The GO RACE WITH ENEOS tour is building up excitement for the 2019 Malaysian MotoGP.
ENEOS is Japan’s number one engine oil company.
They handed over prizes to winners of Leg One over the weekend.
Japan’s number one engine oil company ENEOS is building up excitement towards the fast approaching 2019 Malaysian MotoGP, through their campaign called GO RACE WITH ENEOS.
Local distributor MAYSHOWA is currently conducting a tour, consisting of 2 roving teams. Leg One of the tour targets 12 stops at Klang Valley motorcycle workshops in 6 days, between 14th to 16th October and 21st to 23rd October. Leg Two will see the teams complete the 44 scheduled stops by mid-November 2019.
The tour found that Malaysian bikers are familiar with the brand. Out of 330 surveyed, 282 said that they knew the brand and its ties with MotoGP. 110 of those survey participants have used ENEOS engine oil. The campaign also yielded 140 participants in the lucky draw. They stood to win grandstand tickets at the Malaysian MotoGP and smartphones worth over RM 6,000.
Representatives from ENEOS and MAYSHOWA handed over the tickets and smartphones for Leg One winners at Ah Hong Trading workshop, Jalan Sentul over the weekend.
The company offers a wide range of engine oils for different applications. Their flagship product is the 4T SL/MA2 10W-50 Fully-Synthetic. As for synthetic blend (semi-synthetic), there are the 4T SL/MA 10W-40 and 4T SL/MA 20W-50. The latter product is for scooters. There are also mineral oils.
They are currently associated with the Monster Energy Yamaha factory racing team with Valentino Rossi and Maverick Vinalez as riders.
Miguel Oliveira survived a horrific 300 km/h crash at Phillip Island.
A high gust of wind pushed him off the track.
One of the things that saved him was his Shark Race-R Pro GP helmet.
Red Bull KTM Tech 3 Racing rider Miguel Oliveira survived horror 300 km/h crash, thanks to his Shark Race-R Pro GP helmet.
The riders make it look easy on television, but they have to actually battle blustery winds up to approximately 30 km/h at the Phillip Island circuit. In fact, speeds as high as 63 km/h have been recorded.
Additionally, MotoGP bikes would hit more than 330 km/h at the end of the Gardner start/finish straight.
It was because of these conditions that Oliveira was pushed off the track by a strong crosswind at Turn One and onto the grass during the final FP4 practice at 300 km/h. He was then thrown onto the ground, smacking his head multiple times while tumbled on and on in the gravel pit.
You can watch the video below (Video credit Fox Sports and nine.com.au):
The horrific accident not only caused the remainder of the session to be cancelled, but also prompted the riders to vote for the qualifying sessions to be moved to Sunday morning.
Thankfully, Oliveira survived the fall. He was however deemed unfit for the race due to bruised hands and lacerations all over his body, complicating the task of squeezing into his race suit. He did not suffer a concussion, thankfully.
Photo credit GPOne.com
Credit has to go his Shark Race-R Pro GP helmet. The FIM had pushed for a new set of testing regulations earlier this year and the helmet has since been certified. Do note that the certification seeks to bring the lifesaving technologies of race helmets to consumers.
Check out how the helmet looks after the crash. The shell and face shield looked totally bashed up but neither were compromised. It was a real testament to the high standards of set by Shark Helmets.
The 2019 Shell Malaysia Motorcycle Grand Prix (MotoGP) is coming soon.
Fans can have a great experience from the Shell Hillstand.
There will also be meet and greet sessions with Ducati Corse riders.
The 2019 Shell Malaysia Motorcycle Grand Prix (MotoGP) is happening from 1st to 3rd November and fans can have the best experience from the exclusive Shell Hillstand.
Fans at the Shell Hillstand can see the dramas unfold through Turns 13 and 14 at the Sepang International Circuit. They will also have a clear view of the circuit, besides watching the “live” action on two giant LED screens.
But the excitement doesn’t stop there as the stand is nearby activities and experiential pit stops such as the Ducati bike showcase and apparel touch points, Shell Advance Ride Thru service, and Shell V-Power vouchers. There are also food and beverage vendors such as Costa Coffee, Tealive and Shell’s own deli2go.
Shell are also introducing the Sunset at Hillstand on 1st November. Fans will be able to meet MotoGP riders here.
An event with the petroleum giant’s technical partner, Ducati Corse will “takeover” the Shell station at Lebuhraya KLIA Extension on 31st October. The event will see a Ducati store front and a petrol pump island to showcase the MotoGP.
A meet and greet with Ducati factory riders Andrea Dovizioso and Danilo Petrucci will also be held at the same location from 11.30am to 12.30pm. There will be an autograph session and a chance for fans to take photos with the riders.
The 1990s say clearer distinction between types of motorcycles.
However, the decade was the golden age of sportbikes.
Almost all manufacturers vied for the World Superbike title.
As 90s dawn, excess during the 1980s started to give way to multiculturalism.
Factors such as the fall of world communism and the beginning of the World Wide Web brought the world closer, despite the 90s being sometimes called the deadliest decade since World War 2.
But the fall of communism opened new markets and saw capitalism expanding faster than before. Companies strived to conquer emerging markets, seeing them pushing innovation to even greater heights. It was also during this decade that the European Union (EU) was created to open up trade and share defence capabilities.
Similarly, motorcycles in the 1990s started to be segmented along clearer lines. However, no one can deny that it was the golden era for sportbikes as WSBK (before the series was sold to Dorna and became WorldSBK) started gaining more popularity than the World Grand Prix Series.
So, here we go: The Motorcycles that Defined the 1990s
Harley-Davidson FLSTF Fat Boy (1990)
Fat Boy used in Terminator 2: Judgment Day
Let’s start with the Harley that became a cultural phenomenon.
The Motor Company had been bought back by Willie G. Davidson and Vaughn Beals from AMF in 1981. By 1984, they had created a new engine called the 1340cc Evolution (better known as Evo) and the first Softail framed bike, the FSXT Softail.
But Harley needed something to drop a bomb and create and explosion, so to speak.
After a couple of years of riding around on prototypes, they revealed the FLSTF Fat Boy in 1990.
It was quite a revolution at the time: trimmed back but with large and imposing styling, including those “disc” wheels. Some thought the name was a combination of the Fat Man and Little Boy atomic bombs dropped on Japan. Likewise, they likened the grey paint scheme and disc wheels to the B-29 Stratofortress bomber that carried those bombs. This was later dismissed as an urban legend.
But sales truly exploded after the bike was used in the movie Terminator 2: Judgment Day.
Suzuki DR650 (1990)
This is the 1991 DR650
The DR650 shows how a simple, reliable machine can last for ages. Using an air-cooled, carburetted single-cylinder engine, it was a dual-purpose bike that truly went anywhere. It was so simple that one could strip it down in the bush (just ask our friend Rob). That’s why it’s so popular that it was once the best-selling bike in Canada. In fact, Suzuki is selling it next year. With a new paintjob.
Kawasaki Ninja ZX-11 / ZZ-R1100 (1990)
1990 ZZR1100 (ZX-11)
Kawasaki wanted to put the fastest production bike title out of reach hence they introduced the Ninja ZX-11.
The 1052cc, DOHC, 16-valve, inline-Four put out 145 bhp and 106.8 Nm of torque, and featured ram air induction the first time on any production bike. Those figures took the bike to 283 km/h. Not only that, it blasted through the quarter mile in 10.43 seconds at 211.45 km/h.
The ZX-11 would hold on to the record for another six years.
Britten V1000 (1991)
We don’t want to include race bikes here but the Britten V1000 was a work of genius that can’t be ignored, nor should ever be forgotten.
John Britten was enamoured with the lack of parts for his Ducati in New Zealand and that it didn’t handle well, causing him to crash at a race.
So he and his friends decided to built their own bikes, in the den of his home’s backyard! Heck, he even heat cured engine parts in his wife’s pottery kiln. They laid their own carbon fibre parts.
The result was the V1000 superbike racer. It boasted everything modern race bikes have and more. It used carbon fibre almost everywhere; the radiator was located under the seat; doublewishbone front suspension (carbon fibre, of course); frameless design and data logging for the first time; titanium valves; titanium conrods; among others.
The engine produced 166 bhp, while the bike weighed only 138 kg, giving it a top speed of 303 km/h.
It went on to win the Battle of the Twins and other races.
Unfortunately, John passed away from cancer not long after, leaving his dream with the V1000. Only 10 (plus one prototype) were ever built.
Ducati 888 (1991)
While the Ducati 851 won the manufacturer’s first WSBK title, the 888 sounded the alarm bells in the Japanese factories.
Truth is, the 888 wasn’t innovative as liquid-cooling, four-valve heads and electronic fuel injection made their appearance in the 851. The 888 was the 851 with enlarged capacity and revised suspension.
The engine Desmoquattro V-Twin made only 94 bhp and 80.5 Nm compared to the Japanese bikes that made over 100 bhp at the point. However, Ducati claimed the race bike made 134 bhp and weighed on 142 kg, dry.
But that was enough to win Ducati and Doug Polen the 1991 and 1992 WSBK titles.
Aprilia RS 125R Extrema (1992)
This well-known bike came out this year alright and gave the Cagiva Mito a run for its money. But the truly popular model with the bulbous bodywork came out later in 1996. The two-stroke single produced 34 bhp and 24 Nm of torque, and could hit around 180 km/h. Traffic light GP was the best during the era.
BMW R1100RS (1992)
This BMW Motorrad sport-tourer was the first to use the new air-cooled Boxer with oil-cooled heads, hence popularly known as the “Oilhead.” It superseded the air-cooled “Airhead” engines that were in use since the R32 in 1932.
The Oilhead became the Boxer for the manufacturer for many years to come and was enlarged to 1200cc, before being superseded by the “Wasserhead” in 2013. But the 1200cc Oilhead is still used in the R nine T.
The R1100RS also used the engine as a stressed member, a design that’s adopted until today. It was also the first BMW motorcycle which uses the Telelever front suspension set up.
It proved immensely popular and there are still many running today.
Honda CBR900R / CBR900RR Fireblade (1992)
We thought we’d leave the best of 1992 (and of future generations to the last).
While sportbikes gained more power and technology since Suzuki’s GSX-R750 in 1985, they also gained more and more weight and heft. But the CBR900RR proved once again that light is right.
Interestingly, the project had started out as the CBR750RR to compete in the 750cc sportbike class. But project leader Tadao Baba protested that if Honda made a bike that was powerful, light and easy to ride, people will buy, 750cc be damned.
So Honda enlarged the inline-Four engine to 893ccto find the balance between the 750’s agility and 1000’s power. But the engine was still shoehorned into the original 750cc-sized frame. Tadao’s team then pared away all superfluous parts and weight in a typical Japanese OCD fashion.
What they ended up with was truly groundbreaking — the bike weighed only 185 kg dry, 205 kg wet. That’s just 2 kg more than the Honda CBR600F2. The next lightest over-750cc bike was the Yamaha FZR1000 which was 34 kg heavier!
It was also agile as Honda used a 16-inch front wheel.
Suffice to say, the CBR900RR wiped the showroom floors with the other sportbikes, until the Yamaha YZF-R1 came out in 1998.
Triumph Tiger 900 (1993)
Let’s start the year with this one, which was the grandaddy of the current Tiger Sport 1050.
Fans called this bike the “Steamer” and it was made during the time when the Paris-Dakar Rally was at its zenith — the hunting grounds of the Honda Africa Twin, Yamaha Super Tenéré, BMW G/S and Cagiva Elefant.
The 885cc, DOHC, 12-valve, inline-Triple made 85 bhp and 82 Nm. That doesn’t sound a lot, correct, but the Steamer was the fastest adventure bike of the time, hitting 210 km/h when its competitors struggled to reach 180 km/h.
It may look big and unwieldily, but in truth it weight only 209 kg and was nimble — a trait of all Triumphs.
The engine went on to 955cc, powering the er… Tiger 955i and finally the Tiger Sport 1050. By then it had become more road-oriented, as Triumph decided that the new Tiger 800 would be the true dual-sport model. The Tiger 800 had a different developmental path, as a result.
Yamaha YZF750 (1993)
1993 Yamaha YZF750 SP
The YZF750 was one of the best 750cc sportbikes ever made but largely underrated as it was sandwiched among the Ducati 888, Kawasaki ZX-7R, and later the Honda CBR900RR Fireblade and Ducati 916.
But it was the sweetest handling sportbike when it was introduced and served until 1998. In fact, there were owners who shoehorned the YZF1000 engine into the YZF750’s chassis!
Yamaha also built the SP version for WSBK homologation. (It didn’t get the OW02 designation, though.)
Ducati Monster (1993)
The Ducati Monster went on to popularise the naked sportbike category, but it was meant to be a parts bin special at the time of its inception. The manufacturer had wanted to create a bike that cheaper to produce and sell, compared to the expensive 888 sportbike.
But it turned out to be a special alright, as discovered by Ducati’s test riders. Despite looking something like a cruiser, it had the propensity to lean way over and pull wheelies out of corners. Consequently, they dubbed it “Il Monstro” (“Monster” in Italian) and the name stuck.
The Monster would be the bike that saved Cagiva (owners of Ducati at the time) from bankruptcy, and see many revisions and iterations until today.
BMW R1100GS (1993)
The BMW R1100GS was released a year after the R1100RS received the Oilhead Boxer. It was also the model to break away from the R80G/S and R100GS’s styling mould, and lead the way to how the future GS models would look like.
Other features included Bosch Motronic fuel injection, Telelever front suspension, Paralever rear suspension which incorporated the driveshaft and ABS as an option.
BMW F650 (1993)
The F650 was also revolutionary in BMW Motorrad’s history as the first single-cylinder bike since the 1960 R27. It also has the distinction of being the first chain-driven BMW.
An interesting fact was the F650 was co-designed with Aprilia, who produced the Pegaso 650. Now you know why both bikes looked similar! The 654cc engines for both the BMW and Aprilia were made Rotax. Now you know why they sounded alike!
The single-cylinder F650 would be produced all the way to 2000, in different variants. It was superseded by the F650GS in 2000; then the parallel-Twin 798cc F650GS in 2008; before being reverted to single-cylinder and called the F650GS in 2009 (G650GS for the US market).
Kawasaki Ninja ZX-9R (1994)
Okay, let’s start 1994 with the Ninja ZX-9R because it was the year when a certain bike revolutionised the sportbike segment until today.
Kawasaki was actually blindsided by the Honda CBR900RR. The former and all Japanese manufacturers had stuck to the 750cc for agility and racing, and the 1000cc open-class for power.
So, they had to respond against their long-time nemesis with this bike.
But rather than going the Honda way of building a light bike, they decided to bring the bike closer to the big bore end. It resulted in a bigger bike which weighed 215 kg dry – a whole 30 kg more. Granted, it had 125 bhp which was 10 higher than the CBR900RR but it couldn’t challenged the class leader directly.
As such, Kawasaki called the Ninja ZX-9R an alternative to the CBR.
Honda RVF750 RC45 (1994)
Honda was contesting the WSBK title with the VFR750R RC30 but it was starting to show its age and beaten by Ducati, Kawasaki and Yamaha. Honda was the company who took losing like a katana to the belly.
In fact, their mantra is “Win on Sunday, sell on Monday” and it’s founder Soichiro Honda who said, “Racing improves the breed” despite “The Power of Dreams” tagline.
The RVF750 was redesigned from the VFR750 RC30, using the RVF endurance racer’s technology. It’s made for one sole purpose: To win the WSBK title again.
As such, it was a race bike from ground up and hand-built by HRC (Honda Racing Corporation). Only 200 were made.
But it struggled in WSBK, especially against the next bike on this list. On the other hand, the RC45 was dominant at the Isle of Man TT with Joey Dunlop and Jim Moodie; AMA Superbike and Daytona 200 with Miguel Duhammel and Ben Bostrom; FIM World Endurance from 1988 to 1998 (shared with the RC30); and the Macau Grand Prix with Michael Rutter.
It made nearly 200 bhp in its final racing form, more powerful than Honda’s own all-conquering NSR500 two-stroke GP bike.
Triumph Speed Triple (1994)
If the Ducati Monster popularised naked sportbikes (although they claimed it began the street fighter revolution), it was the Triumph Street Triple showed the way for factory streetfighters.
Two versions were offered, initially, the 900 and 750. The former used the 855cc, inline-Triple engine shared with the Trident, Daytona and and Thunderbird. It produced 98 bhp and 79.8 Nm of torque.
That was good to provide the rider with an enthralling ride. Wheelies, stoppies and burnouts were included in the package.
The Speed Triple was continuously updated and has reached the 1050cc beast now, along with the superb Street Triple 765 (whose engine is the base for Moto2 engines). There may be a more powerful one soon.
KTM Duke 620 (1994)
The Duke 620 is an important bike in history because it was the Austrian manufacturer’s first venture into road bikes.
The 609cc, SOHC, 4-valve, single-cylinder engine produced a healthy 55 bhp and 60 Nm, which goaded riders into riding on the borderline of irresponsibility and insanity. Although the factory marketed it as a naked bike, it was the smaller streetfighterto the Triumph Speed Triple.
Ducati 916 (1994)
Sorry to keep you waiting. Here it is, the bike that turned sportbike design and engineering upside down. Designed by the late Massimo Tamburini, it would become the most beautiful bike of all time. Its looks were backed up by performance which completely dominated the WSBK field.
The engine evolved from the 888’s and hit 114 bhp with 91 Nm of torque.
It wasn’t about grunt which made the 916 such a dominating bike. Instead it was the overall package which was shrink wrapped into the size of a 250.
The single-sided swingarm was made for quicker wheel changes. The underseat exhausts gave the bike a clean, lean and purposeful look. The thin midsection let riders clamp the tank easier and gave the feeling of sitting in the bike as one, rather being perched precariously on it.
It was from advent of the 916 that sportbikes look the way they do now. It was also the bike that truly made “Ducati” a household name. That was why Ducati commemorated the 25th anniversary of 916 recently with the Panigale V4 S 916 25th Anniversario edition.
One journalist put it best, “1994 was the year the Ducati 916 came out. No one remember what else did.”
End of Part 1
Let’s take a break here. Just like the 80s, the 90s gave birth to bikes whose legacy continues until today. There are still five years to go until the end of the decade. We’ll continue with what else came along.
The 2020 Honda CBR1000RR Fireblade was spied being tested at Suzuka.
It didn’t debut at the Tokyo Motor Show as expected.
This is an all-new bike.
Okay let’s move away from Ducati for a while (yes, there are more) and head over to another great sportbike — the 2020 Honda CBR1000RR Fireblade.
We were expecting its launch at the recent 2019 Tokyo Motor Show but it didn’t turn out that way. Instead, the new model was caught testing at Suzuka by a Japanese photographer, who then uploaded the pictures and video to his Twitter account @n_mode_log.
Honda has said before that this will be a new CBR1000RR, rather than a mere update.
At first glance, you can see a new fairing which is more enclosing compared to the outgoing model’s. Besides that, there are gills at the bottom.
However, look closer at the front and you’d spot something which resembles a large inlet with winglets in them. This is the “aerobody” which the manufacturer patented a few months ago. They’re enclosed, rather than hanging out in the breeze unlike the Ducati Panigale V4 and V4 R’s. Honda also patented “active aerodynamics” for the rear in the form of foldout winglets, but they don’t appear in these photos.
Photo credit n_mode_log
But these pictures showed the race version of the bike, signified by the front fork set up. The purple-coloured slider tube shows that its coated with titanium nitrate and the true giveaway is the thin plunger-like travel sensor.
However, bear in mind that superbike racing dictates no modification to the frame and bodywork over the streetbike.
Peeking through the fairing’s opening also reveals what seems to be a new frame. The cutouts in the swingarm also look different.
Honda brought along a 2019 CBR1000RR for comparisons and the uploader also shot its pictures.
Photo credit n_mode_log
There was also a video and the bike has an inline-Four engine, quashing rumours of a V-Four.
The 2020 Ducati Panigale V4 and 2020 Ducati Panigale V4 S were also updated.
They were revealed at the Ducati World Premiere.
Outwardly, they look like the Panigale V4 R.
More on Ducati; this was why they chose to debut new bikes away from EICMA because there are so many all at once. Included in the Ducati World Premiere were the 2020 Ducati Panigale V4 and 2020 Ducati Panigale V4 S.
The updates were aimed at moving the two bikes a little closer to the WorldSBK homologation Panigale V4 R model, but of course, the R still has more race-ready components.
First and foremost, they gain the V4 R’s winglets and fairing, complete with gills. The fairing is also wider along with a taller windscreen to provide the rider with more wind protection. Those winglets really work, and provide 30 kg of downforce at 270 km/h — the same figures as the R’s. The downforce they provide allows the rider to open the throttle earlier and keep on the gas while accelerating as wheelies are kept in check without having the anti-wheelie electronics cutting in. Ducati claims they obtained a 2.43m advantage over the 2019 model from the last corner to the finish line at Jerez.
The front of the frame was also made less stiff to provide more feedback. Better feedback equals better confidence. Additionally, the centre of gravity was moved 5 mm higher for better turning leverage.
Lastly, the already excellent traction control strategy was upgraded to DTC EVO 2, as per the new Streetfighter V4 and Panigale V2.
Ducati also released the prices. The Panigale V4 costs € 23,490 and the Panigale V4 S costs € 28,790. That marks a € 500 increase for both bikes.
The 2020 Ducati Panigale V2 takes over from the Panigale 959.
It’s now updated to share some features with the Panigale V4.
It’s the last Ducati V-Twin sportbike.
The updated Ducati Panigale 959 has been renamed as the 2020 Ducati Panigale V2.
We published a number of articles about a new 959 months ago and here it is. It was launched alongside the Streetfighter V4, Multistrada 1260 S 1260 Grand Tour, updated Panigale V4 and Scrambler Icon Dark at the 2019 Ducati World Premiere.
Immediately obvious are the Panigale V4-style front fairing, single-sided swingarm and new exhaust.
Holding out as the last Ducati V-Twin sportbike, the V2 gets lots of great stuff, some of them clearly shared with its Panigale V4 brother. However, Ducati made the V2 more accessible to the regular superbike rider while the V4 is the true track-oriented beast.
But that doesn’t mean the 959 went soft. The Superquadro engine was updated to produce 155 hp and 104 Nm of torque, while weighing only 153 kg, dry. That’s a whisker more than 1 hp to 1 kg.
The electronics got better too, of course. Traction control is now handled by the new IMU-based Ducati Traction Control Evo 2 (DTC EVO 2). The manufacturer claims it handles rear wheel slips 25% better compared to the previous model’s. Other functions such as the engine braking control and bi-directional quickshifter were similarly revised, too.
Last but not least, the V2 now has the TFT screen from the V4.
The 2020 Ducati Streetfighter V4 was just launched at the Ducati World Premiere 2019.
It has 208 bhp, 122.6 Nm, and weighs only 178 kg dry.
There are the standard and “S” models.
The most anticipated bike of the year, the 2020 Ducati Streetfighter V4 was just launched at the Ducati World Premiere 2019.
And as promised by the manufacturer, the bike is a powerhouse that would scare off sportbikes. In case you missed the teaser video, the 1100cc Desmosedici Stradale engine punches out an unholy (for a naked bike) 208 bhp at 12,500 RPM, 122.6 Nm of torque of 11,500 RPM.
If those figures are awesome, think about the weight: 178 kg dry. That gives the bike a 1.17 bhp/kg power-to-weight ratio, which some sportbikes could only envy. As a matter of fact, Ducati aimed for 25% more power over their closest competitor.
However, there’s a Streetfighter V4 S model and it produces 216 bhp!
The full specs are just filtering through at the moment. But among other things is the electronics suite which is shared with the Panigale V4.
And just like the Panigale V4 S, the Streetfighter V4 S uses the amazing Ohlins Smart EC 2.0 suspension.
But it has something which only the Panigale V4 R has: Winglets. Make that twice the V4 R’s winglets. The Streetfighter has four of them!
Ducati also released the prices. The standard bike costs €19,990 while the “S” is at €22,990.
Stay tuned as we will bring you the full specifications of the bike later.
The supercharged super naked 2020 Kawasaki Z H2 was revealed at the Tokyo Motor Show.
The engine produces 197 hp and 137 Nm of torque, and weighs 239 kg ready to ride.
Kawasaki also revealed the W800 Street and W800 Cafe.
As promised also, the 2020 Kawasaki Z H2 supercharged supernaked was revealed at the Tokyo Motor Show 2019.
While the bike bears resemblance to the fully-faired Ninja H2 and Ninja H2R, most of the bike is brand new. The main differences between it and its Ninja siblings are revisions to the chassis and geometry to provide more agility. The engine is likewise tweaked for better midrange grunt (as if the Ninja H2 doesn’t have midrange grunt!).
But okay here’s the news everyone is waiting for. The 1000cc, inline-Four engine and supercharger are paired to produce 197 hp and 137 Nm of torque. That makes it the most powerful supernaked bike — at least for a few hours until the launch of the Ducati Streetfighter V4.
Whether the Z H2 looks good or otherwise is entirely up to personal tastes, we think. But it does celebrate the fact that even naked bikes get 200 horsepower these days!
Kawasaki also launched two new W800 modern retros at the same time. They are known as the Kawasaki W800 Street and Kawasaki W800 Cafe. It’s great news for those who missed the previous W800. The engine is now a 773cc parallel-Twin and it’s Euro 5 compliant.
The 2020 Kawasaki Ninja ZX-25R was revealed at the Tokyo Motor Show.
It’s the return of a 250cc inline-Four.
The bike is full of great stuff like a quickshifter.
Finally! As promised, the 2020 Kawasaki Ninja ZX-25R inline-Four sportbike was revealed at the Tokyo Motor Show.
Yes, the 250cc inline-Four returns after years of going the parallel-Twin route.
But it isn’t just a case of sticking a new engine into a frame and enclosing it in the Ninja 400’s bodywork. No no, this bike is packed with goodies that you’d only find on bigger bikes.
Where do we start…?
Okay, the engine first. The 249cc, 16-valve, DOHC, liquid-cooled inline-Four is said to be tuned for low- to mid-range torque, while possessing high-end power. The intake and exhaust were also tuned for the exhaust note characteristics of Kawasaki’s inline-Fours. The performance figures were not revealed yet, however.
Over to the chassis, the frame is a steel trellis instead of the usual steel backbone or perimeter type common to the class. Kawasaki says that it was “designed using dynamic rigidity analysis.” Could that means tuned rigidity?
The suspension is high grade. The forks are SFF-BP (separate function forks – Big Piston) presumably from Showa. The Ninja ZX-25R will be the first 250cc bike to utilise them. The rear suspension uses the company’s Horizontal Back-link set up. Braking is handled by radial-mounted a monobloc caliper up front.
But here’s the best part: Besides the KTRC (Kawasaki Traction Control) and Power Mode selector, the bike comes with… drum roll… KQS (Kawasaki Quick Shifter).
No word on its pricing yet, but hope you enjoy these two videos.
Environmental groups called for speed limits throughout the German autobahn network.
They were concerned that speeding vehicles produce more emissions.
But the country’s lawmakers shot down the idea.
The German autobahn has a certain sense of fascination attached to it, since it’s probably the last stretch of road in the world where speed is not limited.
It’s also a symbol of pride and identity of a nation well-known for cutting edge engineering and technology. It’s somewhat like saying “our vehicles can go fast, but they are safe, too.” In fact, that’s exactly what country’s Federal Transport Minister Andreas Scheuer boasted that German highways are the safest in the world.
So, when a group called National Platform of Future Mobility recommended that speeds are culled to a 130 km/h limit, lawmakers responded with a resounding “Nein! (“No” in German)” Of the 631 votes cast in the Bundestag (parliament), 498 were against.
Interestingly, the proposal was not not made from the point of the dangers of speeding. Instead, it was due to environmental concerns that speeding vehicles consume more fuel, thereby releasing more noxious emissions compared to those cruising at “middle” speeds.
The minister’s response may seem off the mark but he countered that there are better solutions than to impose speed limits.
Truth is, the vision of blatting WFO (wide, full, open throttle) down the entire 12,993 km network around Germany is a myth. While it’s true that only 30 percent have a speed limit of 130 km/h, the rest are “limited” by what’s called “speed at your discretion.” Besides that, the limit-free zones are outside urban areas and clearly marked.
The mid-80s on were sometimes called the age of exuberance and excess. Rather than describing it, watch the Miami Vice series from that time to understand what we mean.
Bikes gained even more power, more technologies, but also became more flashy.
Without further ado, here’s the conclusion of the Motorcycles that Defined the 80s
Bimota DB1 (1985)
Interestingly, the DB1 was actually commissioned by Cagiva. Ex-Ducati engineer and Bimota’s Technical Director Dr. Federico Martini designed it.
Since Cagiva was the owner ofDucati during that time, the DB1 used a 62 hp Ducati 750cc V-Twin engine. This model formed the base, the platform as the bike was also offered as the DB1J 400cc with 42 hp, DB1S with 72 hp, DB1SR with 82 hp and DB1R with 92 hp.
Just like the Ducatis to come, the frame was a chrome-molybdenum “birdcage” which hung the engine as a stressed member. The swingarm then pivots on the engine’s crankcase. Its all-enclosing bodywork seemed to have influenced Massimo Tamburini’s Ducati Paso later, which also went on to influence the 851, 888 and 900 SS
The DB1 was credited as the bike that saved Bimota from bankruptcy at the time.
Yamaha VMAX (1985)
Oh yes! Yes yes! You want a cruiser? The VMAX was the original powercruiser and was unbeaten until the appearance of the Ducati Diavel in 2010.
It was meant to hammer other bikes into submission at traffic light GPs and blitz the quarter mile. Superbike riders would give it a wide berth when it came to a straight-line fight.
That’s because while 750cc engines in superbikes of the time produced around 100 hp, the VMAX’s 1200cc V-Four punched out 145 hp and 112.7 Nm of torque! In fact, those numbers are on par with bikes today.
It remained pretty much unchanged until a revision in 2009.
Suzuki GSX-R750 (1985)
Oh what a year! The Suzuki GSX-R750 is one of the icons in motorcycling. It’s considered groundbreaking for its influence on how future sportbikes should look like.
It had an aluminium perimeter frame, which although was not new since it debuted in the GSX-R400 in 1984, but it’s so for the 750cc class. The engine was fed by four flat slide carburettors and produced 100 hp. Suzuki engineers decided on oil-cooling to save weight against liquid-cooling. Braking also was something new with dual four-piston front calipers.
Ducati Paso (1986)
The Paso is another bike we’ve written about a number of times, because it’s designed by that great genius Massimo Tamburini. This was the first Ducati he designed after he left Bimota — the company which he co-founded.
It’s funky design was well-accepted when during its introduction but it’s now one bike which Ducati collectors would pay a ransom for.
Suzuki GSX-R1100 (1986)
This bike was expected since the 750’s introduction the previous year. But what people didn’t expect was how awesome the new 1100 was going to be!
What truly made the bike popular was its power. The 1100cc, 16-valve, inline-Four produced 155 hp and 102 Nm of torque. That’s just 18 hp off the 1999 Hayabusa’s 1300cc engine!
Taking a Breather
Let’s take a breather before entering 1987. It was heaven for rock and heavy metal lovers i.e. me. But it was the year when we saw bikes that would reverberate the motorcycle industry until decades later.
You ready?
Yamaha RX-Z (1987)
Let’s start with this icon to get your attention! It was the most popular two-stroke motorcycle of all time in Malaysia, ever. Not even the TZM150 or 125ZR could supersede the mighty RX-Z.
Starting in 1985, the chassis came from the water-cooled RD125 LC YPVS, but fitted with the famous 20 hp, 133cc, air-cooled two-stroke, and mated to a five-speed gearbox. This was the start of the bike’s complete domination of Malaysian roads.
There were numerous updates down the years, including the addition of a six-speed transmission.
“The Boss” as its known after a famous advertising campaign by Hong Leong Yamaha or just the “Zed” continued to be produced and sold until 2011.
Many are still crying about its departure.
Honda VFR750R RC30 (1987)
While Honda won many times in 500cc GP, they wanted the WSBK (before it was known as WorldSBK) title, too. So, they came out with this!
The bike was meant to be a race bike from the very get-go, instead of walking the path of other manufacturers who modify their road-going bikes for racing. (It’s pretty much like what Ducati did with the Panigale V4 R this year.)
The 748cc, DOHC, V-Four used titanium conrods (piston connecting rods) — the first for a production bike — and gear-driven cams (instead of the usual chain or belt). Its firing order was also revised with a 360-degree crankshaft for the “Big Bang” effect to offer a broader spread of power. It also had a slipper clutch.
The engine produced 118 hp, and Honda sent it into battle for superbike honours.
And they were rewarded. Fred Merkel took the bike to the inaugural title in 1988 and repeated his feat in 1989, beating the Ducati 851.
32 years on and it’s still one of the best-looking race replicas ever!
Ducati 851 (1987)
Oh yes, another icon. The 851 was a groundbreaking bike for the Italian manufacturer. After languishing for many years with the air-cooled V-Twin, engineer Massimo Bordi pushed through his design of a liquid-cooled, 4-valve per cylinder, fuel-injected V-Twin. Yes, fuel-injected. At a time when all sportbikes were carburetted.
It took a few more years of development to be competitive in World Superbike racing but it finally broke Honda’s dominance and won Raymond Roche the 1990 title. It was to be the beginning of Ducati’s dominance in superbike racing.
Honda CBR600F (1987)
Again, another bike very fondly remembered by many.
The CBR600F was Honda’s first fully-faired inline-Four sportbike, along with its CBR750F and CBR1000F siblings.
Honda had wanted to build a sportbike which could be ridden as a daily bike, hence the bike’s more relaxed riding position and power characteristics. Many buyers took a liking to it right away and it sold more than most sportbikes of the day. It was so popular that it went to become the CBR600F2, CBR600F3, CBR600F3F4, CBR600F3 and finally the CBR600F3F4i in 2001.
The subsequent CB/CBR650 models use engines based on the Hornet thus do not share the same lineage as the original CBR600F.
Yamaha Virago 535 (1987)
Ah yes. The Virago was a simple, mid-sized V-Twin cruiser which was meant for the masses. It’s most unique feature was the shaft final drive, instead of the usual belt or chain found in cruiserdom. The bike, also known as the XV535 along with its smaller 250cc sibling made huge inroads in the Malaysian motorcycle market in the late 90s.
Yamaha FZR1000 (1987)
The FZR1000 was one of the powerhouses of the late-80s. Its engine made a mighty 145 hp during a time when traction control wasn’t even a conceivable concept. The bike laid down 0-100 km/h in 2.9 seconds and a top speed of 269 km/h.
Oh yes, it had a 5-valve-per-cylinder head, too. Yamaha called the project “Genesis.”
BMW K1 (1988)
Image source: bmbikes.co.uk
The K1 wasn’t radical as motorcycles of the decade are but it was radical for BMW. The manufacturer wanted to show that they don’t just make bikes with Boxer engines, although the K1 was shaft driven.
While it the entire bike was covered in wraparound bodywork, it was a sport-tourer rather than a sportbike.
The 100 hp, 987cc, 16-valve, DOHC, inline-Four was fuel-injected controlled by a Bosch ECU with three-dimensional mapping, giving the bike a top speed of 240 km/h.
Ducati SuperSport/SS (1988)
This is the 1992 900SS
The SuperSport name had been a mainstay in Ducati’s heirloom but this particular iteration featured a new bodywork, while using the 904cc, two-valve per cylinder, 90-degree V-Twin from the Pantah. The crankcase was derived from the 851. Using a dry clutch, it gave off that signature metallic rattle that Ducati fans have come to love. The booming exhaust note was another signature feature.
Initially available with a half-fairing (900 CR) a fully-faired bike, (900SS) which looked a lot like the 851 sportbike. Ducati also produced the limited edition 900 SuperLight (SL) in 1992.
Kawasaki KR-1 and KR-1S (1988)
Believe of not, Kawasaki did produce a monster two-stroke 250. But unlike their competition, it wasn’t based on a race bike as the manufacturer doesn’t one. Despite that, the KR-1 was the most powerful and fastest production 250 two-stroke. The 249cc parallel-Twin produced 54 hp and took the bike to 225 km/h, beating out more fancied models such as the Aprilia RS250, Honda NSR250R, Suzuki RGV250 and Yamaha TZR250.
The S variant had different colour schemes and components.
Cagiva Mito (1989)
As the decade came to a close, one bike stood out among the rest. Although not exported to the United States, the Cagiva Mito was famous and was the dream of every schoolboy everywhere else.
In fact, a young Valentino Rossi has one before he went on to become the famous racer he is now. He was given a Mito by Cagiva team boss Claudio Lusuardi in 1994 and wiped everyone on the track with it on his way to the Italian championship title.
The Mito went through a number of revisions, including getting a seven speed transmission. It also took on the look of the Ducati 916 in 1994, having been designed by Massimo Tamburini himself.
Conclusion
Well, that’s part of the 80s. There were many more great bikes but we just don’t have the space to list them all. Tell us what you’d like to see and we’d try to feature them in the future.
