KAWASAKI has unveiled its long-awaited entry into the booming retro bike class with this, the Z900RS, inspired by the 1970s Z1 and based on the Z900.
Rather than simply give the Z900 retro styling, Kawasaki has introduced a number of significant changes under the skin, including a retuned engine and redesigned chassis.
The 948cc in-line-four has been retuned for stronger low-to-mid-range torque, Kawasaki says. Peak power is down from 125hp to 111hp while peak torque drops very slighly from 72.7lbft to 72.6lbft, but Kawasaki says the pay-off is stronger torque below 7,000rpm.
First gear is also shorter than the Z900’s to make it more ‘difficult to stall when first starting to move’, while sixth is taller for reduced vibration at speed.
The steel trellis frame has been ‘completely redesigned’ to accommodate the new teardrop-style tank, and also helps deliver a more relaxed, upright riding position than the Z900’s, according to the firm.
Interestingly, the Z900RS also gets a higher-spec front brake and the addition of traction control, in what could be a sign that similar upgrades are on the way for the Z900.
As reported by Visordown earlier this month, the Z900RS has radial-mounted four-piston monobloc front calipers while the Z900 has a conventional twin four-piston set-up.
Like the Z900, the Z900RS has an assist-and-slipper clutch but also benefits from traction control where the 2017 Z900 has none.
The KTRC system offers two riding modes, one for ‘enhanced sport riding performance’ and one for ‘peace of mind to negotiate slippery surfaces with confidence’.
Among the many new traditional styling elements are the Z1-inspired tail cowl and analogue-style speedometer and rev-counter.
The cylinder heads now have fins to mimic air-cooling and the new cast wheels have more spokes.
Kawasaki says the note from the megaphone-style four-into-one exhaust has been specially tuned for a deep rumble at low revs.
Like the Z900, the Z900RS has 41mm inverted forks with compression and rebound damping and spring pre-load adjustability; and a horizontal back-link, gas-charged shock with rebound damping and spring pre-load adjustability.
It comes in brown and orange, black or matte green paint schemes.
Since T7 broke cover a year ago, it has experienced unprecedented levels of attention all over the world. Wherever the bike has been displayed, there have been crowds of eager riders waiting to see it and touch it. Videos of the T7 concept have attracted millions of views, and journalists have been lining up to get a feel of this new generation adventure bike. Those riders that have been offered a chance to test the T7 have been extremely impressed with its strong torque and lightweight agility, and these highly complementary press reports – supported by a number of action-packed journalist videos – have reinforced the intense interest in this new Adventure bike.
Inspired by the remarkable levels of worldwide interest generated by the T7 concept – together with the positive feedback and encouraging reviews from those who have ridden it – Yamaha has created Ténéré 700 World Raid, a prototype model which is being used to develop the final specification of the production model.
Yamaha's original Ténéré spirit comes alive in the new Ténéré 700 World Raid prototype. With its strong torque and off-road agility, this lightweight adventure bike shows what's over the next horizon.Now the Ténéré 700 World Raid prototype is here to show Yamaha's vision of its next lightweight adventure bike. We chose the best-selling 689 cc, 2-cylinder engine for this new generation adventure bike because of its linear torque delivery and compact dimensions, making it the ideal on and off road powerplant. The durable steel frame is equipped with state of the art suspension to soak up extreme off road terrain – and special features like the aluminium fuel tank and custom-made Akrapovi? exhaust show that this is no ordinary motorcycle. Dakar winning DNA is clear to see in its rally silhouette, so you can be sure that this new lightweight adventure bike is the real deal. The Ténéré spirit of adventure has returned. So get ready to chase the next horizon. 2018 Ténéré 700 World Raid
Inspired by the huge levels of interest generated during the last 12 months, Yamaha will be taking the Ténéré 700 World Raid prototype on a challenging trip across the world throughout 2018.
During this special World Raid Tour, a team of Yamaha riders will take on a number of tough adventure stages across the globe, enabling Yamaha fans in North and South America, Australia, Africa and Europe to see, feel and hear the future of adventure riding. More information will be released on this page beginning of 2018.
Kawasaki revealed the Z900RS Cafe at the EICMA Motorcycle Show. The bike is a derivative of the Z900RS, which was showcased a month ago at the Tokyo Motor Show. With its retro cafe racer looks and a powerful engine, the Z900RS Cafe sure is a potent motorcycle.
Kawasaki had already revealed the Z900RS at the Tokyo Motor Show, which was held barely a month before EICMA. The bike is based on the mental Kawasaki Z900. But the Japanese performance bike manufacturer showed off a new avatar of the Z900RS, which is the Z900RS Cafe. Yes! This is a cafe racer variant of the Z900RS and for reasons best known to Kawasaki; the name of the bike is Z900RS Cafe instead of putting 'racer' at the end. Nonetheless, the bike looks absolutely ravishing. We do spot a few changes on the Z900RS Cafe as compared to the standard Z900RS that was shown at the Tokyo Motor Show.
The bike now gets a front-biased riding position, a lower handlebar and a cafe racer-esque cowl for the LED headlamp. There is still a minimalist theme at work with almost zero body panels, except the cowl. The bike gets the same 948 cc in-line four engine that makes 111 bhp at 8,500 rpm and 98.5 Nm of torque at 6,500 rpm. Power is transferred to the wheels via a 6-speed gearbox and Kawasaki will also offer traction control, ABS and a slip-assist clutch.
The bike gets 41 mm upside down forks at the front and an off-set monoshock at the rear. Then you have the analogue speedometer and an LCD panel which constitutes the instrumentation console. The bike gets spoke multi-spoke alloy wheels. Retro-themed motorcycles are in vogue currently and Kawasaki might as well cash in on the same.
The BMW Motorrad International GS Trophy Female Team Qualifying 2017. Two Female Teams selected for BMW Motorrad International GS Trophy 2018 in Mongolia.
The BMW Motorrad International GS Trophy Female Team Qualifying 2017 has concluded with something of a surprise outcome. After four days of competition at the Country Trax Off Road Riding Academy near Amersfoort in South Africa not one but two teams have qualified for the sixth BMW Motorrad International GS Trophy that will be held in Mongolia in June 2018.
Munich. The BMW Motorrad International GS Trophy Female Team Qualifying 2017 has concluded with something of a surprise outcome. After four days of competition at the Country Trax Off Road Riding Academy near Amersfoort in South Africa not one but two teams have qualified for the sixth BMW Motorrad International GS Trophy that will be held in Mongolia in June 2018. Such has been the high standard of riding at this event, the BMW Motorrad team decided, in a spontaneous act, to ‘double up’ and take six women GS riders to Mongolia.
The path to qualification hasn’t been easy. After their national qualifiers 23 women from 13 countries (South Africa, Australia, France, USA, Germany, UK, Malaysia, Japan, Canada, Mexico, Colombia, China, Thailand) won their way through to the BMW Motorrad International GS Trophy Female Team Qualifying in South Africa, no doubt expecting a tough competition, conducted in the toughest conditions, all under a hot African sun. They certainly found tough conditions, but not the expected as huge thunderstorms rolled across the veldt on all four days (and nights). The sun made only fleeting visits when the clouds reluctantly allowed.
Day 1 saw the participants’ arrival and immediate immersion into the competition. As is the nature of the GS Trophy anything and everything can be a challenge, and so the organising team set the women immediately onto their first challenge: to get their tents pitched and changed into riding gear – against the clock, of course. Now ready for adventure action, three back-to-back challenges were set: a 50 metre run followed by a dash on the GS up a hill to a stop box; a test of balancing a GS while walking around it – one handed, and repeated twice; and third, a riding-blindfolded test, where the women had to try to reach a target set at the far end of the field (much harder than it sounds). Two out of the three tests were completed before a huge thunderstorm rolled menacingly in, forcing the organisers to postpone the balance until the morning.
Day 2 proved to be a marathon day. Started at 7am, so as to complete the challenges from day one, but then followed by no less than six more challenges. These included a speed test riding a slalom course in deep sand and a time-trial (cross-country course) complete with Le Mans start to again assess the women’s higher-speed riding capability. After dinner that night the participants received a nasty surprise when the nine-lowest scoring participants were eliminated from the competition, or ‘promoted to spectator status’ as event manager Stefan Boshoff described it. The day wasn’t over, though, as the remaining 14 participants were sent out at 10pm for a 25km night-navigation challenge (in three teams) complete with a further challenge of repairing a puncture at the mid-point. The teams rolled back at just before midnight, successful but exhausted after a 17 hour day.
Day 3 started with another mechanical aptitude test as the participants were challenged to remove the rear wheel from their GS then run with it for 50 metres then refit it – all within four minutes. Not easy with five torqued wheel studs to loosen, realign and tighten with only a modest sized T-bar. Then followed a slow race, made all the more difficult as the grass was soaking, making wheel spin a constant worry. Two technical riding challenges followed that proved incredibly tricky as the constant rains had rendered the clay soil ice-like – throttle control and balancing skills have never been more severely tested. Later the women set off cross-country across the Country Trax 600 acres to find two more tough riding challenges that tested their ability to ride steep off-cambers and to make fast weaving progress over slick terrain. Tough technical challenges that trials riders revel in, much harder on a near 250-kilo GS. Again the women shone – until yet another thunderstorm forced another retreat as pelting rain and lightning strikes rendered the exposed hillsides a dangerous place to be. That night came another unexpected elimination and five more participants found themselves out of the running. The final day would be a battle of the best nine for the three finalists’ positions – or so they thought.
Day 4 – the last day – started under the same leaden skies as the three previous. The remaining nine tried to calm their nerves; those in the top positions contemplating defense strategies while the other six were coming with a win-or-bust attitude. In the end all simply had to do their best. The first challenge combined a fairly straightforward ride through a straw bale maze with an energy-draining fractionally uphill backwards push of their GS to the finish line. Each competitor at least had the moral and vocal support of the other 22. It was a case of digging deep, and then digging some more.
Raising the GS onto a huge fallen tree trunk was the next challenge. Obviously too much for any one participant this was a three-person team challenge. Despite some of the women being of diminutive stature, all three teams managed this in fine style. Then came the finale: a lap of a parcours course, calling for a broad spectrum of skills to deal with a see-saw, balance beams, 180º ‘elephant turns’ and the tricky matter of straddling their GS along a fallen telegraph pole and riding it along in a manoeuvre called a ‘log grind’. It was a long lap that called for sustained concentration, endurance and skills – a fine all-encapsulating challenge to end the competition.
All that could follow was the totalling of the scores and announcement of the winners. A tense occasion. The emotional release as the three winners – Ezelda van Jaarsveld (South Africa), Julia Maguire (Australia) and Sonia Barbot (France) – were called was huge with tears of joy, congratulations and commiserations.
But then, for another three – Jocelin Snow (USA), Linda Steyn (South Africa) and Bettina Nedel (USA) – came the sudden news that they too would be going to Mongolia. As you often here said, but rarely believe, there wasn’t a dry eye in the house – and there wasn’t.
The second BMW Motorrad International GS Trophy Female Team Qualifying 2017 has been a resounding success and the resilience of the organisers, let alone the participants, to keep the competition going in the face of extreme weather has said much for the GS Spirit. Mongolia beckons, an adventure into a magical, remote region. These six womenhave all shown they have the skills, the physical capability and that explorational inspirational GS mindset to indeed make their lives a ride.
BMW Motorrad International GS Trophy Female Team Qualifying 2017 Final standings:
Ezelda van Jaarsveld (South Africa)
Julia Maguire (Australia)
Sonia Barbot (France)
Jocelin Snow (USA)
Linda Steyn (South Africa)
Bettina Nedel (USA)
(the above all go to the BMW Motorrad International GS Trophy in Mongolia in June 2018, forming two Female Teams; the composition of the two teams will be announced at a later stage)
Jessica Leyne (France)
Marion Linder (Germany)
Louise Hodgkinson (UK)
Stephanie Schinkel (Mexico)
Andrea Box (Australia)
Leticia Benitez (Mexico)
Gritt Ahrens (Germany)
Khai Zabidin (Malaysia).
Ai Mizutani (Japan)
Valerie Heroux (Canada)
Camila Mejia (Colombia)
Sun Renhui (China)
Wanwisa Phirom (Thailand)
Kirsty Hodges (UK)
Louise Mitchell (Canada)
Xiaomin Li (China)
23 Yoshida Miko (Japan).
Statements from the winning rider:
Ezelda van Jaarsveld (South Africa) : I’m quite surprised, amazed – it’s unbelievable! I have no other words for the emotion. The standard has been high and I have been astonished by the riding skills of the girls, while the camaraderie has been awesome. It still all has to sink in, what’s happened. I guess now I’ll have to continue my training programme, improve on the skills that I have. As well, to have my friend Linda on the team is amazing, I’m so pleased for her, too.
Yes, long distance is the H2 SX’s aim, but the object of attention is on its supercharged heart. The motor is the very same as the 1,000cc Kawasaki-supercharged unit found in the H2 and H2R, however, it has been significantly revised and “tuned for torque” for the touring category.
First, the supercharger impeller was completely redesigned, as was the intake system. The pistons, cylinder head, cylinder, crankshaft, and camshafts are new, throttle bodies are new, exhaust system is new, and gear ratios were revised. Other than the gear ratios, the six-speed, dog-ring transmission is the same as on the H2.
The result of these changes is an engine that Kawasaki claims is more street friendly, easier to ride, with more rewarding midrange torque and touring-friendly fuel economy, quieter intake sound, and heat management. Initial claims are the H2 SX fuel economy is on par with the Z1000SX and Versys 1000. With a larger 5-gallon fuel tank, the Ninja H2 SX gains improved interstate capabilities.
The electronics suite is a running list of Kawasaki’s best of the best. KTRC, Kawasaki's six-axis traction control system, as found in the ZX-10RR; KIBS, the company's intelligent ABS; engine-braking control; electronic cruise control; three power modes (Low, Middle, Full); KQS, a two-way quick shifter; and the party piece, the KLCM, a launch control mode.
The 43mm inverted fork is fully adjustable, as is the KYB monoshock. The shock does have a revised Uni-Trak linkage for more feedback when the bike is fully loaded in touring conditions. Brakes are 320mm brake discs, radial-mount front calipers, and a 250mm disc out back. They do not appear to be the Brembos found on the H2.
Additional changes over the H2 are specific for touring as well. The fairing retains the H2 character lines but is rounder, larger, and features a taller windscreen on the top-spec model. All the better to provide better aerodynamics and comfort at speed. The riding position is also slightly relaxed, and the seat is new and optimized for comfort. Although a bit nerdier than the H2, these changes are vital for touring comfort.
The final big changes are the revised rear trellis frame to support a passenger and the quick-release, twin 7-gallon accessory panniers. Weight with these touring changes only adds 19 pounds to the final weight of 495 pounds dry. Pricing has not been announced, but the H2 SX comes in two trims: base and SE guise.
Although the sharpest edges of the H2 have not remained for the H2 SX, its more well-rounded package and supercharged thump should make it appealing for the rider who wants bullet train thrust for their cross-country blitzes. To see how this lines up with the other mega-tourers will be an interesting review to watch.
Honda’s XRV650 Africa Twin debuted in 1988—nearly 30 years ago. To celebrate that anniversary, Honda has created the 2018 CRF1000L Africa Twin Adventure Sport, which features red, white, and blue paint reminiscent of the graphic treatment that adorned its namesake. More than just a cosmetic makeover, the Adventure Sport is said to offer enhanced on/off-road versatility, not to mention improved creature comforts.
While the engine has been refined for smoother, crisper throttle response from the midrange up with a lighter balance shaft, longer intake runners, and a new exhaust system, power from the 92mm x 75.1mm parallel twin remains unchanged: 95 hp at 7,500 rpm and 73 pound-feet of peak torque at 6,000 rpm. A larger-capacity fuel tank holds 6.4 gallons (up 1.4 gallons) for a range that is said to extend, on average, beyond 310 miles.
A six-speed manual gearbox benefits from quick-shift assistance, while the optional DCT, when Sport mode is selected, offers three levels of rpm shift points for optimal response. The new Showa 45mm inverted cartridge-type fork has 8.8 inches of wheel travel while the link-actuated Showa shock delivers 9.4 inches of rear travel, the combination resulting in a more substantial 10.6 inches of overall ground clearance.
Wheelbase still spans 62.2 inches, and steering geometry remains 27.5 degrees of rake with 4.4 inches of trail. Seat height is a substantial 35.4 inches (standard model is 34.3 inches) and the riding posture has been reworked to better comfort over longer rides over both smooth and rough going. The handlebar is 1.27 inches taller and the handgrips are positioned slightly farther back for an easier reach and a naturally “tall-in-the-saddle” posture.
Enhanced traction control is activated by pressing the dedicated “G” button on the right side of the fairing, which now features a taller windscreen for better weather and wind protection. With a manual transmission and the gas tank half full, the Honda CRF1000L Africa Twin Adventure Sport is said to tip the scales at a substantial 534 pounds; add another 22 pounds for the DCT version of the bike.
Dubbed “The Scalpel” by Austrian-based KTM, the 2018 KTM 790 Duke is the middleweight street fighter follow-up to the “The Beast,” better known as the KTM 1290 Super Duke R.
The 2018 KTM 790 Duke, which debuted during EICMA, the Milan Motorcycle Show, was designed with street riding at the forefront, although the spec sheet suggests that whipping the 2018 KTM 790 Duke around the track would be just as satisfying.
This latest naked machine looks to be quite enticing, but until we are able to get it in our stable, here are the essential Fast Facts.
The new 790 Duke takes much inspiration from the larger, truly uncompromising 1290 Super Duke R, but boils that pedigree down into a lighter, much more manageable package – one suitable for a wider variety of riders interested in sport riding.
The 2018 KTM 790 Duke will use KTM’s all-new 799cc LC8c parallel-twin engine. Featuring a claimed 105 horsepower @ 9000 and 63 ft/lbs of torque @ 8000 rpm, the counter-balanced parallel-twin engine has specs that suggest it’ll enjoy having its rev-range explored.
Four main riding modes are available. These include three preset riding modes, which include Sport (lowest intervention of electronics), Street, and Rain (maximum intervention.) Additionally, a customizable Track mode is available.
There’s a supplemental riding mode: Supermoto. Available as a additional mode that can run concurrently with the four main riding modes, Supermoto disables all restrictions to the rear, including traction control and ABS, allowing you to lock the rear wheel and slide around your favorite Supermoto circuit.
The 2018 KTM 790 Duke riding combats wheel hop in two ways: a slipper clutch and “Motor Slip Regulation,” both of which are standard items. A mechanical slipper clutch helps the risk of locking the rear wheel or causing chassis instability due to wheel hop during a botched downshift. Complimenting that mechanical system is an electronic aid known as “Motor Slip Regulation,” which steps in when engine drag torque is too high. The ride-by-wire system balances the throttle to help ensure smooth deceleration. In short, MSR actively adjusts and monitors engine braking.
The 790 Duke is in street-fighting shape with a claimed wet weight of 418 lbs.
A steel trellis frame will be found in the new 790 Duke. The trellis frame will use the 799cc motor as a stressed member to save additional weight.
KTM’s middleweight street fighter should accommodate many riders with its 32.4 inch seat height.
WP suspension will help keep the rubber to the road. A non-adjustable 43mm fork will be bolted on to the 790 Duke, with other suspension duties handled by a mono-shock with a progressive spring and preload adjustment.
Braking duties will be handled by dual radially mounted four-piston calipers, biting down on 300mm rotors. In the rear, a single piston caliper with a 240mm disc will help you step the rear end out.
A steering damper is standard. Keeping you safe from tank slappers is a non-adjustable steering damper.
The 2018 KTM 790 Duke arrives with a full color TFT instrument display.
A comprehensive IMU-supported electronic package will be standard. Featuring lean-angle-detecting traction control, cornering ABS, wheelie control, as well as launch control, the new Duke has an electronics suite well above the status quo for its class.
Forget the clutch; an up-and-down quickshifter is standard equipment.
Ducati named its new V-4-powered superbike “Panigale” to underline its goal of once again rising to the very top of the World Superbike Championship but also because it wanted to offer enthusiasts around the world a sportbike every bit as exotic as a Ferrari sports car.
Styling remains similar to that of the Panigale 1299, just more compact and slightly bulbous from the side, while the front is neat and sharp. Everything appears well tucked in to ensure a functional riding position and maximum clearance when cornering.
The chassis represents an evolution of the Panigale cast aluminium monocoque structure, called “front frame,” which is even leaner and lighter but with more than appropriate torsional and flexional rigidity to handle the terrific potential of the new 1,103cc Desmosedici V-4.
Steering geometry is 24.5 degrees of rake and 3.9 inches of trail. Ducati announced a curb weight of 430 pounds. Seat height is 32.6 inches, and Pirelli provides Diablo Supercorsa SP radials in 120/70-17 front and 200/60-17 rear sizes.
Suspension comprises a Showa 43mm inverted fork and a cantilevered Sachs shock, both of which are fully adjustable for preload and damping. Brembo supplies the front brakes, twin 330mm rotors, and latest Stylema four-piston calipers.
Panigale V4 S adds Öhlins suspension front and rear, forged aluminum wheels, and a lightweight lithium-ion battery. In addition, the triple clamps are machined from billet, the seat is trimmed in Alcantara, and the front and rear fenders are carbon fiber.
Said to weigh just 5 pounds more than a Panigale 1299 V-twin, the V-4 produces 214 claimed peak horsepower, which translates to a 2 pound/horsepower weight-to-power ratio. Ducati offers an Akrapovic titanium racing exhaust that boosts horsepower to a whopping 226.
Bore is 81mm and stroke is 53.5mm. Connecting rods measure 101.8mm from center to center—a respectable rod-length-to-stroke ratio. Oiling is via semi-dry sump with four pumps, two for maximum crankcase-scavenging capability.
Induction is by variable-length oval runners featuring area corresponding to that of 52mm round units. Valves diameters are 34mm intake and 27.5mm exhaust. Compression ratio is a 14:1, confirming the efficiency of the thermodynamic section.
Complementing the latest TFT instrumentation, Ducati Data Analyzer, and Ducati Multimedia System, the Panigale V4 has one of the most advanced electronics suite in the industry: ABS Cornering Bosch EVO, Ducati Traction Control EVO, Ducati Slide Control, Ducati Wheelie Control EVO, Ducati Power Launch, Ducati Quick Shift EVO, Engine Brake Control EVO, and Ducati Electronic Suspension EVO.
The Repsol Honda Team enjoyed a dream day in Valencia today, with Dani Pedrosa winning the Grand Prix (his seventh at Valencia across all classes, his 54th in career, and his 31st in the MotoGP class); Marc Marquez taking the third step of the podium to earn the 2017 World Championship Title (his sixth in career, and his fourth in the MotoGP class in five years); and Honda securing the "Triple Crown," comprising the Constructor, Rider, and Team Championships.
Marc and Dani were also the two riders to score the most podium finishes this year, twelve and nine respectively, making the Repsol Honda Team the most successful team of 2017, with eight double-podium finishes.
Marc and Dani got away brilliantly at the start, entering the first corner in first and second positions, but Johann Zarco assumed the lead on lap four. Marc stuck to him for 20 laps and then made the pass, but he immediately ran wide in turn 1 and almost crashed. He made one of his signature incredible saves but dropped to fifth behind Zarco, Dani, Jorge Lorenzo and title contender Andrea Dovizioso.
Dani, who had been closely chasing them, engaged the Frenchman in a battle for the win and finally passed him on the last lap. In the meanwhile, crashes by both Ducati riders allowed Marc to celebrate his incredible sixth Title, from the third step of the podium.
Marc Marquez 93
2017 World Champion
"I'm living a dream. 'Six Titles' are big words. The truth is that I'm incredibly happy because we worked so much this year, and today the race was incredibly tense and exciting-a bit 'Marquez Style.' I made a mistake, but I also made my best save of the year. From that moment on, I just tried to finish the race in a good position. I'm sorry that Andrea didn't finish the race, as he deserved to do so. He had an incredible season and I would have liked to have him on the podium with me today. The key to the year has been our mentality. In our world, it's very important to remain positive and motivated during the difficult moments. Some things happened to us at the beginning of the season but when we found the way to sort things out, everything went better. Congratulations to Honda and the entire team for the Triple Crown. It's an amazing achievement. Winning the Title at the last race of the season in front of our fans is one of the best things possible, special. Now I want to enjoy this with my entire team and my family, and after that we'll start to work for next year."
Dani Pedrosa 26
"Obviously I'm very happy because a win is a win, and this was a very tough and hard-fought one. Today we had a chance because we got a good start and the setup was working well, so we took it. The track wasn't easy as front grip wasn't perfect, and in fact we saw a lot of crashes in the race. I was just behind Marc when he made that save and it was incredible. The smoke, the noise, the speed-wow, impressive! I realized that the track had a limit, maybe because the rear had more grip, which pushed the front. Anyway, I tried to manage the front grip, but then in the last three laps I gave it everything to pass Johann. He was so good into the corners but finally I passed him on the last lap. I'm so happy to have won in front of my crowd, and I would like to dedicate this victory to my family, friends, fans, and the team. This was a fantastic day for all of us, as Marc clinched the Rider Title and we secured the Constructor and Team Titles. I also move up one place in the Championship, and that's great as well."
HRC Director - General Manager Race Operations Management Division
"Today our riders and team did a perfect job. The race was very tense for everybody, but the result was amazing! Marc was brave and pushed hard as always, managing to get on the podium despite a big scare! Dani finished the Championship with a victory, so I don't think we could have asked for more today. I would like to thank the riders, everyone in the Repsol Honda Team, and HRC at home. We'll keep giving our 100% to continue in this way."
"Today was the 'perfect storm' for HRC and Honda, as we won the Rider Title, Constructor Title, and Team Title, earning the Triple Crown. Of course, I am extremely happy with this fantastic result, and I would like to congratulate Marc and Dani for their hard work and commitment, as well as all the HRC Engineers and our Sponsors, who together have contributed to this incredible result. I am very proud of all them."
Honda showed the Neo-Sports Café Concept at the recent Tokyo Motor Show and then unveiled the production version of that bike, the 2018 CB1000R, at EICMA. This bare-bones sport bike is still powered by the same liquid-cooled, DOHC, 998cc (75mm bore, 56.5mm stroke) inline-four that was used in the previous model, but said engine now produces 20 more horsepower—145hp at 10,500 rpm—and 76.7 pound-feet of torque at 8,250 rpm with a much-flatter curve.
New forged pistons, re-profiled combustion chambers, higher-lift camshafts, larger intake and exhaust valves, and 44mm throttle bodies (plus 8mm), along with a more aggressive-looking 4-into-2-into-1 exhaust system, are responsible for the improved engine performance. Throttle control is now by wire thanks to a new ECU that offers four rider-selectable throttle-response modes (Standard, Sport, Rain, and User).
The six-speed gearbox now features 4 percent “shorter” ratios to enhance throttle response and initial acceleration. In fact, according to Honda, the new CB1000R is quicker than the current CBR1000RR through the first three gears up to 80 mph. The engine is harnessed in a steel backbone-type frame with large aluminium pivot plates that solidly locate the foot pegs and single-sided swingarm.
Steering geometry is listed as 25 degrees of rake with 3.9-inch trail. Wheelbase is 57.3 inches, 0.4 longer than the previous edition, yet the swingarm is half an inch shorter. Weight distribution is thus more rearward biased, 48.5 percent front, 51.5 rear. Showa supplies the suspension, front brakes are 310mm discs squeezed by four-pistons callipers, and the bike rolls on 120/70-17 front and 190/55-17 rear radials. With a full gas tank, the CB1000R is said to weigh 467 pounds.