A wave of recalls are reaching the shores of motorcycle manufacturers, as brake maker Nissin has had to recall a number of its ABS units for a misaligned inlet valve, which could allow foregin particles into the fluid of the braking system, which could cause the ABS functionality to fail.
Triumph first discovered the defect, and reported it to Nissin, which in-turn notified its other affected OEMs. So far 5,766 motorcycles have been affected by the recall, comprising a total of four manufacturers (a list of the models is after the jump, with a link to the appropriate NHTSA posting). We will update this list if/when more model recalls are announced.
Now 167 hp strong, those crazy Italians in Noale are upgrading there already stout Aprilia Tuono V4 R APRC for the 2014 model year, and for bonus points are adding an ABS package along with those extra ponies on the streetfighter’s peak horsepower figure.
Integrating the Bosch 9MP dual-channel ABS package, which is mated to Brembo M432 brake calipers up-front, Aprilia has made the 2014 Aprilia Tuono V4 R a bit more stable while braking on questionable road conditions — keeping the bike inline with its competitors.
With a bevy of changes coming to the Tuono’s 999.6cc V4 power plant to boost power, we also see that Aprilia has included its second-generation APRC electronics package to the motorcycle, making it easily the most tech-savvy machine in its category.
Other changes include also a larger fuel tank (4.9 gallons), and a new seat for better street performance and ergonomics. It’s not clear if Aprilia USA will price the 2014 Aprilia Tuono V4 R at its previous $14,999 MSRP, or will continue its aggressive pricing at $13,999, like the company has done with the 2013 models.
BMW has updated its 800cc GS line, starting with the new 2013 BMW F700GS. An adventure bike with the road more in mind, BMW is differentiating the 2012 BMW F700GS from the 2103 BMW F800GS by using lower-spec suspension, cast wheels, a 19″ front wheel, lower seat height, and lower horsepower output.
Using the same 798cc four-valve parallel-twin liquid-coooled motor, the BMW F700GS gets a modest power increase over the BMW F650GS it is replacing, as peak power has been pushed to 75hp, up from the 71hp the F650GS made. Peak torque has also been boosted to 56.8 lbs•ft, while the curb weight is 209 kg (460 lbs).
After teasing us with some photos and video of its new Duke, KTM finally unveiled the 2012 KTM 690 Duke at EICMA this morning. With 90% of the bike being completely brand new, KTM says the new 690 Duke brings the Austrian company back to its street-naked roots, with an off-road influence of course. Accordingly, at the heart of the KTM 690 Duke is a 690cc LC4 single-cylinder thumper that puts out a crushing 70hp and 51 lbs•ft of torque, while the whole motorcycle package weighs only 330 lbs (without fuel).
Further refining the LC4 single-cylidner motor, KTM has created a new cylinder head, and added a dual-ignition system & ride-by-wire throttle for the 690 Duke. Anti-lock brakes have also been added to the 2012 KTM 690 Duke, as the Austrian company has tapped Bosch to use the Bosch 9M+ ABS package. Lastly, braking power comes from a Brembo radially-mounted caliper with a single 320mm brake disc, while suspension is handle by KTM subsidiary WP, and consists of fully-adjustable 43mm front forks, and a fully-adjustable rear shock.
Honda teased us last year with the Honda Crosstourer Concept, but for the 2011 EICMA show, the Japanese manufacturer is making good on its promise to bring the GS-lookalike to market. Based off the VFR1200F, the 2012 Honda Crosstourer comes with traction control, combined anti-lock brakes (C-ABS), and of course an optional dual-clutch transmission. While the Crosstourer shares the VFR’s 1,237cc V4 motor, the adventure bike model puts out a significantly lower 127hp @ 7,750 rpm, while a gluttonous 93 lbs•ft torque @ 6,500 rpm remains on-tap.
Clearly a road-focused adventure-tourer model, the Honda Crosstourer may never have the off-road pedigree as the BMW R1200GS it is meant to emulate, but true to Honda fashion, the Crosstourer has plenty of technical prowess built into it. For instance, the idea of using DCT technology for an adventure bike should prove interesting, as it takes the process of having to manage the clutch/motor over unsteady terrain out of the picture.
I often get lambasted in the comments section for being pro-Ducati here on Asphalt & Rubber, and that’s fine by me, because I am. It’s hard not to like a company that has basically defined the modern aesthetic for motorcycles, or a company that continues to grow despite being in the worst recession since The Great Depression. It’s also not hard to love a company that continues to release, year-after-year, new compelling motorcycles, as is the case today with the 2012 Ducati 1199 Panigale.
Teased ad nauseam, the Ducati 1199 Panigale shouldn’t disappoint the discerning sport bike rider with a strong appetite for Italian food, as the latest v-twin from Bologna sets many firsts for the superbike market segment. As we predicted last year, the Ducati 1199 Panigale drops 20lbs off the Superbike 1198’s design (22 lbs actually), while making an extra 20hp over its predecessor. Not only is the 1199 Panigale the lightest production superbike on the market, with its 361 lbs dry weight (414 lbs wet), it’s also one of the most powerful with its 195hp peak power figure, courtesy of the Superquadro motor.
Other firsts include a revolutionary monocoque frame, the first full-LED headlight on a motorcycle (another story we broke), the first electronically adjusted suspension on a sport bike, the first engine braking control system, as well as the first GPS-assisted data acquisition system for a production motorcycle (the DDA+ package is an optional equipment item for the Panigale). While traction control comes standard, ABS brakes will also be an optional item for the Ducati 1199 Panigale.
Available in April 2012, as we expected the new Ducati 1199 Panigale has gotten a price increase over the Superbike 1198. Accordingly the base model will cost $17,995, the “S” will cost $22,995, and “S” Tricolore will hit the wallet at $27,995 MSRP.
Taking the “anti-lock brakes don’t work off-road” mentality head-on, Husqvarna has debuted an anti-lock braking system (ABS) package designed specifically for off-road use. Derived from BMW’s extensive experience with the technology (BMW Motorrad was the first OEM to fit ABS to a production motorcycle), Husqvarna has taken the lessons learned by its German parent company, specifically BMW’s Race ABS from the S1000RR superbike, and adapted the technology for its dirt models for off-road racing.
Continuing to prove our “electronics are the new horsepower” hypothesis and fitting the flagship Husqvarna TE 449 with the new off-road ABS technology, Husqvarna hopes to make a statement not only about the use of ABS in off-street conditions, but is taking things a step further by putting anti-lock brakes on a race-bred dirt bike. The key to the off-road ABS technology from Husqvarna is two-fold. First, Husqvarna’s dual-channel ABS still allows for the rear tire to be locked-up while under heavy braking (this can also be achieved on the S1000RR’s ABS package under the “slick” mode setting). Second, the system, like its road-going counterpart, is extremely light, and only adds 1.5kg (3.3 lbs) of weight to the bike.
Another cog in the wheel has turned, bringing us closer to complete adoption of anti-lock brakes as standard equipment on motorcycles, as BMW Motorrad USA has announced that all 2012 BMW motorcycles will come standard with ABS. It was 23 years ago that BMW brought the technology to motorcycles, so it seems only fitting that the company would be the first to implement the technology across its full line-up.
To the chagrin of some motorcycle enthusiasts, ABS has slowly seen its way onto a variety of motorcycles over the years, including the sportbike segment. It seems only a matter of time before it becomes standard across all manufacturers, not just BMW Motorrad.
“Plain and simple, being able to stop a motorcycle faster and more predictably helps prevent a rider from becoming a statistic,” said Pieter de Waal, Vice President, BMW Motorrad USA. “It’s time for all of us in the motorcycle industry to embrace the benefits of ABS. Extensive testing by safety experts, law enforcement authorities and journalists around the world consistently demonstrates that ABS reduces overall crashes and saves lives.”
The news of the 2011 Aprilia RSV4 R APRC got me thinking today about where the sport bike market is headed from a big picture perspective.
The sport bike market has been dominated the constant need to develop motorcycles with more power, less weight, and new performance enhancing technologies, and you’d be hard pressed to find a year where the bike with the most horsepower wasn’t the top-seller in this category (case in point: the complete sales domination of the BMW S1000RR during 2010).
For years the motorcycle manufacturers, especially the Japanese, have been painting themselves into a corner by constantly having to one-up each other with horsepower figures in order to sell motorcycles in this segment.
With bikes like the 2011 Kawasaki Ninja ZX-10R approaching the 200hp barrier, the question about “how much power is enough?” has been cropping up, and it certainly could be that we’re approaching the point in time where the relevancy of this metric is losing it’s power (pun moderately intended).
So what will be the new kingmaker for sport bikes? The electronics package.
One of our astute readers here at Asphalt & Rubber pointed out in . It’s no secret now that anti-lock braking systems are all the rage for street bikes, so it seems logical that Triumph would follow suit.
Now the real question remains whether the British brand will also field a traction control package, since TC systems often use these kind of sensors as well. Time will tell. Good eye Krylov!
In 2004, BMW produced its 500,000th motorcycle equipped with anti-lock brakes. Now five years later, BMW has doubled that number with its one-millionth motorcycle with ABS, a K130oR no-less.