SportBikes Inc Magazine October 2020

OCTOBER 2020 VOL 11 ISSUE 1

T YEARS E N

SPORTBIKESINCMAG.COM

2010 - 2020

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FEATURES

OCTOBER 2020 - VOLUME 11, ISSUE 1 BMW'S F 900 R

44

TRIUMPH'S ROCKET 3 GT

68

YAMAHA'S YZF-R1M

10

KTM'S 1290 SUPER DUKE R

56

http://issuu.com/action/page?page=68

DUCATI'S PANIGALE V4 S

84

http://issuu.com/action/page?page=114

http://issuu.com/action/page?page=10

http://issuu.com/action/page?page=56

http://issuu.com/action/page?page=84

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http://issuu.com/action/page?page=44

HONDA'S CBR 1000RR-R FIREBLADE SP

114

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STAFF

Publisher//Editor in Chief: Allan Lane allan@sportbikesincmag.com

EDITORIAL

ART & DESIGN

Staff Writers: Leon Brittain leon@sportbikesincmag.com Lion James lion@sportbikesincmag.com B.T. bt@sportbikesincmag.com Devonne Duerbaum devonne@sportbikesincmag.com Eric Wood eric@sportbikesincmag.com

Creative Director//Layout//Design: Allan Lane allan@sportbikesincmag.com

Copy Editor: Stacey Lane stacey@sportbikesincmag.com Contributors: Freddie Lex Kevin Duke Costa Mouzouris

Creative Supervisor: Leon Brittain leon@sportbikesincmag.com Graphic Designer: Baz baz@sportbikesincmag.com Cover Design: Allan Lane Contributing Photographers: Bad Beard Polaris Kevin Wing KTM AG Stephen Gregory Milagro Drew Ruiz

SportBikes Inc Magazine - October 2020 Volume 11, Issue 1 To receive SportBikes Inc Magazine’s 2021 Media Kit and Advertising Rates, please email: info@sportbikesincmag.com.

In no way can any part of this magazine be reproduced in print, digital, broadcast or any other manner without the expressed written permission of the publisher.

SportBikes Inc Magazine (ISSN 2158-009X) is published monthly by Hard Knocks Motorcycle Entertainment.

SportBikes Inc Magazine is not responsible for any advertising claims made by its advertisers or partners.

Any and all items submitted to SportBikes Inc Magazine will become the sole property of SportBikes Inc Magazine and are subject to, but not limited to edits, comments and titles.

Sportbikes Inc Magazine, staff and partners are not responsible for injuries, loss or damage to their being, vehicle or property, including death that may result from contest submissions.

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No helmet can protect the wearer against all foreseeable impacts. Nothing is a substituteOCTOBER for safe riding2020 practices. ©2020 Arai Helmet | SPORTBIKESINCMAG.COM |7

FROM THE EDITOR

TEN YEARS OF SBI MAGAZINE EXCITED is not the word. As we embark on our tenth year of publishing SportBikes Inc Magazine, especially during these turbulent times, we are grateful. Though the world has changed, we remain inspired, more now than ever, to bring our readers the highest level of moto-edutaintainment.

The Mission: Provide high-quality moto-focused content to the global motorcycle community directly and expeditiously that will uplift, educate and entertain riders from all genres and connect them to the products, apparel, gear, accessories, and news that is relevant to our industry and market, as well as address their needs as consumers.

branding and logo reflect our refreshed perspective of the industry that demands information and data to be presented in a timely and prompt manner.

In this annual anniversary issue of SBI Magazine, we gathered a colleciotn of FIRST RIDE REVIEWS from the last year. Enjoy...

As we look foward the future of SBI, we thank you for your continued support. As the world continues to change and as our industry continues to go through changes, we will adapt and continue to ride on.

Best, The Process: “SportBikes Inc Magazine” is now Allan recognized as “SBI” (thus, the new logo). The new @mrblackmoses 8 | SPORTBIKESINCMAG.COM | OCTOBER 2020

USING A RACETRACK AS A LIVING LABORATORY

As a recognised long-standing major motorsport player, Motul benefits from the world’s best laboratory in the most extreme racing conditions.

At the Isle of Man TT, you must fully trust your machine around bumpy and winding public roads at 330km/h.

Honda has chosen Motul to lubricate their racing engines: a reward for our ingenuity and performances.

Recognised by many teams worldwide as the best racing engine oil, the 300V has inspired a wide range of engine motor oil tailored to meet the most demanding constraints of daily rides.

Find the one you need on www.motul.com

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YAMAHA'S

2020 YZF-R1M 10 | SPORTBIKESINCMAG.COM | OCTOBER 2020

WORDS: ALLAN LANE IMAGES: BAD BEARD OCTOBER 2020 | SPORTBIKESINCMAG.COM | 11

THE FIRST RIDE: YAMAHA'S 2020 YZF-R1M

TO BE HONEST, when I took delivery of the 2020 Yamaha YZF-R1M, my initial thoughts were that the bike has no business on the streets. By the mere sum of all its parts, the bike is destined for closed course asphalt glory.

At this level in the R1M's evolutionary process, the look shape and feel of the bike take a bit of a departure from the previous model years. It not only looks finished, but it also feels finished.

Granted, Yamaha has 22 years developing the evolution of the YZF-R1, as the model made its debut in 1998. With the presentation of this 2020R1M model, there has been a considerable leap forward in the process. The amount of carbon fiber adorning the chassis alone is enough to lock your visual engagement. The front fender, upper cowl, side and tail fairings... all carbon fiber. It's quite beautiful, to say the least.

Feeling the effects of the lighter 450 pounds (wet), while harnessing the power of the 998cc crossplane crankshaft engine in the cockpit makes everything all too real, for all the right reasons.

Pairing an aluminum frame and fuel tank with a magnesium subframe and wheels means lighter weight while not skipping out on the desired and required strength. Overall, the bike feels slimmer and the new tank section allows for improved rider connectivity. The new bodywork highlights 12 | SPORTBIKESINCMAG.COM | OCTOBER 2020

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THE FIRST RIDE: YAMAHA'S 2020 YZF-R1M

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the progressive styling and fluidity of the 2020 model when compared to the 2019 version.

In 2015, the revamped R1 design caught some flack from the R1 purist community and a portion of the jurors from the court of public opinion. Flack aside, the new aesthetic was a departure from the established fashion of the R1, further giving it a unique presentation that was undeniably R1.

The 2020's refinement of what began in 2015, puts a period on the progression. As said, it looks finished. It is the most attractive R1, since the bike's inception.

The R1 has never suffered from lack of performance and over the years the platform has always been ready for a throwdown. The 2020's engine continues to improve its output. The inline fourcylinder, crossplane crankshaft engine is laced with titanium connecting rods, shortened intake ports, and repositioned 10 hole injectors that spray directly toward the intake valve (previously 12 holes, relocated from the bottom of the throttle bodies, now on top). The new engine also features new cylinder heads, as well as new profiles for both the rocker arms and camshafts.

I noticed the R1M's proper full-color TFT dash interface when I took delivery at the Yamaha warehouse and started her up. There is a lot of data that fits on the screen and you'll easily pass 20 to 30 mins flipping through the menu, reviewing and adjusting settings. There are four riding modes, ten settings for traction control, four slide control settings, four lift or wheelie control settings, three settings for the quick shifter, two settings for the brake control and three settings for the engine brake management system. Catching my attention straight away was the acceleration and brake application meter, on the lower right corner. One small benefit of testing this bike on the street is that there are moments when you can look down at the dash and glance at what information or data is being presented to you.

This would never happen on the track. The streets OCTOBER 2020 | SPORTBIKESINCMAG.COM | 15

THE FIRST RIDE: YAMAHA'S 2020 YZF-R1M

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YAMAHA'S

2020 YZF-R1M OCTOBER 2020 | SPORTBIKESINCMAG.COM | 17

THE FIRST RIDE: YAMAHA'S 2020 YZF-R1M

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of Southern California and stretch of the Pacific Coastal Highway were not enough to really push the R1M to any degree of pressure. But it sure was fun as hell.

Perhaps, the feature that will receive the most praise is the entirely new cableless ride by wire Yamaha chip controlled throttle. It is exactly what it sounds like... The Accelerator Position with Sensor (ASPG) eliminates the need for throttle cables. It's not as simple as "twist and go", per se, but in the application for the rider, it is as "twist and go" as you can get. The ASPG operates as a magnetic sensor detects when the throttle is opened at the grip, then communicates with the throttle bodies. The result is consistent and a damn near effortless throttle response.

You twist the throttle, she moves. The transaction is smooth and direct. At speed, quick-shifting through gears, there is a nuance of a different engagement with the throttle, but I chalked it up to memories and habits of riding with a standard cable throttle assembly. The application of ASPG for street riding is sheer enjoyment. But in a track environment, ASPG's potential is massive.

Considering all of the 2020's new or revamped components and elements, I thought to myself as I began my ride, that I had no business taking this weapon out on a street cruise. It just did not seem practical. I thought for sure that its performance would be hindered by low gears and mostly midrange revs. Of course, I was hell-bent on finding some bits where I could let her stretch her legs and I was successful. But for the most part, I don't think that I got her out of third gear. Regardless, I quickly learned that I was wrong to discredit the potential pleasure that R1M would provide in the streets.

I was pleasantly surprised by the performance output and above average, impressive level of comfort of the 2020 YZF-R1M while getting on with it around the streets of SoCal. The consistent delivery of smooth power when pulling away from OCTOBER 2020 | SPORTBIKESINCMAG.COM | 19

THE FIRST RIDE: YAMAHA'S 2020 YZF-R1M

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THE FIRST RIDE: YAMAHA'S 2020 YZF-R1M

THE ACCELERATOR POSITION WITH SENSOR (ASPG) ELIMINATES THE NEED FOR THROTTLE CABLES. IT'S NOT AS SIMPLE AS "TWIST AND GO", PER SE, BUT IN THE APPLICATION FOR THE RIDER, IT IS AS "TWIST AND GO" AS YOU CAN GET.

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THE FIRST RIDE: YAMAHA'S 2020 YZF-R1M the light... The non-biting, yet firm braking as I rolled to a stop at the intersections (the unified brake system from the prior model years is no longer)... This was an intimate engagement with the bike, that I often miss when on larger press outings. The opportunity to slow down and ascertain as much as I can from the product is overlooked and underrated.

It was at the Bolsa Chica State Beach where I was slightly able to open her up, throw her into a few corners and give some consideration to the Ohlins ERS set up on what I will refer to an "access road." I was by no means moving at a pace to effectively apply pressure to the R1M's electronic front forks and rear shock but the components are proper race bits. The list of features that the R1M is composed of are plentiful, ranging from the effective application for the street to the competitive racer's edge. The R1M has a WIFI communication control unit (CCU) that, when used in connection with Yamaha's mobile phone applications (Y-TRAC and YRC Setting) allows you to make adjustments to several settings, in addition to tracking the bike's position via GPS and log data using the recorded information from the IMU, ECU, and GPS. The question of what is practical or where a bike, particularly a liter biker, should be ridden is all relative. The 2020 Yamaha YZF-R1M, while designed, and engineered for the track, is right at home in the streets, canyons, backroads, etc. After all, the R1M comes with turn signals, brake and LED headlights, not to mention mirrors.

These DOT required components can quickly be removed so that the R1M can quickly be converted into its track appropriate persona, or alter ego.

That seems pretty damn practical to me.

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THE FIRST RIDE: YAMAHA'S 2020 YZF-R1M

THE NEXT STEP IN THE EVOLUTION OF YAMAHA'S FLAGSHIP SUPERBIKE IS A NATURAL BORN RACER, BUT IT IS JUST AS ENJOYABLE OFF THE TRACK AS IT WOULD BE ON IT. 26 | SPORTBIKESINCMAG.COM | OCTOBER 2020

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2020 SLINGSHOT R and SL Polaris starts off the decade with two new Slingshot models with an option to go automatic...

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WORDS: ALLAN LANE IMAGES: POLARIS OCTOBER 2020 | SPORTBIKESINCMAG.COM | 31

THE FIRST RIDE: 2020 SLINGSHOT R AND SL

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THE DEBATE HAS BEEN OVER regarding what box the slingshot belongs in. It would be redundant to entertain that discussion beyond the fact that the Slingshot does not belong in a box. It is simply what it is, perhaps more but not less. Through the years that the Slingshot has been on the scene, it has come a long way since it’s early days as a moto-anomaly to the explosive growth of its integral position in today's uber-cool moto culture and subcultures, therein. And the good folks at Polaris would be remised not to take notice.

For 2020 the Slingshot has gone through a drastic transformation. It looks and feels… finished. There are two models, the standard SL and the R. The R, for the first time, is available as a manual or an automatic. The purists will scream sacrilege at the absence of the manual transmission. Hell, I did for a minute before I thought about it. The mission of any manufacturer is to make units and move them. Moving units is clutch, pun intended.

How does one double their market potential?

Simple. You make a version for those that love the look and vibe but either can not drive stick nor are willing to learn. The portion of the market just wants to get in it and go. So why not make a product that will be embraced by that crowd? I get it. For every potential buyer that said, “But I don’t drive manual… I wish it was an automatic…” Polaris said, “hold my beer.” Well played, Polaris. Well played.

Now, for those that take matters into their own hands, literally… The R does come in a version with a traditional manual gearbox that has been refined in harmony with its all-new OCTOBER 2020 | SPORTBIKESINCMAG.COM | 33

THE FIRST RIDE: 2020 SLINGSHOT R AND SL

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powerplant, the ProStar. The ProStar is a new four-cylinder, 2.0 liter, 1997cc engine that offers two performance modes: Comfort and Slingshot. These riding modes are managed via the push of a button at the steering wheel.

The SL model has a maximum output of 178hp at 8500rpm and 120 foot-pounds of torque 5500rpm.

The Slingshot R takes things a stretch further down the performance road. In either delivery, manual or automatic, the engine output rises to 203hp at 8250rpm with 144 foot-pounds of torque at 6500rpm. You’ll find an upgrade in the braking department as well where 2 piece composite rotors allow for ample stopping ability.

Most notable for me was the gearbox.

While not seamless, the process of shifting is impressively smooth compared to previous model years. This allowed me to be more aggressive and have more fun when putting the R through its paces. The new for 2020 tuned exhaust provided a roaring and throaty growl when on the throttle.

In the cockpit, the ergonomics have been reengineered and even larger occupants like myself are comfortable. At the redesigned steering wheel that is much easier to grip and negotiate, you’ll find buttons to manage basic operations: music, ride mode, cruise control, etc. At the center console, now with a perpendicular angle to the floorboard, you’ll discover the 7-inch ride command data center that doubles as a viewing screen for the backup camera. Below the data center is a row of toggle switches for the traction control, hazard lights, and interior ambient lights. Just below that, there is a dedicated spot for your smartphone and a USB charging port.

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THE FIRST RIDE: 2020 SLINGSHOT R AND SL Of course, one of the highlights of the Slingshot has always been its proper sound system. The 2020 models continue the audio performance progression with a 100 watt Rockford Fosgate Audio system. Other key features of the interior include a new backlit data cluster, sound system, redesigned cup holder and middle console compartment.

100w Rockford FosgateÂŽ Audio. Push to start with Key FOB. The bucket seats are both comfortable and functional, allowing you to feel like you are in and part of the Slingshot opposed to sitting on or sunken into the Slingshot. The manual shifter is shorter, giving more exaction when operating the gearbox.

At the front end, the side by side dual bulb lights have been replaced by an attractive LED headlight bar, while LED accent lights further distinguish the 2020 from prior model years.

The bodywork at the driver and passenger points of entry have been reinforced to support the weight when riders have a habit of leaning, posing, posturing at the side of their Slingshot. Other key features of the interior a new backlit information cluster, redesigned and relocated cup holders, a middle console compartment and a push to start ignition with key FOB. The only true way to experience the reality of the sum of all parts is to drive it. After a brisk cruise through the Nevada backdrop, from Hoover Dam to Lake Mead, I managed to find some time and some road to push the limits of the new R. I must disclose that I am an owner of 2017 Slingshot SLR, and have 36 | SPORTBIKESINCMAG.COM | OCTOBER 2020

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THE FIRST RIDE: 2020 SLINGSHOT R AND SL

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THE FIRST RIDE: 2020 SLINGSHOT R AND SL

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considerable number of miles of looking over the front hood at aggressive speeds, under my belt. I’ve spent time with the 2018 and 2019 models, as well. The 2020 R triumphs over all previous models. By comparison, the 2020 models make anything that came before it a dinosaur. The power of the new ProStar engine, the higher revs, the new gearbox all come together as a perfect storm called “Badass!” The R has a 0 to 60mph rating of 4.9 seconds. What that means in real terms is that this model is more than quick, its fast. It's important to note that the new ProStar engine while producing more horsepower than the previous model year’s GM Ecotec 2.4L 4 cylinder engine, it has a smaller CC output and produces less torque. Its performance output is a testament to proper development, engineering, and execution of a concept. If Polaris had to travel up of slightly crooked road to get to this, the 2020 model, it was a road well-traveled. I’ve said it. This model looks and feels “finished”. For the adventurous newcomer to the Sling World, there’s the automatic option. For the purist, you have the five-speed manual.

Polaris continues to carve their own path with their three-wheeled Slingshot. However, to say that the 2020 is merely an updated model from the previous year is a grand understatement. It is not just new skin on old meat and bones. The 2020 Slingshot lineup is a different animal… conceptually, visually, and functionally. Honestly, the only things that truly remain from the 2019 models are the three wheels and the name. It’s a new year and a new decade. The Slingshot is done playing. It’s coming for everything that’s been owed to it, and more.

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CAFE

$51.

Tel:440-653-5333

03*

SIDEWINDER 95*

$899.

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MINIMEG 99*

$299.

Performance 95*

WWW.VOODOOMOTO.COM

$299.

SHORTY 99*

$269.

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BMW

F900R

WORDS: FREDDIE LEX IMAGES: KEVIN WING 44 | SPORTBIKESINCMAG.COM | OCTOBER 2020

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THE FIRST RIDE: BMW F 900 R

BMW OUTPERFORMS THE COMPETITION IN THE MIDDLEWEIGHT NAKED BIKE SEGMENT WITH ITS WELL-BUILT F 900 R ROADSTER. AFTER YEARS OF getting beat up on the showroom floor, BMW finally gets serious about the middleweight naked bike segment with the introduction of its F 900 R (starting at $8,995). The German brand has its sights set clearly on the competition, engineering a well-rounded bike that is not only affordable, but easy to ride, and most importantly fun!

The F 900 R is powered by a larger displacement version of the ultra-compact parallel-twin that powers its F 850 GS adventure bike. Two mm larger alloy pistons boost engine capacity to 895cc. The cylinder head’s flow geometry was updated as was fuel and ignition mapping. It also benefits from an uneven firing order that affords the rowdy power and sound characteristic of a v-twin. BMW says that its big-bore twin is good for 99 horsepower at the crank. And it feels every bit that fast.

Rev it high, or lug it at low rpm and the BMW mill happily complies, torquing away from stoplights with the type of vigor of a larger, liter-class sized bike. Smartly optimized gear ratios inside the six-speed transmission keep this twin spinning in its wide power zone. Plus the cable-action clutch offers just the right amount of resistance. This makes it not only easy to ride but fun, too – with it the powertrain making just the right level of roar and vibration. (On a related note, BMW offers its Gear Shift Assist Pro option, which allows for immediate, clutch-less up-and-down shifts.)

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THE FIRST RIDE: BMW F 900 R

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At speed, there is a degree of tingle through the controls but it’s not enough to be off-putting. Instead, it adds a degree of refined character letting you know you’re riding a bike.

However, the view from the rearview mirrors can get clouded.

A beautiful 6.5-inch color TFT display keeps tabs on vitals and the screen is easy to read day or night. Instead of touchscreen functionality, riders rely on BMW’s tried-and-true handlebarmounted multi-function wheel. It’s a slick setup but does require time to acclimate to its operation and menu navigation. Still, the electronics have a robust level of adjustment and the display can pair to smartphones via BMW’s free RideConnected app.

This allows turn-by-turn display navigation and access to other vehicle settings off the bike. Bold LED lighting helps you stand out on the road and the headlamp throws a deep swatch of illumination after dark. Cornering headlamp functionality can also be purchased for an upcharge.

In base configuration, the rider can choose between ‘rain’ and ‘road’ riding modes which controls engine response, ASC (automatic stability control) and ABS, however for a $350 upcharge BMW unlocks its more performance-minded ‘Dynamic’ and ‘Dynamic pro’ modes. These settings facilitate more intimate engine/throttle response with IMU-powered stability control and ABS programming. It also reduces engine brake effect.

With either Dynamic setting enabled, the middleweight Beemer can be ridden surprisingly hard through turns. Yet, thankfully the electronics mute ham-fisted control input netting a high level of control. Oddly enough, our test mule wasn’t outfitted with heated grips, nor cruise control, however, both of those features can be added as an upcharge.

In spite of its 465-pound curb weight with its 3.4-gallon fuel tank topped off, the F 900 R surprises us with its maneuverability-especially around tighter stretches of pavement. Despite its fixed damping adjustment, the Showa-sourced fork is one of the finest we’ve sampled at this price point and the linkageless shock offers a handy preload adjustment knob that affords easy ride height changes. Rebound damping is also offered.

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THE FIRST RIDE: BMW F 900 R

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THE FIRST RIDE: BMW F 900 R

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All of the control surfaces, including the levers, brake pedal, handlebar can be tweaked based on rider preference. BMW is also one of the few manufactures to offer a variety of OE seat options allowing riders to tweak height, and density based on their preference. A suspension lowering kit can also be purchased for an upcharge making this F bike even more attractive for smaller riders.

The suspension glides over chewed up surfaces yet provides the right amount of damping and road holding at speed. The OE-fitted Bridgestone Battlax S21 tires complement the chassis dynamic and serve up copious grip at lean.

Without question, the F 900 R is a substantial upgrade over its underperforming predecessor. Not only is it faster, better handling, and better looking, the F 900 R offers true BMW sport capability and function for under nine grand. Factor in its fine Berlin, Germany craftsmanship and two-year warranty, and you’d be hard-pressed to find a better middleweight naked bike than the 2020 F 900 R. OCTOBER 2020 | SPORTBIKESINCMAG.COM | 53

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KTM 1290

SUPER

DUKER 56 | SPORTBIKESINCMAG.COM | OCTOBER 2020

A gentler monster: KTM revamps its monstrous 1290 Super Duke R making it smoother and more thrilling to ride.

WORDS: FREDDIE LEX IMAGES: KTM AG OCTOBER 2020 | SPORTBIKESINCMAG.COM | 57

THE FIRST RIDE: KTM 1290 SUPER DUKE R

KTM CONTINUES TO up the ante in the naked bike world with the steady evolution of its mean-looking and open-class 2020 1290 Super Duke R ($18,699). The Austrian brand tames the brutish, and at times, uncivilized character of its 180-horsepower sport naked by reinventing the chassis and thunderous 1301cc LC8 Twin. We swung a leg over it during its test ride unveiling in Portugal.

Leaner and most certainly meaner, the Super Duke’s appearance is tidier with a shorter overhangs fore and aft. Opposed to a traditional low-slung sportbike the Super Duke is devoid of a front fairing and lower cowl, which shows off its muscular twin-cylinder engine.

In a dealership full of cookie-cutter bikes, the Super Duke stands out with its now signature split praying mantis shaped LED headlamp. A closer look reveals the mesh-screened ram air intake which loads the big Twin with fresh air. A pair of 58 | SPORTBIKESINCMAG.COM | OCTOBER 2020

airbox-mounted, showerhead-style fuel injectors shoot into the engine – boosting top-end power – something that the 1290 historically lacked.

This along with improved engine mapping increases the 1290’s potency, especially when barreling across 160 mph straightaways. The 75-degree LC8 retains its punchy demeanor off idle–torquing away from stop signs like few other sport motorcycles. An optional electronic quickshifter maximizes thrust during shifts through the six-speed gearbox, without letting off the throttle, nor squeezing the clutch lever.

As usual, the Super Duke R is a hoot to blitz away from traffic lights. With 103 lb-ft claimed torque, the 17-inch front wheel climbs toward the sky easily, in any of the first four gears. Electronic antiwheelie control keeps the front wheel hovering near the pavement. Of course, the rider can manually disable this feature, and rely on a dab of the rear brake to set down the

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THE FIRST RIDE: KTM 1290 SUPER DUKE R

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wheel. Either way, the choice is yours.

When it’s time to shed triple digit speeds, the Super Duke R uses a beautiful set of machined Brembo Stylema superbike calipers gripping 320mm diameter rotors. The setup is powered through stainless-steel hoses and a radial pump master cylinder. Lever position adjustment is another nice touch.

The optional quickshifter also includes auto-blip downshift function so the rider can downshift without squeezing the clutch. This add-on is exceptionally helpful when making downshifts at lean. Lean angle sensitive cornering ABS helps mitigate wheel lock up during brake application.

The ABS system also includes a “supermoto” mode, which deactivates rear ABS for advanced pilots that wish to slide by brake during corner entry.

The Super Duke R’s historically spongy suspension components were a weak link–especially when ridden at an elevated pace. We’re happy to report that the new Apex generation fork from WP offers greater support and road holding.

In addition to tool-less style compression and rebound damping adjusters, the fork includes spring preload adjustability. Ride height can be modified based on preference or rider weight.

Red rubber sliders monitor fork travel, so it’s easier to dial in the optimum setup.

The 1290’s rear suspension benefits from a linkage-type configuration greatly improving suspension action. Where the non-linkage equipped 2014-2019 models exhibited hyper, supermoto-like movement at pace, the new setup delivers a calmer and more compliant action– similar to Aprilia’s class-leading Tuono V4.

Damping adjustment controls on the shock body and a handy twist-style preload adjustment knob facilitate quick changes. The adjustable foot controls and handlebar are other nice touches OCTOBER 2020 | SPORTBIKESINCMAG.COM | 61

THE FIRST RIDE: KTM 1290 SUPER DUKE R

MORE POLISHED IN EVERY WAY, THE 1290 SUPER DUKE R, KNOWS HOW TO GET LOOSE AND BURN BRIDGESTONE BATTLAX RUBBER ON THE STREET AND RACETRACK.

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THE FIRST RIDE: KTM 1290 SUPER DUKE R

proving KTM pays attention to details. Well done, KTM. A tilt-adjustable Samsung Galaxy S7-sized color TFT display functions as the Super Duke’s command center. With crisp fonts and a bold range of colors, the panel is a tremendous upgrade from the dinky display employed KTM’s other road bikes.

In lieu of a touchscreen, settings are manipulated through handlebar-mounted switchgear. Logical menu navigation makes it easy to tweak individual settings. The size of the buttons and their tactile feel are improved, making it easy to enable features like cruise control. We’re especially fond of the left hand paddle-style buttons so the wheel spin threshold can be modified, on the fly, while riding at pace.

More polished in every way, the 1290 Super Duke R, knows how to get loose and burn Bridgestone Battlax rubber on the street and racetrack. And with its enhanced chassis and more capable electronics package, it balances this wild behavior with a degree of competence that we missed since the RC8R sportbike retired.

Still fast, still wild, the 2020 Super Duke R earns our respect with its new-found professional attitude.

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puigusa.com OCTOBER 2020 | SPORTBIKESINCMAG.COM | 67

GT

Triumph's

ROCKET 3

GO BIG OR GO HOME! 68 | SPORTBIKESINCMAG.COM | OCTOBER 2020

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THE FIRST RIDE: TRIUMPH ROCKET 3 GT

THE ROCKET 3 brings into relief the sharp distinctions between the cultures of America and Great Britain. For monster-motored motorcycles, the USA offers the Boss Hoss with giant V-8 car engines. From across the pond arrives the latest version of Triumph’s Rocket, now with a new 2.5-liter three-cylinder motor and beautiful finish detailing. The big Trumpet eschews the crudeness of the Boss in exchange for a cohesive design that results in a level of panache that surprises from such a freakish machine.

When seen in person, the Rocket is almost guaranteed to bring smiles to gearhead’s faces, whether by its beauty or its sheer outlandishness. The Rocket has been transformed from almost agricultural to something near suave. Its rich finishes draw eyes closer and make them linger. Brushed aluminum fuel and oil tank caps look lovely and expensive, as does the brushed stainless steel tank strap. A single-sided swingarm proudly displays a gorgeous machined rear wheel.

The Rocket’s centerpiece is its engine, a monstrous and wonderful three-cylinder displacing a ridiculous 2453cc.

With its lovely aluminum airbox cover on the left and alluring hydroformed exhaust headers on the right, it’s perhaps the prettiest new engine on the road.

And the handsome motor is backed up by massive might, punching out more torque (163 lb-ft at 4,000 rpm) than anything on two wheels, aside from the truly ridiculous V-8 Boss Hosses. Triumph boasts that it makes 70% more torque than its closest rival, and there’s no less than 147 lb-ft in a broad zone from 2500 to 5500rpm.

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THE FIRST RIDE: TRIUMPH ROCKET 3 GT

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The Rocket 3’s all-new Euro 5-compliant motor is actually a short-stroke design measuring 110.2mm x 85.9mm, versus the 101.6 x 94.3mm format of the outgoing 2294cc engine.

This allows shorter conrods to reduce the height of the motor, as well as bumping up the rev limit to 7000rpm. More to the point, though, is that the larger-capacity engine weighs a massive 39.6 pounds less than the smaller old one.

Yes, the Rocket is big, but Triumph has re-engineered everything from the previous Rocket III to shed weight. A key ingredient is its new aluminum frame claimed to be half the weight of the previous steel frame, helping shave a massive 88 pounds overall despite having a larger engine. Claimed dry weight is 648 pounds, so it’s probably close to 700 pounds in operating condition.

The Rocket 3 is available in two versions: a roadster-styled R model retails for $20,900, while the GT tested here costs $700 extra and adds a larger windscreen, passenger backrest, and heated grips, along with a more cruiser-y riding position with feet placed further forward, bars a little rearward, and a seat slightly lower.

The GT’s seat, at 29.5 inches, is overall on the low side, which can be beneficial to those with short legs, and it proves to be wide and supportive, enabling 150-mile stints between tank-fulls. Kudos to Triumph for equipping the GT with footpegs adjustable to three positions over a two-inch span.

The internally wired handlebar forces a forward scrunch that I found mostly comfortable, but, depending on arm length, your mileage may vary.

The Rocket’s heft is most apparent when it’s not rolling, but the mass seems to dissipate once underway. Taking off from a stop couldn’t be easier, as there’s so much engine torque that throttle application isn’t even necessary. But you’ll want to use it, as the motor has a diesel-like bottom end that pulls cleanly from even 1500rpm and all the way to its newly inflated 7000rpm redline.

Clutch pull is amazingly light for a machine pumping out boatloads of torque, and the transmission shifts with uncanny OCTOBER 2020 | SPORTBIKESINCMAG.COM | 73

THE FIRST RIDE: TRIUMPH ROCKET 3 GT SELDOM DOES THE DESIGN OF PASSENGER FOOTPEGS EVER WARRANT MENTIONING, BUT HERE ARE THE COOLEST ONES WE’VE SEEN. IT’S DELIGHTFUL TO ASK OBSERVERS TO FIGURE OUT WHERE THEY ARE HIDDEN. THEY SPROUT FROM THE SILVER ANGLED PIECE SEEN ON THE LEFT SIDE OF THIS PHOTO, FOLDING OUT TWICE FROM WHAT LOOKS LIKE NOTHING. KUDOS TO TRIUMPH FOR SPENDING DESIGN AND ENGINEERING DOLLARS ON COMPONENTS THAT COULD EASILY HAVE BEEN MADE CHEAPLY AND WITHOUT MUCH THOUGHT.

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THE FIRST RIDE: TRIUMPH ROCKET 3 GT precision for such a monstrous powerplant. A tall sixth cog helps reduce vibes at highway speeds. Triumph Shift Assist, enabling clutchless gear changes, is optional. The exhaust note sounds like half of a Jaguar inline-6, with a growl and a whoosh that begs for an aftermarket pipe. Horsepower peaks with a rowdy 165 ponies at 6,000rpm.

The Rocket’s fat tires are quite influential on its dynamics, with a front tire as wide as some bike’s rears and a back tire wider than some cars. The chunky rubber looks appropriate for a contraption this size, but the resulting rolling stock is very heavy and contributes to the jolts felt when hitting sharpedged bumps. It also makes the bike awkward to handle when crossing uneven surfaces and slows steering responses at high speeds. Handling, otherwise, is remarkably adept for a 700-pound two-wheeler.

Responsible for getting all that weight slowed down is an impressive set of top-shelf Brembo brake hardware (topshelf Stylemas upfront) combined with a five-axis inertial measurement unit and cornering ABS. It’s a combined brake system in which the ECU determines - depending on speed, lean angle, and weight transfer - if adding a little rear brake activation to go along with front lever pressure would help steady the bike. It works so seamlessly that I didn’t realize it had such a system until I read about it after testing. The rear brake operates independently. Hill-hold control keeps the beast from rolling unexpectedly on an incline, and cruise control keeps the beast rolling at steady speeds until the 4.8-gallon tank runs dry.

To find out how far the Rocket has progressed from its previous edition, we invited a longtime Rocket owner who has probably filled your ears with music at some time in your life. Daniel Ash is a founding member of proto-goth band Bauhaus and the driving force in the rock group Love and Rockets.

“The first thing I noticed with the new Rocket 3 is how light it is,” Ash commented. “The overall balance of the bike is a big improvement on the original. It’s as easy to throw around the bends as a sportbike. I have to say that’s not the case with the older Rocket. I noticed as the day went on how I was riding 76 | SPORTBIKESINCMAG.COM | OCTOBER 2020

ROCKER DANIEL ASH, EX-BAUHAUS AND LOVE AND ROCKETS, CUTS A DASHING FIGURE ON THE ROCKET 3 GT.

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THE FIRST RIDE: TRIUMPH ROCKET 3 GT

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THE FIRST RIDE: TRIUMPH ROCKET 3 GT

DANIEL ASH’S BLACKED-OUT ROCKET III LOOKS DULL AND AWKWARD NEXT TO THE HANDSOME NEW ROCKET 3 GT.

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faster and faster because it handles so damn well.”

The TFT instrumentation is an average piece for such a special machine. The 4.5-inch display is smaller than many contemporary TFT screens, so some of the type is small and difficult to read by dull eyes. Logically arranged switchgear is easy to use and has a quality tactile feel. Rider mode is nicely customizable to choose particular throttle-response and traction control parameters. Keyless ignition is convenient, as are the finely tuned self-canceling turn signals. Attractive bar-end mirrors offer reasonable views of all vehicles you’ll leave behind.

Powerful engines create a furnace of heat, but the Rocket does an admirable job of hiding its effects from a rider. Still, you’ll feel it on warm days, mostly on the right leg next to those delectable exhaust headers and especially when stopped with a foot down.

A small price to pay for one of the most epic moto engines on the road in one of the most special production motorcycles ever. No, it’s certainly not for everyone, but the Rocket 3 offers a motorbike experience like no other and the attention to detail that will make its owners proud wherever they ride.

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RKExcelAmerica.com 82 | SPORTBIKESINCMAG.COM | OCTOBER 2020

CORNERING LEARN THE SKILLS DISCOVER THE ART

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2020 panigale

V4 S

words: Costa Mouzouris Images: Milagro OCTOBER 2020 | SPORTBIKESINCMAG.COM | 85

THE FIRST RIDE: 2020 PANIGALE V4 S

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WE’RE AT BAHRAIN INTERNATIONAL Circuit. My left knee puck wears down on the pavement as I visualize my line at the corner exit. Twisting the throttle to its stop, the bike pulls progressively harder as it lifts from its lean and forces me back against the seat hump. The front wheel lifts but I place my faith in the bike’s wheelie control. Blasting out of Bahrain’s second-gear Turn 10, I row up the gears clutch-less with the throttle wide open before hitting the brakes hard to shave some speed for the upcoming left-hand sweeper. I then tip the bike and graze my knee puck again. It’s pouring rain. But as it turned out, the rain provided the ideal setting in which to test the 2020 Ducati Panigale V4 S, which sees some important revisions.

Introduced in 2018, riders found the Panigale V4 was a handful when ridden hard. The changes are designed to make it less demanding to ride on a racetrack, but especially so for riders with less than MotoGP levels of skill. In other words, it should be easier to ride for you and I. The first thing that catches your eye is the fairing aerofoils. First used in MotoGP and then on the Panigale V4 R last year, they can generate up to 82 pounds of downforce on the front wheel, giving the front end a more planted feel at speed, and helping keep the front tire from lifting at corner exit. The fairing is also 1.2 in. wider at handlebar level, it’s 3 in. wider at knee level and the windscreen is 1.3 in. taller, changes that smooth airflow around the rider when tucked in and improve high-speed stability.

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THE FIRST RIDE: 2020 PANIGALE V4 S A tweaked chassis makes handling less demanding. The frame is now the same as the on V4 R, but even lighter. It is 30 percent less rigid torsionally, which improves control at extreme lean angles, where the suspension is less effective.

Spring rates are lower but preload has increased for more efficient use of suspension travel. Rear suspension geometry has been altered to reduce rear-end squat when getting hard on the gas, allowing the bike to keep a tighter line when exiting turns.

The 1,103 cc, 90-degree V-four is unchanged, still claiming 214 horsepower (226 with the accessory Akrapovic exhaust) and 92 lb.-ft. of torque. However, engine mapping has been revised, as well as the electronic intervention systems. Here’s the list of the electronic assists: Six-axis lean-sensing traction control; eight levels or off Wheelie control; eight levels or off Slide control; two levels or off Electronic engine braking; three levels Cornering ABS; three levels Ride modes include Street, Sport, and Race, each one with its own preset parameters. Within each mode you can change settings for the traction and wheelie controls independently, the slide control, cornering ABS, and engine braking. The bike also has a quick-shifter, and three-level launch control. Making adjustments is intuitive using handlebar switches and the five-inch colour TFT display. You can also alter the suspension settings electronically on the Panigale V4 S. Torque delivery has been softened through the midrange, but just like on real World Superbike machines, it now also varies depending on gear selection. Midrange torque is softest in first and second gears, gets a bit more forceful in third, and is most aggressive fourth to sixth. This makes exiting corners easier in lower gears without sacrificing power delivery at high speed.

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THE FIRST RIDE: 2020 PANIGALE V4 S

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THE FIRST RIDE: 2020 PANIGALE V4 S

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Traction control has been improved to intervene quicker, yet smoother when the rear tire lights up.

Throttle mapping has been altered so that torque delivery is better managed when the wheel spins at part throttle. For example: If you’re going fast enough that the rear tire loses grip mid-corner as you begin to open the throttle, torque will drop off as the engine picks up revs instead of doing the opposite. Traction control is there to help prevent disaster, and when all of these systems work simultaneously, the intervention is seamless and confidence inspiring.

The Panigale V4 S ($28,395) includes electronically adjustable Ohlins suspension with Smart EC 2.0 event-based mode, an Ohlins steering damper, and Marchesini forged wheels in place of the manually adjustable suspension and cast wheels on the Panigale V4 ($21,995).

To handle the rain, Ducati replaced the OEM Pirelli Diablo Supercorsa SP tires with World Superbike-spec Pirelli Diablo Rain tires. And since my gear bag went missing on my way here, my hosts provided the riding gear.

My test bike was set up in Street mode but adjusted with a higher level of traction- and wheelie-control intervention, and slide control turned up. After a cautious sighting session, I picked up speed, only to discover I could keep picking it up to a pace that would be considered fast, even on dry pavement. I gradually applied harder throttle earlier at corner exit, until it was regularly wide open with the bike still carrying a lot of lean angle.

This emphasized how well the electronics have been tuned, because I never got out of my comfort zone despite riding faster on wet pavement than I’ve ever ridden before. I charged into corners hard on the brakes and rolled on the throttle as hard as I would on dry pavement, with the electronics managing what was happening at the rear wheel. This made it easy to focus on my lines and braking points, rather than on how the OCTOBER 2020 | SPORTBIKESINCMAG.COM | 93

THE FIRST RIDE: 2020 PANIGALE V4 S

AFTER A CAUTIOUS SIGHTING SESSION, I PICKED UP SPEED, ONLY TO DISCOVER I COULD KEEP PICKING IT UP TO A PACE THAT WOULD BE CONSIDERED FAST, EVEN ON DRY PAVEMENT. I GRADUALLY APPLIED HARDER THROTTLE EARLIER AT CORNER EXIT, UNTIL IT WAS REGULARLY WIDE OPEN WITH THE BIKE STILL CARRYING A LOT OF LEAN ANGLE.

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THE FIRST RIDE: 2020 PANIGALE V4 S

bike was reacting to my input.

Riding that hard in the rain would not have been possible if it weren’t for the uncanny wet grip provided by those race-spec Pirellis. Years ago I used to race a Ducati 996 professionally, and I’ve ridden on wet racetracks before but had never attained knee-scrubbing lean angles with water spraying off the bike. The only time handling became sketchy was when the bike hydroplaned over water flowing across the track.

The drawback is that the tires’ soft carcass and tread introduced an occasional and significant straight-line weave at high speed.

Is the new Panigale V4 easier to ride than the outgoing model? Unfortunately, I can’t answer that with certainty since I’ve only ridden it in the rain. I have tested World Superbike spec motorcycles before, and their prohibitively expensive electronics were in a different league in terms of control when compared to any streetoriented supersport I’d ridden. The Panigale V4’s revised electronics are a big step closer to the trick stuff. They are astoundingly effective and allow a rider with less than professional-level skills to ride surprisingly hard on a wet track with relative ease and confidence. And this is a factor that should transfer well when riding at normal speeds on the road, wet or dry.

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INDIAN'S CHALLENGER DARK HORSE

WORDS & IMAGES: ALLAN LANE 100 | SPORTBIKESINCMAG.COM | OCTOBER 2020

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THE FIRST RIDE: CHALLENGER DARK HORSE

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WITH NO SHAME in their game, the Indian Challenger Dark Horse pulls no punches in its class. A full bagger with all of the trimmings, the Challenger Dark Horse packs levels of performance, that, for its weight class, comes as a pleasant surprise.

The U.S. cruiser market has only two true manufacturers. There is no hiding the fact that Indian Motorcycle has been looking to take the number one spot from Harley-Davidson for several years. Indian’s latest effort to dethrone the theoretical king, the Challenger Dark Horse does more than live up to its namesake.

foot pounds of torque. Those are great numbers alone, however, the manner in which they are experienced is something to take note of. With a full tank of petrol, the Challenger Dark Horse tips the scales at 831 pounds. That's a lot of bike. However, the Challenger Dark Horse’s engine, with its overhead camshafts and four valves per cylinder plus its six-speed transmission delivers smooth, controllable, and reliable power.

Smoothness is a key factor. You don't want to lug 800 plus pounds of machine with inconsistent output. It diminishes the experience. When I rolled on the Challenger Dark Horse's throttle, the response was consistent and predictable. My confidence and enjoyment in the Challenger Dark Horse grew with every twist of the wrist.

Powered by Indian’s 1768cc liquid water cooled PowerPlus V-twin engine, the Challenger Dark Horse produces an output of 122hp and 128- With power in check, the Challenger Dark Horse's

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THE FIRST RIDE: CHALLENGER DARK HORSE

braking and suspension receive top marks. Indian opted for Brembo brake components to bring racespec stopping power to a bagger. In the front, you'll find a set of 320mm semi-floating rotors paired with radial-mounted 4 piston calipers. At the rear sits a single 298mm floating rotor and 2 piston caliper. The Challenger Dark Horse's front end suspension features 43mm inverted forks and a Fox hydraulic adjustable single shock at the rear.

Performance stopping power coupled with an impressive suspension set-up produces unexpected but surely welcomed, dynamic handling. While it was very obvious that I was saddled behind the considerably sized front end of a bagger, the nimbleness of which the Challenger Dark Horse carved through and about a series of Pennsylvania back roads, resonated with the sentiments of being on a sportbike. Not at all the same, but 104 | SPORTBIKESINCMAG.COM | OCTOBER 2020

the Challenger Dark Horse's 31 degrees of lean angle and overall rideability is very impressive.

The rideability factor is heavily attributed to Polaris' Smart Lean Technology. Smart Lean uses data and input from a 6-axis Bosch IMU and works in harmony with the Challenger's traction control, drag torque control and ABS with cornering control to provide a sporty ride experience.

With features usually found on a sportbike, the Smart Lean Technology keeps you confidently grounded and in command of the road with 6-axis Bosch IMU, Dynamic traction control, ABS with cornering control, and Drag Torque Control.

The Challenger Dark Horse is further highlighted by its three selectable ride modes: Rain, Standard,

and Sport. Each mode has its own setting in correlation to traction control and throttle mapping, selectable on the fly via the handlebar switch cluster, or via the 7-inch infotainment touch screen display. While the difference between Rain and Standard is subtle, Sport mode has a distinctive grunt and aggressive boost in response.

but also displays bike data, specifications, and general information. Once you have experienced Ride Command, you may feel that your ride is missing something if you have to go without it.

Especially on longer rides.

The Challenger Dark Horse checks all of the boxes in the long haul department. It is in every The touch screen data cluster contains everything sense of the word a bagger... A bagger that's expected with the addition of Indian's convenient been enhanced by sports performance bits and and very rider-friendly Ride Command prompts a healthy dose of proper technology. that when used in cohesion with your smartphone (either through Bluetooth or USB connectivity), On a longer run, I settled right into the bike's takes your ride to a higher level. Ride Command ergonomics. I'm a larger rider so the level of is one of Polaris' products that doesn't get enough comfort is always a matter of concern. With a love. The comprehensive system allows for almost seat height of 26.5 inches, my 6 foot, 265-pound seamless integration of your smart device and frame found itself planted firmly in the saddle. incorporates your music, turn by turn directions, Forward foot controls, handlebars, toggles, OCTOBER 2020 | SPORTBIKESINCMAG.COM | 105

THE FIRST RIDE: CHALLENGER DARK HORSE and switches, as well as the Ride Command every now and again... The Challenger Dark touchscreen display... all comfortably within my Horse offers a unique aesthetic with a dominating presence in any situation, starting with a prominent reach. upper front fairing that houses a height-adjustable I made several runs to the market during my windscreen and a distinctive LED headlight that evaluation of the Challenger Dark Horse to see sets it apart from the rest of its class, straight away. what the news is all about regarding the bike's The upper fairing also houses the bike's 100-watt storage capacity. No, I didn't max out at the speaker audio system... and this system thumps. claimed 18 plus gallons of storage, but I was Crystal clear audio with progressive volume, able to complete an abbreviated weekly shopping meaning that the faster you travel, the level autotrip with a little room to spare in the locking hard adjust so that there is no loss of volume. When saddlebags. For the ground pounders on a multi- you slow or come to a stop, the levels return to state journey, the capacity for storage will serve what you originally set them at. Flowing down to you well, not to mention its cruise control and USB the front fender, the Challenger Dark Horse makes new use of the iconic Indian Headdress, in service charging port. as a running light. Although, a bagger, there is Maybe you're not a long hauler. Perhaps you no bulk or boxiness to the motorcycle's profile. It like to keep it local, maybe hit up a bike night is a very handsome bike. Hefty, but not

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THE FIRST RIDE: CHALLENGER DARK HORSE

WITH FEATURES USUALLY FOUND ON A SPORTBIKE, THE SMART LEAN TECHNOLOGY KEEPS YOU CONFIDENTLY GROUNDED AND IN COMMAND OF THE ROAD...

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THE FIRST RIDE: CHALLENGER DARK HORSE

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Harley out? Competition is what drives business.

Competition is what pushes you to strive for more, set, and achieve new goals... Competition is the lifeline of progression and forward movement.

Understanding that, understand this... The Indian Challenger Dark Horse, in addition to the rest of Indian's cruiser class, challenges Harley-Davidson by the mere fact that it exists as an option for those With all of its bells and whistles, impressive seeking something other than a Harley to ride. power and performance, it remains unlikely that Indian's Challenger Dark Horse will knock "Harley Fatigue" is a real thing and Indian has Harley-Davidson off of the box, for now. The die- stepped into the ring with a bonafide contender hard Harley riders' commitment to brand loyalty for the crown. is solid. But is that really Indian's aim? To take cumbersome. If you pull up to your local bike night on a Challenger Dark Horse, even in stock form, you just might roll away with a trophy by the end of the night. I can already see that the aftermarket industry is waking up to the customization needs of the Challenger crowd. I expect to see more full custom Challengers on the road sooner than later.

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HONDA'S

CBR1000RR-R FIREBLADE SP

WORDS: FREDDI LEX IMAGES: DREW RUIZ OCTOBER 2020 | SPORTBIKESINCMAG.COM | 115

THE FIRST RIDE: CBR1000RR-R FIREBLADE SP

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AFTER YEARS OF getting decimated on track by the new generation of high-revving big-bore superbikes, Big Red emerges from its decadelong slumber with an all-new CBR1000RR-R. It is designed to go windscreen-to-windscreen with the best of the best in what’s evolved into the ultra-high-performance superbike class. Inheriting the Fireblade moniker, the triple-R spec CBR finally leverages Honda’s advanced MotoGP know-how for riders that live life by the tick of the stopwatch.

Tucked in behind the windscreen, the new CBR is roomier. This reverses Honda’s 2017-generation

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THE FIRST RIDE: CBR1000RR-R FIREBLADE SP

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CBR which was increasingly more tiny than the already compact (but still aptly proportioned 2008-2016 gen bike). The clip-ons are wider, with a more racy stance, and the fuel tank cover is lower, adding cockpit room.

As RPMs climb, you can tell there’s something special under the hood. The liquid-cooled 999cc inline-four is smaller in size and finally benefits from modern superbike architecture. More radical bore/stroke measurements (5mm larger bore measurement as compared to its predecessor) and low-inertia finger follower valvetrain. This allows for accurate movement at high rpm.

Still responsive at lower revs, the engine has a bigger appetite for rpm with a strong, but smooth spread of top-end pull. The 2020 CBR revs approximately 1,000 rpm higher than before with an explosive and shriek-like sound reminiscent of BMW’s S1000RR. The engine emits a louder and more aggressive bark from the muffler. Honda claims a competitive in class 186 horsepower, OCTOBER 2020 | SPORTBIKESINCMAG.COM | 119

THE FIRST RIDE: CBR1000RR-R FIREBLADE SP but we expect the triple-R to produce around 170 hp at the rear 200-series Pirelli Diablo Supercorsa SP in OE trim.

An overhauled and more effective electronics package complements the RR-R’s powertrain and chassis providing superior integration versus the more rudimentary setup on the last CBR. Adjustable engine power modes, wheelie control, HSTC (Honda speak for traction control) and engine brake control are all standard, as is a bi-direction electronic quickshifter.

The ride-by-wire throttle response is more naturalfeeling than the original 2017-spec setup, but it would have been nice if Honda offered independent throttle response adjustment. Instead, it is integrated into the five-levels of power adjustment. Handlebar-mounted switch gear permits changes on the fly and a five-inch color TFT display keeps tabs on everything. Aggressive launch control mapping allows for hard, but more consistent race starts versus what you could do

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THE FIRST RIDE: CBR1000RR-R FIREBLADE SP

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THE FIRST RIDE: CBR1000RR-R FIREBLADE SP

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without electronic help.

Although the wheelbase has lengthened considerably, in typical Honda form the CBR remains as nimble as ever. It also offers a high degree of stability at speed and at lean — features that Honda’s CBR has historically boasted. Semi-active gas-charged suspension from Ohlins provides excellent control with responsive programming that can take into account extreme camber and elevation changes and performs better than other manufactures' auto-damping setups. This affords a high degree of control no matter what type of road surface you’re rolling over.

The previous CBR1000RR’s front brakes were atrocious, especially on ABS models. Honda did its homework and the braking package is more consistent-feeling with the right amount of power and feel at the lever. We also appreciate the Brembo-sourced radial-mount master cylinder and the adjustable engine brake control which helps

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THE FIRST RIDE: CBR1000RR-R FIREBLADE SP

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THE FIRST RIDE: CBR1000RR-R FIREBLADE SP slow the bike, electronically, if desired.

Aesthetically, the CBR looks meaner than past renditions. It has a more edgy shape with more angular body panels. Clean-looking winglets have been neatly integrated into the side fairings— adding downforce on the front end at speed. Yet, in typical Honda fashion, its plastic clothing is the most slippery in the class, says Honda after extensive wind tunnel testing.

With the release of the RR-R Fireblade SP, Big Red finally has a legitimate player in the liter-andabove superbike class. Yet this isn’t any ordinary superbike. It’s a $28,500 Honda. That means the Fireblade includes careful attention to details and a bespoke finish that other manufacturers in the segment can’t duplicate. Only time will tell if the new CBR is a true contender for World Superbike podiums but Honda riders can rest assured that the giant has awoken.

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