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.

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.

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)

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."

New 2017 Triumph Speed Triple Spied

Triumph’s best-selling Speed Triple range is set for a hefty makeover as revealed by these exclusive spy shots taken while the bike was carrying out testing in Spain last week

The new bike features a raft of changes the British firm will be hoping will be enough to keep the Speed Triple and higher-specification Speed Triple R able to fend off the competition in the naked bike class. The Speed Triple range can be directly traced back to 2005 when a slightly different bike was launched.

Since then the bike has seen mild tweaks and changes while all around it the naked bike class has been evolving. MCN’s road testers still rate the Speed Triple as one of the best road bikes in the class; its lack of power when compared to 160bhp bikes like the class-leading BMW S1000R. The three-cylinder engine has fantastic road manners and an engine note that still finds fans and for many the lack of electronic riders aids (apart from switchable ABS) appeals to many.

What we can see is a bike that has been given a set of styling and engineering tweaks to freshen up the design of a bike that can be traced in almost every regard back to the bike that was launched in 2005 and has barely been changed since. It appears this bike is the standard Speed Triple model but has been given a specification upgrade in terms of the brakes with the fitment of the Brembo brakes from the current R model to replace the lower specification Brembo radial calipers. The Showa forks from the standard bike are still in place.

We don’t really know the exact details of the specification changes we can see here because this bike is still 18 months away from being officially revealed MCN understands. This gives Triumph plenty of time to work on the smaller details and motorcycle firms often use a mish-mash of parts while bikes are testing as they are simply the ones that are at hand and fit.

One of the biggest changes to the bike remains one of the most mysterious in the form of the centrally-mounted air intake above the twin front lights. We can definitely see Triumph has added a ram-air system to the 1050cc three-cylinder engine and this would only have been done to boost power and overall efficiency. The ram-air scoop can be seen to run from above the front lights and then into a new headstock casting section which then attaches to the existing frame design. This is a cost-effective way of boosting power to the engine and only making the minimum of changes to the bike to allow the routing of the ram-air scoops.

Triumph never comments officially on spy shots taken of bikes before official launches so we can only estimate what improvements to power and torque can be expected but we reckon on power going up to around 140bhp from the current 133bhp with a corresponding lift to around 85ft lbs from 82ft lb currently.

The importance of any changes to the Speed Triple cannot be overstated for the British firm because the bike remains a big seller. In light of this it’s not hard to see why Triumph is apparently not making huge changes to the bike but the conservative nature of the tweaks to the bike may disappoint some who have been hoping for a much more radical overhaul.

Triumph insiders have told MCN this bike is an interim machine to tide the firm over while it works on a completely new bike which is many years away from showrooms as it has only just been started. Triumph has recently moved to refocus the work it is doing on the core of motorcycles which have come to be so integral to the modern history of the firm owned by John Bloor. Triumph has officially stopped work on a new single-cylinder 250cc range of bikes and has also recently closed a separate off-shoot called Trident Powersports which, after years of work, had now ceased to exist and all work in setting up a leisure sports division has been canned.

MCN understands a lot of work is underway at Triumph to give the current range of motorcycles a complete modernising overhaul and the Speed Triple, along with the smaller Street Triple is going to be integral to that but we understand this bike will be revealed in finished form towards the end of 2016 for a 2017 model year release.

Before this bike comes along there will be an anniversary model launched called the Speed Triple 94 which will celebrate the 20 years since the bike was first launched.

What can we see?

SEAT UNIT: The plastics on the side of the seat unit have been modified to give a more pared back look which is in keeping with the other styling changes made to reduce the visual bulk of the bike.

FRONT BRAKES: This X-shaped brake caliper mount is the same as the one that holds the current Speed Triple calipers but the calipers have been upgraded to the same ones fitted the current R model. This suggests the R model may get even more high-specification brakes; possibly the M50 Brembo caliper as seen on the likes of the Ducati 1299 Panigale.

CENTRAL AIR INTAKE: The flyscreen is new and now has what looks like a ram-air intake mounted at the bottom which could well be a way Triumph is aiming to boost the power from the 1050cc three-cylinder motor in an attempt to tackle more powerful rivals.

RADIATOR COWL: Once again a neat styling trick of trying to reduce the overall bulk of the bike can be seen in the form of these new radiator side cowlings which are much slimmer.

EXHAUST: These are clearly not the final production versions of the twin exhausts which are going to on the finished bike but despite the rough finish (and the missing end caps off the silencers) the exhaust system doesn’t seem to be that different from the current bike but will almost certainly be lighter.

ENGINE CASES: MCN insiders have cast serious doubt on the updated Speed Triple range getting a whole new engine - despite growing calls for more power but the engine cases can be seen to be new and the subtley different castings give the engine a fresher and more technical appearance and there is space for the triangular Triumph logo.

NUMBERPLATE HANGER: The fairly mild but wide-ranging mods to the bike are perfectly illustrated by the new numberplate hanger which is different to the existing bike but hardly radical.