads where it’s “firm but fair”.
All are powered by the liquid-cooled 1198cc Testastretta 11° DS L-twin with 108kW of power and 124Nm of torque that comes in low and flattens throughout the rev range.
It is a highly flexible engine that doesn’t require a lot of finesse to gain the most from its prodigious resources.
Just roll on and off the throttle for smooth progress through complex corners almost without having to swap cogs.
Just as well as it’s married to a six-speed transmission that can be a little notchy and difficult to find neutral.
At the same time it will grab the odd annoying false neutral between fourth, fifth and sixth gears, even when using the Quick Shift.
This L-twin is a lumpy unit with a lot of character and enormous pull.
Thankfully the top-spec Brembo race brakes on the 1200S are up to the task of hauling its momentum to a halt.
The brake lever has plenty of initial bite, good feel and progression with no fade even when worked.
The rear brake felt a little wooden, but was fine for tightening your line through a corner if you went in too hot.
Adaptive
Riders can adapt the power and throttle as well as cornering ABS, traction and wheelie control levels through the three customisable Riding Modes (Sport, Touring and Urban).
While many manufacturers now provide engine modes, this is actually usable, customisable and convenient.
Urban mode calms the throttle a little for traffic, but the fly-by-wire throttle and fuel mapping are so smooth in Touring and Sport, you don’t even mind the sudden snap of power as it is well and truly controllable.
The modes are easy to access through the handlebar controls and the, at first confusing, full-colour TFT screen which is highly visible in all lighting conditions.
The cockpit is a nice place to be. Riding position is neutral with a slightly aggressive bend toward the flat and wide bars.
Footpegs may be a little high and rearward for some, but even my dicky knees didn’t mind the bend.
Its big contoured and adjustable seat allows the rider to slide forward and back, according to the conditions and adopt your body posture for alert commuting, relaxed touring and attacking track work.
Pillions will also enjoy the moderate reach to the footpegs, the big grab handles and the wide and comfortable seat.
My only concern is the heat generated by the liquid-cooled engine and the header pipes.
In summer traffic it can be quite uncomfortable, especially when the radiator fan kicks in and adds to the sauna.
Shame they don’t have more heat insulation and a fan that directs air down and away from the rider.
Conclusion
The heat issue wasn’t enough for me to dislike the bike, even living in hot Queensland!
James was right; I didn’t want to hand the keys back.
This is a bike I could live with for all riding conditions. It’s friendly and fun.
If you want to be practical about it, just remind yourself that it only needs an oil change every 15,000km or 12 months and a valve clearance check every 30,000km.
There is little doubt that MV Agusta is the maker of some of the world’s most beautiful motorcycles and now their Superveloce 800 Serie Oro has won a distinguished design award.
Their 1997 F4, designed by the late Massimo Tamburini, has long been considered the most beautiful motorcycle of the 20th century along with his other creation, the Ducati 916.
Design award
Superveloce Serie Oro
Now theDesign Excellences award’s jury was won over by MV Agusta’s Superveloce for its “timeless elegance and breathtaking looks”.
The Association for Industrial Design and Lombardy’s Regional Government have recognised the work of MV Agusta’s Centro Ricerche Castiglioni styling team, headed by Adrian Morton, in “bringing significant innovation and originality to the normally conservative vintage-retro segment”.
Superveloce 800 is also a candidate for the prestigious Compasso d’Oro 2020 award from the ADI Foundation, whose objectives are the protection and the dissemination of design culture, and also of its legacy, promoting a design ethics of sustainability and quality.
MV boss Timur Sardarov says the award recognises the “hard work and the passion of all the women and men of MV Agusta who contribute, with their daily work, to the crafting of true pieces of motorcycle art”.
“They accomplish the daily miracle of shaping beauty and performance into a single object of desire,” he says.
MV Design director Adrian Morton says that to receive recognition outside the motorcycle sector is an “incredible honour and a testament to the energy and passion we dedicate to every project”.
Even though it’s called the HD350 project, the Harley will have a displacement of 338cc.
HD350 is just a working title and the bike will have another name when it goes to market.
Harley is working with Chinese company with Qianjiang Motorcycle and this week they agreed on the final design for the bikes.
However, they have not yet unveiled the final design.
The images here were released back in June when Harley said they would “embody a distinctive look, sound and feel that will spark powerful connections with riders”.
“The new Harley-Davidson motorcycle and engine will be produced in a Qianjiang facility in China and adhere to the rigorous quality standards and testing processes followed for all Harley-Davidson products,” their June statement said.
Qianjiang, based in Zhejiang, China, bought Benelli in 2005 and makes scooters and motorcycles with brands names such as Qijiang, Generic, Keeway, and KSR.
The factory is now gearing up to start production with Chinese sales starting in late 2020 and India in 2021.
There is no current plan to export the HD350 model outside Asia.
The 338cc Chinese Harley won’t be the smallest motorcycle they’ve ever made. How about the 1960s 65cc Leggero and 1970s 90cc monkey bike?
The sub-500cc bike plan is included in the company’s ‘More Roads’ initiative, a strategic long-term plan, says Harley head honcho Matt Levatich.
He says the strategy hinges on making sales outside the US half of the company’s total.
“We’re excited about this opportunity to build more Harley riders in China, one of the world’s largest motorcycle markets, by creating new pathways to our brand,” he says.
“We are just over a year away from launching our first model that will help provide access to millions of customers in emerging markets in the region.”
BMW Motorrad has been toying with the idea of an electric motorcycle for some time and has now revealed the working E-Power Roadster prototype at a small media event.
For now it’s called the E-Power Roadster and it is the first time an electric BMW motorcycle has been ridden by journalists.
However, it’s still a long way from production. Thank god! At the moment it looks hideous and heavy!
This hefty 289kg prototype seems to have been built just to show journalists that they can make an electric motorcycle.
The Bavarian company has been making their electric C-Evolution scooter for some years now, but this is their first working electric motorcycle prototype.
This E-Power Roadster is made up of existing BMW models with the front end from an S 1000 R and the rear from a R 1200 RS.
Bulky prototype
The small media event follows the recent release of a patent drawing that has little resemblance to the bulky prototype.
Patent drawing
BMW as also unveiled several electric concepts over the past few years:the boxer-style Vision DC Roadster unveiled in June 2019, the Concept Link electric scooter and the electric S 1000 RR concept called the eRR.
Vision DC Roadster
Concept Link
BMW eRR electric sports bike
E-Power Roadster
The E-Power Roadster is powered by a 13kW battery and a 101kW/199Nm electric motor from a 7 Series car.
Despite its 289kg of bulk, BMW claims the bike will dart to 100km/h in 2.9 seconds which is 0.1 seconds faster than Harley-Davidson’s LiveWire.
They also claim it can be fast charged at 5km of range every minute which means 20 minutes for a 100km charge.
Despite its bulk, maximum range seems to be only about 160km and we’re not sure wether that is on the highway or in the city.
BMW hasn’t provided a lot of technical detail, but it compares with Harley’s 152km (highway) and 235km (city range).
However, neither is anywhere near Energica’s claimed 400km.
BMW Motorrad boss Christoph Lischka says they will only produce the bike if they can get close to 300km of range.
In 2018, BMW Motorrad managing director Stephan Schaller said electric motorcycles were “not in their immediate future”.
In 2017, BMW Group Australia boss Marc Werner said Australia was not ready yet for electric motorcycles and scooters.
He said we needed tax incentives, import subsidies and/or charging infrastructure to catch up with the rest of the world on low-emissions vehicles.
Patent drawings seem to suggest Honda may be reviving its high-speed Blackbird sports bike with eight aerodynamic winglets.
In September, patent drawings of winglets that automatically deployed above a certain speed were accompanied by drawings of the Africa Twin and Fireblade.
Fireblade patent drawing
When both were unveiled at the EICMA motorcycle show in Milan last month, neither had these wings.
Blackbird drawing
Now the new drawing looks suspiciously like the CBR1100XX Super Blackbird.
Blackbird patent drawing
It includes eight winglets which seems to indicate ultra-high speeds.
That would fit in with the ethos of the Blackbird as once the world’s fastest motorcycle.
Then along came the Suzuki Hayabusa named after the peregrine falcon, the world’s fastest bird, and natural predator of the blackbird!
Then manufacturers agreed to limit speeds to 299km/h after European officials threatened to ban high-speed motorcycles in the 1990s.
Patent blitz
Don’t get too excited about Honda returning the Blackbird, though.
This is only one of many patents Honda has lodged in the past year and we are not sure how many of these they will put into production.
This new Blackbird patent joins the following from Honda over the recent past:
Hayabusa patents
Meanwhile, Suzuki Motorcycles has filed its second patent for a major upgrade to its Hayabusa speed demon with semi-automatic transmission.
The ageing Hayabusa has only had two major upgrades in its 17-year history as the world’s fastest production motorcycles of the last century.
While many are expecting turbo or supercharger technology, the two patents so far have been for a semi-automatic transmission.
The first patent in February 2018 details how actuators will be used to control clutch engagement and the shifting of gears.
Suzuki automatics patents in Hayabusa
So it’s not totally automatic as riders would still need to change gears but without the need to use a clutch.
While the patent application used a drawing of a Hayabusa, it was not necessarily meant for that bike.
Second patent
However, the second patent describes the gear position sensor, confirming that it is destined for the Hayabusa.
Second Hayabusa GSX1300
The rest of the drawings show the bike much as it is now which means it could probably be powered by the same 1340cc in-line four-cylinder engine with 148kW of power.
However, there is talk of a 1400cc version and possibly forced induction.
Suzuki president Toshihiro Suzuki has confirmed that Suzuki engineers are working on the new bike, but has not said when it would be due.
He says it will follow the same style, but gain several electronic riding aids.
Beccie Ellis on her Hayabusa Turbo
There is not much they can do with the styling as the bike was designed to be aerodynamically stable at high speeds.
It was apparently designed on paper by aerodynamic experts, but not tested in a wind tunnel until several years later when it was confirmed the aero theories actually worked.
So when it was updated in 2008 and 2017, there was no need to change the shape.
Triumph has put more “tiger” into their 2020 Tiger 900 range with 10% more torque, LED lighting, a quickshifter, Brembo brakes, a bigger tank and more electronic aids.
They’ve also made the model names more common sense than the Tiger 800 XRX, XCX, XRT and XCA.
The new models are:
GT Pro and Rally Pro
Tiger 900 Rally and Rally Pro for serious off-road adventuring;
Tiger 900 GT and GT Pro for touring on all roads; and
Tiger 900 base model.
There is expected to be a price hike of under $1000, but there is no confirmation yet on pricing or availability in Australia.
Current prices range from $18,550 to $21,300.
More tiger
The obvious change is the bigger capacity now up from 800cc to 888cc and compliant with 2020 Euro5 emissions regulations.
It has 10% more peak torque (87Nm compared with 78Nm) , but power is the same at 70kW, but there is 9% more in the midrange.
The three-cylinder engine has a new firing order of 1/3/2 that Triumph says gives more responsive delivery and more tiger growl from the intake.
Power delivery, ABS and traction are controlled by a new IMU developed by the German Continental electronics company.
There are also up to four riding modes, depending on model, with the fourth customisable to rider preferences.
Tiger 900 chassis
Rally Pro
All models come with Showa (Rally and Rally Pro) or Marzocchi suspension which is electronically adjustable on the GT Pro’s rear shock.
It allows the rider to adjust four preload settings and nine damping settings through the instruments and a button on the left handlebar.
The Tiger 900 has new lightweight modular steel trellis frame with separate, bolted-on subframe and pillion hangers, dropping 7kg in total weight.
Brakes are now Brembo with the base model getting Stylema 4 four-piston calipers and 320mm discs at the front wheel and a single-piston caliper with a 255mm disc at the back.
GT and Rally add cornering ABS.
Fuel range should be improved with a 20-litre tank, which is 1.1L larger.
Creature comforts
Except for the base model, they get a host of creature comforts including backlit switches, cruise control and heated grips.
GT Pro and Rally Pro also have heated rider and pillion seats and tyre pressure monitors.
All models now have full-colour TFT instruments, although it’s a smaller screen on the base model.
They GT Pro and Rally Pro are also set up for use with the optional My Triumph Bluetooth connectivity system that allows riders to use their phone through the bike for navigation, calls and music.
There will also be a range of moire than 65 accessories for the new Tiger 900 models.
There are two new luggage ranges created in partnership with Givi – the Trekker side-opening panniers with 52 litre twin helmet top box, and the Expedition top-opening panniers, with matching 42 litre top box.
They come in these colour options:
Tiger 900 Rally & Rally Pro: Matt Khaki, Sapphire Black and Pure White, all featuring contemporary new decals and a distinctive white frame inspired by the ‘Tiger Tramontana’ rally bike;
Tiger 900 GT & GT Pro: Korosi Red, Sapphire Black and Pure White, all featuring premium tank badges and contemporary new decals; and
Tiger 900: Pure White.
2020 Triumph Tiger 900 tech specs
GT and Rally Pro
TIGER 900
TIGER 900
GT
TIGER 900
GT PRO
TIGER 900
RALLY
TIGER 900
RALLY PRO
Engine Type
Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Capacity
888cc
Bore Stroke
78 x 61.9mm
Compression
11.27:1
Max Power
70kW @ 8750rpm
Max Torque
87Nm @ 7250rpm
System
Multipoint sequential electronic fuel injection
Exhaust
Stainless steel 3 into 1 header system, side mounted stainless steel silencer
Over the years there have been rumours about mid-capacity turbo sports bikes of 500-700cc capacity and even a turbo version of their Hayabusa or new Katana.
Each year they have hinted at turbocharging and we fly expected to see one at this year’s EICMA motorcycle show in Milan were they had said they would release several new mnkdles.
There have also been some spy shots, but not a full reveal which is expected early next year.
BMW R 18 spy photo
Even before a production model R 18 cruiser has rolled out of the Spandau factory gates, BMW Motorrad Australia is taking orders and deposits and has set up a dedicated site.
Big Boxer details
BMW says the Big Boxer engine will have overhead valves and a separate engine and transmission housing, but otherwise the same structural features of their first boxer which had laterally controlled valves.
It is BMW’s highest-capacity twin-cylinder boxer engine in motorcycle series production.
The Big Boxer weighs a hefty 110.8kg and has a 107.1mm bore and 100mm stroke.
Other features are large ribbed cylinders and heads with a vertically split aluminium engine housing.
Unlike their classic air-cooled two-valve boxer engines, the crankshaft is forged from quenched and tempered steel.
It has an additional main bearing at the centre, which is necessary to prevent “undesirable bending vibrations of the crankshaft”.
Like the crankshaft, the two connecting rods with I-shaft are mounted on plain bearings and are also forged from quenched and tempered steel.
They accommodate cast aluminium pistons with two compression rings and an oil wiper ring. The running surface of the light metal cylinders is coated with NiCaSil.
Lubricating and cooling oil is supplied by a wet sump lubrication system with a two-stage oil pump via sleeve-type chain driven by the crankshaft.
Two camshafts
Modern features include four valves, dual ignition, a modern combustion chamber architecture, intake manifold injection and the BMS-O engine management system for optimum torque and to meet Euro emissions targets.
However, it uses the classic OHV configuration for its valve drive of the legendary R 5 to R 51/2 from 70 years ago.
2016 R 5 Hommage concept
As in the historical role model, the two camshafts are positioned to the left and right above the crankshaft in the Big Boxer.
BMW says the advantage of this “twin camshaft boxer” is shorter pushrods which reduces moving masses, minimises deflections and lowers linear expansions for a stiffer valve drive with improved control precision and higher speed stability.
In the traditional BMW Motorrad boxer design, the two pushrods actuate one pushrod per cylinder side for the intake and one for the exhaust side, guided in a sealed pushrod tube on the top of the cylinders. The two intake and exhaust valves in the cylinder head are actuated in pairs via fork toggle levers.
In contrast to today’s widespread engine technology, valve clearance compensation is not effected by means of hydraulic elements, but – as was the case in most classic air-cooled BMW two-valve boxers for decades – via one adjusting screw with one lock nut for each valve.
As was formerly the case in the classic two-valve boxers, valve clearance adjustment (0.2 – 0.3 mm) in the R18 Big Boxer is also quick and easy. The valves are made of steel, with a disc diameter of 41.2mm on the inlet side and 35mm on the outlet side. The valve angle is 21 degrees on the inlet side and 24 degrees on the outlet side.
Transmission
It is married to a constant-mesh six-speed transmission and self-reinforcing single-plate dry clutch with anti-hopping function to prevent rear-wheel lock-ups on rapid downshifts.
The transmission is located in a dual-section aluminium housing and is designed as a four-shaft transmission with helical gear pairs.
The gearbox input shaft with lug dampers drives the two gearbox shafts with the gear wheel pairs. An output shaft is provided to bridge the distance and reverse the direction of rotation. A reverse gear is available as an optional extra. This is driven by an intermediate gear and an electric motor and can be shifted manually.
As in all BMW motorcycles with boxer engines, torque is transmitted from the gearbox to the rear wheel in the R 18 via a propeller-shaft or universal-shaft drive with universal joint, shaft and rear-axle drive with bevel and ring gear.
The propeller shaft and universal joint are classically nickel-plated and open, as used by BMW Motorrad in models up to 1955.
A so-called tripoid joint is applied on the gearbox side for length compensation.
