In a shocking move, KTM’s parent company Pierer Mobility Group has removed four directors. As such, their board of directors with be downsized from six to only two members.
The decision will leave only CEO Stefan Pierer and Co-CEO Gottfried Neumeister to helm the company. The biggest name to be cut is Hubert Trunkenpolz, who is the grandson of one of KTM’s founders Hans Trunkenpolz – the “T” in the brand’s name. The other three directors are Alex Pierer, Florian Kecht, and Rudolf Wiesbeck.
The decision follows the group’s continued financial struggles which already saw two rounds employee downsizing. They had cited high costs of living in the United States and recession in Germany.
According to the company’s statement, “The European economy is stagnating, with the important German market in particular in recession.”
“In the USA, consumer purchasing power remains low due to the high cost of living and long peirod of expensive consumer credit.”
PMG has seen a -6.3% decline in registrations in the US from January to September 2024. September alone saw a decline of -14.3%. Such alarming figures had prompted PMG to claim that “rapid recovery cannot be expected.”
The company which owns KTM, Husqvarna, GasGas and MV Agusta announced earlier this year that they are planning for more growth in non-European markets in partnership with Bajaj Auto (India) and CFMoto (China).
The statement adds: “Despite the slight reduction in inventories, further destocking remains an important objective.”
“Pierer Mobility remains clearly committed to supporting dealers and suppliers as a strategic partner in these difficult times. As a result of measures taken in this regard, working capital and consequently the company’s net debt and interest expenses increased.”
Due to the worrying circumstances, PMG has landed itself in, it confirmed that it is also revoking its 2024 guidance.
The statement concludes: “As a result of these circumstances Pierer Mobility will fall short of expectations in terms of revenue and earnings, as well as with regard to the reduction in working capital and net debt in the current financial year, and is revoking its guidance for the 2024 financial year.”
“A new review of non-cash value adjustments will also be carried out by the end of the year.”
As part of its commitment to fostering safety education for motorcyclists, Berjaya Sompo Insurance is proud to support the development of future talent in motorcycle sport racing through its sponsorship of Hong Leong Yamaha Malaysia’s racing activities. (more…)
The brand-new 2025 Triumph Tiger Sport 800 has been launched. It fills the gap left by the outgoing Tiger 850 Sport, between the Tiger Sport 660 and Tiger 900.
Unlike the Tiger 850 Sport which is based on the Tiger 900 dual-sport platform, the Tiger Sport 800 is based on the fully road-biased Tiger Sport 660. The 660 platform began with the Trident 660, before seeing the Tiger 660 Sport and Daytona 660 being added on.
As such, the Tiger Sport 800 will be more powerful than the Tiger 850 Sport, touting a 798cc, three-cylinder engine which produces 113hp and 84.1Nm of torque. Those figures put it in the range of the Yamaha Tracer 9 GT (117hp, 93Nm) and BMW F 900 XR (105hp, 92Nm). Although the Triumph’s peak torque output is lower than its competitors, do remember that all Triumph engines are tune to provide 90% of their peak torque over a wider rev range.
The bike’s chassis is shared with the 660’s, meaning that Triumph has somehow managed to squeeze the bigger engine into the frame. Yes, the 800’s frame and swingarm are shared with 660’s but the former’s suspension is higher in spec. Up front are fully-adjustable 41mm upside-down Showa forks, and a Showa monoshock at the back. Brakes consist of dual 310mm discs and four-piston calipers up front.
Electronics include a TFT display with smartphone connectivity via the My Triumph Connectivity System, allowing for turn-by-turn navigation, phones calls, music streaming.
There is a six-axis Inertial Measurement Unit (IMU) which provides optimised cornering ABS and traction control. Riding modes are Road, Rain, and Sport. Cruise control and quickshifter are standard.
Triumph claims fuel consumption is a frugal 25.5 km/litre, giving a maximum of range of 402km when coupled to the 18.6 liter fuel tank.
The 2025 Triumph Tiger Sport 800 sells for £10,995 (RM61,865.91) in the UK.
The Bimota KB998 WorldSBK racer has finally been revealed.
Bimota had already voiced their interest in rejoining the superbike race series since Kawasaki took over the brand. Known as Bimota by Kawasaki Racing Team (BbKRT), Bimota will supply the chassis and Kawasaki provides the engine which is from the Ninja ZX-10RR.
Speaking about the new partnership, team manager Guim Roda said: “Of course, there has been much work to do behind the scenes to get us to the eve of unveiling the new bike and testing on track in public for the very first time.
“To have Alex Lowes and Axel Bassani onboard as riders – plus the associated pit crews and support staff – means we can concentrate on the core tasks at hand, testing our new KB998 racing machine and accumulating data across a testing schedule, inside the test limitation rules set by BWO and the FIM, reaching from tomorrow and across the Winter.
“This is a very new bike and will need our full commitment. We are very enthusiastic to be part of this fascinating project and honoured to take responsibility for making the new Bimota KB998 perform on top as soon as possible.
“We have updated all our social media accounts so we encourage fans to follow BbKRT and play their part in this exciting journey.”
One question remains, though: Will there be a Bimota KB998 homologation model for the public?
It is well known that some F1 drivers also ride motorcycles.
Motorcycle riders can agree that motorcycles offer the most visceral enjoyment. There is no roof and huge windscreen to block the wind, the controls that require the entire body’s muscles. The most powerful street motorcycles may have “only” 200+hp compared to some supercars that sport 1000+hp, but the motorcycle accelerates harder and faster. And that feeling of dragging a knee through a corner… ah heaven.
Lewis Hamilton
Seven-time F1 World Champion Lewis Hamilton is visibly passionate about riding motorcycles, both on the road and track. The peak of this was swapping rides with Valentino Rossi (in Hamilton’s F1 car) at the Ricardo Tormo Circuit.
The Briton even has motorcycles dedicated to him, namely the MV Agusta F4 and Brutale LH44.
Now and again the MV is paraded in front of the world’s press as Hamilton takes the short commute to ‘work’ at the Monaco Grand Prix from his nearby home.
Fernando Alonso
Fernando Alonso tested Marc Marquez’s Honda RC213V MotoGP at the Motegi Ciruit bike in 2015.
Since then, after parting ways with the Honda days now way behind him, Alonso returned to F1 with the Alpine team part-managed by ex-Suzuki MotoGP boss Davide Brivio. The driver purchased an Aprilia RS 660 to get around.
Sebastian Vettel
The four-time World Champion prefers classic motorcycles. Although he keeps his collection away from public eyes, he had been spotted on a Kawasaki two-stroke triple in the past and a Suzuki GS550. There are also rumours that he regularly visits classic motorcycle shows. He has also been see several of KTM and BMW motorcycles.
The German says he loved motorcycles after buying a Cagiva Mito 125.
Charles Leclerc
Charles Leclerc’s Husqvarna 701 Vitpilen is a one-off special created by French custom house Bad Winners. The ‘Apex 2.0’ used a Vitpilen 701 as the base, and spec’ed it up with a unique frame and bodywork, a full system exhaust, and gorgeous looking DYMAG carbon fibre wheels. And oh, a KTM headlight.
Max Verstappen
Max Verstappen had been spotted riding motorcycles in his native Netherlands.
Like Leclerc, the current F1 World Championship leader has commissioned his own custom, but prefers a cruiser in the shape of a Montois-custom Harley-Davidson.
Kimi Raikkonen
The “King of One Liners” in F1 loves his motorcycles and owns a large collection of motorcycles in his native Finland.
However, his passion is primarily for ‘Choppers’ and Harley-style cruisers and even has a series of special customs made under his ‘Iceman’ nickname.
Having retired from F1 at the end of the 2021 season having started more grands prix than any other before him, Raikkonen spent approximately five minutes with his feet up before taking everyone by surprise by being announced as the new team manager for the factory Kawasaki team in MX1.
Nico Rosberg
Being an outspoken environmentalist, Rosberg has popped up now and again touting the advancements made in automotive technology and electric transport. That laid the way to collaborating with Italian manufacturer Energica. Rosberg was hired to launch the company’s latest generation Ego sportsbike in 2019.
Michael Schumacher
Unlike others in this list, seven-time F1 World Champion Michael Schumacher not only loved motorcycles, but he even raced them. It led to him bringing his megastar status to the comparatively modest German IDM Superbike Championship in 2008 aboard the factory Holzhauer Honda.
He wasn’t a front runner on a bike that his team-mate Martin Bauer was winning the title, but he didn’t disgrace himself either. Alas, a heavy crash led to a shoulder injury that not only ended his motorcycling aspirations but ruled him out of a planned return to F1 with Ferrari to replace the injured Felipe Massa.
Ayrton Senna
The Brazilian won devoted fans around the world for his passion for anything fast, including motorcycles.
He particularly loved Ducatis and would often arrive in the Monaco Grand Prix paddock riding a Ducati Monster. The Italian firm later created the Ducati 916 Senna.
Alas, the man himself never got to experience his dedication, being launched the year following his tragic and untimely death during the 1994 San Marino Grand Prix.
The 2025 BMW S 1000 R naked sportbike is currently in the works and it looks extensively restyled.
The last update for the bike was in 2021, following BMW’s four-year model refresh schedule. The last redesign saw the headlight evolve into a rounder and smaller profile while the rest of the bike looked similar. The higher spec M 1000 R variant gained winglets similar to the M 1000 RR WSBK homologation model, as with the inline-four engine’s tuning.
Coming back to the 2025 model, it features a dual-headlight arrangement with what looks like a central air intake. If the air intake is a functioning part, it means that air will be fed through an opening in the upper part of the frame the same way as the S 1000 RR. In any case, we feel that this revamp makes the bike look more aggressive among its competitors namely the Aprilia Tuono V4, Ducati Streetfighter V4, Kawasaki Z H2, Yamaha MT-10, Triumph Speed Triple 1200 RS.
However, there is yet news regarding its engine and performance.
One of the most irritating (and dangerous) thing to pick up a tyre puncture. Good news is, plugging a tubeless tyre puncture is rather straightforward as you do not have to remove the tyre, unless the hole is too large to plug. On the other hand, a tube tyre requires you remove the tyre from the rim.
What we need
Firstly, you need an Oxford Tyre Repair Kit. The kit is complete with:
1 x Connector complete with valve.
1 X Cutter.
5 x Sealing strips, also known as rope strips (also colloquially known as “cacing” in Malaysia).
1 x Plug insert tool.
1 x Hole routing tool.
1 x Tube of glue.
3 x CO2 canisters (avoiding the need for an air pump).
Secondly, you need the Oxford Tool Kit Pro. The set includes further pieces of tools including pliers to pull the thing that punctured the tyre. You may also consider the Oxford Tool Kit.
Plugging the puncture
Usually, the hole is easy to find as there is still a nail, screw or some object embedded in it.
1. Rotate the tyre and check for other signs of puncture.
2. Pull offending item out with the pliers.
3. Pick up the corkscrew-like tool and ream in and out of the hole to rough it up a bit.
4. Apply the cement into and around hole. The cement is to hold the rope plug (also called ‘cacing‘ colloquially in Malaysia) in place.
5. Insert the sticky rope plug through the eyelet of the needle.
6. Push the needle with the rope plug through the hole and pull the needle back out quickly.
7. Cut off the excess rope plug, leaving just a little higher than the tyre’s surface.
8. Place the metal part of the valve adapter on the tyre valve.
9. Push in a CO² canister into the red end of the adapter.
10. Check again to see if air is escaping from the repaired hole, by sprinkling some water on it or spitting on it.
11. You can ride away if there’s no further leak, or you may need to insert another plug if there is.
After plugging
You can ride away after inflating the tyre with the CO² canisters. Ride slowly, not over 80 km/h for 15 minutes to let the plug settle in.
However, the tyre pressure may not be correct after doing so, thus the first thing you should do is head to a petrol station or workshop to reinflate the tyre, whichever comes first.
Also do visit a motorcycle workshop to have the tyre removed and patched from the inside, as the rope plug is NOT a permanent fix. After that, remember that the tyre’s top speed is reduced by one level i.e. Z => V.
The best solution is to replace the punctured tyre completely, as its structure has been compromised.
The biggest milestone in motorcycle safety is the one which protects your head. It was in 1963 when the first ever full-face motorcycle helmet called the Bell Star, was designed and developed in the by Bell Helmets.
Motorcyclists (as well as drag, car and boat racers) were faced with limited choice in safety headgear. back then. There were only either three-quarter open-faced or half-helmets. Some car and bike racers wore so-called “helmets” made from leather or cork. Deaths due to severe head trauma were common.
According to Bell, it was motorcyclists that pushed for a better helmet design. Bell engineers finally came up with the first full-face motorcycle helmet called the Bell Star.
The rigid outer shell was constructed from stain weave fibreglass cloth, which was used in the aircraft industry. The direction of the weave was crucial to ensure maximum strength across the helmet’s surface and it was bonded with a high-impact polyester resin that was then coated with a scuff-resistant epoxy coating. Inside there was a conventional EPS liner, not that dissimilar to type you find on today’s helmets. In the 1960s Bell made a point of marketing the fact that the liners used in all of its crash helmets were made from the same material used by the U.S. military in its HGU 2/P flight helmet and by NASA astronaut helmets.
The Santa Cruz-based company began selling the Bell Star in February 1963 and described the helmet in its catalogue as being revolutionary, with maximum face protection, better visibility and breathing for the wearer than a conventional helmet.
But of course, being the first full-face helmet, it did not have the features of modern helmets. Firstly, there is no flip up visor. Instead, it was a shatterproof plastic lens that had to be popped out of its rubber mouldings. The eyeport was also rather small vertically, more like how auto racing helmets would have. And there were no openings for airflow.
Still, it was a good beginning. The Bell Star met the crash criteria set up by the Snell Foundation independent safety organisation. The requirement simulated crash tests to see if the helmet could withstand serious damage to the helmet or the wearer’s head. The impact test involved holding up to a 162.7 Nm impact, or the equivalent of a 7.3 kg (16 lb.) weight traveling at 25.7 km/h (16 mph) and hitting the helmet.
The Bell Star sold at USD59.50, and was the most expensive in Bell’s helmet line-up. It quickly found a big following among motorcycle enthusiasts, including racers, as well many of the world’s leading race car drivers.
Today’s crash helmet technologies are light years away from the 1963 Bell Star in terms of design, construction, materials, and features. But every single one can trace its heritage back to the iconic Bell Star.
Ride a motorcycle and hang around with other motorcyclists long enough and you will start to hear all sorts of myths. These myths involve every aspect of riding from riding techniques to components to maintenance. Today, we will look at the 10 most common and alarming tyre myths.
Tyres have come a long way since the invention of pneumatic tyres. Unfortunately, myths started to appear along the way as there is more and more misunderstanding when it comes to the technology and science of modern tyres.
1. “Racing compound tyres faster, safer.”
First and foremost, not all products meant for racing are suitable for everyday street use. For example, racing brake fluid is totally unsuitable for road use as it is super hydrophilic.
Back to tyres, there are reasons why there are different types of tyres for different purposes. Each type is designed to accommodate variables such as grip, longevity, weather, heat cycles, comfort and feel, warm-up times, etc.
That said, leave the racing slicks for the track and stick to sport/track, sport, sport-touring, road/adventure tyres for the road.
2. “Ride aggressively to break in new tyres.”
While it is true that tyre makers have stopped using mould release agent during the manufacturing process, a new tyre still needs to be broken in. Heat generated from riding further homogenises the different compounds in the tyre’s compound (because it is made up of many different materials hence the word), while friction with the road scuffs away the smooth surface of the tread.
As such, riding too aggressively on new tyres will cause the compounds to not break in correctly, and will usually result in a bad tyre by the time you get their midlife. So take it easy for at least the first 300km.
3. “Breaking in new tyres is faster with lower inflation pressure.”
Best to stick with the recommended tyre pressure. Running a tyre with lower inflation pressure will generate too much heat too quickly and can result in overcooking the elements in the compound and destroying the tyre in the process. Also, running lower pressures on the road may cause bump damage to the tyre and rim, apart from higher rolling resistance, more steering effort, and increased fuel consumption.
4. “Traction is due the tread compound.”
It is true that traction is the result of friction between the tyre’s tread and road surface, thus a softer compound offers more traction. However, there are also other complex mechanics at play that influence a tyre’s grip performance.
The construction of the tyre’s carcass and sidewalls also play a large factor in traction. More malleable carcass and sidewalls allow the tyre to absorb bumps and conform to irregularities of the road surface, enhancing traction. Conversely, a harder tyre will bounce over road irregularities, thus compromising grip.
5. “Lower/higher inflation pressure is better for traction.”
There are road riders who intentionally overinflate their tyres (by way too much!) because they want to “feel the tyres.” On the other hand, there are riders who lower the inflation pressure by too much to promote grip.
Truth is, the biggest issue here is due to incorrect riding techniques. Sticking to the recommended pressure is the best way, although you may increase or decrease the pressure slightly to cater for bodyweight, passenger, cargo, tyre construction, and such, but not by a whopping 30-100 kPa!
6. “Sport-touring tyres are for slow riders”
The question here is slow in what sense? On the road? On the track? For the daily commute? In good weather? Under heavy rain?
Of course, one should not use sport-touring tyres for racing, but there are sport-touring tyres that can be used on the track for high paced riding, just not for all-out racing. Truth is, there are current sport-touring tyres can outpace sport-oriented tyres of just two generations ago on the track! Sure, sport tyres are grippier, but sport-touring tyres are by no means inferior especially when the road conditions get gnarly, and in the rain.
7. “You can just leave a ‘cacing’ in place.”
Using the rope repair (‘cacing’ in Malaysia) is a temporary fix for a puncture, intended to get the rider to the nearest workshop. Leaving the rope in place will cause the hole to grow bigger over time. Instead, the puncture should be repaired with the proper tyre plug as soon as possible. However, remember that a punctured and subsequently repaired tyre has its speed rating dropped by one level.
8. “Old tyres are bad.”
There is no “used by” date on any tyre. Why? Because there is no true expiry date. The condition of a new tyre depends more on how the workshop stores it. Improper storage such as leaving the tyre on a concrete floor and stacked to the ceiling, in a hot and humid environment will cause the tyre’s compound to oxidise faster. Conversely, an older tyre which was stored properly (stood up, rotated once a while, in a climate controlled area) will still be in great shape.
9. “No need to follow the tyre’s intended direction of rotation.”
No, you should not. Tyre manufacturers designed and constructed a tyre with a certain rotational direction to optimise their performance. Mounting it backwards can lead to dire consequences. There are bidirectional tyres in the market, but the majority of road tyres are unidirectional.
10. “Mixing tyre type/brand is okay.”
Different tyres have different properties and performance envelopes. As such, they are designed to work in pairs. Combining different tyres will compromise the bike’s handling characteristics and even safety. And no, it is not a conspiracy to sell more tyres!
The 2025 Ducati Scrambler 10° Anniversario Rizoma Edition has been revealed to celebrate the Scrambler’s 10th anniversary. Only 500 will be made.
Based on the recently launched second generation Scrambler launched in 2023, the Scrambler Anniversario Rizoma Edition shares some of the recently launched Full Throttle’s components, but with several differences.
Rizoma creative designer Fabrizio Rigolio said: “This Scrambler is different from the others. It is dedicated to the 500 who dare, who see beyond, who wants to leave an indelible mark.”
The colourway for this bike, defined by Rizoma in collaboration with the Centre Stile Ducati, is based on the chromatic balance of Stone White, black and Metal Rose.
Andrea Ferraresi, Director of Strategy and Centro Stile Ducati, added: “Rizoma has succeeded in the difficult task of reinterpreting Scrambler while maintaining its essence unchanged.
“I was struck by the formal rigour, the attention to detail and the cleanliness of the treatment, including the colour, that Rizoma has incorporated in the concept that then became this celebratory version of the tenth anniversary of Scrambler.”
The 2025 Ducati Scrambler 10° Anniversario Rizoma Edition is priced at £13,095 (RM73,425.89) in the UK.
Yamaha made big waves back in 2009 when they introduced the YZF-R1 of that year with a “crossplane engine.” It is also known as the CP4 in short for “crossplane four cylinder.” Yes, it has been 15 years already, yet there still exists some confusion on what it actually means.
Not helping to clear the air is Yamaha calling their parallel-twin CP2 (MT-07, Tenere 700, and YZF-R7) and their triple CP3 (MT-09, Tracer/Tracer GT, YZF-R9).
So, let us take a closer look as to what a “crossplane engine” actually means.
Let us start with the “flat plane” engine
The “plane” in the word alludes to the crankshaft’s throws i.e. how the crankpins are arranged. Crankpins are the cylindrical extrusions on a crankshaft where big end of a connecting rod (conrod) is mounted. On the top of this conrod is a smaller end where a piston is attached via a wrist pin. As such, combustion pressure pushes down on the crown (top) of the piston, forcing the piston down. This motion is carried by conrod to push the crankshaft, making the later go around. The rotation of the crankshaft is what gives the engine its torque and power.
Traditionally, inline-four engines have their crankpins arranged in 180° intervals between them. In other words, piston one is up, the piston two is down, the following piston three is also down, and finally the last piston four is up. Seen from one end of the crankshaft, all the crankpins appear one a single plane (axis), hence the engine is known as a “flat plane.”
In accordance to this, the engine’s firing order (the order which a spark is introduced to ignite the fuel/air mixture) is every 180° of crank rotation i.e. 720°/4 cylinders = 180°. Why 720°? That is because a four-stroke engine requires two crankshaft rotations (720°) to complete the four strokes i.e. intake, compression, combustion, exhaust.
To illustrate this: Cylinder one fires, the crank turns 180°, cylinder three fires, the crank turns another 180°, cylinder four fires, and finally, cylinder two fires after another 180°. This is called an even firing order since it is 180°-180°-180°-180°.
With this crankshaft structure all 4 pistons generate the secondary force in the same direction at the same time. 2 pistons move from TDC towards 90° and 2 other pistons move from BDC to 270°. It results in accumulating all the forces, because all forces are directed in one and the same direction. This is the total secondary force of this 180°crankshaft structure.
In other words, the inline-four engine has a lot of vibration but it only feels smooth because the shakes are quelled by a counterbalancer shaft.
Now the “crossplane engine”
The first crossplane crankshat/engine was actually first proposed in 1915, before Cadillac introduced the first crossplane V8 in 1923. V8 engines used flat-plane cranks prior to that.
Now, since we have illustrated the flat-plane crank, the crossplane crank has its crankpins offset by 90°. This means, while crankpin one fully up, crankpin two is 90° away. The last crankpin is 180° from crankpin one, thus crankpin three is 90° away from crankpin four.
This arrangement would give the engine a 90°-90°-90°-90° firing order but(!) it results in a very wild power delivery like the traditional 500cc two-stroke (albeit V4) GP bikes. Mick Doohan called this the “Screamer” engine.
So, to quell that kind of character, the Big Bang firing order was introduced in the 1990 Honda NSR500, which crowded all the four cylinders’ firing order closer together, while leaving the crankshaft to turn the rest of the way without power pulses.
This is especially useful for high-powered motorcycles, because power pulses will disrupt the tyre’s grip. Each power pulse “kicks” the tyre and if the rear tyre starts to lose grip and spin, the power pulses will keep it spinning, hence losing grip. The rider has two choices here: Roll out of the throttle or end up having less acceleration off a corner, and even crash. In today’s world, traction control will interfere to cut the torque to the rear wheel causing the rider to lose acceleration off a corner.
On the other hand, having no power pulse lets the tyre “rest,” allowing it time to grip. Another advantage of this is better tyre life.
Moving forward to the Yamaha R1’s, its inline-four crossplane engine fires at 270°-180°-90°-180°. The firing order has also been changed to 1-3-2-4, instead of the flat-plane’s 1-3-4-2.
We have 4 pistons that are all in a different position from each other. Two pistons are at the beginning of moving downwards, and two pistons are at the beginning of moving upwards.
Piston 1 is at TDC and moves to 90°, while piston 4 is at BDC and moves to 270°. Both these pistons generate a force that is directed upwards (conrod outward movement), but piston 2 is at 270° and moves to TDC, while piston 3 is at 90° and moves to BDC. Both these pistons generate a force that is directed downwards (conrod inward movement).
This means that pistons 1 and 4 are a pair that have a force upwards and pistons 2 and 3 have a force directed downwards. As such, the upward forces are cancelled out by the downward forces. Ultimately, the crossplane crankshaft has no secondary force.
Benefits of the inline-four crossplane engine
With the crossplane crankshaft design, the inertia force (= inertia torque) is reduced to almost zero, apart from a little due to flex and torsion from the crankshaft. So what remains is the ‘pure’ combustion torque. The feeling of the combustion torque is what is meant by throttle feeling. The combustion torque is no longer overruled by the inertia torque with the crossplane crankshaft. This gives the rider the feeling he is directly controlling the rear wheel without any interference, thus improving the ride ability.
In addition to this is the irregular firing order which allows the rear tyre to rest as we mentioned earlier.
This was why Valentino Rossi chose the crossplane engined YZR-M1 when he joined the Yamaha MotoGP team in 2004. To him, it had a smoother throttle response and promoted better rear tyre traction. Remember this was when traction control and certainly aerodynamics were still decades away.
Yamaha then became the first manufacturer to adopt that crankshaft arrangement to a road bike, namely the YZF-R1 in 2009. It continues to be the only inline-four road bike with a crossplane crankshaft.
So, what about CP2 and CP3?
There are two types of parallel-twin crankshaft layouts, initially. Traditionally, the British twins used a 360° layout which the both pistons rose and fall together. Then, it was revised to the 180° twin, which one piston is at TDC while another is at BDC. But the former has a high secondary and primary vibrations, while the latter has high primary vibrations.
So, Yamaha first introduced the TRX850 in 1995 with a parallel-twin engine with a 270° crankshaft, to mimic the firing order of a 90° V-Twin’s.
But somehow, the TRX850 faded away. Not the engine layout, though, because Yamaha revived that format in the MT-07 in 2014, and called it the CP2 (crossplane 2-cylinder).
As for the CP3, as you may have guessed it, it is a three-cylinder engine with a crossplane crankshaft. However, it has to be said that the inline three-cylinder engine is already a crossplane engine, as the crankpins are spaced at 120° to each other rather than being on a flat-plane. It is just a matter of familial continue (and for marketing purposes) that Yamaha calls it the CP3.
So while the CP2 and CP3 are trademarks for Yamaha, the technology is not.
The 2025 Honda CB1000 Hornet has been launched after the prototype was first revealed at EICMA 2023.
There are two versions, namely a standard and an up-spec’ed SP.
Engine
Both versions are powered by a 1000cc, inline-four, DOHC, 16-valve engine. The standard’s engine does 150hp at 11,000 RPM and 104Nm at 9,000 RPM. On the other hand, the SP versions engine produces 155hp at 11,000 RPM and 107Nm at 9,000 RPM courtesy of an exhaust system which features a servo-operated valve which opens at 5,700 RPM.
The CB1000R’s engine was derived from an old CBR1000RR Fireblade which produced 189hp at 13,000 RPM and 116Nm at 11,000 RPM. So, the CB’s engine has a lower RPM ceiling and produces its peak power and torque at lower RPMs.
The engine’s power is channelled through an assist and slipper clutch, and six-speed transmission which were also derived from the previous generation CBR1000RR. The CB1000 SP has a quickshifter as standard equipment which is an option for the standard version.
Chassis
The 2025 Honda CB1000 Hornet uses a twin-spar steel frame which is claimed to be 70% more torsionally rigid than the previous CB1000R. While the 1455mm wheelbase and 25° rake are identical to the CB1000R’s, weight is now biased towards the front, 51.2%/48.8% (50.9%/49.1% on the SP), by shifting the engine forward along with components like the rear shock and battery. The airbox is located above the engine’s cylinder head.
Both versions share the same 41mm Showa SFF-BP upside-down forks that are adjustable for compression, rebound and preload. At the back, the standard version gets a Showa monoshock with preload and rebound adjustments. The SP version gets an Öhlins TTX36 shock adjustable for preload, rebound and compression. Both modes use the same conventional aluminium swingarm compared to the single-sided and more expensive CB1000R.
While both variants use radial-mounted, four-pot front calipers on 310mm discs, the standard Hornet’s calipers are from Nissin while the SP uses Brembo Stylema. The rear Nissin single-pot caliper and 240mm disc are shared by both versions, and while there’s 2-channel ABS.
Electronics
There is a 5-inch colour TFT display with phone connectivity. Accompanied by Honda’s RoadSync app and a smartphone gives all the usual connectivity, including turn-by-turn navigation. A bar-mounted, backlit, four-way toggle switch controls the screen, and when paired to a Bluetooth headset you also get control over calls and music.
Both variants have five riding modes namely Rain, Standard, Sport, and two user presets. There are also four levels of traction control, engine braking control, and wheelie control. There is no IMU for cornering ABS and traction control, however.
Other specs include all-LED lighting with dual projector-style headlamps and an Emergency Stop Signal (ESS) function that flashes the hazard lights automatically during hard braking.
Price
The standard 2025 Honda CB1000 Hornet is priced at £8,995 (RM50,487.64), while the SP version is £9,995 (RM56,109.24). These prices are the same as the Yamaha MT-09’s in the UK.
