Table of contents

• Motorcycles not coming in 2007 News we still have to wait for
• Yamaha is available to answer questions – the big enduro is clearly in focus
• Honda is available to answer questions – specific questions, few answers
• Triumph is there to answer questions – the wait will be worth it
• Suzuki is available to answer questions – new 125ccs in sight
• Kawasaki is available to answer questions – not in all segments

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motorcycles

Motorcycles not coming in 2007

Motorcycles not coming in 2007
News we still have to wait for

Some are happy, others look down the pipe: Many wishes for the 2007 vintage remained unfulfilled. MOTORRAD researched missing models and received background information.

Ralf Schneider

12/19/2006

Nobody has ever said anything about models that don’t come out after all. A widespread attitude these days, similar to “Asterix and the Avernerschild”: Nobody knows where Alesia is.
Because at the end of a year, when everything is clear for the next one, all the new products are in the brochures and soon afterwards at the dealers, rhetorical major cleaning is the order of the day. Then what did not come into the limelight is denied down to the deepest shadow realm. There is no, there has never been, there will never be? so in a year at the earliest. And the rumors accumulated over the year, all the snippets of information that somehow got out, are carefully swept up and thrown away. Nothing should distract from the motorcycles that are really for sale.

But the news about the still unformed bikes, the demands of dissatisfied and neglected customers, the desire to speculate, can never be suppressed. There may still be so many people sitting with the motorcycle manufacturers who would never give anything away. In the end, they too cannot control the statements made by an entire corporate workforce.

the Yamaha Vmax is a fine example of this. Since a spectacular prototype of this over-motorcycle was presented at the Tokyo Motor Show 2005, the German importer has never said anything to the press about series production or even given a date for a presentation. However, one or two sales representatives announced to “their” dealers that the motorcycle would go on sale in May 2007. and
they will have passed the information on to their customers just as they did one day to an editor from MOTORRAD. In this way, some stir up expectations that others want to keep in check.

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Pictures: Motorcycles that will not come in 2007

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The deadline in May, that much is certain, cannot be kept. As can be seen from the comments of Yamaha press spokesman Karlheinz Vetter (see interview), it was realistic at a certain stage, but had to be postponed over the course of the summer. Yamaha Germany decided not to show a Vmax at the Intermot, as originally planned. The Americans did not hold back two months later; in mid-December in Long Beach they presented the prototype from Tokyo with a headlight insert that looks as if it had been painted on and provided it with the Star brand label, under which certain Yamahas are sold in the USA.

Shortly before, Vetter had confirmed for the first time in the interview mentioned that the Vmax is built in series; the way is clear for further speculation. For example, how much displacement and power it will have. The index of the rumor exchange currently stands at 1800 cc and over 200 hp. It should be a very exclusive, expensive model. It remains to be seen whether Yamaha with the presentation will join the series of innovations at the autumn trade fairs 2007 or secure the undivided attention of the public through an earlier date.

Many fans who want a large, two-cylinder enduro or supermoto from Yamaha would be happy to have such reliable knowledge of their dream as the Vmax enthusiasts. The fact that this segment is »clearly in focus«, as Vetter puts it, says nothing at first. In connection with the 125 cc, which Yamaha is “watching closely”, the wording is gaining in importance.

At the Eicma in Milan, the Yamaha subsidiary Minarelli showed a new water-cooled 125cc single-cylinder engine with four-valve technology and optionally equipped with injection or carburetor. And with Yamaha lettering on the clutch housing. So when “strong observation” means in plain language, “We already have an engine for it”, then there is still hope for the big enduro and supermoto, which is “in focus.” They agree that the displacement is well over 1000 cm³, unfortunately they contradict each other with regard to the engine concept. On the one hand, there is a report of an in-line two-cylinder, which, however, has almost nothing to do with the engine of the current TDM 900, and in particular is said to be much lighter. On the other hand, there is talk of a V2, more precisely: the engine of the cruiser XVS 1300 A. Compact and lightweight, short-stroke, equipped with water cooling, four-valve cylinder heads and injection, it is a good basis for an Enduro / Supermoto model family. And as a 1000, also suitable for the MT-02, which was announced by the Yamaha bosses back in 2005. It is quite possible that both lines of information apply because Yamaha has experimented with both engine concepts.
At the moment, the question of an inexpensive mid-range motorcycle that will succeed the long-discontinued XJ 600 and that is being vehemently demanded by dealers is completely open at the moment. Computer retoucher Jean-Marie Guerin asked around at Yamaha France and, as a result of his research, generated a pretty 650 with a two-cylinder in-line engine and tubular space frame. Quasi the Yamaha interpretation of a Kawasaki ER-6. Guerin does not claim to be precise; the picture is more likely to serve as an impetus from French Yamaha employees to their Japanese colleagues.

This brings up a topic that is also crucial at Honda
Model development shapes: Between the representatives of the individual continents, regions and countries as well as the company headquarters there is a constant tug-of-war over the development potentials, which are scarce for cost reasons. Everyone wants new motorcycles to be designed according to their own ideas and needs, but only those for whom the market is booming come into play. This has not been the case in Germany for over eight years, which is why not only the demand for a successor to the CBR 1100 XX has so far gone unheard.

Drawing: force

Deleted: Honda fans have been waiting for an Africa Twin successor for a long time.

The not very specific statement by Honda product planner Klaus Bescher is not to be seen as a disregard of the MOTORRAD readers, but as an attempt to conceal his being torn between local issues and his loyalty to the Japanese parent company. It was only in a later telephone conversation that Bescher became more specific about individual questions. Of course, he and his colleagues had long since asked for a new XX for Germany, but they simply didn’t get it. In addition, he admitted what had always been denied at Honda Europe North, namely that this successor had been fully developed. He didn’t want to reveal why it wasn’t brought. Since the 1100s can currently still be sold in acceptable quantities worldwide, they will continue to be built. And what happens after that is not yet apparent.

The reason for the failure to upgrade the engine on the Transalp could spark a spark of hope for Africa Twin and Transalp lovers. Even with the 680 V2 from Deauville, according to Bescher, the Transalp would lag behind its most important competitor, the Suzuki V-Strom 650, by a good seven hp. It wouldn’t be clever to put this disadvantage on her. When the Transalp ?? so the conclusion ?? So if you get a new engine, it will have over 70 hp. It is quite possible that a motorcycle will emerge from this, which would also be acceptable to the Africa Twin fan base.

The DN-01, a cross between Deauville and a large scooter that was presented by Honda boss Takeo Fukui in autumn 2005 and whose production was announced at the earliest possible date, is still in the making. Allegedly everything is going according to plan, and it is also fairly certain that the scooter motorcycle with automatic transmission will come to Germany. Overall, according to Bescher, the 2007 vintage was not very German, but that will change again.

Triumph seems to work much more than Honda on the principle of “trial and error” and handles the displacement mechanisms described above in a masterly manner. Uli Bonsels ?? The answer to the first question in the interview is a prime example of in-house purposeful amnesia. The Speed ​​Triple 675 was practically ready for series production, the presentation at the Eicma behind closed doors had already been announced. However, there were then problems with the passenger fitness, reported an informant. Of course, this does not mean the position of the footrests or the size of the seat, but the fact that the short, super-light motorcycle with the front wheel can practically no longer be kept on the ground as long as someone is riding in the back. Shifts in the center of gravity and seat position, torque curve and secondary transmission still seem to be pending here.

Another problem apparently arises with the positioning of the 675s-
in relation to the 1050 speed triple. How dynamic can the little one be without accelerating the big one, how dynamic does it have to be in order to be able to survive alongside it? The same question arises with the price and therefore the scope of the standard equipment. Hence appears
it is plausible that the 675s will have to wait until the 2008 season. As English colleagues have indicated these days, another development that has long been banned in the prototype cellar could then be resurrected: the 1400 speed bike.

The biggest challenge for a manufacturer currently seems to be on the other side of the displacement spectrum. Even large Japanese manufacturers find it difficult to build 125 cc models that are technically and economically attractive. Between the 5,000 euro expensive luxury mopeds from Europe and a number of rather involuntary neoclassics whose engines are decades old, there has been practically only the Honda CBR 125 R for years. Although Kawasaki has long been considering one of the 250s built for the home market -To halve four cylinders, but even the common parts strategy still seems to be promising
too little profit. So Kawasaki relies on the attitude of BMW or KTM not to even deal with the topic of promoting young talent through attractive motorcycles. In principle, Suzuki is facing the same problems, but is tackling them offensively by building a new production facility in a low-wage country. Yamaha, as already mentioned, dares
profitable production of a new 125cc in Europe too. Since it can hardly be assumed that the controllers there cannot calculate, the question arises why others should not be able to do this.

Yamaha is available to answer questions – the big enduro is clearly in focus

Last year, Yamaha showed at the
Tokyo Motor Show the ready-to-drive prototype of a new Vmax. As a result, many expected the motorcycle to be presented as a production model this fall. Why didn’t this happen??
The Vmax project was timed
postponed a bit, but by no means given up. They simply took more time to develop this important model.
So the Vmax is coming?
Yes she’s coming. When exactly, we cannot and do not want to say at the moment.
There are rumors that the Vmax has been temporarily stopped because some European importers still have many MT-01 in stock and fear that they will be sold off. What is to be made of it?
The wording sounds like the MT-01 is being sold out and discontinued? but that is by no means the case. The MT-01 models
and MT-03 have established themselves quite well and represent an independent segment that has nothing to do with the Vmax. So the rumor is wrong.
Yamaha currently has some gaps in its model range. To the
For example, a mid-range motorcycle like the Honda CBF 600 or the Kawasaki ER-6 is missing. Or a big travel enduro. What about developments in these segments? Or does Yamaha intend to look permanently out
withdraw them?
Basically, we are of the opinion that we are quite well positioned with our model range ?? also in comparison
to our competitors. For example, with the FZ6 and FZ6 Fazer in the 78 hp versions and also with the MT-03, we have attractive entry-level motorcycles, especially since these models can also be converted to 34 hp. On the subject of travel enduro
can’t we say anything concrete at the moment ?? perhaps
just this much: At Yamaha, this segment is already very clearly in focus…
There will be a sporty, fully faired 125cc from Yamaha in the foreseeable future?
This segment is also being watched closely. We cannot say more about this at the moment either.

Honda is available to answer questions – specific questions, few answers

Mr Bescher, the Honda CBR 1100 XX has been in the range since 1997, and since 2001
only minor modifications practically unchanged.
In view of this, the question arises
a successor or at least one
Facelift. What were the reasons for Honda to continue to offer the double X unchanged in 2007??

MOTORRAD knows from a reliable source that a successor to the XX was already on the production schedule, but then it wasn’t
was built. Does this mean that Honda will give up this segment in the medium term?

Honda product planners have been thinking about the segments of VFR for a long time,
Covering the CBR 1100 XX and Pan European with just one model ?? based on the example of the Yamaha FJR 1300. What role do these considerations play today??

After the overhaul of the Deauville engine last year (increased displacement, new four-valve cylinder head) and the resulting increase in performance, it was to be expected that too
the very similarly constructed Transalp-V2 would be replaced. this is not
happen. Why?

Despite a very attractive design and a low price, the FMX 650 sells rather slowly. One of the reasons could be the poor performance of the aged engine design. What plans
pursues Honda regarding new single-cylinder?

When will Honda present the DN-01, which was introduced last year?

Thank you for your request. Please understand that we cannot generally provide any information about future models. The Honda product planning leads annually worldwide complex and broad-based market-
analyzes and records the locally different customer wishes and requirements in great detail. You will certainly understand that not all customer requests can be met at the same time. One or the other wish will remain unfulfilled due to insufficient global demand. On the other hand, the CBF series, for example, shows that intensive market research can lead to resounding success if the vehicle meets the customer’s wishes and needs to the fullest satisfaction. Let yourself be surprised which models Honda will present in the future.

Triumph is there to answer questions – the wait will be worth it

In the late summer of this year it was more than a rumor that a Triumph Speed ​​Triple 675 based on the Daytona 675 would be presented at the Eicma in Milan. Why is
this motorcycle did not appear there?
In Cologne and Milan we presented all the vehicles that we wanted to show. The rumors were not true.
What is the schedule for the introduction of this model at the moment?
We cannot and do not want to give any details at this point; it will take a while. But the wait will definitely be worth it!
Since the Rocket III was introduced, fans and journalists speculate about a Supertourer based on this model, a kind of Gold Wing from Triumph. Even Triumph managing director Tue Mantoni confirmed this project in an interview with MOTORRAD. Where is this machine??
I’m not exactly sure what Mantoni is doing to you
said at the time, but I can assure you that we will not be presenting a Gold Wing variant of the Rocket next year. She will be different.

Suzuki is available to answer questions – new 125ccs in sight

Suzuki has modernized the model range in some important segments for 2007 and thus strengthened itself. For example with the Bandit models and the GSX-R 1000. At the same time, you open up a new area with the B-King. On the other hand, it doesn’t look very glamorous with the 125 cc. why?
The reason for this is very simple: we are currently unable to produce 125cc
to develop and produce that are technically attractive enough and at the same time can be offered at a reasonable price. The conditions
for this must first be created.
In plain language: For this we need a new one
Pull up the factory. And in one
Low-wage country.
You say “at the moment”. Something will change in the 125cc misery in the next two years?
We’re working hard on it and we’ve come a long way. I can already see it, the silver lining. So may you, if you look in the right direction. That would be it
something other than looking into the tube.

Kawasaki is available to answer questions – not in all segments

Although Kawasaki is currently one of the most industrious manufacturers in terms of model development, an important segment will only be served half-heartedly in the coming year: the 125cc. The Honda CBR 125 R remains unrivaled. Why does Kawasaki practice one here?
Reluctance?
For strategic reasons, Kawasaki has not served all segments of the two-wheeler range since the company was founded. This will continue to be the case for the foreseeable future. Since there is not enough lucrative demand worldwide for the 125cc segment, Kawasaki is concentrating on other categories, which are served with corresponding emphasis.
The even bigger manufacturer Honda seems to be sufficient in this segment with its Thai and Brazilian factories
to find lucrative demand for his products.
Kawasaki Heavy Industries is a global player with a huge corporation in the background, which in addition to so-called consumer products, including motorcycles-
hear, many other business areas combined.
The production spectrum ranges, for example, from bridges, container ships and oil tankers to high-speed trains
like the famous Shinkansen, helicopters and jets
to industrial plants such as power plants, tunnel boring machines, gas turbines or environmental technologies such as waste incineration plants. This shows that motorcycle construction only makes up a limited part of the company as a whole and, with the focus on image building, clearly differentiates which segments are served and which are not.

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