Custom Yamaha TDM850 with Suzuki GT750 Engine, Yamaha TDR750 !

Some things just don’t seem to work together,no matter how hard they try: Tony Blair and morality, Mariah Carey and music, The Chuckle Brothers – the list is endless. To be fair, you might think the same if somebody suggested you buy a perfectly decent Yamaha TDM850 and put a Suzuki GT750 engine in it. Who in their right mind would try such a random mechanical caper?

Fortunately for us Phil Larkin had the vision to utilise a Kettle to make a very Special Brew indeed, and the results are unsuspectingly brilliant. Yet it’s a project that only got off the ground thanks to a mixture of a misbehaving standard engine and a completely rash eBay purchase.

“I bought the 1993 TDM850 for £1200 about five years ago from a dealer online. I ran it standard for a few months, but the thing would never start. It was a nightmare, so the last time it did it I just gave up and took the engine out.” Says Phil...

So far, so normal. From here you’d have thought Phil would either delve inside the engine, or get a different but at least vaguely TDM-compatible one. Instead, Phil’s thought was to buy a completely leftfield engine that no one had ever contemplated transplanting into a TDM before, with no idea whatsoever if it would work.

“I fancied a big two-stroke but bikes like Yamaha RD500s were going for really silly money, so I started thinking about Kettle engines. Some bloke was selling one on eBay along with the carbs and a three-into-one exhaust for £600. I thought, ‘I wonder if that’ll go in the TDM?’ I just bought it there and then and decided I’d make it fit by hook or by crook.”

Luckily 52-year-old Phil has years of mechanical experience and... oh, hang on, what was that, Phil? “I’ve never messed around much with bikes,” he shrugs. Right, so this was your first ever project? “Yeah, but it made sense: I like the TDM because the chassis is decent and the brakes are good, and I thought if I could stick this Kettle motor in it I’d have a useable and unique machine.”

Enlisting the help of his bike mechanic mate Alan (who, for the record, thought the whole project sounded completely mental), the pair got to work – starting with the removal of the erratic TDM engine and accompanying oil tank. “I knew that the Kettles had got a front bit of frame whereas the TDM is just a Deltabox frame with no cradle at all,” says Phil. “Initially, we managed to get one of the rear engine mountings fitted with spacers in one of the original engine mountings to the TDM, giving us a pivot point. I cut away at the casing that covers the sprocket to follow the shape of the frame, and we welded a bracket off the frame to make the two rear mounts.”

Incredibly, despite a solid week’s work of twisting and levelling, the transplant didn’t prove as problematic as you might have thought. “Once we got the back end in it was OK,” nods Phil. “Kettle engines sit pretty straight in their frames but because we couldn’t lift this one up much more into the Deltabox, it tilts forward slightly. It runs all right and the stock carbs work fine, it’s just at a bit of an angle.”

The engine (standard except for a couple of Ram-Air filters – K&Ns wouldn’t fit) presented a few other challenges, not least the fact that the standard chain wouldn’t line up. Phil and Alan had to take the sprocket carrier off the rear and have half an inch of it machined off to bring the chain across – and even then they only just got away with it.

“Where the chain runs through the standard TDM swingarm we’ve actually got a Motocross chain roller bolted to it underneath to keep it off the swingarm. I’ve been through three of them in just under four years because the chain’s literally running on it all the time.”

Four years, not to mention about seven grand, is actually what it’s taken to get Phil’s self-named TDR750 to the state you’re currently viewing in silent, nodding admiration. With the help of Alan, not to mention a very understanding missus, he’s now got the bike he wanted. “I was going for something that would be comfortable and a great old engine in a modern bike.” Looks like mission accomplished to us.

Clearly you can’t beat using a Kettle for a Brew like this, and Phil has proved that making a special out of the most unlikely bike and engine pairing is possible when you’ve got good mates, ambition and a generous dollop of perseverance. The only question is, how on earth is he going to follow it?

Concept : Yamaha Classic Turbocharger Reborn !

The factory turbo battle of the 1980s is a well-documented story where the main four Japanese factories thought they would give the world their take on a mid-capacity motorcycle with the (supposed) power of a litre bike. Yamaha were relatively early into the fray with the 1982 XJ650T Turbocharger – basically a starship-styled XJ650 with a Hitachi turbo fitted. Unlike the other offerings from Honda, Suzuki and Kawasaki, the XJ used a bank of four Mikuni carbs instead of fuel injection. It wasn’t enough. Performance was so disappointing that Yamaha offered a ‘power-up kit’ free the following year. Where the XJ650T excelled though was covering fast miles in comfort, which is where our vision comes in...

Bodywork

While the Yamaha XJ650 Turbocharger struggled with its performance, it was a handsome beast to many with its futuristic styling which looked good and worked well to protect the rider so we’ve kept close to the original profile. We’ve made some modifications to add built-in crash protectors (the old bike was notorious for smashing fairings and indicators just falling off the sidestand), multiple ram air intakes feed the new motor and improved weather protection around the rider’s legs. Four headlights quadruple power over the original unit.

Engine

Take a 2014 crossplane crank R1 motor as your starting point, add a modified Garrett turbo charger and with less than 6psi boost we’d get 225bhp at the back wheel. Shaft drive combined with the typically useable crossplane power delivery, this would be a perfect engine for sports touring. Lazy and torquey when you’re enjoying the scenery of the Alps, mind-blowingly rapid when you need to catch that ferry. It could happen too: Japanese manufacturers are looking at superchargers and turbochargers to help solve their emissions challenges.

Chassis

The old steel cradle frame from the 1982 bike is thankfully ditched in favour of a modified R1 beam frame. A single shock rear gives the illusion of twin shocks as tribute to the original bike but actually features a rising rate linkage. Thick 41mm USD forks are a far cry from the spindly tubes of old and feature radial monobloc calipers from Brembo. Handlebars and footrests are adjustable for height while pillions get the same comfortable grab handles as before but without the splitting seat cover.

2016 Benelli Leoncino 500, Chinese-Italian Scrambler !

Chinese-Italian firms Benelli has pumped a lot of money and in return it wants volumes. One of those very promising motorcycles is a take on the retro motorcycle series called the Leoncino 500 Scrambler. The all-new retro-modern bike is set to target the Ducati Scrambler Sixty2, which also new bike in A2 licence requirements. With its extra capacity and power and torque figures, Could it be enough to fight with the Ducati ?

The All New Benelli Leoncino - lion cub in English - comes with 19-inches wire-spoked wheels in the front and 17″ in the rear.The knobbly tyres should make the Leoncino surprisingly adapt at light off-road use. The retro-modern styling of Benelli Lioncino is certainly likeable, yet tasteful. The steel trellis frame holds a beefy 50 mm fork and a preload-adjustable shock in back. The dual disc brakes up front are large 320 mm units squeezed by Brembo 4-pots radial mount calipers, while the rear brake have 260 mm Disc with 2-pots caliper. ABS will come as standard on the Benelli Leoncino, which Weight is a claimed 170kg. Looks good, Mind you ?

Benelli Leoncino is powered by a 500cc liquid-cooled parallel twin engine, which slots in with A2 licence requirements by produces a claimed 47 HP @ 8.500 RPM and peak torque of 45 N.m @ 4.500 RPM. Power transfers through a six-speed gear box and a chain-driven. The engine meets Euro 4 norms says Benelli as the norms are all set to hit the European market...

Benelli Leoncino 500 Scrambler Specs :

Engine : Four stroke, Parallel-Twin, DOHC 8-Valve, Liquid-Cooled
Capacity : 498 cc
Induction : Fuel Injection, with Dual 37 mm Throttle Body
Max Power : 47 HP @ 8.500 RPM
Max Torque : 45 N.m @ 4.500 RPM
Transmission / Drive : 6-Speed / Chain

Frame : Steel - Trellis Frame
Front Suspension : 50 mm Upside Down Forks
Rear Suspension : Monoshock, Adjustable Preload
Front Brakes : 2 x 320 mm Disc, Brembo 4-Pot Calipers Radial-Mounted, ABS
Rear Brakes : Single 260 mm Disc, 2-Pot Caliper, ABS
Front Tyre : 110/80 - R19
Rear Tyre : 150/70 - R17


Weight : 170 Kg
Fuel Capacity : 15 Litres

Return of Pirelli Phantom !

There’s a quirky beast out there at the moment called the Yamaha XSR700, what Yamaha call a "sport heritage" machine, and it’s fitted with Pirelli Phantoms. Recognise the tread? The XSR wears a 120/10-17 and 180/55-17 73V pair of Pirelli Phantom Sportscomps.

These tyres are now available in response to the big trend in specials/customs that field wheels in that size range. Pirelli says these tyres give the look of a classic tyre with all the advantages of a modern tyre as well as good durability. The Sportscomp is also available in 100/90-18 front and 150/70-17 rear and in the XSR’s sizes but with a W-speed rating for older, slower machines.

The original Pirelli Phantom first saw light of day in the late 1970s and was developed through the 1980s and revised into the 2000s. Today’s Phantom features zero-degree steel belt radial technology, a rounded profile (compared to the older ‘flat’ Phantoms) and silica-rich compounds with a sporty, retro-tread pattern, meaning they are perfect for all sorts of conditions. Check out your nearest tyre stockist for details.

KTM RC16, Ready to MotoGP 2017 Race ?

Austrian firm KTM has been surprisingly open about its plans to return to MotoGP in 2017. After its prototype RC16 had a shakedown at the Red Bull Ring, photos of the first iteration of the new design were revealed. There’s still more than a year before this bike will have a serious shot at racing, though wildcard appearances in 2016 are possible as testing goes on, so the machine that lines up on the grid for the first 2017 round might look quite different. Even at this stage it’s an intriguing bike, mixing tried-and-tested ideas with novel engineering solutions.

Comparison with this year’s MotoGP machines is fruitless – by the time the new KTM starts to race there will be new regulations, including the adoption of a standard ECU, as well as new Michelin tyres on 17-inch wheels instead of the current 16.5-inch Bridgestones. But the KTM, even in its early state, is already revealing some secrets.

As well as being a works MotoGP machine with the financial might of Red Bull backing it, KTM RC16 is set to be the basis of KTM’s much-heralded, track-only "production" superbike offering. Although the firm claims not to be interested in making a road-legal variant, it does have plans to offer a high-priced production racer aimed at either privateer competitors or wealthy trackday enthusiasts.

Test rider Alex Hofmann and KTM motorsport director Pit Beirer were both pleased with the bike’s first run, and a second machine is already being built ahead of another test before the end of the year, when second tester Mika Kallio will get to try it out.

KTM RC16 Engine

We can’t see it in these pictures, but under the fairing there’s a 90º V4 built to the 1000cc limit. To have a chance, the works version will need pneumatic valves and a seamless-shift transmission, but plans for a production bike don’t include either.

It’s not entirely new ground for KTM. The firm created a pneumatic-valve "GP1" 990 V4 for a stillborn MotoGP project in 2003, eventually racing the engine for half a season in 2005 with the Roberts team. Like Aprilia’s RS Cube three-cylinder, the KTM engine struggled due to a lack of rideability – something that would easily be fixed with today’s far more advanced electronic control systems.

KTM RC16 Chassis & Suspension

While a V4 engine is a favoured MotoGP format, the KTM RC16 pictures show an installation similar to Honda’s RC213V, with a side-exhaust and an under-seat pipe. Yet the RC16’s chassis is not like any of its rivals. Instead of an aluminium beam frame, KTM uses its usual steel trellis design.

Steel tubular frames are easy to make and modify in both geometry and rigidity, which will be hugely valuable during the bike’s development. Negatives are the large number of welds involved, which mean that it’s near-impossible to make two frames that are absolutely identical. The welds themselves can also have slightly different flex characteristics.


KTM uses WP suspension on the RC16, no surprise given that it owns the company. It’s another potential double-edged sword for the bike. Developed specifically for the KTM RC16, the WP fork and shock will be tailored precisely to KTM’s requirements, but the firm doesn’t have the huge back catalogue of experience to draw on that rival Öhlins does.

It’s been nearly a decade since any non-Öhlins-suspended bike has won a MotoGP title: Hayden’s Showa-sprung Honda in 2006 was the last, and WP simply doesn’t have the same pool of data that its rival does when it comes to knowing which options to work with.

Aerodynamics

KTM doesn’t appear to be trying to rewrite the aero book – at this stage the priority will be on creating as few variables as possible so the engine and chassis design can be honed. The overall look isn’t dissimilar to some of Suter’s designs around the nose and tail, while the side panels have been designed for testing. Gill-like air vents in the sides are on separate panels that can be removed or swapped for others to alter engine cooling.

As the rest of the bike is developed and KTM closes in on the final engine and chassis designs, we can expect the bodywork to start to evolve as its aerodynamics and cooling become more refined...

Top 10 New Bikes At EICMA 2015 !

EICMA, the biggest motorcycle show of the year, is the international stage where the major (and some minor) manufacturers will reveal their new models. There were a lot of impressive bikes unveiled this year - and a few that were underwhelming. This Top 10 is all about brand new bikes we’re excited to see at the show, our favorite bikes of EICMA 2015. Here's our list...

2016 Honda CB500F Update

Here's Honda's updated CB500F, which were shown at a press conference in EICMA, Milan last night. As the CBR500R and CB500X had already revealed at Tokyo Motor Show last month, The 2016 Honda CB500F comes to the Europe which aims to tempt A2 licence holders even more with a range of cosmetic and technical changes.

For 2016 it's been given a restyle with reduced side panels and a new tail unit which make it look a lot sharper and sleeker than before. And just like New CBR500R, The 2016 Honda CB500F also gets a new, larger fuel tank, LED lighting, spring preload adjustable forks, a new lighter exhaust and adjustable brake lever.

It's not short of colour options either - Ross White and Millennium Red (Tricolour), Lemon Ice Yellow / Graphite Black, Candy Energy Orange / Macadam Grey Metallic, Millennium Red / Macadam Grey Metallic, Pearl Metalloid White / Macadam Grey Metallic, Matte Gunpowder Black / Matte Krypton Silver Metallic.

Piaggio Medley

Piaggio has just announced a new model for 2016 at the EICMA Show – the Medley scooter, which will join an updated Liberty scooter and a special edition Vespa 70. The Piaggio Medley is all-new for 2016 and will be available with Piaggio’s new liquid-cooled iGet engine, in either 125cc or 150cc capacity. The Medley will feature a start/stop system and Piaggio claims the engine has "reduced fuel consumption and service intervals", but it's not clear whether that’s compared to its own models or competitors’ bikes.


Piaggio says the Medley has been designed "with great attention to detail and finishings, as well as to perfect ergonomics and convenient use"’ It’s got daytime running lights with "light guide" technology (whatever that means), plus digital instrumentation, ABS and an immobilizer. It’s paid special attention to making the bike as comfortable as possible for riders of all shapes and sizes by giving the bike a low seat. Storage capacity is generous – we’re told the underseat compartment can take two flip-up helmets because the fuel tank is under the footboards.

2016 BMW R nineT Scrambler

So here's one model launch at the EICMA 2015 that will surprise only those under a very comfortable rock: BMW's R nineT Scrambler. Like the concept that was revealed in June, it's based closely on the original version, R nineT but has lower-spec suspension and brakes. The upside-down Öhlins forks have been swapped for right-way-up 43mm ones with gaiters and 125mm of travel. Four-piston calipers biting 320mm front brake discs replace the R nineT's radial-mounted monoblocs. The aluminium tank also has gone in favour of a steel one.

The BMW R nineT Scrambler has also been given a 19-inch front wheel, deep-tread tyres, a high-level exhaust and higher bars than the original one. The seat is more thinly padded and the pegs lower and more rearward. Wire-spoked wheels, knobbly tyres, a single-seat sub-frame and an ally tank are among a range of options and accessories.

The BMW R nineT Scrambler air-cooled 1170c boxer-twin engine makes a claimed 110 HP at 7.750 RPM and 85.5 lb.ft at 6.000 RPM. The bike's "road-ready" weight is a claimed 220kg. Price is to be confirmed. It's available in one colour, described as "monolith metallic matt", AKA brown.

New Kawasaki J125

Amid the super machines, power bikes, scramblers and cruisers unveiled at the EICMA, Kawasaki introduced a light hearted scooter. The maker pulled the curtains off their first 125cc scooter, the Kawasaki J125. The J125 is smaller-displacement version of its elder sibling the J300 (which itself is a re-branded Kymco Downtown 300i). It is powered by the 125cc liquid-cooled SOHC four-valve single-cylinder engine which generates 13.8 HP and max torque of 12 N.m.

The Kawasaki J125 rides on 14 inch wheels up front and a 13 incher at the rear. The suspension tech on the J125 has been designed for light and sporty handling, the twin-rear shocks offer five preloaded adjustable setting. This mini-Hulk weighs around 182kg. It sports a two-tone silver seat, a blue backlit analogue speedo and rev counter - with an LCD panel on the dash, LED taillight and a front end that stays glued to the styling of Kawasaki’s sportsbikes.


New Kawasaki J125 has a convenient under-seat storage that is large enough to take a full-face helmet and A4 size briefcase. For safety the maxy-scoot also features an anti-tamper, anti-theft ignition switch. J125 will roll out in three colours – Metallic Anthracite Black, Metallic Frosted Ice White and Metallic Flat Anthracite Black. Dubbed as the innovative urban transport solution, the J125 blends sport, control, comfort and convenience, and wraps it all in green-black Kawasaki design.

Yamaha New XSR900

Hipsters rejoice ! Yamaha has tackled the "café racer" concept by restyling the fantastic MT-09 platform. Sharing the MT-09's chassis and awesome three-cylinder, the new Yamaha XSR900 drapes new styling on the controlled-filled alloy frame. With a hand finished aluminum tank cover setting off the retro theme, the XSR looks like it could chase coffee with an RnineT or new Triumph Bonneville. Although both should be wary of the Yamaha’s strident little triple.

Adding to modern controlability, Yamaha XSR900 utilizes an advanced assist-and-slipper clutch unit that allows for reduced clutch lever effort by 20%. Exceptional braking power and confidence-inspiring deceleration are provided by sportbike-spec front brakes, backed up with the security of ABS. Drawing influence from Yamaha’s classic "XS" series of motorcycles, the XSR900 oozes class, with exposed aluminum details, retro-influenced bodywork, stepped seat and custom lighting and instrumentation. The result is an all-new model with both a fine balance of cutting-edge Yamaha technology and exterior styling that delivers timeless authenticity.



It was ridden onto stage at the EICMA press conference by nine-time MotoGP world champion Valentino Rossi, along with his team-mate and current world champion Jorge Lorenzo, who rode the new MT-10. Yamaha also revealed at the press conference that all of its Sport Heritage range, including the XSR900, would be available in the firm's classic yellow and black speed block livery next year. It pushes the price of the XSR900 to £7,999. The only other colour option is 'Garage Metal'.

2016 New Yamaha MT-03

It was August, 2015 when Yamaha released the first official pictures of the MT-03, and now the bike has been unveiled at EICMA in Milan. The Yamaha MT-03 takes the 321cc parallel-twin motor from the existing YZF-R3 middleweight sportsbike but strips away all of the bodywork to create this sharp urban roadster, which also comes with It's got an ABS-equipped 298mm floating front brake disc and 220mm rear.

Though Yamaha MT-03 shares its components and features with the R3, the former looks different with less body work (no fairing) and stickers on fuel tank pods. With no fairing, the Yamaha MT-03 weighs 4 kgs less than the R3 and thus offers better power-to-weight ratio. The parallel-twin engine produces 41.6 HP and 30 N.m of torque - mated to a 6-speed transmission. The upright riding stance, and telescopic fork at the front and monoshock rear suspension make the Yamaha R3 a truly comfortable bike to ride.


New Yamaha MT-03 will be one of the fat growing compact sportbike segments all across the world and will give tough competition to likes in the segment they are Kawasaki Z300, KTM Duke 390, BMW G 310 R, and also new competitors that just already revealed at EICMA, Ducati Scrambler Sixty2.

Ducati Scrambler Sixty2

Been lusting after the lovely Ducati Scrambler, but not sure you’re ready for the 75 horsepower of that 803 cc motor? Ducati has you covered with their new entry level Scrambler, all for £6,450 ! The Ducati Scrambler Sixty2 is powered by a two-cylinder, air cooled 399 cc motor making 41 horsepower and 25 foot-pounds of torque.

But Ducati says that in order to help keep this entry level standard a little more price-friendly, they’ve have swapped for a right side up 41 mm Showa fork, The front brake drops from a 330 mm disc to a 320 mm one, from a four-piston caliper to a two-piston one and a tank with a dedicated (non swappable) logo. This Ducati Scrambler Sixty2 is barely smaller than the regular Scrambler, coming in at 403 pounds compared to the normal one’s 410, but the Wheelbase actually grows slightly, from 56.9 to 57.5 inches.


Ducati are pitching the new 400cc Scrambler Sixty2 into the UK market at £6,450 – just £800 less than a Scrambler Icon – which could prove a little salty for British pockets against strong competition from other manufacturers, but you can’t argue with the power of the Ducati brand and its visual similarity to the bigger Scrambler will doubtless help sales.

2016 New Yamaha MT-10

Perhaps a model whose debut is obvious to us now, hindsight always being 20/20, Yamaha has just dropped the 2016 Yamaha MT-10 on us at this year’s EICMA show. The Yamaha MT-10 helps round out Yamaha’s MT brand, with affordable and edgy models available from 125cc all the way up to now 1,000cc. Without even riding the Yamaha MT-10 we are fairly certain that this street bike, with its Yamaha YZF-R1 race track DNA, is a hoon to ride with its over-abundance of personality – it would have to, with a face like that.

As we mentioned, at the Yamaha MT-10’s core is a the venerable YZF-R1’s cross-plane, inline-four, 999cc engine. This means that the MT-10 also gets some of the R1’s electronics, including a three-level traction control system, three riding modes through Yamaha’s “D-Mode” throttle mapping, as well a slipper clutch. A little something for everyone, long-distance riders will enjoy the addition of cruise control (4th, 5th, and 6th gears only), while canyon carvers will find the short wheelbase as a benefit.

2016 Ducati Panigale 959

Here's Ducati's new 959 Panigale, which is essentially an updated version of the 899. As well as the capacity hike (to 955cc), it's been given bigger air intakes, a taller screen, longer mirror stalks and slight bodywork revisions to the tail unit and faring panels. The new 955 cm3 twin-cylinder "Superquadro" power unit makes 157hp and 79.2 lb.ft. The engine also features a longer stroke and complies with the latest Euro4 emission limits, which is possibly the explanation for the model.

The new 959 Panigale was unveiled yesterday at a Ducati press conference in Milan ahead of this week's EICMA motorcycle show. It's got a new, longer exhaust and new timing belt covers, and comes with an 'anti-hop' slipper clutch. There's also a non-Euro4 compliant bike, which retains the low-slung exhaust. The 959 Panigale is available in traditional Ducati red with black wheels or a stunning Arctic White Silk with contrasting red wheels. It costs £13,095.

2016 KTM 1290 Super Duke GT

The KTM 1290 Super Duke GT is a sport tourer (emphasis on sport) based on the flame breathing, 173 horsepower and 106 foot-pounds of torque motor from the Super Duke 1290 super naked. The 1,301 cc V-twin has been retuned slightly for, as KTM call it, "more appropriate power delivery," which maintains the same power figures but moves peak horsepower from up to 9.500 RPM from 8.865 RPM and moves peak torque down from 7.750 RPM to 6.750 RPM.

As expected, KTM 1290 Super Duke GT gets a full host of incredible electronics - including KTM’s incredible lean angle sensitive stability control system. It also comes with semi-active WP suspension, which can be toggled between sport, street, and comfort settings. To make the bike a little more distance friendly, KTM gave the Super Duke GT cruise control, heated grips, a tire pressure monitoring system, LED cornering lights, and self cancelling indicators.



KTM 1290 Super Duke GT comes with a slipper clutch, quick shifter, and optional HHC (Hill Hold Control) and MSR (Motor Slip Regulation). HHC basically keeps the bike from rolling backward, meanwhile the MSR prevents the rear wheel from losing grip, should the rider chop the throttle or dump the clutch when downshifting... With wet weight comes in at nice 502 pounds, The sport-touring field is maybe one of the most wildly varied ones in all of motorcycling, the new king of the hill.

2016 Triumph Speed Triple Revealed !

Good news for Triumph Speed Triple fans: as predicted before, revisions to the engine and exhaust to comply with Euro 4 standards, coupled with a more sophisticated engine management system, will also result in a claimed higher power and torque output, a bevvy of electronic riding aids and a cleaner, more efficient bike. Faster and smarter for next year’s British naked !

Triumph claims more than 100 Street Triple's engine components have been updated including pistons, throttle bodies, clutch and the design of the cylinder head. The most significant hardware update appears to be the heavily revised exhaust which is only a few hundred grams lighter than the system it replaces, but is said to improve exhaust gas flow by over 70 per cent.

The 2016 Triumph Speed Triple has four switchable engine maps (rain, road, sport and track) as well as a rider-configurable option, a three-way switchable traction control system and Switchable ABS. Triumph isn’t quoting any output figures at this stage, but a torque graph comparing the new model to the previous shows a hike in torque across the rev range, peaking around 8.500 RPM.

It’s believed fuel economy is improved by up to 10 per cent. Two versions of the 2016 Triumph Speed Triple will be offered, but the only differences are the suspension package and bling. The R-model boasts Öhlins suspension over the standard S-model’s Showa set-up, a carbon front guard and tank inserts, as well as a billet aluminium bar clamp and risers.

Reactions to the Rossi Saga

Valentino Rossi kept swinging after the last MotoGP race of the season. At a packed post-race briefing to a seemingly partisan crowd, the multiple world champion displayed outward good humour and ever-active charm as he continued to accuse Márquez of being "Lorenzo’s bodyguard" and protecting the Yamaha rider rather than trying to pass him. Key people in the paddock were asked about their thoughts on Rossi’s accusations – here’s what they had to say...

Lin Jarvis (Yamaha Crew Chief)

"The last 10 days have been a little bit tough. It’s never easy to manage any champion, any single champion, and its even more difficult to manage two. We’re very happy to be here and I congratulate Jorge on achieving this third Moto GP championship with us. I listened to the explanations of Marc and Dani and Jorge on the race and I take their explanations at face value and I have no reason to go against that."

Shuhei Nakamoto (HRC)

"Absolutely there is no doubt Marc was pushing to win the race today. Our target was to try and beat Jorge with a 1-2 Honda finish with Marc and Dani. There was no meaning to do anything else, I don’t understand why Valentino thinks Marc was helping Jorge."

Jeremy Burgess (Rossi’s Former Crew Chief)

"I always thought this year would be very interesting. In the second half of last season Vale outscored everyone else so the key this year was for him to bring that momentum into all 18 rounds. The plan was working well except Lorenzo was the one who didn’t give up. Sadly things appeared to start unravelling in Valentino’s mind at Phillip Island. I’m still a huge Rossi fan but I wonder if he can put another season together like this. I’d love to think he could as he just fell five points short of his 10th title."

Nicky Hayden (2006 MotoGP Champion)

"It’s a shame only one guy gets to take home the title, both Lorenzo and Rossi have done fantastic seasons. I know how much this title would have meant to Rossi but it doesn’t always work like that. But Jorge’s ability to lead every lap and do those fast laps I can tell you that is really impressive, I know how hard it is to have the mental concentration and fitness to do that."

Mark Webber (Former F1 Driver)

"Today there were three Hondas in the race, Lorenzo and then the two Hondas behind. There was no pressure from behind at all, Marc did the whole race and when Dani arrived Márquez raced, it was frustrating to watch."

John McGuinness (IOM TT Legend)

"You can’t take anything away from Lorenzo to win from pole and leading every lap and it is a pity he is getting kicking for winning, he did nothing wrong. The fairytale ending would have been Rossi winning the championship at 36 and it was frustrating to see him getting the rear of grid start and running around in fourth and unable to make a race of it."

Martin Brundle (F1 Driver)

"I’m a big MotoGP fan and I came here to Valencia hoping to see Valentino Rossi win a 10th championship. But Lorenzo won it in style and you cannot take anything away from him, leading every lap from pole after a great qualifying. I know a lot of people will question whether Marc was trying hard enough or not and if Pedrosa could have made his move stick on Márquez maybe he had a better chance of a run at Lorenzo."

2015 Motorcycle Live Event, Modern Motorcycling Comes Alive !

The blurb for this Motorcycle Live show says "Where modern motorcycling comes alive" – yeah, but for years now Motorcycle Live has had a bigger and bigger classic showing and following and we love it. As one of the cornerstones of the modern motorcycling calendar, you’ll see all the normal ‘hot-poop’ latest motorcycles with all the gizmos you could point a sharpened stick at, but thankfully you will also see a burgeoning classic presence.

For example, At last year Motorcycle Live, Suzuki GB fired up a number of classic RG race bikes and the smell and sound was simply amazing. They also built up a Suzuki TL1000S on their Vintage Parts stand over the duration of the show and we will be following this year’s great event where – to celebrate the 30th anniversary of the GSX-R750 family – they will be building up an original slab-sider during the show. Check out next issue for more details on that one.

Suzuki will also be having a display of some of the finest examples of the GSX-R breed from all capacities on their stand. So don’t miss that. Our friends at the National Motorcycle Museum who are literally based over the road will be providing their own unique ‘hands-on’ display where British motorcycling literally will come to life.

Add into the mix celebs at the show including our own James Whitham and Steve Parrish on the main stage holding regular quizzes, Q&A sessions and the like and you really can’t miss it. As if you didn’t know 2015 Motorcycle Live Event is held at Birmingham’s NEC and for more information about tickets go to: www.motorcyclelive.co.uk

Rare Exhausts Recommissioned : Wemoto Z1 & Yoshimura Cyclone GSX-R750/1100 !

If ever there is proof of our burgeoning hobby it’s the fact that two big firms are reproducing rare exhausts for 70s and 80s superbikes. We like that a lot.

Wemoto Kawasaki Z1/Z900

Wemoto has announced it is now stocking an original replica exhaust system for the iconic 1973 Kawasaki Z1/Z900. If you know anyone restoring one of these pretty things, you’ll know that sourcing an original exhaust, re-chroming an old one or simply knocking the dings out of a 42-year-old, rusted through exhaust system is no fun. With no original equipment alternative, this new replica system from Wemoto provides restorers with the perfect solution.

The new system benefits from improvements to the internal baffling which helps to provide optimum performance without the need to re-jet the carbs. It is manufactured by exhaust engineering specialists to a substantially higher quality than the OE system in terms of both fit and finish. Like better than-original paintwork, it may annoy the purists, but c’mon. It’s got to be better than an unfinished project.

The complete system (downpipes and silencers) retails at £1091.22 and is available now with free shipping within the UK mainland from Wemoto online...

Yoshimura Suzuki GSX-R750 & GSX-R1100

Suzuki GSX-R owners hear this: Yoshimura Japan has redeveloped a full Cyclone exhaust system for both the 750 and 1100 Slabbies! Just like the poor ol’ Kawasaki Z1 owners, the Slabbie restorers have long been aching to find original exhausts and models like the Cyclone, which was a popular re-fit exhaust back in the day and a few years after launch. Now, 30 years on, your prayers have been answered.

The system features stainless steel header pipes with a choice of silencer material including Stainless Steel, Titanium, Blue Titanium and Carbon Fibre, the silencers feature a removable baffle, handy, as it’s something the original system did not have.

Models covered include the Suzuki GSXR750 F/G/H (85-87) and GSX-R1100 G/H/J (86-88). The installation of the exhaust system is designed to fit with both the 750 and 1100 models: however modification of the lower fairing may be required on certain models. An optional exhaust bracket is also available for people wanting to retain the pillion footrests.

Retail prices are £683 for the whole caboodle: silencer and downpipes and in all finishes and they are available now. The pillion bracket is a further £119.

Concerns Over MoT Changes...

Chancellor George Osborne’s plan to extend the deadlines for newbikes and cars to be MoT tested after four years instead of three has faced criticism from industry experts. The change, which it is claimed could save motorists "more than £100 million per year", would see cars travelling an average of around 8000 miles more before facing any form of compulsory inspection. Bridgestone’s north region managing director Robin Shaw is urging a rethink. He said: "Our roads would be more dangerous than ever if changes are made."

While motorcyclists would we hope – be quite capable of recognising excessive wear on their tyres, Shaw believes the added 12 months will result in more cars running on illegal tyres below the 1.6mm tread depth limit, increasing the risks to all road users. When Highways England checked more than 100,000 tyres in England, Scotland and Wales, 27% were below the 1.6mm limit, with 39% between 1.6mm and 2mm.

Figures from the Department for Transport, as presented by TyreSafe in July, state that tyres were the number one contributing factor to killed or seriously injured (KSI) cases in the UK between 2009 and 2013 (36%) in terms of vehicle defects – more so than braking and steering faults (31% and 16% respectively).

According to the Department for Transport, 981 people were either killed or seriously injured as a result of dangerous tyres, and Bridgestone believes that a law to lengthen the first MoT test to four years will only add to the figures, particularly when the average life of a car tyre is said to be around three years. Shaw also pointed out that the cost of tyre-related road casualties in the same period stood at £435,593,773, (according to more figures from the DFT) and argued that the figure would only rise due to tyres coming to the end of their life – and motorists not checking them.

"The tyre industry spends a great deal of time attempting to educate motorists about checking their tyres regularly, but we know that one in five drivers have never checked their tyre tread depth," he said. "When coupling this with the fact that a car tyre often needs replacing within four years due to wear and illegal tread depth, you can see that this proposal could have disastrous consequences, with our roads becoming more dangerous than ever."

"We firmly believe that the change in lawwould negatively impact upon the number of road deaths and casualties."

All-New BMW G 310 R Revealed !

After Rumors, Spyshoot, Concept, up to Design Sketch is revealed, finally now the German manufacturer exhibiting original figure whiz them in Lightweight class, the BMW G 310 R. This new BMW's Roadster is very different and so the first than their predecessors in terms of segmentation, development, to production. This BMW G 310 R is product of a partnership with Indian manufacturer TVS Motor Co., and likely will be produced in India to minimize the production costs.

The BMW G 310 R will be sold in three colours, a black and white combination, a metallic blue and more premium, paid option of metallic white base, with BMW racing colour trimming, blue and red. For 158 kg, It’s a lightweight and compact streetbike, riding on a steel-trellis frame and 5-spoke cast-wheels. The G 310 R fascia is dominated by a minimalistic headlight fairing. Much minimalistic than a Kawasaki Z300, The green streetfighter from the japanese manufacturer.

BMW G 310 R is a cleanly styled motorcycle, sleek body panels left uncluttered by excessive graphics. There’s pronounced tank extensions, boldly emblazoned by a racy "R", which remind us about BMW S1000R design. While the chunky, smoothly profiled 11 litre fuel-tank bears the famous, globally looked up to BMW badge.

The BMW G 310 R motor is rather unique, for reclining its liquid-cooled cylinder backwards, head rotated 180 degrees, exchanging positions of the inlet and exhaust ports. Just like the YZ450 Dirtbike, or a NSF250R Honda's Moto3 bike. This cleverly shifts much of the powerplants weight, its gearbox, closer to the motorcycle front wheel and allows the G 310 R a short wheelbase (1374mm), without shortening the alumunium swingarm.

The four-valve head houses dual overhead camshafts (DOHC), and offers fuel-injection, just like all bikes in this class. Expect quick revving engine character, as it’s a short stroke engine with bore and stroke measuring 80mm x 62mm. The BMW G 310 R revs till 10.500 RPM, and makes 34 HP at 9.500 RPM, lower than KTM’s fierce, larger capacity Duke 390. But still one step ahead than Cheap - Cheerfull - Chirpy Z250SL which we'd tested before. Do however expect a tall order of smoothness and refinement, with a counter-balancer provided.

Peak torque is 27,9 N.m built up at 7.500 RPM. BMW claims a 145kph top-speed, with fuel-efficiency of 30kpl, which puts the BMW G 310 R right up at par for the segment.

BMW G 310 R Specs

Engine : Four stroke, Single Cylinder, DOHC 4-Valve, Liquid-Cooled
Capacity : 313 cc
Bore x Stroke : 80 x 62 mm
Compression Ratio : 10,6 : 1
Induction : Fuel Injection
Max Power : 34 HP @ 9.500 RPM
Max Torque : 27,9 N.m @ 7.500 RPM
Transmission / Drive : 6-Speed / Chain

Frame : Steel Trellis Frame
Front Suspension : 41mm Upside Down Forks
Rear Suspension : Aluminium Swingarm in conjunction with a directly-mounted spring strut
Front Brakes : 3000 mm Disc, 2-Pot Calipers, ABS
Rear Brakes : 240 mm Disc, 1-Pot Caliper, ABS
Front Tyre : 110/70 - R17
Rear Tyre : 150/60 - R17

Wheelbase : 1.347 mm
Seat Height : 785 mm
Weight : 158 Kg
Fuel Capacity : 11 Litres

2016 Suzuki RF1000R Concept !

Our "New Concept Reborn" piece on the unloved Suzuki RF900 stirred one of our crew soul: he had one back in the day and thinks we should reboot it for modern times. Suzuki’s 1994 RF900 was an astonishing machine. It boasted enough performance to be labelled a GSX-R in its own right. It did 165mph, had a great front end (particularly the 1995 RS2 update with fully-adjustable forks), and was bargain-priced in comparison with the GSX-Rs of the day. The looks divided opinion, especially the rear tail-light which consisted of a single bulb running light with two bulbs underneath for braking. 

The Ferrari-esque fairing slats never made another appearance in the Suzuki range (besides the smaller RF600 and 400) which is a shame, we think. So we think it’s only fair to resurrect the RF; using an SRAD/K5 hybrid frame, GSX-R1000 K5 engine and some Busa-inspired bodywork we give you our vision of the RF for the 21st century. Come on Suzuki... you know it makes sense. Well, a little bit, anyway.

Chassis

Good enough in 1995 for licence-shredding speed, good enough today. Our GSX-R750 SRAD/K5 frame is light, strong and in plentiful supply. Suspension-wise the latest GSX-R1000 Big piston forks and shock have all the adjustment you’d expect or need, as do the rearsets. Brembo brakes provide stopping power and lightweight Marchesinis are an upgrade over the heavy three-spokers on the original.

Engines

The Engine is stock 160bhp GSX-R1000K5, and that’s enough. Also chosen for use in the 2015 GSX-S1000s, there’s low and midrange grunt aplenty but stacks more eyeball-popping horsepower, plus an extra gear compared to the original five-speed RF900. The exhaust has taken the evolutionary next step and is out of sight in the belly-pan, aiding aerodynamics and mass-centralisation.

Bodywork

With a modified Busa fairing and RF900-style vents in the sides, this baby is built for speed, whether it’s the fast-as-you-like German autobahn or just looking fast parked on your drive. Sleek, unique, and light on its feet. Colour schemes echo modern and retro – especially the RF900 S2 purple, which we think just rocks a retro 90s look!

Triumph Unveils the All-New Bonneville Family !

The Triumph Bonneville is an icon of motorcycling, regarded by some – not least Triumph – as one of the most important bikes ever built. Revealed in a unique press conference at London’s The Bike Shed club on Old Street, the next generation of Bonneville is a new family of machines. This, says Triumph, is the future of the Bonneville, not a single futuristic Bonneville.

The British company is celebrating a record year, with 54,000 motorcycles sold internationally last year. It has been working hard to expand the brand, with bikes featuring in films, on TV and even in video games. As stars like David Beckham, Brad Pitt and Chris Pratt are seen on modern Hinkley classics, the time is right to announce a new chapter in the story of one of biking’s most distinctive silhouettes. It’s been a project that’s spanned four years, and taken the time of a team double the size of that ever dedicated to a product’s development. A new liquid-cooled engine is carried in a "ground-up" frame and suspension design – the Bonneville family encompasses five new motorcycles – the 900cc Street Twin, the 1200cc Bonneville T120 and T120 Black, and the 1200cc Thruxton and Thruxton R.

In a year that’s seen most manufacturers developing heritage-based bikes, Triumph is keen to stress that the Bonneville is an authentic original. The brief was to create a machine that celebrates its heritage, with modern performance and handling; "More beautiful, more capable, more powerful". It also had to make the custom scene accessible to all owners, regardless of their DIY skills...

Triumph Bonneville Street Twin

The entry-level Bonnie has a "High Torque" 900cc motor making 59lb-ft at 3200 RPM – 18% more than the previous model, with 36% better fuel efficiency. A new upswept brushed stainless steel exhaust system has been tuned to retain the sound of a British Twin, and cleverly hides the EURO 4 compliant catalyst beneath the engine. The pipes twist into the cat and back out behind a dummy heat shield, giving the impression of the smooth-flowing plumbing of the original bikes. A similar piece of engineering genius applies to the small radiator, whose pipework disappears almost invisibly into the top of the head, returning from the bottom of the crankcase.

ABS, Traction Control, a slip-assist clutch that gives a lighter action at the cable-operated lever, LED rear light, immobiliser and a USB charging socket under the key-locked seat are all standard on a bike that’s said to be for those "aspiring to customise". A relatively modern-looking single analogue speedo incorporates a digital insert, controllable from the bar-mounted switchgear.

As with all the machines in the range, prices (and power) are set to be announced at the end of the year, but it’s expected to be in line with the bikes considered to be in direct competition – Ducati’s Scrambler, Moto Guzzi’s V7 II, Yamaha’s XSR700 and Harley-Davidson’s 883.

Triumph Bonneville T120 and T120 Black

While the engine is physically very similar to the unit in the Street Twin, the "High Torque" 8-valve parallel-twin in the T120 is 1200cc, and makes 77lb-ft at 3.100 RPM – 54% up compared to the previous model. As with the 900cc, the 270° firing interval is said to be charismatic, yet with a smooth, linear power delivery through the new six-speed gearbox. The radiator is a similar, diminutive design to the Street Twin, and while the cat is also hidden away, the exhaust of the 1200 uses a brilliant twin-skin design running to the "peashooter" exhausts.

While this minimises heat discolouration, it also very effectively hides away the ‘real’ pipeworks’ diversion through the catalytic converter. Both models have a chassis set up for a relaxed and refined ride, a centrestand, ABS, traction control, a ride-by-wire throttle linked to a fuel injection system built into faux-carbs, ‘rain’ and ‘road’ riding modes, a slip-assist clutch, LED tail-light, USB charging socket, immobiliser, a new headlight with LED Daytime Running Lights (DRL) and heated grips. Twin analogue clocks have a digital display showing the same info as that on the Street Twin – gear position, odometer, two trips, service indicator, range to empty, fuel level, average and current mpg, access to the traction control and ABS settings and a clock.

Optional accessories will allow the display to also show tyre pressures and heated grip settings. Competitors are thought to be Honda’s CB1100 and Harley’s 1200 Custom and Forty-Eight.

Triumph Bonneville Thruxton and Thruxton R

The Thruxtons share the engine and exhaust setup (but with reverse megas) of the T120, but in a "Low Inertia" design, utilising a lighter crank, higher compression and unique airbox. Fed by ‘authentically-styled’ throttle bodies like the T120, it produces 62% more torque than the previous generation of Thruxton – 83lb-ft at 4.950 RPM; it’s also designed to give more feedback to the rider than the T120 tune. The bikes feature the same modern extras as the T120, with the addition of a "sport" riding mode, having a more immediate throttle response. Clocks match those fitted to the T120, though with the option to add cruise control on the standard Thruxton.

Triumph Bonneville Thruxton and Thruxton R The Thruxton R gains fully-adjustable upside-down Showa forks, fully adjustable Öhlins twin rear shocks, Brembo monobloc calipers and Pirelli Diablo Rosso Corsa tyres. It also has a stunning polished aluminium top yoke. A performance race kit will be available, reducing weight and increasing power. Competitors to both bikes are thought to be the BMW R nineT, Yamaha XJR1300, Norton Commando 961 Café Racer and Moto Guzzi V7 Racer.

The new family looks every bit the Bonneville – only closer inspection reveals the level of changes involved. A lot of thought has gone into solutions to not only meet EURO 4 regulations, but to produce bikes that really do appear to be ideal for the riders, and roads, of 2016. The Bonny has come a long way in 56 years, and Triumph has proven that it’s an iconic machine only part way into an incredible history.

Inspirational Upgrades

Triumph used the conference as a chance to announce a new custom accessory range, with over 470 homologated parts to be available for the Bonneville family. Each bike also has several ‘inspiration kits’. – these can be bought as a complete set to be fitted to the bike, or simply serve to give the buyer an idea of what they could do, in much the same way as Moto Guzzi has done with its V7 II. A new configurator is expected on the Triumph website shortly.

Our favourites have to be the Street Twin Scrambler – though that high-level exhaust will be marked "not for road use" – and the Thruxton Track Racer. If you do opt for a kit, and want it on a new bike, it’ll be down to whether your dealer is willing to offer a good price for the bundle – the OE parts will still have to be replaced after you’ve bought it, though you might find some willing to ‘buy back’ your originals.

Interestingly, the current Bonneville Scrambler, America and Speed Master will all still be available next year. Triumph refused to comment on whether we can expect a new factory-built Scrambler for 2017...