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- The race is on
- Ducati Panigale 1299: Hole almost in the area of truck engines
- Kawasaki Ninja H2: The centerpiece is the supercharged engine
- Honda RC 213 V-S: exhaust not suitable for road use
- Aprilia RSV4 RR: more wind protection with over 200 hp
Motorcycle fair in Milan
EICMA 2019
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Yamaha
Supersport innovations at EICMA 2014
The race is on
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Everyone chases BMW. This could be the new boom in the super sports segment. 200 HP are the minimum, full electronics mandatory. An overview of the new supersporters from Yamaha, Ducati, Honda, Aprilia and Kawasaki.
Like the first R1, the new superbike from Yamaha will become the dream bike of the sports community again. In 1998, the four-cylinder lured with terrific performance data and such a sharp appearance that even ripped off super sports fans stapled the large-format pictures of the beautiful piece over the bed or in the office on the pin board. And now Yamaha is reaching out again – finally, one must say.
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Supersport innovations at EICMA 2014
The race is on
Yamaha YZF-R1: trains of the Grand Prix bike
Already visually, a lot of the YZF-R1 in 2015 reminds of its MotoGP sister M1: The central air inlet via the steering head into the large airbox, the completely redesigned front with the inconspicuous LED headlights, the angular tank with the slots, the narrow one The rear and the 4-in-2-in-1 exhaust system give the R1 trains the Grand Prix bike.
The new Yamaha superbike also makes this reference in terms of technology. There is nothing left of the predecessor. Apart from the variable intake manifold lengths and the engine, which still operates with the crossplane firing order of 270, 180, 90 and 180 degrees. Yamaha is not putting all the cards on the table before the first driving presentation of the R1, but among other things with a new bore / stroke ratio, special airbox technology, new 12-hole injection nozzles and larger valves in the completely new cylinder head with optimized channels R1 can now achieve 200 hp without ram air effect. But holla!
The crankshaft was also lightened. With 20 percent less flywheel mass, the engine should be made to work properly below. The valve angles in the cylinder head are significantly narrower, underneath there are more compact combustion chambers which are compressed at 13.0: 1. For the first time on a Yamaha super sports car, rocker arms operate the valves, which is primarily intended to fuel the four-cylinder’s ability to turn. Very light connecting rods made from a titanium alloy drive light forged aluminum pistons through the cylinders. Here, too, you can look forward to spinning around with pleasure. The pistons are additionally cooled by oil nozzles towards the piston crown.
The new R1 also has a very large program in terms of electronics, which is also based on direct experience in MotoGP and was completely developed by Yamaha itself. In the superbike, electronics work with two acceleration and rotation rate sensors each, which work three-dimensionally and thus record movements around the longitudinal, vertical and transverse axes. That happens 125 times a second. This benefits the new traction control, which compares the lean angle and engine power, front and rear wheel speed and keeps the R1 on track via throttle valves, ignition and injection. With the SCS (Slide Control System) controlled drifts should be possible with this data comparison. Front lift control against time-consuming wheelies and launch control for quick starts are also part of the new standard. The automatic gearshift is almost a matter of course, following the example of the top competition from Aprilia, BMW and Ducati. However, there is no blipper system for clutch-free downshifting. In return, the R1 now has a lean angle-sensitive ABS with a combi braking system, which is supposed to make sporty use even more fun. For example, if the pilot goes into the iron front and back, the electronics compare the braking force and optimize the braking.
Of course, the new R1 is also much lighter than its predecessor. With fuel, it should weigh 199 kilos. The engine alone should be significantly lighter than its predecessor. The magnesium rear and the cast magnesium wheels also add a lot of weight. You alone save 530 grams at the front and 340 grams at the rear. The new Deltabox frame brought more kilos. In addition, it shortens the wheelbase to an agile 1405 millimeters. That is 10 mm less than the previous R1. “We really wanted to pack the M1’s great strength, the handling, into the R1,” explained Rossi about the achieved driving behavior.
The MotoGP guys fitted the new R1 really well. Connecting the riders and their development work with the new Yamaha is a huge marketing thing. But the data of the new superbike and the unquestionable optics seem to keep what the marketing promises; they massage the pleasure center. As with the first R1. Even then, everyone dreamed of the maximum that motorsport could give normal, mortal fans. Are these glorious times again, when supersport dreams are still worthwhile? With significantly less than 20,000 euros for the R1 and a little more for the even sportier R1M with electronic chassis and a lot of carbon, which is limited to 150 pieces for Germany, the superbike is priced in the range in which dreams can come true. After all, athletes were never cheap homes.
Super athlete
Endurance test final balance of the Yamaha YZF-R1
Endurance test final R1
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Ducati Panigale 1299: Hole almost in the area of truck engines
Dream bikes have always been Ducati’s domain, especially when it comes to supersport. In Bologna they have also thoroughly revised their sporty figurehead. For the Superbike homologation, the new Superbike, which in future will only be called the Panigale R, largely received the engine of the fantastic Superleggera. With titanium connecting rods, titanium valves and pistons with only two rings, this racing engine delivers 205 hp at 11500 rpm. The R has a new exhaust system and fairing modifications as well as the modified chassis in common with the new, face-lifted 1299.
1299? Yup! Ducati installs gigantic 116 special pistons in the new road engine, which with the previous stroke produce exactly 1285 cm³ displacement. The bore extends almost into the area of truck engines, but the engine still rotates up to over 11,000 rpm – no engine manufacturer has succeeded in this in series. According to the manufacturer, the 1299 delivers a whopping 205 hp at 10750 rpm. In addition, however, there is a brute 145 Nm torque, at 8500 rpm. This should iron out the issue of the acceleration hole at 4000 rpm and the very high performance characteristics of the previous superbike twin.
In order to be able to control the ultra-light Ducati (with a full tank, just 193 kilograms), the Italians build in everything that is available in electronics. The latest Bosch sensor technology enables cornering ABS, wheelie and traction control. The S version also has a semi-active chassis including a steering damper and an automatic gearshift with blipper.
The chassis geometry has been redesigned for better grip and handling. The fork is now steeper and the front wheel has less caster, the pivot point has been lowered four millimeters. The first test at the latest will show whether you even notice it. The higher and wider windshield and the more comfortable seat will be more noticeable. Thank you very much! And even more noticeable, especially for those oncoming, will be the new LED lighting technology that adorns the newly designed nose of the cladding. This technology probably comes directly from Ducati owner Audi, whose cars have been using such LEDs for a long time.
The S version not only comes with an electronic chassis, but also offers completely new options with a smartphone via an interface, which can be used to record data on the racetrack, for example, using a special app and to download appropriate suggestions for the chassis. Like most other manufacturers, they are still silent about prices. The 1299 Panigale shouldn’t be much more expensive than the current 1199.
Enduro
Ducati Panigale and Multistrada against KTM RC8 and 1190 Adventure
All against all!
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Kawasaki Ninja H2: The centerpiece is the supercharged engine
While Ducati has waived racing homologations for the top super sports car by expanding the displacement of the 1299, Kawasaki is building a 1000 cc four-cylinder with a supercharger, thus fueling an extremely sporty speed bike that also has no racing series in mind. On the other hand, driving fascination of a completely different kind, and for this the H2 was presented in Milan as a high-volume motorcycle with street legal. As with the limited R version, which was shown for the first time in Cologne, the exterior of the series machine is extremely rugged. Not having a full fairing is for better heat dissipation, and according to Kawasaki, every little part makes sense. New German means that form follows function.
The centerpiece is of course the supercharged engine, which incidentally does not come from the Superbike ZX-10R, but draws its 998 cm³ from four x 76.0 mm bore and 55.0 mm stroke. While the R is talking about 300 HP, the production bike will have 200 HP – without Ram-Air. For this purpose, the turbine wheel in the compressor should reach up to 130,000 rpm.
You can already imagine what the test drivers mean by “a unique feeling of acceleration” after PS was able to talk to the guys a little more easily in Milan. In order to be able to handle these key data relatively safely as a driver, electronics are of course necessary. It starts with the electronically controlled steering damper and of course includes the traction control and ABS that are already familiar from the superbike. A new addition is launch control and an electronically controlled engine brake. Unfortunately, albeit for understandable reasons, the series H2 did not retain the simple exhaust pipe of the non-approved R. Now a gigantic, jagged silencer rules the rear right side and obscures the view of the rear wheel in the single-sided swing arm. However, the large bell fits the face of the H2. Because anyone who chooses this bike is looking for that very special athlete feeling, which must have a lot to do with extravagance, (still) unusual technology and extreme performance data. And what he is then happy to spend around 25,000 euros.
Honda RC 213 V-S: exhaust not suitable for road use
Actually, with the MotoGP replica RC 213 V-S, Honda also has something extravagant to offer, like Kawasaki with the H2. However, firstly it will be considerably more expensive and secondly the whole thing looks a bit half-baked. What could be seen there in Milan was a flawless MotoGP basis, which was fitted with completely misplaced mirrors on the ends of the handlebars and also somehow missed indicators and license plate holders. But if you could take a closer look at the bike, you quickly noticed that the exhaust would be so impossible to be street legal. A kind of db killer was simply implanted in the MotoGP pipe. Hardly any homologation authority in the world is likely to participate. The price that Honda will call for such a racer is still unclear. However, PS learned from a Honda spokesman that the replica will be available “on demand”, which means paying in advance and then waiting a long time until one is built for you. But it will hardly look like the motorcycle at EICMA.
Conclusion in view of the innovations from other manufacturers: Honda is still deeply asleep when it comes to sporty bikes. This also applies to the long overdue Africa Twin successor, which was again only seen as a concept. The speakers had little to say about the technology and the timing of the market launch: the two-cylinder in-line engine is said to generate 95 horsepower from around 1000 cm³, and the motorcycle weighs around 200 kilos.
Aprilia RSV4 RR: more wind protection with over 200 hp
Even the ailing Piaggio Group can offer more through the Aprilia division. The boys from Noale not only celebrated the newly won Superbike World Championship title more than extensively at their press conference, but also presented the RSV4 RR, another modified superbike for customers, the innovations of which were developed by the Racing Department. It starts with the newly designed front panel, which is now supposed to offer more wind protection. This also includes the new front light with LED indicators.
It gets really exciting with the engine. The RR is said to produce a whopping 16 hp more than its predecessor and thus have over 200 hp. For this purpose, the entire air intake tract with airbox was redesigned and new injection nozzles were installed. Careful processing makes ducts and valve seats more aerodynamic. The valves are now all made of titanium, the springs are new and the camshafts have a new profile. They are also 500 grams lighter. A few grams have been saved here and there around the crankshaft and the housing has been optimized. The lubrication system has also been revised. Despite the lower amount of oil, the engine should be better supplied with lubricant than with its predecessor, even in extreme inclines. The new exhaust system and a new control ECU help increase performance.
As with the “real” superbike, the RR chassis still allows changes to be made to the engine position, the pivot point, the steering head angle and the rear height in addition to the fully adjustable suspension elements. The swing arm is now 14 mm longer to reduce wheelie tendency. Overall, the geometry of the RR has been slightly changed.
Aprilia optimized the complex electronics of the RSV4, the APRC, for the RR, which also got the latest Bosch ABS. Race mapping makes the RR even more toxic. And if that’s not enough, you can use the Race Pack, Aprilia’s range of accessories, or order the RF special model, limited to 500 pieces, with adjustable footrests and other premium parts. Aprilia also offers the multimedia platform for the top superbike, with which the electronics can be modified accordingly using a mobile phone. The prices for the RR and RF have not yet been determined.
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