2 ❘ MOTOR CYCLE NEWS JULY 9, 2008
NEWS
Seventies look for next generation Bonneville Big-bore Bonnie plus all of Triumph’s 2009 models spotted in final tests chris.newbigging @bauerconsumer.co.uk
T
HESE exclusive spy pictures show Triumph is working on a more sporty, larger-capacity bike with a distinct 1970s style to replace its big-selling Bonneville range which is now eight years old. This rough prototype was caught by MCN’s spies outside the firm’s Hinckley HQ on its way to the MIRA test facility a short distance from the factory gates last week. Although at first glance the machine could just be one of the many development bikes completing long-range durability tests on public roads, a closer look confirms
it is the basis for the nextgeneration Bonnie, as revealed this week in concept sketches by Triumph’s design house Renfrew (see below). The bike is registered with the DVLA as 885cc – that’s 20cc larger than current Bonneville engines. Externally, the paralleltwin also appears slightly larger, particularly the rightside engine cover. The new motor retains the oil cooler mounted centrally behind the frame rails, though it doesn’t appear any bigger than the cooler on the current bike, suggesting the new engine offers little in the way of significant power gains and the increased heat that comes with it.
The bike was spotted en-route to the MIRA testing facility
The exhausts are also substantially different from the current machine’s – a key part of making the switch from a replica of the 1969 Bonneville into a 1970’s style retro. The current bike has ‘peashooter’ silencers – a long, cigar shaped silencer tapering into a short tubular tail pipe, whereas the prototype silencers taper out along the length of the can, with a short section tapered in at the end. The chassis is also different from current models. This prototype’s frame is obscured largely by the bodywork, rider and panniers, but visible from the outside is a new front end and 70s-style bladed wheels instead of the current spoked items.
New brakes are also fitted – a large sports-type disc with and remote reservoir front brake master cylinder are evident, though these pictures don’t show whether the left-mounted brake has changed from the current Bonnevilles two-piston sliding caliper. The forks appear to have a steeper rake angle for sharper handling, and carry new cast wheels much in the style of the 70s American export
‘It’s registered as 885cc – 20cc larger than current bikes’
model T140D Bonneville. The current Bonneville is based on the look of the original 1969 Bonnie, but it is believed sales of the range have begun to slow. The chassis changes on the new Bonnie aren’t likely to be rolled out across the company’s whole retro range – instead, the sportier looking parts will form the basis for a further new Bonneville derivative to sit alongside the T100, Scrambler, Speedmaster and America. Triumph’s original T140D fell down by making less power than the home market bikes due to exhaust and carb differences necessitated by US emissions controls, but UK riders envied their more modern style.
The new model could even be offered as an American market-specific bike – Triumph is currently battling to increase its presence in the US, most recently with the Rocket III Touring – built to take on the Harley-Davidson Road King – and the new 1700 Cruiser (see right) which will compete with a big chunk of the cruiser market. The Speedmaster and America have had a moderate amount of success, but a new model harking back to the classic T140D would offer American buyers a far stronger nostalgia hit. If it is a UK model, it’s likely the bike may get its debut at the Cologne show in September and be in dealers by the end of the year.
This concept drawing from Renfrew design shares some similarities with the 885cc prototype – the mag wheels, sports brakes and sportier appearance aren’t far off this prototype. Turn the page to see more of Renfrew’s sexy concept designs
Bladed wheels hark back to the T140D US-export model. Fork geometry is sharper than before and the exhaust is all new
2009 TRIUMPHS CAUGHT ON CAMERA NEW LOOK DAYTONA 675 SNAPPED IN FINAL TESTING
TRIUMPH’S 2009 revisions for the Daytona 675 evidently didn’t take too long to complete – this prototype is already running final graphics disguised by tape. The 2009 bike will receive the first significant changes since the 675s introduction in 2006 – new suspension, more powerful brakes and new tyres are the visible changes in specification, with minor engine improvements likely. The engine cases themselves are unchanged save for a change from grey to black finish. Plus, the fairing is lower and wider with a new-look grille on the front.
STREET TRIPLE R
The fairing is wider and lower with a new grille in the front
Brakes, suspension and tyres are all new. The bike’s final graphics are covered by black tape
THE special-edition 675cc Street Triple R has finally broken cover on UK roads, with the complete bike seen for the first time. The bike is a hotter version of the popular Street Triple, featuring a range of performance parts borrowed from Triumph’s 675 Daytona sports bike. Earlier pictures taken at a secret brochure photography shoot showed the Street Triple R’s Daytona-sourced chassis parts and the unique gunmetal grey paint, but these new pictures reveal the finished article. The current bike already handles well but fully-adjustable forks and shock absorber taken directly from the 2008
JULY 9, 2008 MOTOR CYCLE NEWS ❘ 3
www.motorcyclenews.com EXPERT ‘Riders have not been after more power, just different styling’ KEVIN HALL, SALES MANAGER, JACK LILLEY THE classically-styled Bonneville may not be the sexiest bike in the range, but it’s a crucially important machine as it completely fits in with Triumph’s heritage image, and is a big profitmaker for the firm and its dealers. As it’s hardly changed since its launch in 2000, development and production costs are tiny, meaning that there’s lots of profit despite its modest £5200 asking price. And as there are lots of Triumph approved aftermarket parts, it guarantees high footfall in dealers’ premises. Kevin Hall, sales manager at Triumph dealer Jack Lilley, said: “It’s been a consistently popular bike, selling all year round. Many bikes are very seasonal in terms of when they are bought, but not the Bonneville. “They are also very popular with riders for tuning and customising, which is great for dealers.” However, sales of the bike are thought to have stagnated over recent years – hence the nextgeneration Bonnie with updated styling and a marginally larger engine. “Riders haven’t been demanding a huge increase in power or performance, just styling,” said Hall.
Daytona should offer better performance than the standard machine’s unadjustable suspension. Four-piston radiallymounted Nissin calipers should be much stronger than the base model’s twinpot sliding calipers. The paint scheme is unique to the R-model – the satin grey paint hasn’t been offered on any Triumph before, and the contrasting orange ‘Street Triple R’ graphics confirm the bike’s model designation. The handlebars are also alloy fat bars, like the current Speed Triple 1050 but unlike the chrome items on the current Street Triple. It’s due to be released at the Cologne bike show in October.
The cruiser will take on Harley without aping the firm’s style
1700 cruiser set for show debut TRIUMPH’S new big cruiser is nearing the end of its long development time, and was spotted in near final trim by our cameras last week. With a capacity of around 1700cc, the new baby-Rocket 3 will compete with a big chunk of the cruiser market without shamelessly copying Harley. Its parallel twin motor is unique, as are the pumped-up Speedmaster looks. This is the third prototype exposed by MCN, and has developed further since the last time the bike made a public appearance. All of the fittings, brackets and components are final spec where previous development mules
were built using rough oneoff parts. The twin swooping pipes will make it through to the production machines, and the bike is now fitted with selection of chromed parts – the front drive sprocket cover, drive belt cover, side cover, rocker cover, tank-top speedometer surround and the headlight. This bike is also fitted with leather-effect panniers and a touring screen, features that are likely to form part of an extensive cosmetic and practical accessories range. Expect to see the 1700 unveiled at the major international bike shows in the autumn.
Cruisers need some chrome, but Triumph hasn’t over done it
2009 STREET TRIPLE
THE Street Triple is one of Triumph’s most successful models – until recently lowmiles second hand bikes could be sold for more than list price due to production failing to match demand. With production upped and the factory now able to meet demand, Triumph has made a few tweaks to mark out the 2009 model year Street Triples. The handlebars are now alloy instead of chrome, and the brake calipers are now finished in black instead of gold. This test bike is also painted in scorched yellow – a new colour choice for the Street Street Triple R packs adjustable suspension straight from Triumph’s Daytona 675 sports bike
Scorched yellow paint and cosmetic tweaks for Street Triple Triple. The first new-spec bikes could reach showroom floors by the end of the year,
and the price shouldn’t be too much more than the current bike’s £5499.
TURN OVER TO SEE MORE RENFREW DESIGN SKETCHES
JULY 9, 2008 MOTOR CYCLE NEWS ❘ 7
www.motorcyclenews.com DON’T BE A VICTIM IT’S impossible to make your bike theft-proof but Leicestershire Police’s chief inspector Andy Lee says that riders can “greatly reduce the chances of getting their bike stolen”.
1
Even if the bike is locked inside a garage, it’s important to alarm the area and lock it up.
2
If your motorbike doesn’t already have one, get a Thatcham or Sold Secure approved electronic immobiliser professionally fitted.
3
If you have a security device, use it and keep your keys with you when you leave your machine.
4 5
Always put the steering lock on.
Never leave your keys with the motorbike, even for a short time. Keep your keys in a safe place at home.
6
Use parking spaces designed for bikes with stands or security loops for you to secure your machine to. Look for parking spaces in public car parks that are in the police-approved Secure Car Parks scheme.
7
Keep your bike garaged and make sure it has good locks. Use a ground anchor if you don’t have a garage.
8
Get the main parts of your machine marked with the frame number, registration and postcode.
Photo Theft caption is on the in here up as organised please subsSum gangs see bikers doluptat. as soft Ibhtargets et ipit, sequamAmcommod
9 10
Cover your machine if possible.
Avoid leaving kit or possessions on the motorbike or in luggage.
Bill has had this Norton from new, now thieves have taken it
Nicked bike ‘like losing loved one’ A FORMER Isle of Man TT racer has described having his 1962 Norton stolen as like losing a loved one. Bill Graves, who raced in the senior class in the 1960s, parked the Norton 650SS Sports Special in a car park in Northampton for the evening and when he returned it was gone. Graves said: “That bike
‘It’s been a part of me for so long it feels like losing a child’ BILL GRAVES
and I have been to John O’Groats in three days and done countless practice laps on the Isle of Man. It’s been a part of me for so long it’s like losing a child.” Graves has had the bike from new and made numerous modifications to it, and now he’s hoping fellow bikers will be able to help him trace it. He says the bike’s so unique it can’t be sold. The bike’s done over 200,000 miles in its 46 years and was his only mode of transport. The Norton has its original gearbox and a Triumph engine. It has upswept Commando pipes and a genuine 1957 Triton Manx subframe, all modified by Bill.
Stolen after global adventure A MOTORCYCLE adventurer told how he rode around the world on his R80RT only to have it pinched when he got home. Gavin Francis, 32, rode from his home in Edinburgh to Australia and back, passing through dangerous and
lawless regions of Europe, the Middle East and Southeast Asia. On returning a month ago he parked his BMW outside a friend’s house in Edinburgh – next time he looked it was gone. Police found the bike vandalised in a street nearby.
8 ❘ MOTOR CYCLE NEWS JULY 9, 2008
NEWS
The £1,000,000 bike auction Something for everyone as a 274-strong bike collection goes under the hammer
‘I had no space, no money but it didn’t stop me’ PROFESSOR FRITZ EHN I left school was a Brough Superior SS80, which was given to me by my father, and then I bought the New Hudson which you can see here in the collection today (Lot 221) and which became the first bike in the museum. “The museum came about because I had seen the way people would throw away motorcycles and run to cars, those stupid cages! They didn’t estimate the culture of the motorcycle. “I had no space, no money, but I didn't stop collecting. I put them in the garden, in the cellar, in friends’ houses, anywhere I could find to keep them. And finally in 1980 I got a room, and old factory, that became the museum.”
MALCOLM Barber has seen tens of millions of pounds’-worth of bikes go under his hammer over nearly 40 years in the business – but he reckons bikes are still bargains: “In the wider collectors’ world, a lot of people are moving into bikes. Cars are getting more and more expensive, and bikes are an alternative or an interesting additional item to their collections. So at the moment we can see the motorcycle market is growing. “There’s a lot of nostalgia in the buying process and even I’m not immune; I’ve got an Ariel Red Hunter which was registered in the same month as my birthday in the 1950s. On top of that there are things people craved when they were younger – as they get older, or more affluent, their situation changes and they can buy them. “There’s a great fascination with bikes. For most people,
they represent the first set of powered wheels they owned, and so they hold a special place. “It’s a very interesting collection, and our point of view was it could have been sold in Austria but there’s a lot of international interest, and England is the centre. “We had 17 trucks ship the bikes over here from Austria, plus export licences to arrange. Everything was brought to England a couple of months ago, and has been stored here since then. “It’s after the catalogue goes out that you get a sense for where the interest lies, and in this case it’s come from everywhere. We’ve even had people from Australia placing bids.”
‘We can see the bike market is growing’ MALCOLM BARBER
E R TH YE BU
PROFESSOR Fritz Ehn virtually redefines the concept of a motorcycling fan. A noted motorcycle journalist in his homeland, he’s spent nearly half a century building up his collection. He explains how it happened: “I’ve been collecting bikes for 45 years, and for the last 30 years I’ve had the museum to keep them in. Now I’m selling them for a few reasons. One is my age, I’m 67 and I don’t have any children to pass them on to. “I think that maybe I have another 20 years left where I can be active and involved, and I have to lower the amount of vehicles in the museum. It was getting to the point that you couldn’t see the motorcycles because they were so closely crowded together. “Now I’m making the museum dedicated to mainly Austrian and Austrian-related motorcycles. I need to make some space. “My first motorcycle after
E R E THLL SE
This collection redefines anyone’s dream garage
E R E THLL SE
W
E ALL have our own dream garages; a list of bikes that, in a perfect world, would be lined up ready to ride, in our very own miniature museums. But for Austrian collector Professor Fritz Ehn that isn’t just an idle daydream but a life-long pursuit that’s led to a collection of more than 300 bikes. But last week he sold almost of them – putting 274 of his machines plus an array of parts and collectibles under the hammer, allowing anyone with the money and the passion to grab a slice of that dream. The massive Bonhams auction at the RAF Museum in Hendon saw prices ranging from £58 up to nearly £40,000 for individual machines, with bikes dating from the 1900s right up to the 1990s, so there really was something for every rider. And they lapped it up, forking out an incredible £1,123,226 over the course of the sale. Most of the bikes had lain dormant in the museum and the sale is intended to make space for different bikes and a collection of tractors...
R E EE THION T UC A
By Ben Purvis
ANDY Addicot, an HGV driver from Bristol, bought the Ehn collection's GPZ500R for £1000 – that’s £1150 including premium – as his first-ever auction buy. Very much a man after Fritz Ehn’s heart, it boosted his own collection to 12: “I haven’t bought a bike from an auction before, normally it’s just through adverts or dealers, but I saw the advert for this auction and I thought I’d come along. “It's a gamble for me – obviously I’ve seen the bike, but I’m not going to find out about it until I get it home. “I had my eye on a few bikes here and when this one came up I just thought I'd give it a go, and I got it. I'll get it home, see if it's any good, and if it is I'll keep it. If not I’ll still be able to sell it and get my money back. “There’s a mixed bag here. Some of the bikes looked good in the pictures, but when you get up close they’re a bit rough. And a lot
‘I’ll still be able to sell it and get my cash back’ ANDY ADDICOTT of them haven’t been run in a long time, I tried kicking some over and they wouldn’t turn, and I didn’t want to end up with something that needed a rebuild. I think some people have got carried away, because you’ve got to remember there’s the premium to pay on top of the hammer price, and then because these bikes are from Austria, you’ll need to pay to get them registered here. “I’ve already got a collection of bikes – a Kawasaki KH250, a Honda K4 250, a Suzuki Invader T200, a Honda 650SS, a 1960 Tiger 100, a Daytona 750, a Thunderbird Sport from 2003, an ’88 FZ750, a BSA Bantam and I’ve just bought a Honda CB400F.”
JULY 9, 2008 MOTOR CYCLE NEWS ❘ 9
TOP TEN PRICES PAID Proof that regardless of a credit crunch the value of the right bikes are increasing. Some smashed their estimated prices
£38,900
Lot No. 266: 1904 Laurin & Klement Model CCR. Est: £20k
£36,700
Lot No. 227: 1935 Brough Superior 1,096cc 11-50hp. Est: £25k
£35,600
Lot No. 235: 1952 Vincent 998cc Black Shadow. Est: £22k
The RAF Museum at Hendon was filled with machines of all types – and a Spitfire
£34,500 1955 Vincent 998cc Black Prince. Est: £28k £32,200 1976 MV Agusta 750S America. Est: £18k £32,200 1927 Böhmerland 603cc Langtouren. Est: £24k £31,0501929 Neander P3 1. Est: £18k £24,150 1950 Vincent 998cc Rapide. Est: £14k £21,8501927 BMW 500cc R47. Est: £18k £20,700 1931 Ardie 484cc Silberpfeil. Est: £7k
TURN THE PAGE FOR MORE AUCTION NEWS
PHOTOGRAPHY BY MYKEL NICOLAOU
www.motorcyclenews.com
22 ❘ MOTOR CYCLE NEWS JULY 9, 2008
NEWS
Replica of Steve McQueen’s Triumph desert racer built Just 300 TR6-based specials to be produced to exact spec of star’s bike chris.newbigging @bauerconsumer.co.uk
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HE British firm that built Steve McQueen’s famous Triumph desert racer is to make a limited run of replicas, to the exact specification selected by the legendary actor. Metisse Motorcycles, one of the biggest names in the classic bike world, which has built frames for many racing greats over the years, have the full backing of the late actor’s family. Each of the 300 bikes will have McQueen’s signature painted on the tank and will come with a certificate of authenticity and a price tag of £15,275. As the builder of McQueen’s original racer – built to compete in desert race events in the USA but also used in the International Six Days Trial – Metisse was able to replicate the bike exactly. When McQueen picked up his original bike, he said: “This rig is the best-han-
dling bike I’ve ever owned.” The basis of the machine is a nickel-plated chromoly tubular chassis which also acts as the oil reservoir for the dry-sump engine. McQueen chose BSA yokes when building the original bike, as he preferred how the bike handled with the bar mounts behind the
‘McQueen’s original bike was built to compete in desert races in the USA’ headstock pivot, so the replicas have the same arrangement. Ceriani 35mm forks with seven inches of travel were also Steve’s choice, and feature on the replica, too. The footrests are made to the exact pattern of the original bike, and the chrome
‘scramble’ exhausts are very close to the pipes on McQueen’s racer. The period Triumph front wheel drum-brake hub and BSA rear hub are as chosen by McQueen, laced to chromed steel wheel rims with a scrambler tyre on the rear and a trials front. The clutch, throttle and brake controls are all supplied by Amal. The engine is a genuine period Triumph TR6 aircooled twin engine, fully reconditioned and rebuilt by Metisse to good-as-new condition, with a single Amal carburettor feeding both cylinders through an aluminium manifold. Low final drive gearing gives the roadbased engine better throttle response for off-road riding. The bike is finished with a tank, seat and front mudguard shaped to replicate McQueen’s bodywork, and the colour is also a match. The bike was launched officially this weekend at the Motorcycle World show at Beaulieu, and Metisse are now taking orders – contact the firm on 01367-870630.
British company Metisse built McQueen’s original bike (inset, above right) for the bike-mad star to race in off-road competitions.
School of hard Hogs German ‘University of Bikes’ hopes for top marks by modifying Harley Street Bobs into slick custom bikes chris.newbigging @bauerconsumer.co.uk
Doctor Bob features custom forks and humungous rear wheel. The front forks are University of Bikes’ own upside-down items
HARLEY-DAVIDSON’S Street Bob custom cruisers have been transformed into hardcore streetfighters by a self-proclaimed University of Bikes in Germany. German custom shop owner Armin Spaehn – boss of the Spaehn University of Bikes – has spent months designing and building oneoff parts to create the unique machines you see here. One of the two bikes, the ‘Doctor Bob’ uses a standard frame and engine, but with carefully selected off-theshelf parts and one-off engineering. The forks are the University’s own upside-down units complete with shrouds over the sliders, and are held in a
massive set of billet aluminium yokes, engineered to space the forks out by 290mm. That leaves room for the massive 4½” wide spoked front rim which carries a Metzeler Sportec tyre. Braking is taken care of by twin discs with four-piston calipers. The rear wheel is equally as impressive – the 18” rim is 8½” wide to carry a whopping 245-section tyre, giving Doctor Bob much more presence than the standard Street Bob. The rear wheel just about fits into the standard swingarm, allowing Spaehn to retain the standard rear suspension too. The bodywork is even more minimalist than the basic standard bodywork – the one-piece steel tank and seat unit are hand-formed,
and topped with an Alcantara trimmed single seat. Doctor Bob does without a front mudguard, and only a single chrome headlight is mounted on the forks – there are no instruments or unnecessary clutter in the rider’s view, though a speedo is flush mounted into the tank top. The chrome drop bars are lower, but much wider than stock. The look is completed with a satin paint job with orange detailing, and a mix of chrome and gloss black detailing on the mechanical parts. The second bike, called ‘Professor Bob’, is a more simple transformation. The standard frame, swingarm and engine are used, but Spaehn also opted to retain the standard forks. A spoked 4½” wide front rim carries a
36 ❘ MOTOR CYCLE NEWS JULY 9, 2008
ROAD TEST Something old, something new... the Tenere (third left) borrows much from its stablemate, the XT660R, but is also up against the Suzuki V-Strom and BMW’s 800GS
Tenere strikes back
The iconic Yamaha Tenere has been reborn – but does it live up to the legend? And how will it shape up against its rivals – mid-size trailies from BMW and Suzuki? adam.child @bauerconsumer.co.uk
A
CCORDING to Yamaha there are no single cylinder adventure bikes on the market. Which is why this new Tenere, based on the XT660R trailie, is back, reviving a name the firm used with great success between 1983 and 1998. Yamaha believes it has spotted a small niche, and is banking on the new Tenere’s classic name delivering some extra sales. The trouble is, if you can stretch to another £1796 you can get BMW’s all-new F800GS, which replicates the huge success of its bigger brother, the R1200GS, in a mid-size package. And let’s not forget the old but still excellent-value Suzuki DL650 V-Strom. So is it worth spending a bit more money on those twins, or will a single do?
And if a single is good enough, what does the new Tenere deliver that the bike on which it’s based, the XT660R, can’t? In other words, is the XT, which shares many components with the new Tenere, a cheaper more viable alternative? Questions questions. Let’s have a go at finding out.
BASIC APPEAL
I first saw the new Tenere in the flesh at the NEC bike show back in November. I remember giving it a passing glance, but that was about it. Up close, though, there’s no denying it’s an eyeful. From certain angles it reminds me of a KTM Adventure, which is no bad thing – and it’s certainly impressive. In fact, every one of our testers liked the cut of it. It may be a bit chunky in places, but it still looks purposeful and kind of cool.
It also makes the bike on which it’s based, the XT660R, look ancient and old hat by comparison – like parking an old MK1 Land Rover next to a new Discovery. It just goes to show how you can transform an old bike with a lick of war paint and a few extra plastic bits. Speaking of old-fashioned, we’re also testing the Suzuki V-Strom. Even the deep blue paint and racy graphics can’t hide this bike’s true age – it looks bland and unexciting. The top box doesn’t help, although it’s undeniably functional. But the V-Strom is a bit like your granddad: old, but still a firm favourite. It’s a real bargain, too. Which brings us on to the new F800GS. There’s no better example in the Bavarian marque’s range of how radically BMW has revolutionised the styling, attitude and whole ethos of its bikes in the last few years. Forget
boring old BMW, the 800GS is about as racy, hardcore and radical as offroad-style bikes get. And aside from looks, the BMW has a second string to its bow – it’s also well made. It feels really robust, with loads of little extras available, like heated grips. It has
‘It reminds me of a KTM Adventure – no bad thing’ the best clocks here by far and there’s even an electrical socket for your phone charger. On looks combined with function the BMW wins hands down, but then it’s also the most expensive.
PERFORMANCE
To put it simply, the VStrom is never going to set
JULY 9, 2008 MOTOR CYCLE NEWS ❘ 37
www.motorcyclenews.com
The BMW 800GS is predictably brilliant – on tarmac at least
your pants on fire. It’s not slow exactly, it’s just that revving it to death simply results in lots of noise and little speed. Of course, around 130mph flat-out with the benefit of a strong tailwind isn’t to be sniffed at. And in the real world – fully loaded, two-up, with luggage ready for a touring trip around Europe – the Suzuki motor is strong enough to rev along happily at a ton, which is impressive from the little water-cooled 650 V-Twin. The BMW’s parallel twin is very similar, but crucially is not as revvy as the V-twin Suzuki. The F800GS lacks a little excitement low down, but it’s still more than quick enough to have fun with. I went the picturesque way home from work on it, using the BM’s torque to roll around in fifth and sixth gear. Sitting bolt upright, I got an indicated 130mph on the analogue speedo.
The bike is less hard work than the Suzuki, and doesn’t feel like you’re wringing its neck when cruising around the ton. What’s more, 80mph is smooth and vibefree – you can just sit there all day long. The Yamaha singles are a real disappointment after
‘The V-Strom is stable, comfy – and duller than Songs of Praise’ the twins, and that’s no great surprise. But unfortunately, Yamaha has launched the new Tenere as a round-theworld adventure-tourer – and it simply isn’t. The motor doesn’t have enough grunt. The Tenere is flat out at around 105mph. Yes, that might be OK for some, and yes, it will chug along at
80mph in a rattly sort of way. But add luggage and a pillion, and the motor simply cannot cope. Anything above 80mph is virtually impossible.
HANDLING
The problem here is that three of these bikes (all bar the Suzuki) have 21-inch, off-road-style front wheels, which means you’re fighting a losing battle to start with. As a result they steer slowly, feel vague at big angles of lean, and are a little unstable. But the BMW almost breaks the rule book, as it’s very stable for such a bike – even at a ton-plus around long, flowing sweepers. The two Yamahas, meanwhile, start to weave and skip over cats-eyes at similar speeds. Braking-wise, the new twin discs on the Tenere set it apart from the old XT. They are much improved, but do cause the front to dive excessively. You can
have fun on both the Tenere and the XT, but just when you’re thinking ‘Yeah, this is good’, you hit that engine barrier. As a result, overtakes take forever. The BMW is predictable, easy to ride, has great brakes (with ABS) and is so much better generally than the Tenere. The Suzuki, meanwhile, is by far the best-handling road bike thanks to its smaller front wheel. It is stable, easy to ride – and duller than Songs of Praise with the sound turned off.
COMFORT
Dull and boring it may be, but the V-Strom is also easily the comfiest. The fairing is good enough to ride at 80mph, visor up, with no problem. In fact, getting back on the V-Strom is like walking into my local: soothing, familiar, somewhere I could easily stay all day. Continues over
60 ❘ MOTOR CYCLE NEWS JULY 9, 2008
SPORT
GOLD AND GOOSE AND PETER ASWENDT
Test rider Kevin Curtain explores the SR1000RR’s limits
BMW’s WSB assault is go…
They’ve just signed Ruben Xaus and are on the verge of doing a deal with another big name rider. Add in their F1 technology and BMW could be right on the pace
michael.guy @bauerconsumer.co.uk
B
MW stunned the World Superbike paddock at Misano last weekend, announcing they had signed Ruben Xaus to ride the new S1000RR in WSB 2009. BMW’s arrival is a massive coup for the championship and with Aprilia also set to re-join the series, it means seven manufacturers going head-to-head next year. Working with the current German Superbike team and
former World Supersport contenders Alpha Technic, BMW have a purpose-built facility just outside of Munich where all their racing activities will be based. BMW are yet to announce their second rider, but if current rumours are anything to go by the German manufacturers are aiming high with former world champions Troy Corser and Max Biaggi on their wish list. MCN sat down with Peter Mueller, BMW Vice President of Development and Model lines to find out more:
Why did you sign Xaus?
At first we looked at riders that had no contract for 2009 and there are not so many in this position. Ruben is fast and he is also a wild rider and we believe he can give us good feedback due to the level of experience he has in Superbike. We’ve also seen that he is a good team player and he is prepared to push to the limit.
And a team-mate?
I hope to announce the second rider in the next month. We are speaking to more
than one because if you have only one and they say ‘no’ this is no good for us. When we declared we were going to WSB we had a lot of interest. We thought of the German rider Max Neu-
‘In the first year, we expect to be in the top ten...’ PETER MUELLER, BMW VICE PRESIDENT
kirchner, we have spoken to Troy Corser and Max Biaggi. The rider’s nationality is not important; the important thing is that they are capable of developing and winning on our bike. We would also
look at Colin Edwards given his experience. When the bike is fully developed we would extend our search to the MotoGP paddock, but for now we are concentrating on riders from WSB. Everything is new so getting a rider with experience of the championship and with other teams is important.
What can you say about development so far?
We are on schedule. There is still a lot of work to do, but the base of the bike is good. The feedback we got from
our test riders like Steve Martin, Kevin Curtain and Jeremy McWilliams is that the bike is stable and that when you adjust the suspension it has no reaction to the other parts of the bike. Performance will be there from the engine and we are where want to be. In the first year we expect to be in the top ten, we are in good shape.
Can you tell us any technical details?
I do not want to speak about the cylinder head or the valve-train because these are
JULY 9, 2008 MOTOR CYCLE NEWS ❘ 61
www.motorcyclenews.com Do you feel electronics should be playing such a big part?
If you have traction control and all these electronics on a street bike then you should also have then on the Superbike. On the other side we also have to be cautious that the costs don’t become too high. The ideal situation is that we will have Superstock and supported BMW teams and we will distribute the hardware and software between them. For us this makes sense. If it was just for one works team then this is not so good.
Vice president Mueller on the phone, but to which rider?
Conventional suspension and traction control are technical departures for the German firm
‘We didn’t want to try everything and do nothing right’ Former WSB man Steve Martin is among the BMW test team
special parts. The bike is an inline four-cylinder, which is the most popular configuration. It is a very compact engine which allows us play a lot with the centre of gravity and fairing size.
Did you ever consider building a twin?
No. It was clear where we wanted to go. We could also have done a two-cylinder, but we are happy to have chosen a four. We are in motorsport to sell motorcycles so this decision is part of the business strategy. We
were, of course, very interested to see how the new regulations work and this year at the moment it seems that it is very balanced. We are interested in the series being balanced and this is good for the championship and all of the manufacturers competing in it.
Why an inline four?
This is an approach BMW Motorrad has chosen because we want to sell it in the USA. For this we have to have a road bike, which is a concept that has been
F1 and motorcycling are so different. There are a lot of possibilities but we need people that understand motorcycles – to bring our skills together so that our engineers can influence the performance of the bike.
PETER MUELLER, BMW VICE PRESIDENT
If the size of the team truck is anything to go by, BMW are planning a major WSB operation accepted. The four-cylinder also has many pros. We studied and analysed all of competitors but we have made some changes where we thought we could make some improvements or make it a little bit different.
When we saw pictures of the bike, we were surprised it didn’t have a real BMW identity. Will this change?
We could do it differently just because we are BMW, but this would be doing it the wrong way. We will do
Given your experience in F1, do you feel that electronics is an area where you could have an advantage?
Why use Alpha Technic instead of running the project in house ?
This bank of laptops looks more like an F1 pit garage... things differently if we see that we can use our skills to make it better. First of all we have to look at how WSB works and fulfil that, then we can do things differently but we have to be able to show that our way is better. First we need a really good base.
Electronics have become a major part of WSB. What system will you use?
We have our own electronics. We have a lot of experience from Formula 1 and we have a lot of knowl-
edge. We decided to do this on our own and we are now in a development stage. We are learning a lot and will learn faster if we do it ourselves instead of getting a system from a supplier.
‘Ruben will test when he is finished with Sterilgarda’ PETER MUELLER, BMW VICE PRESIDENT
Alpha Technic will be our team. We have our own BMW people heading the project but to do it all ourselves is difficult because of structures and unions governing how long staff can work. We have our own people in key roles and have outsourced the rest because they can be more flexible.
Where will the team be based?
The race team will be based near Munich. Because we are in the development process, it’s not like Yamaha or Honda who have a finished bike that they can just give to a team. We are developing the bike from scratch so the project has to be located close to BMW, about 60km away. In Munich we have all of our engineers and facilities such as a wind tunnel etc… But we also wanted to have it separate because we believe that race and road
engineers should be apart because the working style is so different.
Did you have a prior relationship with Alpha Technic?
No, we screened from MotoGP through to WSB for possible teams, but although there were teams that could go racing there are not so many that could also handle the development. This team have experience of both but bringing this all together with our own people is now the challenge.
Why go to WSB and not aim for MotoGP?
If you look how we started with BMW Boxer Cup and then endurance races, the next step for us was Superbike racing. If we want to produce a road Superbike we have to show it at the races. So it was clear that if we sell a Superbike we have to be in WSB. If we can do both WSB and MotoGP in the future we will, but at the moment we have to focus on Superbike. We didn’t want to try and do everything, but end up doing nothing right.
What does your testing schedule look like?
We tested at a number of tracks and will continue to test at other world championship circuits. Now that the projects have been announced we know that photographers and journalists with stop watches will be there – this is normal business. We will then complete the official WSB winter tests because we have to understand where we are with our rivals and lap times. Whether they are good or bad, we have to understand.
When will Xaus get to ride the bike?
Ruben will test the bike after he has fulfilled his contract with Sterilgarda Ducati. He will be very important for tyre testing and will be able to help us with his skills and input.
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SPORT
‘Don’t axe Donington MotoGP’ Toseland pleads with circuit bosses not to drop bike GP after they land Brit F1 race matthew.birt @bauerconsumer.co.uk
J
AMES TOSELAND has urged Donington Park bosses not to axe the British MotoGP race after winning the rights to host Formula One. The double WSB champion is desperate for the British MotoGP race to stay at the Leicestershire circuit, despite last week’s bombshell news that Donington had won a shock 10-year deal to host the British F1 GP. Donington’s contract with Spanish rights holders Dorna to stage the British MotoGP expires at the end of 2009, while its contract to host the British Formula One race commences in 2010. There are already some fears that, having secured the rights to host F1, Donington may give up the rights to MotoGP, despite assurances from CEO Simon Gillett that MotoGP is an essential element in Donington’s ambitious future plans.
Gillett met with Dorna bosses at last month’s British MotoGP to indicate Donington’s desire to negotiate a fresh deal when the current contract runs out. Donington will undergo a massive £100m facelift over the next five years to radically overhaul its ailing infrastructure and improve the circuit. And Toseland wants MotoGP to benefit from the new venture, which includes plans to bring the paddock and pits complex into the infield. Gillett has already assured fans that part of the circuit’s overhaul would not include tampering with the circuit from Redgate to McLeans, which remains one of the most popular sections of track on the 18-round MotoGP calendar. Donington has hosted the British MotoGP race since 1987, and Toseland, who had a nightmare recently in his first home GP when he crashed at the first corner on the first lap, wants to see the contract extended.
Toseland has unfinished business at Donington, having crashed at the first corner in his first Brit MotoGP this year
Toseland told MCN: “I really hope Donington can continue to host the British MotoGP race after 2009. Last month a crowd of nearly 90,000 fans turned out despite the poor weather forecasts, which makes Donington one of the biggest single attended sporting events
‘Donington MotoGP is one of the biggest sporting events in the UK’ JAMES TOSELAND in the UK. It is now one of the most established races on the calendar, and MotoGP has been the showpiece motorsport event at the circuit for years. With Donington about to embark on what is going to be one of the most exciting new chapters in its history, hopefully MotoGP will be able to play a big part in
With Donington Park becoming host to the Formula One GP from 2010, there are fears that it will drop the British MotoGP race that future. If Donington can keep the race and benefit from the massive investment that will now be made in improving the circuit and the facilities for teams and fans, it will provide a world class venue that everybody in the British motorcycling community can be proud of. And besides, I have unfinished business at the
track, so I want the race to stay at Donington.” Before learning its bid to keep the F1 race beyond 2009 had been lost to Donington, Silverstone had begun formulating plans to host a MotoGP race in the future. As revealed by MCN at last month’s British GP, Silverstone bosses had submitted draft new cir-
cuit plans for the MotoGP Safety Commission to consider and give their recommendations on. While impressed by Silverstone’s plans, Safety Commission members Valentino Rossi and Chris Vermeulen said their preference was for the race to remain at Donington. Toseland added: “If you speak to any of the riders,
they will tell you that there is no other section of circuit in the world that compares with Redgate to the Esses. I am keen to see what plans Donington has to change the circuit, but I’m delighted the first part will remain untouched and one of the most spectacular and challenging sections we race on will stay the same.”