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Honda’s flagship naked motorcycle, the CB1000R, is finally getting a worthy power hike and revised bodywork for 2023. 

  • The next-generation CB1000R will feature a more powerful engine. 
  • The CB1000R is will feature aero winglets similar to its rival.

Although Honda remained relatively quiet on the future of the CB1000R, the latest patent suggests that development is currently underway. 

The patent design, as revealed by Moto.it showcased an outline design of the upcoming CB1000R. 

 

From what we could gather, the CB1000R will feature aerodynamic winglets, following the trend of another high-performance naked motorcycle in its segment, like the Ducati Streetfighter V4.

*Honda CBR1000RR-R Fireblade

The winglet is placed behind the front fork and just above the radiator. 

Just like its rival, the aero winglet will not only serve as an aesthetic feature but also indicate that the CB1000R will get a significant power hike thanks to the CBR1000RR-R Fireblade engine.

The 2018 CB1000R makes 143hp and is lacking behind Ducati’s Streetfighter V4, which pumps out 200hp. 

*Ducati Streetfighter V4

However, with the new CBR1000RR-R engine, the next CB1000R could finally hit the 200hp benchmark similar to the Kawasaki Z H2 and the Streetfighter V4. 

As for when the new CB1000R could make its debut, only Honda has the definitive answer, but we expect the Japanese marquee to make a surprise unveiling at the EICMA show in November. 

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  • Yamaha’s patent for a road-going “seamless” transmission for the YZF-R1 has been leaked online.

  • The seamless transmission was a revolution when Honda introduced it to their MotoGP bike.

  • The transmission is designed to provide a “seamless” drive.

When Honda innovated and used the “seamless” transmission it their MotoGP bikes a few years back, other manufacturers scrambled to produce their own. Now every MotoGP bike uses the transmission. We remembered when Yamaha was struggling to develop their own “seamless” gearbox during the 2014 Winter Test at the Sepang International Circuit. Jorge Lorenzo had pushed for his then team to debut it quickly as he was opinion that the system helped with stability during braking.

Well, now it’s Yamaha who had filed a patent for a similar system to be fitted to the YZF-R1.

The design for such a gearbox is complex but the idea is to deliver a seamless flow of power, even while shifting gears, hence the name. A quickshifters, on the other hand, actually interrupts power transmission momentarily when another gear is selected.

As an in-depth explanation will take something shorter than a thesis, we’ll be brief.

The seamless transmissions in MotoGP use a large number of pawls inside gear wheels that lock and unlock gears like ratchets, allowing two gears to be engaged at the same time. With the slower gear is freewheeling on the pawls, power from the engine is uninterrupted.

Truth is, there are a couple transmission systems on road bikes that transmit power without interruption – the CVT in scooters and Honda’s proprietary dual-clutch transmission (DCT) which is used in the Africa Twin, X-Adv, NC750, VFR1200 and Gold Wing among others. But these are different to the seamless gearboxes used by MotoGP bikes.

Yamaha’s design avoids the extra weight of Honda’s DCT and uses the normal hand-controlled clutch and foot-operated gearchanges. But just like its MotoGP counterpart, two gears are briefly connected during upshifts and downshifts. You may think it’s something like DCT but using gears instead.

While the benefits of seamless transmission may be negligible on the road except for bragging rights, it will may certainly benefit the Yamaha YZF-R1 in World Superbike racing.

The road technology is still in patent stage, so let’s hope to see it in production sooner or later.

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