Motorsports Racing News & Blog Articles

Hot off the heels of the newly updated S 1000 RR, BMW today unveiled the 2023 M 1000 RR – the basis of its racing programs all over the world. With the new M model, focus wasn’t placed on increasing power, but rather on making the most of the aerodynamics to use the existing power as efficiently as possible. As you’ll see in the full press release below, countless hours were spent in the wind tunnel and on the track to take full advantage of the aero package – and improve upon it where necessary. BMW says top speed has gone up to “189+ mph” (the legal department surely stepped in and said the actual number couldn’t be published), and so has total downforce from the wings. This helps keep the bike from doing wheelies when it really should be accelerating, so the traction control doesn’t have to work as hard. It also helps mid-corner to keep weight on the front tire for better mechanical grip through the turn.

That’s not to say the engine hasn’t been left completely untouched. Compared to the S 1000 RR, the M version gets Pankl titanium connecting rods and shorter intake funnels for quicker engine response and improved flow at high engine speeds. Total output hasn’t changed from the previous 205 hp at 13,000 rpm and 83 lb-ft at 11,000 rpm.

Apart from the aero improvements, BMW went crazy with the carbon fiber for the 2023 M 1000 RR. The fairings, wheels, winglets, and various other bits are unabashedly carbon fiber – and BMW wants to make sure everyone knows it by leaving it exposed.

The 2023 M 1000 RR promises to be the most sophisticated version yet, and we can’t wait to ride one. MSRP is set at $32,995 and units are expected to arrive in US dealerships in January 2023. Get the full rundown on the new M 1000 RR, including the different package options, in the press release below.

Begin press release:

And speaking of Japanese motorcycles with looooong shelf lives, how about the DR-Z400S? Suzuki sold the first one in 2000 as a serious enduro machine you could ride around on the street, too. And they’ll sell you one today, complete with 36mm Mikuni carburetor, for just $7,099 – which is $1750 more than 22 years ago. That nicely tracks the price of real estate. Wait, that’s not quite accurate… Take it away, Tommy Roderick:

The future of transportation and mobility is facing an interesting problem. Actually, a series of problems. For one, humankind is contributing to a climate crisis that needs to be corrected. For two, there are far too many internal combustion engines littered across the globe to simply scrap them all and start over with electrification. For three, as we’ve long known, eventually our supply of dead dinosaur juice is going to dry up and we won’t be able to produce fossil fuels anymore. And while that could solve problem number one (if the planet isn’t completely screwed by then), it just makes problem number two that much more serious. So, what do we do?

If you’re to believe what the automotive and motorcycle industries tell us, then battery-powered vehicles are the way of the future. This is not a debate about whether or not EVs will really solve our climate problems, but rather, we’re looking at EVs from a logistics standpoint alone. The global infrastructure needs a major boost to be even remotely close to meeting demand.

No matter where you stand on electric vehicles, or motorcycles in our case, the conversations tend to focus on what vehicles we’ll be operating in the future and how the motorcycle of tomorrow will be electric. One thing we don’t hear mentioned much is what to do about the existing ICE vehicles on the road today. The bikes of yesterday and today aren’t going anywhere any time soon, and as far as we can tell, every motorcycle manufacturer currently using internal combustion engines will continue to do so for the foreseeable future. Multiply this by the other sectors using internal combustion engines and you can see how ignoring the matter in favor of electrics is disingenuous. How do we keep all these vehicles running while helping to dramatically reduce emissions?

The answer could be synthetic fuels, or eFuels. Not to be confused with biofuels, which are derived from plants, eFuel is a carbon-neutral method of producing fuel, and it could represent the savior of the internal combustion engine. Or at least prolong its existence. Indeed, this is one of the goals of the ACEM, the European Association of Motorcycle Manufacturers, who have recently joined the eFuel alliance, a European commission focused on how to solve the climate crisis in motorized vehicles. Instead of focusing solely on one technology – batteries, mainly – to fix the planet, ACEM and the eFuel alliance believe the solution should be multi-pronged. Electric propulsion plays a part, but it’s just one branch on a tree whose branches also include hydrogen, eFuel, biofuel, and other technologies that may not even exist yet.

Honda is preparing to launch new touring variant for the Rebel 1100 and Rebel 1100 DCT. The proof comes to us via vehicle emissions data from the California Air Resources Board and vehicle certification data from Switzerland.

A CARB executive order certifying the 2023 Rebel 1100 and its DCT variant sees the addition of two more variants, the Rebel 1100T and Rebel 1100T DCT. While the “T” could stand for a number of things, a touring version of the cruiser is the obvious conclusion.

Meanwhile, vehicle certification data from Switzerland also confirms two new Rebel variants, with the model codes CMX1100A2 and CMX1100D2 joining the current CMX1100A (Rebel 1100) and CMX1100D (Rebel 1100 DCT) models. The Swiss document shows no changes to the engine or emissions from the 2022 models, but it does indicate the A2 and D2 variants have a height of 1,180 mm (46.5 inches), or 2.6 inches taller than the existing Rebel 1100’s 43.9-inch height, suggesting the addition of a fairing and windscreen.

The Swiss data also lists the curb weights of the A2 and D2 variants as being 15 kg (33 pounds) heavier than the existing Rebel 1100s. The heavier weight could be the result of a fairing and luggage and an increase in fuel capacity from the current Rebel’s 3.6-gallon tank.

Motorcycling airbags systems have now been in development for upward of 30 years. Companies like Alpinestars and Dainese have brought products to market, revised them, updated them, and developed new airbag systems to cover a broad range of motorcycling such as track riding, commuting, and off-road riding. We’ve seen these systems go from being integrated into specific garments, to standalone units that can be worn universally (with proper fitment). Now, we even have subscription-based systems that offer a lower barrier to entry price-wise than initially available. 

Here at MO, we’ve done our best to cover the cutting edge of this technology as new products and airbags emerge. Heck, our own Troy Siahaan has proven himself time and time again to be a most excellent crash test dummy and because of this, he won’t be caught on two wheels without an airbag between him and impending doom. Do yourself a favor and read through Troy’s copious crash tested articles for first hand experience of airbag deployments. Due to his experience, I couldn’t think of a better person to lend a few keystrokes to this article.

Before we get into the five airbag systems we were able to test, we want to address the lack of a major player in the biz. We contacted Helite, which initially showed interest in being involved, but was then later unresponsive. Helite makes a range of airbag products from vests and jackets, to airbag backpacks, and now, airbag riding pants. All of the company’s current product line relies on mechanical tethers to the motorcycle which, when pulled, opens a CO2 cartridge which then deploys the airbag. There are other interesting features to Helite products and we are disappointed to have not been able to include them in this buyer’s guide. 

While we know there are other companies out there, these were the latest products we were able to have on hand to review.

With all that said, let’s take a look at how airbags from the other major players stack up.

Kawasaki is bringing back both the Ninja 650 and Z650 for 2023 with one significant update – traction control. Formerly a rider aid only for the most powerful sportbikes on the planet, the safety benefits of traction control reach far beyond trying to go quickly around a racetrack. The two-step KTRC system does not feature the exotic IMUs that flagship sportbikes use, but a more modest system. In mode 1, KTRC allows the rear tire to slip a little more and doesn’t intervene as early. It’s a sport setting designed to allow the rider maximum drive and acceleration off a corner.

Mode 2 is more conservative, intervening earlier than in mode 1 and is ideal for riding in bad weather or low-grip situations. Then, for riders who insist on being in complete control of their engine’s power, KTRC can be turned off entirely.

Visually and mechanically, both the Ninja and Z 650s don’t deviate much from last year’s model – not that that’s a bad thing. The Ninja-inspired looks remain, as does the tried-and-true 649cc parallel-Twin engine, petal brake discs, and meager suspension. See the press release below for full details.

For 2023, the Ninja 650 is available in Metallic Matte Graphenesteel Gray / Ebony or Pearl Robotic White / Metallic Matte Flat Raw Graystone / Ebony, with an MSRP of $7,999. The Ninja 650 KRT Edition modeled after the Kawasaki Racing Team is available in Lime Green / Ebony, with an MSRP of $8,199, and is also available with ABS with an MSRP of $8,599.

Kawasaki presented an electric prototype at Intermot, providing a glimpse of what an eventual production model may look like. The EV prototype was part of a wide-ranging speech from Masaya Tsuruno, managing director of Kawasaki Motors Europe, discussing the company’s approach to reaching carbon neutrality.

Tsuruno did not provide much technical information about the EV prototype, though he did stress that the prototype will form the basis of a production machine. Kawasaki has already commited to presenting three electric vehicles this year; the first was the Elektrode youth balance bike, and the other two, which we were first to confirm via U.S. VIN filings, are expected to be a sportbike and a standard sharing the same 15 hp motor.

The EV prototype actually made its debut in August, with a demonstration at the Suzuki 8 Hour, alongside a Ninja-based hybrid electric prototype. Only the naked EV prototype was shown at Intermot, which is curious, but probably reflects how much closer it is to being production ready than the Ninja HEV.

The Intermot prototype is heavily based on the Z400, sharing similar styling and frame. Juxstaposing the EV with the Z, we can see just how similar the two motorcycles look – but also how different. The headlight, bodywork, tail and suspension are nearly identical, while the frame appears to have been modified to support the motor and presumably, the battery.

I was all Pavlov dogging when I read that the KX450SR “features elite-level racing components, special tuning and design elements inspired by the Monster Energy Kawasaki race team,” only to suffer slight cotton mouth when I learned that consists of nothing more than new SHOWA suspension components front and rear. I mean, obviously great suspension is critical to motorcycles that leap 40 feet into the air, but I felt like I was led to believe there’d be more. In fact, the rest of the 2022 package was already so blinged out, there wasn’t much more Kawasaki could add. It’s even got push-button starting.

Kawasaki Press Release:

THE BIKE THAT BUILDS CHAMPIONS

After finding abundant success in its debut in 2022, the new KX450SR makes its highly anticipated return for 2023. Previously only reserved for early Kawasaki factory racing machines, the “SR” or Special Racer naming convention represents the pinnacle of Kawasaki race bikes. The KX450SR is purpose built leveraging significant high value parts that have been proven by the Monster Energy Kawasaki race team competing in Monster Energy Supercross and AMA Pro Motocross Championships.

Starting with the KX450 concept, the new KX450SR model has been designed to suit riders seeking race wins and features elite-level racing components, special tuning and design elements inspired by the Monster Energy Kawasaki race team to further elevate its performance and factory racer looks.

For 2023, this high-performance, limited edition Special Racer is now equipped with SHOWA front and rear suspension components.

Is the Killer 650 the longest-running Japanese motorcycle? I think it is, and it doesn’t count that Kawasaki dropped it from the line-up for a year or two. Its price and performance always assured the KLR was widely available to a huge swath of dual-sport enthusiasts (along with just plain motorcycle enthusiasts): Now it’s even more broadband, thanks to a seat height that’s 2.3 inches lower via shortened and revalved suspension front and rear, combined with a resculpted seat: S for short.

That takes the seat down to 32.1 inches, says Kawasaki, on a 460-pound moto ready to ride including 6.1 gallons of gas.

We’d go for the ABS version if it were us, in Pearl Storm Gray, for $7,199. But leaving off the new-fangled brakes drops the price to $6,899 and opens up the Candy Lime Green color option.

Kawasaki Press Release:

2023 KAWASAKI KLR650 S

ESCAPE. EXPLORE. ENVY.

After the return of the widely popular and all-new KLR650 last year, Kawasaki expands its KLR650 motorcycle lineup by introducing the KLR650 S model. The legendary dual-sport lineup returns better than ever and now features seven different model configurations. Whether it’s long distances or making the daily commute, this adventure-hungry on-and-off-road machine offers the versatility and toughness required to accommodate adventure.

INNOVV has been a player in the motorcycle dash cam market for quite a while, bringing its systems through several upgrades. We have tested several of these systems and have come away impressed. Now, the company has just taken a step into the action cam market with the INNOVV H5 helmet camera. 

MO Tested: Innovv K1 Motorcycle Camera Review

MO Tested: INNOVV K2 Motorcycle Camera System Review

MO Tested: Innovv K3 Review

Designed specifically as a helmet camera, the H5 mounts to the side of the helmet, giving a 120° field of view. Its unique shape means that it presents a smaller frontal area to the wind at speed than other players in this market, such as GoPro. The image is captured by a Sony 4k sensor augmented with image stabilization. Utilizing an A7 processor, the DVR can record at 30 fps in 4k and 60 fps in 2.7k. The DVR accepts MicroSD cards up to 512gb, and the 2400ma battery can record for a claimed 300 minutes. If that’s not enough time for you,  the battery can be swapped with a USB power interface. An optional audio interface allows for recording the rider’s voice. All this comes with an IP65 waterproof rating providing the protection a helmet cam needs. 

Honda officially revealed its new CB750 Hornet, a new middleweight naked claiming a class-leading power-to-weight ratio. Unfortunately, the new Hornet has only been confirmed for Europe thus far, with no indication of U.S. availability. Pricing varies from country to country, but they generally hover around US$7,800.

The CB750 was designed by Honda’s R&D team in Rome, drawing elements from past Hornet models. The fuel tank design was inspired by the shape of a hornet’s wing. Initial concepts and sketches leaned more towards KTM Duke-styled edges, but the effect looks subdued in the finished product.

As previously revealed, the new Hornet is powered by a 755cc Parallel-Twin engine with a 270° crank and a Unicam head. Honda claims a peak output of 90.5 hp at 9,500 rpm, which is about as much power as the CB650R’s Inline-Four. The CB750 Hornet, however, comes in about 26 pounds lighter than the 650, with a claimed wet weight of 419 pounds. Peak torque is a claimed 55.3 lb-ft. at 7,250 rpm.

In celebration of 60 years of James Bond flicks, Triumph – which was featured in the 2021 hit No Time To Die – has released the ultra-limited edition Speed Triple RR Bond Edition. How limited? Only 60 units will be made, to commemorate the anniversary.

What makes the Bond Edition Street Triple RR special is the obvious (and perhaps tacky?) homage being paid to the world’s most famous spy. A custom 60th-anniversary black paint scheme features all 25 James Bond film titles, official 007 graphics, and hand-painted gold lining. There’s even the iconic Bond gun barrel design on the cockpit fairing and custom bold badging and lettering.

Mechanically speaking, the Speed Triple RR isn’t changed from the standard bike, meaning you have the 1160cc low-inertia three-cylinder engine with 178 peak horsepower and 92 lb-ft of peak torque. Öhlins Smart EC 2.0 semi-active electronic suspension handles the bumps at both ends, while Pirelli Diablo Supercorsa SP V3 tires keep the bike connected to the road. You also get a full-color TFT display, My Triumph connectivity, cornering ABS and traction control, the latter of which can also be turned off.

Pricing for the exclusive Speed Triple RR Bond Edition will be $24,995, and will also include an exclusive 007 indoor bike cover featuring custom James Bond design details. To ensure your bike is truly one of the 60 being produced, it will also come with a hand-signed certificate of authenticity.

If you own a Garmin zūmo XT GPS, you’re well aware of the ease with which the unit can be installed/removed from its motorcycle mount with the simple push of a button. If you’re thinking about buying a zūmo XT, you should know about this, too. Think about how bad you would feel if you came out of a quick trip into a gas station to buy a bottle of water to find that someone has walked away with your $500 GPS. It really only takes a second. Because of this, there are several third-party manufacturers of locking mounts for the XT. However, they tend to be bulky and/or very expensive, and in one instance, weigh more than the GPS it is trying to protect. Rob Bandler at MotoPumps.com set out to create a small, light, and reasonably-priced lock to keep your GPS safe on your bike where it belongs. With the $70 Garmin zūmo XT Security Lock, he has achieved his goal. 

MO Tested: Garmin Zūmo XT GPS Review

The secret behind the success of the Garmin zūmo XT Security Lock is that it’s simple where it needs to be yet complex enough to prevent easy theft. How simple is it? It’s constructed out of a single steel plate that fits almost every motorcycle mount that accepts the AMP GPS mount included with the zūmo. The plate is then powder coated for durability. The locking mechanism is a 304 stainless steel security pin that screws into place behind the XT once it’s mounted and prevents the Garmin release button from being depressed. 

The complex part of the design is in the cylindrical key that is machined in such a way that no other tool can easily remove the pin. You simply insert the key, rotate the pin about 3.5 times, and snug it down. The GPS is now secure. Removal is the same but has an additional step. On the opposite end of the key is a small plunger that is used to push the pin far enough out of the mounting plate to grab with your fingers. 

Alas, Tommy Roderick, the Duke of Kevin, and the Yamaha VMAX have all left the building – and yet they’re all still around and all still capable of putting out a ton of hot air and tire smoke – all things less fashionable now than ten years ago though equally lovable. Let’s face it, we’re living in a more sanitized, more sensitive world (even as putting out a lot of hot air has reached pandemic levels). All the more reason to beat on into the past once again.