There’s now real proof of a new 2020 BMW S 1000 XR.
It will have the inline-Four with Shift Cam engine adopted from the S 1000 RR.
The bike should be unveiled at EICMA 2019.
Finally, real proof a new 2020 BMW S 1000 XR.
We had published an article earlier about the S 1000 XR sport-missing from the list of bikes BMW Motorrad provided to the California Air Resources Board (CARB) in August. While the bike isn’t seen much in Malaysia, it’s actually very popular in other countries around the world. Thus to axe it completely would be a disaster.
However, it would make sense that the new bike be fitted with the BMW Shift Cam-equipped inline-Four that’s already powering the S 1000 RR sportbike.
Well, thank goodness because CARB has published a new list which includes the S 1000 XR. However, they did not provide the pictures no other specs apart from the level of exhaust emissions. CARB’s new regulations mirrors Euro 5’s standards.
The list did reveal that the engine remains at 999cc and it will feature two new wide range heated oxygen sensors in the exhaust system. Oxygen sensors er… sense the oxygen level in the exhaust gas and relays it to the ECU. The ECU will then determine the best combination of ignition timing, valve timing (since it has Shift Cam), fuel injection timing, fuel amount, etc. the result is optimum power with the lowest emissions.
The 2020 BMW S 1000 XR should be one of the four to be revealed at EICMA 2019, alongside the R18 cruiser. The other two may well be the S 1000 R naked sportbike and R 1250 R naked/standard bike.
Aptly named, the event seeks to build more informed and smarter Modenas motorcycle owners. That objective is achieved through better understanding of their bikes specifications wise and also about maintenance requirements.
Approximately 300 Modenas V15, NS200, RS200 and Dominar D400 owners participated in this edition. They were provided with lucky draw tickets and other goodies upon registration, along with a questionnaire on their thoughts regarding their motorcycles.
Attendees were also given the opportunity to test ride different models of motorcycles.
At the same time, Modenas provided trained mechanics to carry out a service campaign. Besides having their oil changed, the mechanics also carried out safety checks on the motorcycles.
The owners were provided with genuine Bajaj DTSi engine oil that’s specifically formulated for their bikes.
Afterwards, Tuan Haji Yusmey Yusoff from Modenas briefed the assembled crowd about the program.
He also highlighted on the Modenas Master Mechanic Competition which began last month. Mechanics from Central, South, North regions of Peninsular Malaysia and those from East Malaysia competed to determine one best mechanic. He/she will then be sent to Bajaj in India to compete against mechanics from 70 other countries.
Apart from that, the company will start a loyalty club for Modenas owners. Members receive will many perks including enjoying spare parts and accessories sales on BikesRepublic’s online shopping portal. They will also be entitled to free 120km (return) towing service, up to a maximum of four times per year.
Tuan Haji Yusmey also talked about Modenas’ desire to work with Giat Mara to supply mechanics to Service Plus workshops in more areas in the country.
Lastly, he promised that Modenas will set up a customer careline by year end.
The representative from Bajaj, Mr. Jagnesh Adlakha spoke about the importance of engaging the owners on a personal scale. Bajaj and Modenas are aware that:
Owners require good aftersales service. As such, there will be a total of 60 Service Plus workshops by year end.
Owners want to share their thoughts, ideas and feedback with the manufacturer, hence the Modenas Let’s Talk events.
Spare parts are in demand, but they are needed quickly. Consequently, Modenas has set up an inventory of parts worth RM 500,000.
Modenas received feedback that different shops are charging different prices for parts. Therefore, the company will soon introduce a price list.
Mr. Jagnesh then fielded questions to the participants. The questions pertained to specifications and maintenance requirements of the Modenas V15, NS160, NS200, RS200 and Dominar D400 motorcycles. Some of the questions were “What are the tyre pressures for you motorcycle?”
The correct answer earned the participant special prizes.
Mr. Keshy Dillon from BikesRepublic.com then spoke about the company’s new online shopping portal which lists all the genuine parts from Modenas/Bajaj. There will also be accessories, but these were carefully chosen to not void the bikes’ warranty.
Buyers can now pay for their chosen products via bank transfer, but other methods of payment will soon be added in Phase 2 of the portal’s development. Those in West Malaysia could expect to receive their package within 3 days, while those in East Malaysia should receive theirs in 5 days from when the order was placed.
The biggest difference for the new portal is that buyers have a direct point of contact, rather than through an automated system.
Buyers can expect the prices to be Modenas’ recommended retail price plus postage fees.
Representatives from Modenas and Bajaj then handed over prices to owners of the best-maintained bikes, by specific models.
A lucky draw was held before the day concluded. Attendees walked away with genuine Modenas service packages, accessories, action cameras, helmets and 2019 Shell Malaysia MotoGP tickets.
The 80s produced the most memorable and missed motorcycles, as much as those who lived through the era often reminisce everything about it.
Well, why not. The 80s was the real decade of experimentation by motorcycle manufacturers. By experimentation we meant that the makers actually produced and sold (or attempted to sell) those new concepts to consumers, rather than developing the ideas in their factories only.
Indeed, motorcycles mostly looked the same through the 70s despite technological advances. The fastest Z1 or CBX had round lights, beefy fuel tanks, long bench seats, exposed engines, dual shocks, skinny tyres, and steel tube frames — just like all other bikes.
It’s the after 80s that we have dual-sport/adventure bikes, sport-tourers, race-ready superbikes, force-induction bikes.
And those just the ideas that were accepted by consumers. There were so many others that were shunned, but they made sense in concept.
The 80s were also they heydays of the two-stroke. The lessons learned in the previous decade made the smokers as reliable as they were fast. And cheap.
Similarly, Grand Prix racing bikes also saw plenty of experimentation, resulting in some oddballs. However, we’ve covered this subject in an article called Ten GP Bikes That were Different, hence we won’t repeat them in this list.
Let’s get started with the Motorcycles that Defined the 80s. Before we get started about 80s music.
1. BMW R80G/S (1980)
BMW R80G/S
There were two very distinct types of bikes in the 70s. One was for the road only, the other was specifically for off-road use. Road bikes were heavy and had short suspension travel to do any good off-road, but they had the range and comfort. Off-road bikes on the other hand had short ranges and were uncomfortable for long-range riding.
For example, the hallmark 1980 Suzuki GS1100 weighed 252 kg wet but was considered “light” at the time. The Honda XR500 weighed 137 kg but had a range of only 125 km.
That’s when BMW Motorrad decided to combine the two aspects in one motorcycle, resulting in the R80G/S. It was a breakthrough and it became not only the grandaddy of the current BMW R 1250 GS/GSA, but also for dual-sport and adventure motorcycles.
2. Suzuki GSX1100S Katana (1981)
Here’s another legend. The Katana was designed by ex-BMW design chief Hans Muth.
The bike signified a major change in motorcycle design. Where the fuel tank and seat were separate entities, the Katana’s joined both as a continuous line. It also started that single-seat look despite having two seats. But the most radical was the headlamp and surrounding panels.
Its looks were backed up by performance. The 111 hp, inline-Four, DOHC engine took the bike to 220 km/h, beating out the Kawasaki GPZ1100 (although the latter accelerated faster).
Certain markets though the Katana’s design was too radical at the time, but an example would cost almost as much as a new bike these days.
Suzuki would release the GSX750S Savannah with pop-up headlight the next year.
3. Honda VT250F Integra (1982)
The 80s was when Honda produced every conceivable type of motorcycle and introducing large numbers in a year. They debuted 15 models in 1982 itself! But it was the year when Honda became known as the V-Four company, the bikes identified by the “VF” designation.
But let’s take a look at the VT250F Integra. The engine was a 248cc, four-stroke, DOHC, four-valve per cylinder V-Twin. It produced a healthy 35 hp.
The bike showed how a 250 could also be regarded as a “serious” machine and had all the superb goodies such as Comstar rims with tubeless tyres, TRAC anti-dive forks, Pro-Link mono shock rear suspension, and Honda’s signature ventilated front brake disc.
Its design would go on to inspire the V-Three, two-stroke MVX250 and the single-cylinder, two-stroke MBX125. Some of the latter made it to Malaysia and holds a cult status.
4. Honda CX500 Turbo (1982)
The 80s were sometimes called the “Turbo era,” as it was the craze of manufacturers to fit turbochargers to their products. That was certainly true for cars, but it was Honda who started it with motorcycles, in the CX500 Turbo.
The engine was adopted from the transverse V-Twin of the CX500. But it wasn’t just the case of slapping on a turbocharger. The bike was the first to feature programmable fuel injection (Honda’s PGM FI).
But the manufacturer couldn’t overcome the turbo lag problem (no acceleration initially, then suddenly taking off due to air’s inertia through the turbo’s impeller), thus the bike was produced in this single year.
5. Yamaha XJ650T (Seca) Turbo (1982)
Looking like those bikes used in 80s “futuristic” B-grade movies and TV shows, the XJ650 Turbo was the tuning fork company’s answer. But instead of suing fuel-injection, it utilised carburettors. But it was also blighted by turbo lag issues like its peers.
5. Honda CX650 Turbo (1983)
To combat lag, Honda engineers bored out the CX500’s engine to 673cc, increased compression ratio (for torque) and lowered maximum boost pressure. The fuel injection was revised accordingly.
Still, the lag wouldn’t go away and only 1,777 units were produced.
Outwardly, it looked no different that the 1982 CX500 Turbo, except for colours and badging.
6. Suzuki XN85 (1983)
Suzuki didn’t want to get beat in the turbo game and came out with the XN85 in early 1983. The manufacturer claimed that the 673cc inline-Four engine (uncannily identical in displacement to the Honda CX650 Turbo’s) produced 85 hp, hence the bike’s name.
Although its power delivery was smooth for a turbo bike, it couldn’t match the outright grunt of bigger bikes. It was also unreliable and expensive, hence sold poorly. The replacement GS750ES went faster and was cheaper.
7. Kawasaki GPZ750 Turbo (1983)
This was known as the best turbo bike. It was also the fastest due to the engine which produced 112 hp. In fact, it ran the quarter mile in 11.2 seconds at 201 km/h, which was on par with the GPZ1100. It also had a top speed of 238 km/h.
Current collectors are still looking for this bike.
8. Yamaha RD350LC YVPS/RD350LC II/RZ350 (1984)
Oh boy, every schoolboy’s wet dream, including this one.
This bike was about racing, whether at full race events, clubs events and the streets without having to splurge on the big bikes. There were “RZ/RD cup” competitions in Europe, Canada, and the world over. They provided some of the craziest and gritty track action but some of the riders actually went to bigger things.
The bike was fast and could hold its own against the bigger bikes, given its lighter weight and chassis which was developed from Yamaha’s grand prix racing exploits.
It was also in this bike that Yamaha pioneered and patented the computer-controlled exhaust valve on two stroke engines which they call the “Yamaha Power Valve System” or “YPVS” in short.
Two-stroke engines typically work well in the upper RPM ranges and lacked low- and midrange RPM acceleration. The YPVS enclosed part of the exhaust port at lower RPMs and progress to being fully open at full-chat. That had the effect of providing back pressure to engine to produce more torque and wider powerband without sacrificing top-end power. This system was adopted to four-stroke engines known as the EXUP (Exhaust Ultimate Power Valve) beginning with the FZR400R in 1987.
Such systems were adopted by all other manufacturers, although they had to circumvent Yamaha’s patents.
The bike is still a hot collector’s item with active clubs around the world including in Malaysia.
9. Yamaha RD500LC/RZV500/RZ500 (1984)
Want to know what was the ultimate sportbike? This one, a genuine 500cc. two-stroke, V-Four sportbike. The name stood for “Race Developed 500cc Liquid-Cooled.” Yamaha released the bike to commemorate their success in 500cc World GP racing and based it off the YZR500 ridden by Wayne Rainey.
The engine uses reed valves instead of the rotary valves in the YZR500 but it too had dual crankshafts. Both are geared directly to the clutch, but the front crankshaft also drove a counterbalancer to smoothen engine vibrations. It also had the YPVS power valve. As such the engine made 88 hp and the bike weighed only 199 kg wet. The bike could hit a 238 km/h top speed.
A Japan-only special version called the RZV500R was also produced and it had a welded aluminium frame, compared to the mild steel frame of the standard bike. Besides that, the forks were adjustable for spring preload and air-assisted rebound damping.
Some were exported and modified for racing.
You don’t see an RD500LC running around these days, because they’re probably placed inside glass cases in collectors’ homes.
10. Kawasaki GPZ900R Ninja (1984)
The Top Gun bike! We’ve written about this bike at least thrice. Why? Because it’s still beautiful 35 years on and was the world’s fastest bike when it appeared.
The GPZ900R or more popularly called the “Kawasaki Ninja” (it was the first Kawasaki with the Ninja name) was the first production motorcycle to feature a liquid-cooled 16-valve inline-Four engine. It produced 115 hp and Kawasaki claimed a top speed of 243 km/h.
But magazine tests during the day found it to go even faster. One tester hit 262 km/h! It could even shame many current performance cars with it 10.55-second quarter mile run.
So popular was the bike its international production stopped in 12 years later in 1996, while the Japanese market saw it produced for a good 20 years until 2004.
End of Part 1
That’s it for now. We’re just up to 1984 and there are still so many more to go until 1989! What a decade, the 1980s indeed!
The 2020 Italjet Dragster is making a return and will debut at EICMA 2019.
It will be offered with 125cc, 150cc and 200cc engines.
The bike looks aggressive and striking.
The 2020 Italjet Dragster is making a return and will debut at EICMA 2019.
The new Dragster features the DNA of the original Dragster which was introduced in 1998. That includes the hub-centre steering setup instead of conventional forks and exposed steel trellis frame.
But the new model looks even more aggressive and arresting. The sharply-faceted bodywork and those circular hubs look like Lego Technic pieces. Overall, it looks stripped down and ready to do battle on the streets.
The manufacturer’s website listed the bike as having new four-stroke, Euro 4-compliant engines ranging from 125cc, 150cc and 200cc. All are liquid-cooled.
Italjet is a small Italian scooter and motorcycle manufacturer. Their Italjet 125 scooter was last sold in Malaysia in 2016. Since then they’ve introduced other bikes such as the Buccaneer 250.
Anyhow, the original Dragster were widely received and garnered a cult status in Europe since its introduction until production stopped in 2004. The manufacture knows this and used the tagline “We’re not joking!” In their website.
There’s no further word on its specs and prices. We should know after EICMA begins on 5th November 2019. We shall then see if it reaches our shores.
Valentino Rossi revealed that Johann Zarco rejected a test rider role for Yamaha.
Yamaha had been trying to bring him in.
Rumours now say the Frenchman might be eyeing a role for Honda, instead.
Although Johann Zarco was highly expected to land a test role with the Yamaha factory, Valentino Rossi said revealed that the Frenchman has decided otherwise. There are rumours that Zarco may be eyeing a position in Honda instead.
The situation seemed to have changed since Zarco’s been called to replace LCR Honda rider Takaaki Nakagami for the last three races of the season.
“It’s a shame,” Rossi told the media in Motegi, Japan. “It’s no secret that Yamaha was looking at Zarco for ten rider and he would have been important for us.”
“Now he’s close to Honda and we need to see what he decides to do for 2020, but it looks to me like we will have to find another fast test rider. It will be difficult to find someone like Johann.”
Indeed, Zarco has great experience in the Yamaha YZR-M1. He achieved six podium finishes and three pole positions in 2017 and 2018, while his ex-team Tech 3 Racing were tied to Yamaha. When Tech 3 moved to KTM, Zarco was promoted to the factory KTM team while his ex-teammate Hafizh Syahrin stayed behind in the Tech 3 KTM team.
But now rumours are starting that the French rider could be eyeing a position in Honda.
It is all due to Jorge Lorenzo’s lacklustre form in the Repsol Honda factory team. Honda had great hopes on the five-time world champion but the best he could achieve was 11th this year. There are also rumours that the manufacturer is not happy with the rider.
Lorenzo has said that he is not concerned about Zarco riding for LCR Honda beginning the Australian round, stressing that it is the satellite and not the factory team. Lorenzo’s contract runs through 2020.
It is without doubt that Zarco’s ride for LCR Honda will be considered an audition. Honda could extend a test role for Zarco next year, replacing Stefan Bradl. Bradl is reportedly working on the new CBR1000RR Fireblade which will contending for the WorldSBK title in 2020.
Art of Speed has opened the application to the AOS 2020 Invitational Build-Off.
The winner from AOS 2020 will be entered in the 29th Annual Yokohama Hot Rod Custom Show.
Interested parties are to submit their plans before 31 October 2019.
In order to support the growing quality of participants in the Art of Speed (AOS), the application for the organisers have opened the application to the Art of Speed 2020 Invitational Build-Off.
AOS intends to submit the winner from AOS 2020 to the 29th Annual Yokohama Hot Rod Custom Show 2020, in Japan.
The motorcycle category is divided into two classes under the FreeStyle category, for motorcycles 250cc and below, and motorcycles 251cc and above.
Interested parties such as individuals or workshops are required to submit their plan to AOS before 31st October 2019.
Please refer to the Press Release below:
For #AOS2020, the current format of Invitational Build-off has been changed. To support the growing quality of participants, we intent to submit entry from #AOS2020 to The 29th Annual Yokohama Hot Rod Custom Show 2020, Japan.
For this reason, we are opening applications for #AOS2020 Invitational Build Off.
The category as below
i) Motorcycles FreeStyle :
a ) 250cc and Below
b ) 251cc and Above
ii) Automobiles :
Open to all model, make, year and freestyle class.
Winner of each category will have their vehicle transported and entered as participant at The 29th Annual Yokohama Hot Rod Custom Show 2020. Winner will also receive a package trip for ONE (1) to attend the show.
To all interested individuals or workshops, please submit design, briefing and build up planning to us for screening processing before
31st October 2019.
Please get in touch with Art of Speed through the contact details below:
