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Motorcycle fair in Milan

EICMA 2021


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Model presentation

Model presentation
Kaschel

motorcycles

Model presentation

Motorcycle innovations from EICMA
Little respite

After the model fireworks of last year, the motorcycle industry is relying on consolidation this year. Nevertheless, there were many exciting new bikes to marvel at in Milan. Above all at Yamaha and Ducati.

Stefan Kaschel, Gert Thole, Ralf Schneider, Eva Breutel, Michael Schumann

11/26/2015

You can rely on Yamaha, this year too. Since the Japanese established two completely new engine generations with the MT series (MT-09 and MT-07) and also found a coherent answer to the new wave of customizing with the Heritage line and their yard-built projects, things have been bubbling reliably new models from the development department in Hamamatsu. So this year too. Of course there was a new, delicious offshoot with the MT-09 three-cylinder, this time the XSR 900, a mixture of scrambler and dirt track bike. In addition, Yamaha is expanding the MT series downwards, this time with the MT-03 with the 321 cubic centimeter R3 twin. Much more spectacular was – also because nobody had expected it – the high-end rounding off the series with the MT-10, a radical naked bike based on R1.

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The unrestrained Ducati initiative, which manifested itself in Milan with seven new motorcycles, received a similar amount of attention. In the center of interest: the new XDiavel, with which the Italians want to enter the cruiser market for the first time, as well as the Multistrada 1200 Enduro, with which Bologna is definitely venturing into the off-road segment. It goes without saying that the Scrambler range is being expanded as it were. But scramblers are, according to the official Ducati reading, a different, own brand.

Speaking of other brands: The fact that they are noticeably holding back for 2016 is largely due to the upcoming changeover to the new emission and noise regulations of the Euro 4 standard. Most manufacturers want to implement this as late as possible, so a lot of development capacities are tied up. In addition, remaining Euro 3 models must at least be approved by the end of 2016. At the end of next year, both numerous sales campaigns and a flood of models can be expected for 2017. But here’s an overview of this year’s innovations. In an overview that, due to lack of space, cannot go into the technical subtleties at first. On the one hand that is a shame (MOTORRAD will be highlighting the most important innovations in the coming editions), but on the other hand it is also lucky. At least with Yamaha, because never has more arid information been packed into more opulent words than in the first official press releases.

Yamaha


Model presentation


Schumann

Yamaha MT-10: The front is wildly rugged, the rear is narrow and purist. You can look forward to the driving experience with the crossplane rocket. From June at the dealers.

Never has more dry information been put into more opulent words than in the first official press releases. Especially with the new MT-10. You would urgently expect information on power, torque and weight, delivered you get rudimentary dimensions. 1400 millimeters, aha, the shortest wheelbase in its class. Do we really want to know? Perhaps, but of course much more interesting is that it is not the old engine from the previous R1, but the high-performance four-cylinder from the current racer. Why? Because it is already configured for Euro 4, says Yamaha product planner Oliver Grill. Because it is also lighter, more compact and cheaper to produce. With the tuning forks, the brand will establish a whole product family around this motor, says Grill. Carrying around the old engine wouldn’t have made any sense.

One will agree to that. But only if the growling crossplane engine has succeeded in getting rid of its super sports nonsense. Throttle response and power output below 8000 rpm have to be significantly, significantly better if the engine with its fat 79 cylinder bores is to succeed in everyday life. And the chassis is more comfortable than in the R1, but by no means softly washed. Brakes and assistance systems, on the other hand, can stay as they are. The weight should be around 210 kilograms, the power around 170 hp, all for a price somewhere around 14,000 euros. The new MT-10 will be available from dealers in June.

Those who take a closer look at Yamaha’s second innovation, the XSR 900, will encounter much less unknown. But not because you are more specific here, but primarily because the XSR is an MT-09 in a new guise. The template was provided by US designer Roland Sands – with his dirt track version of the three-cylinder engine, which was presented this autumn and which, in the XSR 900, is a genre mix with the heritage concept of the XSR series. That means: compared to the MT-09 more aluminum instead of plastic on the tank and fenders, a quilted seat, different headlights, lots of accessories.

The third Yamaha innovation, the MT-03, is even shorter. It’s back – that’s the good news. But not with the good old XT single, but as an MT version of the R3, from which it takes practically all relevant data. That means: parallel twin, 42 HP, 168 kilograms weight, MT-compliant appearance – price not yet known.

Ducati


Model presentation


manufacturer

Ducati XDiavel / S: The exciting and completely new XDiavel should deliver a fat 100 Nm of torque at 2100 rpm. The trade fair audience in Milan chose the first Ducati with timing belt as the most beautiful of the show. In the picture the even more exclusive and expensive S version. Prices: XDiavel 19,890 euros, XDiavel S 22,890 euros.

Ducati is promising nine new or revised motorcycles for 2016. Two, namely the Monster 1200 R and Diavel Carbon, were on view before the fair, and seven more are now in Milan. The XDiavel became the undisputed star of the 2016 collection – not a mutation of the Diavel, but a completely new model. The heart of the Powercruiser is an enlarged DVT engine with variable valve control, the larger displacement of which is supposed to deliver animal torque right from the start. In addition, the company’s first toothed belt drive, a long wheelbase and full electronic equipment. The powerful, aggressive and yet elegant look that the more expensive S version takes to extremes with its even more exclusive components is breathtaking. But just being beautiful is not enough in Bologna: Ducati promises possible inclines of up to 40 degrees.

There is also something new at the other end of the scale, namely the Scrambler Sixty2 with 400 cm³ and 41 hp – such a small, tame Ducati has not existed for a long time. Visually it comes with smart echoes of the 60s, technically Ducati is building something back on it: Compared to the 800, a telescopic instead of the upside-down fork works at the front, a steel instead of aluminum swingarm and the two nicely twisted bends at the rear are replaced by a simple pipe. New to the 800 scrambler is the Flat Track Pro. Technically everything remains the same, except for the flat handlebars in the style of the American cinder track racers. 

In addition to the Scrambler, Ducati’s bestsellers include the Multistrada. Their new offshoot called Enduro is openly aimed at the BMW R 1200 GS. With a 30-liter tank, new aluminum twin-arm swing arm and wide front fairing, the slim Multi becomes a rather slim touring steamer that should also have off-road capabilities. In terms of price, the Enduro is significantly higher than the GS. The same applies to the revised Pikes Peak, which, like the entire Multistrada family, is now also equipped with the DVT engine with 160 hp. Ohlins chassis, carbon elements, forged wheels and sports exhaust are less aimed at off-road terrain than at fast-paced, sporty movement on asphalt.

In the course of the changeover to Euro 4, the Hypermotard gets more bore and thus a displacement increased by a good 100 cm³. The result: an increase in performance of 3 hp and ten percent more torque. Apart from the new engine, which the SP and Hyperstrada versions also get, there are hardly any changes. The situation is similar with the Panigale 959. A displacement increase of 57 cm³ – achieved here through more stroke – gives it 157 instead of the previous 148 hp and a higher torque, namely 107 instead of 99 Nm. It also takes on the visual upgrade of its big sister 1299, from the handlebar cover to the rear. Only for the exhaust did the little Panigale get its own, but unfortunately not so successful variant.

BMW


Model presentation


Hertler

BMW R nineT Scrambler: a two-seater with cast rims and touring tires as standard. The pillion seat is removable, the cross-spoke wheels are only available at an additional cost.

In addition to the single-cylinder G 310 R, the R nineT Scrambler is the only real novelty from Bavaria. The sister model of the R nineT Roadster, like this one, has the boxer from the last air-cooled R 1200 GS with 110 hp. The performance, which remains the same compared to the Roadster, cannot be taken for granted, as the Scrambler has to meet the new Euro 4 emission standards. Due to a correspondingly changed set-up, the boxer only lost torque – three Newton meters less are, however, bearable. Completely new is the chassis of the Scrambler with a conventional telescopic fork under rubber bellows instead of a USD fork and the front wheel that has grown to 19 inches. The cross-spoke wheels that perfectly match the light off-road attitude of the Scrambler are also from the last air-cooled GS. It will only be available at an additional cost. If you value a bold look, you can also order coarse-tread Metzeler Karoo tires. On the other hand, the high-level two-in-one-in-two exhaust system made of stainless steel, which is typical of the Scrambler, is standard. It comes from Akrapovic. An acoustic flap inside ensures that the sound of the unshaven appearance is right at all times – in compliance with the new noise test regulations, assures BMW.

The coarse-toothed footrests also appear pithy and rustic. The tines prevent the boots from slipping off when you have to stand in your resting position through mud and dirt. The rear frame can be easily removed for solo trips. The sheet steel tank holds 17 liters of fuel enough for longer stages. Behind the distinctive round headlight, which is completely redesigned but still comes from the roadster, a single round speedometer with integrated LCD multi-display has to be sufficient as a cockpit. ABS is a matter of course, traction control (subject to a surcharge) is the only assistance system that BMW still offers. The price of the Scrambler has not yet been determined, but will be below that of the roadster, which costs almost 15,000 euros. It will only go on sale in the second half of 2016.

KTM


Model presentation


Hertler

KTM 1290 Super Duke GT: KTM wants to teach the “beast” manners: As a GT, the Super Duke continues to produce 173 hp, but a fairing, a large tank and other features – including the semi-active WP chassis – should make it more suitable for everyday use and travel care for.

The 800 twin, which had already been spotted as an Erlkonig, could not be seen or heard at the fair, so interested parties will have to be patient for another year. The KTM development department was certainly not bored, because there was a lot to do with the renovated 690 Duke and the half-cased 1290 Super Duke GT. And as a finger exercise in between, the Austrians had to set up a 1290 Super Duke R Special Edition enhanced with power parts. 

It will be interesting to see how the optically polarizing GT is received on the market. The jagged Kiska design with a hanging nose and sweeping tank flanks already took some getting used to in the camouflaged prototypes shown earlier (driving report in MOTORRAD 21/2015), the typical KTM orange decor doesn’t really change that. The driving experience should surely be beyond any doubt, as it is a Super Duke with an expanded spectrum in the direction of everyday and long-distance suitability through more wind protection, greater range and tourist features. The GT has taken over some of these from the Super Adventure, such as the semi-active chassis, cruise control, cornering lights or the optional Hill Start Assist and variable drag torque. With the GT, a KTM has a quickshifter for the first time, but without a blipper function. The opponents in this performance category, above all the BMW S 1000 XR, are already scratching their feet.

Like the GT, MOTORRAD was also able to drive the revised 690 Duke as a prototype (MOTORRAD 19/2015). The already powerful single-cylinder has gained a little more, in the basic version it now officially delivers a proud 73 hp, in the “R” it even adds two horses thanks to the Akrapovic titanium exhaust. At the same time, the steam hammer runs even more smoothly thanks to the additional balancer shaft in the cylinder head and improved coordination. Optionally, the basic Duke can be upgraded with a track pack that includes traction control and additional driving modes. The “R” goes one step further and has the well-known Bosch lean angle sensors including MSC, simply called cornering ABS, as standard. This is unique in this class; this technology is otherwise only found in the high-end segment.

Honda


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manufacturer

Honda Africa Twin: What a difference between the first concept studies and the design of the production motorcycle – the series clearly wins. In addition to the standard version, there is also a variant with a dual clutch transmission.

One of the most significant innovations at EICMA and one of the few motorcycles that have been completely redesigned is the Honda CRF 1000 L Africa Twin. Unlike its legendary ancestor, it is not powered by a V-engine, but by a two-cylinder in-line engine with a 90 degree crank pin offset. It sounds like a V-engine, but has the advantage of more compact dimensions and cheaper production. In order to be approved as a throttle version for holders of the A 2 driver’s license, Honda limited the power to 95 hp at a moderate 7500 rpm; The so-called Unicam valve control was sufficient for this, in which a camshaft actuates the intake valves directly and the exhaust valves via rocker arms. This design also saves space, weight and costs.

The Africa Twin has always been known for its sturdy construction, and with its tubular steel frame and 45 mm upside-down fork, the CRF 1000 is a worthy continuation of this tradition. 230 and 220 millimeters of suspension travel as well as a 21-inch front wheel also enable excursions in rough terrain. The electronic driving aids of the Africa Twin are by no means traditional. In 2016, some models will still be offered in a very purist way without ABS and traction control, but most can be ordered with ABS that can be switched off and three-stage traction control, which can also be deactivated. Those who like it comfortable can order the dual clutch transmission, but have to accept a surcharge of 1120 euros and ten kilograms extra weight.

Otherwise, Honda focuses on model updates in the middle class. The nimble 500 CB 500 F and CBR 500 R have LED lights at the front and rear, tanks one liter larger and new silencers. With the same performance, but thanks to a larger displacement with completely different performance characteristics, the NC 750 models appeal to a different group of drivers; they are more powerful, but less spirited. NC 750 S and X as well as the large wheel scooter Integra, which is based on the same platform, also received LED lighting technology and a new exhaust. In addition, new Showa forks with a damping system introduced last year are used. The Honda engineers have modified the control software of the dual clutch transmission, and all DCT models with the exception of the VFR 1200 F can now come up with a sport mode that can be selected in three stages. This also applies to the large travel enduro Crosstourer, which also has a windshield that can be adjusted with one hand. Almost all models are also available in new paintwork, some of which are subject to a surcharge.

triumph


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manufacturer

Triumph Bonneville T120: Classically inspired Triumph model, now with a water-cooled 1200 twin in a pre-unit look. All new twins have a crankshaft with a 270 degree crank pin offset, 105 Nm are promised at a meager 3100 revolutions.

Trade fairs are always an opportunity to inspect new machines live that were previously only printed or seen on screens. The new “Modern Classic” models from Triumph (see MOTORRAD 23/2015) already looked quite tasty in the photo, but in nature they are really beautiful retro bikes. Finely crafted in detail and harmonious in proportions, this applies equally to Street Twin, Bonneville and Thruxton. And the controversial water cooler? 

It’s not that bad, it hides quite inconspicuously between the frame tubes. An esthete can live with that too. It remains to be seen what the three retro bikes will do. Triumph continues to make it a secret, we’re guessing around 70 hp for the 900s and 90 to 100 hp for the two 1200s. Sure enough for modern classics – why this secrecy?

The British also had some real innovations in store in Milan, namely a heavily revised Speed ​​Triple and a whole fleet of Tiger Explorer models. A Speed ​​Triple, cult machine and mother of all street fighters, can of course only be refined optically. This is guaranteed with the new model, even if some Speedy fans are still crying for their earlier bulging eyes. Let’s rather devote ourselves to the technical updates. Ride-by-wire, Euro 4 coordination, traction control, ABS that can be switched off, driving modes: all of this was urgently needed in order not to completely lose touch with the much more modern competition in this highly competitive segment. More power is certainly helpful. In this case, too, Triumph does not reveal how much was put on it. A strange strategy. So let’s type again: It will hardly be much more than five additional horsepower, i.e. around 140 little horses. On the other hand, that is perhaps not that important, the strength of the triple has always been the linear torque curve and the inimitable character. 

That was also the case for the big Tiger Explorer travel enduro, but it too urgently needed a renovation. The list of engine measures reads very similarly: Euro 4 set-up, traction control, driving modes. With the difference that here – at least with the more expensive variants – inertia and lean angle sensors help to control ABS and traction control. And before it is forgotten: there is also more power and torque. How much? Just guess, Triumph is silent. In addition to rather minor interventions on the engine and its peripherals, a lot happened on the Tiger Explorer. Adventurous Triumph customers can now choose between a total of six models. The XR series is on cast wheels, the XC series on spoked wheels. The basic machines come with an electrically adjustable windshield and adjustable WP suspension. In addition to the on-board electronics package mentioned, the variants marked with the addition “X” have the semi-active WP suspension, which is already known in principle from the KTM Super Adventure. And finally there are the two tourist-oriented t / a models, the higher windshield of which is supposed to optimize the wind protection. 

Moto Guzzi


Model presentation


Hertler

Moto Guzzi MGX-21 Flying Fortress: Moto Guzzi has not yet released the technical data and price of this mega machine. The first test of the mighty and yet so beguiling MGX-21 is planned for the beginning of August at the Motorcycle Rally in Sturgis / USA, after which it will go on sale.

This mega machine is actually going into series production. Last year Moto Guzzi showed the MGX-21 as a study, now the prototype ready for series production. Clearly intended for the US market, it reaches mighty dimensions and yet exudes an almost light-footed European elegance. The striking, fire-red cylinder heads of the air-cooled V2, the case integrated into the rear, the enormous, bat-like handlebar cover and the 21-inch front wheel with its distinctive carbon disc are characteristic of the excavator. The front mudguard, tank and case cladding are also made of carbon fiber. Will it fit on European roads? Does not matter. In any case, Guzzi made a bang with her. Only the nickname Flying Fortress, derived from the US bombers of World War II, turned out to be very bellicose. 

Guzzi’s charming V7 will be joined in 2016 by a larger version called the V9. The displacement increases by a good 100 cm³, the number of horsepower increases from 48 to 55. No, the V9 will not become racer’s favorite, but it ultimately wants to be the machine for connoisseurs. The frame was hardly changed compared to the V7, the swing arm was at least reinforced and the fork and struts renewed. The cast wheels with a spoke look are beautifully made. The 15 liter tank and mudguards are made of metal, footrests, side and tank caps and hand levers are even made of light metal. Two versions are planned: the Bobber with thick front tires and straight handlebars and the classic Roamer (in German: vagabond) with 19-inch front wheel and high handlebars. 

Guzzi already had a Stornello Scrambler in its range, it was 1967. The current version is based on the V7 II, which is now the smallest Guzzi. As befits its standing, it rolls on wire-spoke wheels, at the front on an 18-inch model, plus a 21-liter tank and all sorts of extras, such as the beautiful two-in-one exhaust system from Arrow.

Suzuki


Model presentation


Hertler

Suzuki GSX-R 1000 R: The noble version of the new Gixxer with the finest Showa technology (Balance Free Front Fork) and a corresponding shock absorber. Valve control with variable timing is used in both the standard and the “R”.

Man, that was a difficult birth. What have we waited and waited and waited for the new GSX-R 1000. Now it should finally come. But not in spring, but at best in the middle of the season, maybe later. Suzuki therefore speaks of “Concept”, but that is misleading. This GSX-R 1000 will be available in two 

Versions that have recently become fashionable again. An additional “R” after the engine size (see pictures on the left) will have the luxury version in the name and be equipped with the latest Showa BFF and -BFRC technology, the standard version with conventional spring elements will be significantly cheaper. Both have in common: For the first time in the super sports world, the new 1000 series will have variable valve control, which is supposed to combine torque at the bottom with peak performance at the top of the rev range. How much? Suzuki has been silent about this so far, as well as about the weight and other details. Only this much is known: The new one is supposed to be the strongest and lightest GSX-R 1000 of all time. 

Who would have thought that?! 

Back to the Roots: This motto applies to the second important Suzuki novelty, namely the new edition of the evergreen SV 650. The new SV looks like the old one again, but is technically up to date. Over 60 parts on the engine, over A total of 140 parts have been changed compared to the Gladius, the engine now delivers 76 hp, 4 hp more than before, despite Euro 4. For those who want something even more down-to-earth: The VanVan 200 is now also in the range in this country.

Kawasaki


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manufacturer

Kawasaki ZZR 1400: As a performance sport, now with a fine Ohlins TTX shock absorber and the best Brembo brakes, plus a new two-tone paint job. The power pack now meets the Euro 4 standard.

And the greens? In Milan, after the extensively renovated ZX-10R had already been presented in advance, held back noticeably. The only innovation (besides design variants of the Z 800 and Z 1000): the ZZR 1400, now with Euro 4 and a performance sport version. It now brakes with the finest Brembo M50 goods instead of Nissin, and now springs and dampens the rear with an Ohlins TTX shock absorber. New for both versions: a new cockpit with a switchable LCD background and improved ergonomics.

Indian


Model presentation


Hertler

Indian Scout Sixty: The Indian for little people, so to speak: With almost 140 cubic centimeters less than the big sister, it is also 1000 euros cheaper. Otherwise there are no technical differences, but there are certainly color differences. The Sixty has to get by with a black frame, black swing arm and black wheels.

Polaris continues to accelerate – and in the Scout Sixty presents a new engine with 60 cubic inches, which corresponds to exactly 999 instead of the 1133 cubic centimeters of its big sister. In addition, the frame, swing arm, wheels and seat are black, while the chassis and brakes correspond to the large Scout. In the new Sixty, the V2 developed 78 hp instead of the previous 102, and the torque decreased from 98 to 89 Newton meters. On the other hand, “the dream of a real Indian” has now also become cheaper: The Scout Sixty will cost 11,990 euros – and thus exactly 1,000 euros less than its big sister.

MV Agusta


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manufacturer

MV Agusta Brutale 800: 9 HP less, but a full 25 percent more torque and a more muscular look for the completely redesigned bestseller from MV Agusta. Unique in this class is the blipper, which allows you to shift gears without a clutch.

In the course of the Euro 4 homologation, almost no screw on the new Brutale 800 remains in its previous place. Engine, tank, rear, ergonomics – everything has been completely redesigned. The 800 series engine loses 9 hp compared to the previous version, but gains 25 percent torque; it comes from the crossover model Turismo Veloce and pleases with a lively and smooth character. The new LED headlights and the floating, filigree light metal rear stand out visually. The three exhaust pipes have also been modernized, and the seating position has been trimmed for an even more active posture. In addition to the usual electronics, there is a special technical treat, an automatic gearshift for clutch-free gear changes. 

Husqvarna


Model presentation


Schumann

Husqvarna Vitpilen 701: Look here: The new Husqvarna is clear, stringent and without rough edges – and yet it is designed by Kiska. A 690 KTM single of the latest generation with a whopping 75 hp works in the tubular frame. Hopefully not too much will change before the start of series production. It would be a shame.

It is still a dream of the future, the Vitpilen 701. Unfortunately, because what KTM in-house designer Kiska put us at the EICMA is truly impressive and visually has nothing to do with the angular, technoid design that is celebrated with devotion in Mattighofen . And anyway: If the demarcation of technically largely identical products such as the KTM 690 Duke and the single-cylinder Husqvarna succeeds so impressively, the coexistence of the two brands can also work in the on-road area. It is not known whether orders have already been taken. Let’s look forward to 2017 or 2018.

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