It’s been a long wait, but a full eleven years after we first caught sight of the now legendary GSX-R1000 K5, Suzuki have pulled the covers off the first all-new version since – the GSX-R1000 L7.

Suzuki are claiming that it’s the lightest, most powerful and best handling GSX-R they’ve ever built, and there’s little reason to doubt any of that. This 6^th generation GSX-R1000 is also the highest spec’d ever, with multi-mode traction control, rider modes, ABS, ride-by-wire throttle, bi-directional quickshifter, an all-new engine and all-new chassis.

Suzuki GSX-R1000 L7 highlights

All-new 999cc engine, 200bhp | 82ftlb | 200kg (est), All-new aluminium chassis, Showa BFF fork and BFRC shock, 10-level traction control, Quickshifter/autoblipper

GSX-R1000: best in class

Suzuki say they’re targeting the mantle of ‘King of the Sportsbikes’, and they’re determined to do it in their own way. Their design team have pushed for engineering solutions to make the perfect sportsbike, rather than relying on electronics to solve engineering issues. It’s the same approach they’ve taken with the MotoGP bike – and look how incredibly well that performed in 2015.

It’s not bereft of electronics though. Ride by wire electronic throttle bodies, a 10-level Traction Control System, S-DMS (Suzuki Drive Mode Selector), Electronically controlled ABS, a quickshifter system and launch control system add up to a decent raft of electronic assistance.

Suzuki’s traction system allows the rider to select three different power modes and 10 different levels of traction control, to match road or track conditions. Both parameters can be changed while riding as long as the throttle is closed, too. Just like all its main competitors, the new Thou also gets a quickshifter and autoblipper, allowing the rider to shift both ways through the ’box without using the clutch. Traffic light GPs will also benefit from the new launch control system. There’s no Bosch Inertial Measurement Unit (IMU) though, as fitted to some competitors – Suzuki say the rider just won’t need it.

Suzuki Variable Valve Timing

While the engine is all-new, the headline-grabbing change is the introduction of variable valve timing – a first for a production superbike. Steel balls are positioned in grooves in the intake cam sprocket and adjacent guide plate, which are then moved outward by centrifugal force, which means the stack in di?erent grooves at low and high rpm, rotating the intake cam at high rpm, retarding intake cam timing. The result is optimised valve timing at all rpm, benefiting high, mid and low-rpm responsiveness, power, and torque.

It also gets the GP bike’s Suzuki Racing Finger valve train follower rocker arm to improve valve control and allow higher rpm, while the Suzuki Exhaust Tuning-Alpha (SET-A) and Suzuki Top Feed Injector (S-TFI) systems, which all combine to make what Suzuki call their Broad Power System. This was the ethos behind the GP bike, and the result is strong, linear acceleration throughout the rev range.

GSX-R1000 takes Showa

The other engineering solution to a problem many other manufacturers are solving with electronics is the Showa suspension. The new GSX-R gets Showa’s excellent Balance Free Front fork – a race-developed unit capable of coping with a far wider range of surfaces and conditions than a conventional fork, boasting full adjustability – and no wires. This will be one of the casualties on the cheaper model, which appears to get a conventional Showa fork.

Keeping the new minimalist swingarm under control is the latest version of Showa’s Balance Free Rear Cushion (BFRC) shock. The fully-adjustable unit is lighter and more efficient than previous versions, and super-compact.

GSX-R1000: lightyears ahead

The new bike is visually more compact, sharper, and lighter, while Suzuki say it’s also dramatically more aerodynamic. This is all complimented by fully-LED lighting and indicators (both seemingly missing from the cheap version), and an all-new full LED dash that crams a mass of information into its display.

Expect the all-new GSX-R1000 to arrive in dealers towards the middle of 2016 as a 2017 model, hopefully with both versions appearing in close succession.

The voters who believed that the XDiavel was the best-looking machine this year at EICMA were categorical. From all those who voted, 60.78% indicated Ducati's all-new powercruiser as the main aesthetic attraction of the show for the 73rd edition of the EICMA.

This accounts for 6,910 people who voted for it. Still, there is much room for improvement as far as the number of voters goes, it's true. I can only hope that more people will be involved in this decision process in the future, adding more weight to this informal title (at an industry level) and making this "award" count more in the economy of the brand that gets it.

As a side note, the XDiavel was voted the best-looking bike at EICMA 2015 both at the show and on the Motociclismo website that took part in the whole voting process.

The XDiavel is a first step Ducati takes in the world of cruisers

Some say that the XDiavel isn't exactly the first cruiser Ducati manufactured, and the old Indiana is probably the first bike that comes to mind.

Still, there is no way we can compare the two motorcycles, at any level. In fact, the XDiavel represents the pinnacle of Ducati's technological prowess and design endeavors, summing the best features from multiple directions.

On one hand, it is clearly a member of the Diavel family, with lines that are impossible to mistake for anything else, just like a true Ducati bike should have.

On the other hand, there is so much Ducati technology crammed into the XDiavel that it sometimes seems overkill. Still, as the XDiavel product manager Mr. Stefano Tarabusi told me in an exclusive interview, the amount of high technology is only there to make the bike more enjoyable and maneuverable.

The XDiavels creators focused on making it as rider-friendly as possible and more suitable for both daily use/commuting and longer trips.

Just months after a concept electric motorcycle called the PES1 met with positive feedback at the 2013 Tokyo Motor Show, a new video suggests Yamaha may be working on bringing it to market.

Yamaha has posted several new videos of the PES1, which stand for “Passion Electric Street” according to the folks at Motorcycle Daily. Which, I assume, is probably not supposed to be pronounced “PEZ-one”. But I digress.

First, the looks: Clearly intended to convey a lightweight vibe, the hollowed-out tank and seat subsection combine with the barely-there wheels to turn the typically “dense” motorcycle aesthetic on its head. The battery is still a lump in the middle. Admittedly, though, it’s going to be a challenge for bike makers to style the big cubes into something sexy.

A double-sided LED headlight with bug screen from the Cylon school of industrial design lights the way forward, LED indicators will likely round out the rest if the PES1 makes it to production. Overall, the bike looks very finished although Yamaha labels it a prototype at the end of the videos. By my approximation, the bike seems to be a few mirrors and turn signals away from being road ready, however.

Clearly, this is a purpose-built city bike, as most electric bikes are by default due to range issues. It’s tiny, despite appearing to have at least 16 or 17-inch wheels. One shot of the PES1 coming head-on towards the camera with the rider all tucked in makes the bike appear only a bit more substantial than a burly mountain bike or a trials motorcycle.Handling is another matter, however, as Yamaha shows the rider railing the PES1 through corners at full lean on a race track. Front forks are upside-down types with a single front disc grabbed by an R6/R1-type radial twin-piston calliper. A monoshock linkage system rides under the frame and battery box, which takes the place of a gas engine of course.

Yamaha hasn’t given any specs on battery capacity or motor output, but quick shots of a digital speedo show a top speed of 100 kph, or about 62 mph. But from the somewhat spindly looks of the machine, its doubtful riders are going to be doing battle with freeway traffic. 

Slowing down the speedometer section of the video again reveals some interesting possibilities for the drive system. An “A” shows up at one point (most certainly for Automatic) and at another point, it shows a GEAR 4 on the display, indicating manual control of the gear ratios. Manual shifts are completed old-school style with the left boot, unlike the electro-thumpers Honda uses on their NC and CTX models. 

Will the PES1 make it to market? It looks close to production, but given designers’ tools such as rapid prototyping, CNC machining and now 3D printing of just about anything, it’s no longer a monumental effort to quickly put a nearly-ready looking prototype together.

If it does make it into production, it’s probably too small for the U.S. market as is, but it could be a hit in crowded Asian metropolises with their soaring fuel costs, tightening emissions and pollution problems.

Highlights of the 2016 Yamaha MT-10:

• Natural and versatile forward leaning riding position
• Wide and upright tapered handlebars
• Aggressive mass forward body design
• Shortest-in-class 1,400mm wheelbase for light and neutral handling
• Lightweight aluminium Deltabox main frame with optimized strength/rigidity balance
• YZF-R1-derived race-developed suspension with revised settings
• 320mm dual front discs with radial mount 4-pot calipers with ABS
• Lean and athletic mass forward body styling with iconic MT family DNA
• 17-litre fuel tank
• Lightweight 5-spoke cast aluminium wheels
• Specially-developed Bridgestone Battlax Hypersport tyres
• 12v DC outlet as standard equipment, to power Genuine Yamaha heated grips
• Newly designed LCD multi function instrument panel
• QSS (Quick Shift System) available as an option
• Powerful and aggressive mono-focus dual LED headlights
• LED position light with newly designed lens
• LED turn signals and license plate light
• 
  

Valentino Rossi admits Michelin's MotoGP tyres have not so far suited the Yamaha, as post-season testing on the new rubber kicks off at Valencia. 

Michelin returns to MotoGP next season after a seven-year absence, replacing former tyre war rival Bridgestone as the championship's control supplier.

After a number of tests through the season, the full field is making the switch for this week's two-day test in Spain.

Rossi, who is one of several riders to have crashed during the Michelin tests, said the early signs had not been good for Yamaha.

Asked how he thought the tyre change might affect form in 2016, Rossi replied: "It's impossible to say now because we don't know, but the first test with Michelin gave us some worries.

"It looks like our bike is not well balanced for those tyres.

"I hope it will just be a matter of time to set the bike up to work and make the Michelins work in the best way."

Earlier this year Michelin Motorsport director Pascal Couasnon told Autosport he was not surprised some leading riders were struggling to adapt to the French tyres' characteristics after so long on Bridgestones.

"We have to realise what we are asking of the riders is extremely difficult," he said.

"Sometimes they test during a week, then race at full speed on a specific tyre at the weekend, and then on a

Monday we ask them to switch, usually with a bike not totally tuned to our tyres to discover a different philosophy.

"It's true for every discipline each tyre maker has a different feel and philosophy, which is even more true for bikes.

"So for me it's not surprising we need a bit of time for the riders to get used to our signature, let's say."

The Valencia test runs through Tuesday and Wednesday, and is expected to feature the full 2016 MotoGP field.

The November sessions are traditionally the first chance for new rider and team combinations to get acclimatised, though this year there has been little movement during the 'silly season'.

The leading factory riders are all staying put, with the most notable changes being Scott Redding's switch to Pramac Ducati to replace Yonny Hernandez, and Tito Rabat graduating from Moto2 to take Redding's place at Marc VDS, where he is joined by ex-LCR rider Jack Miller on a new second Honda.

Lorenzo: “We are half a second slower than the last GP”

The new MotoGP™ World Champion Jorge Lorenzo talks about his relationship with Movistar Yamaha teammate Valentino Rossi.

Jorge Lorenzo discussed a variety of topics at the end of the official two day MotoGP™ test at the Ricardo Tormo circuit in Valencia.

On his relationship with teammate Valentino Rossi, Lorenzo admitted: “We have not yet spoke. I guess accepting not being able to win the championship will be tough, as it is for everyone. I imagine he will have to spend a few months away to return to normal.”

The subjects for discussion quickly returned to testing: “The test was very interesting because there have been many changes. The first day we only did one outing with the new electronics and the truth it that was a very radical change and I was a little scared. But the second there was not such a big difference form the old and little by little we were able to improve both the setting of the bike and the electronics.

“At this moment we must improve the electronics because we are half a second slower than the last GP. In this test I understood how to be faster with Michelin; the bike has improved, but we are still missing with electronics. The bike we tested in this test was more or less the same as Aragon. The fuel tank is located at the rear under the seat.

“The rear tyre has a lot of grip, especially in the central part, much more than before. In braking the front does not give much stability and you can’t push very hard. This is what happens when we spend many years running with a very good front tyre. With the new one we have not yet reached the level we had. There will still be falls until riders understand at what point in the corner there is more risk and adapt their style. “

Jorge Lorenzo won the MotoGP title for the third time with victory in the final race of the season in Valencia.

The Spaniard, 28, began seven points behind Italian Valentino Rossi, who had to start at the back of the grid as a penalty for clashing with Spain's Marc Marquez in the previous race.

Seven-time MotoGP champion Rossi, 36, would have won his first title since 2009 with a second-place finish.

But he was fourth as Lorenzo led from pole to win his seventh race of 2015.

Britain's Cal Crutchlow began at the very back of the grid after suffering mechanical difficulties shortly before the start, but Rossi was only one place above him and launched a thrilling charge through the field.

He gained 11 places on the first lap alone and reached fourth place with 18 of the 30 laps remaining.

The charismatic Italian could make no further progress but could still have won the title had the Hondas of Marquez and Dani Pedrosa both passed Lorenzo.

Both were closing but their battle for second allowed Lorenzo some precious breathing space and he calmly took the chequered flag.

"I was under a lot of pressure, the rear tyre was destroyed," said Spaniard Lorenzo, who was surprisingly subjected to boos from sections of his home crowd. He has now won five world championships in total - three in MotoGP and two racing in the 250cc category.

"I just tried to focus and go as fast as possible, the bike was moving around so much. I was praying to finish the race. Now I am five-times world champion, it is easy to say but hard to do. I am very proud. This is a world title for Spain!"

Marquez, 22, who relinquished his world title, finished second in the race.

He said: "I was preparing an attack for the last few laps but when Dani went past me I lost time.

"I tried to take Jorge in the last corner but there was a lot of risk and I nearly lost the front. Second place is not the best way to end the season but next year we will fight for the championship again."

Rossi was furious with Marquez after the race, claiming that the Spanish rider went out of his way to prevent the Italian from winning the title.

"Today was embarrassing for everybody," he said.

"It was unbelievable, the behaviour of Marquez is something very bad for everything, especially for the sport.

"It is something that nobody expects, because a Honda rider that made a Yamaha rider win and give the maximum just to push out his team-mate is something that nobody expects and I think it is very, very bad news.

"Anyway, it is like this, we have to accept it."

Valencia result:

1. Jorge Lorenzo (Spain) Yamaha 45:59.364

2. Marc Marquez (Spain) Honda 45:59.627

3. Dani Pedrosa (Spain) Honda 46:00.018

4. Valentino Rossi (Italy) Yamaha 46:19.153

5. Pol Espargaro (Spain) Yamaha 46:25.368

6. Bradley Smith (Britain) Yamaha 46:28.199

7. Andrea Dovizioso (Italy) Ducati 46:28.250

8. Aleix Espargaro (Spain) Suzuki 46:33.586

9. Cal Crutchlow (Britain) Honda 46:35.288

10. Danilo Petrucci (Italy) Ducati 46:38.943

Final standings:

1. Jorge Lorenzo (Spain) Yamaha 330

2. Valentino Rossi (Italy) Yamaha 325

3. Marc Marquez (Spain) Honda 242

4. Dani Pedrosa (Spain) Honda 206

5. Andrea Iannone (Italy) Ducati 188

6. Bradley Smith (Britain) Yamaha 181

7. Andrea Dovizioso (Italy) Ducati 162

8. Cal Crutchlow (Britain) Honda 125

9. Pol Espargaro (Spain) Yamaha 114

10. Danilo Petrucci (Italy) Ducati 113

Yamaha Motor Europe made the very first presentation of the company’s 2016 off-road YZ motocross collection today at the revered Maggiora circuit for the Grand Prix of Italy with a star-studded event in front of an international media audience. Former GP winners joined current MXGP stars to not only unveil the range – with YZ250F and YZ450F models at the heart of a catalogue that again involves strong two-stroke technology and motorcycles down to junior entry level – but also explain how some of the YZ engineering is assisting athletes to glory on the track.

YME MX Manager Erik Eggens introduced the line-up and also took time to outline how the YZ machinery continues to set the pace. The 2016 bikes will bring several new key elements to extend performance and increase prestige. “We are very happy and proud with what Yamaha can offer through the YZs for the 2016 collection,” the ex-125cc Grand Prix victor said.

“For the YZ450F we were looking for faster starts with more control and a smoother and easier engine character and we managed this thanks to an electronic launch control system (LCS) and some engine improvements like new camshafts, valve timing and refined clutch and shifting mechanisms. We also wanted improved controllability, traction and front grip with more effective bump absorption and as well as better braking power and stability. We’ve again been able to deliver due to new suspension settings on the front and rear and revised offset and chassis design. The brake disc is now larger in diameter at 270mm.”

“The YZ250F obviously shares many characteristics with its bigger brother since the new model last year but there were a few goals for the ’16 version,” he added. “More powerful mid-to-high rpm and enhancing engine ‘usability’ was achieved with a new lightweight piston, high spec con rod, optimised crank, balancer design, a new ECU mapping and the same clutch and shift overhaul as with the YZ450F. The same excellent modifications to the suspension and larger brake disc also pinpoint performance for handling, braking power and controllability.”

“Overall we feel the competitiveness of both the YZ250F and YZ450F has taken another step forwards and I think this can also be seen on the track itself where our results show that Yamaha is heading boldly in the right direction,” the Dutchman concluded. 

Eggens was speaking partly in reference to Romain Febvre’s superb achievements as a rookie in the MXGP class where the Frenchman has taken his first podium finish, pole position, moto win and maiden Grand Prix victory all within the first eight rounds of eighteen in the 2015 campaign.

“We knew it would be a tough season getting used to MXGP with the new team and the new bike and basically a new challenge,” ‘461’ said while talking through points of his YZ450FM. “I’m really pleased with how everything has been going; the team cannot do enough for me and I enjoy the bike so much. I can do what I want with it. I rode the production version during the winter and until we started with tests closer to the Grand Prix. I hadn’t ridden a 450 much and I was unsure of the power before I started riding the Yamaha but I was happy with what I found and with the team we made a bike that was already very good into something that is easily ready to win. It didn't take much to find that set-up.”

The positive outlook and proof of Yamaha’s work is also seen in the second generation of the superb YZ250F; a refined version of the motorcycle that won Grand Prix and claimed the AMA Pro National 250MX title with Jeremy Martin in 2014 and also won the AMA250SX West Coast championship with Cooper Webb this spring. In the past month Standing Construct Yamaha’s Valentin Guillod has taken back-to-back triumphs –Spain and Great Britain - in the MX2 class.

“I used the production YZ250F in the winter and was winning races on it,” the exciting Swiss commented besides his ‘92’ steed. “It was a great base to build our MX2 bike from and since we optimised the set-up then I have been able to be at the front at Grand Prix. You cannot ask for more than this. I love riding the bike and pushing my limit.”

First AMA Supercross Champion Pierre Karsmakers was on hand to co-launch the 2016 ‘yellow’ 60th Anniversary limited editions of the YZ450F and YZ250F featuring dedicatory liveries and upgraded specs. “It is amazing to be here at Maggiora and be part of another celebration with Yamaha,” he said. “It is a brand that recognises its racing heritage and this is always important and appreciated as an ex-racer but also a fan of the sport. “I have many good memories of competing in these colours and now it is exciting - and an honour - to be here seeing this nostalgia.”

The liveries will be used by all of Yamaha’s official supported riders in the MXGP and MX2 categories in Italy.

Also part of the display in the shadow of the dramatic Maggiora hills was the eye-catching 60th anniversary YFM700R ATV.

Success and immense satisfaction for Romain Febvre, his Yamaha Factory Racing Yamalube team and Yamaha with their YZ450F as the Frenchman clinched the 2015 FIM MXGP Motocross World Championship by finishing second overall at a busy Assen circuit for the Grand Prix of the Netherlands today.

With his eleventh podium result from sixteen rounds of the 2015 series so far Febvre also aced a twelfth moto victory to mathematically secure the crown with two Grands Prix to spare. It was the first title for the 23 year old and former European Champion and the first for Yamaha in the MXGP premier class since 2009.

Febvre has headed all charts and statistics this season aside from Pole Positions. The Frenchman has led the most laps, won the most motos (12 from 32), Grands Prix (6 from 16), obtained the most podium results (11) and held the most red plates as series leader (7). In his first term in MXGP and with the YZ450FM Febvre has left indelible impressions on motocross fans around the world and through owning rounds of the series in France, Italy, Germany, Sweden and Czech Republic.

Kawasaki has begun to release some information on its new upcoming 2016 ZX-10R, the new ZX-10R will be an evolution of the current machine—which certainly is a good base to start with—and "not a 'clean sheet' design."

There will be numerous changes throughout the new ZX-10R, all based upon technical experience gained through the factory team's World Superbike Championship exploits, including Tom Sykes' 2013 WSBK Championship campaign, and Jonathan Rea's currently successful 2015 season effort.

Outwardly apparent changes will be "subtle yet highly effective changes to the (front fairing) shape," and "a comprehensive upgrade of the suspension components and the adoption of a premium grade braking system," as well as "new, state-of-the-art rider aids and other technology." The press unveiling is scheduled for Barcelona, Spain in October.

Stay tuned for more information as we get it.