Bosch is set to revolutionise motorcycle safety with the introduction of a new generation of motorcycle rader, which some press are calling the most important update in a while.
In a press release, Bosch says its new-generation radar could prevent up to “one in seven motorcycle accidents,” by integrating the radar with emergency electronic assists. Essentially, the radar would be used to detect proximity to hazards and intervene on behalf of the human rider to try to avoid a collision. This is different to the radar-linked Unified Braking System on the Yamaha Tracer 9 GT+ because the Yamaha system only applies the rear brake in the event of high pressure applied to the front brake by the rider.
Bosch is set to present a new, longer-range radar at the upcoming EICMA show, with a range increase of 50 metres over its previous version to have a maximum distance of 210 metres. Additionally, it will have a 15-degree horizontal aperture, which “improves its accuracy in object detection,” the German firm says.
This kind of emergency radar system used in the context of autonomously operated braking is not a new thing, generally speaking, even if it is such in motorcycles. In the four-wheeled world, it’s an increasingly common feature on cars.
Bosch is also set to unveil a new version of its Motorcycle Stability Control (MSC). The existing iteration of Bosch’s MSC “could prevent or mitigate five per cent of all motorcycle accidents involving personal injury in Germany alone if every motorcycle were equipped with it,” according to the company’s research. The newer version would also be targeted at smaller bikes, after Bosch found that its existing system is used mostly on mid-to-large-sized motorcycles. To make it compatible with smaller bikes, the new MSC will be compatible not only with the 6D IMU, but also the smaller 3D ABS sensor.
In addition, a new-generation rear-wheel hub electric motor will be showcased that saves 2kg and loses no performance compared to the previous iteration, while new engine management systems will help manufacturers meet future regional emissions regulations.
It is difficult to believe that BMW Motorrad has managed to improve on the S 1000 XR when it was already so good to begin with already. But upgrade it they did, and it is now supposedly better than ever, here’s 17 things you need to know about the new S 1000 XR!
1. The engine of the new XR is 5kg lighter than before. The newly developed four-cylinder in-line engine is based on the unit that powers the S1000 RR but has been further optimised with mid-range power and new transmission gradation for the fourth and sixth gear.
2. Power and torque is now rated at 165hp @ 11,000rpm and 114Nm at 9250rpm.
3. It features a new Flex Frame where the engine is more closely integrated into the frame, making it a load-bearing unit. The rear frame is new and 9% lighter than before while the entire composite structure of the main frame, rear frame and swinging arms are newly calculated to achieve an optimum combination of stiffness and flexibility – hence the name Flex Frame.
4. Dynamic ESA is now offered as standard while Dynamic ESA Pro with two damping modes (Road, Dynamic) with automatic load compensation is offered as an option.
5. The swing arm is now 19% lighter and features a directly articulated suspension strut for a more sensitive response.
6. Dynamic Brake Assistance with Dynamic Brake Control is offered as standard.
7. Overall weight has been reduced by 10kg and is now at 226kg.
8. Entirely new exhaust system which is lighter and EU5-compliant.
9. Dynamic Traction Control is now standard.
10. Hill Start Pro that ensures the bike does not roll back on a hill is now standard.
11. HP Shift Assistant Pro for clutches shifting is offered as standard.
12. Electronic cruise control is available as an option.
13. There is a new 6.5-inch TFT screen with four customisable displays.
14. Bodywork has been completely redesigned for an even more dynamic design with improved aero for better wind and weather protection. The headlamps for example have been redesigned.
15. There are four riding modes: Rain, Road, Dynamic and Dynamic Pro is now offered as standard.
16. The 17-inch light-alloy wheels are the same as the ones used on the S 1000 RR, which means they weigh in at a mere 1.8kg, or 17% lesser than before.
17. There is a new Dynamic Brake Control feature that avoids unintentional accelerator movement during braking. For example, when the onboard sensor detects deceleration and then detects simultaneous throttle input, the system takes that as implausible and tells the throttle valves to remain shut.
The official press release from BMW Motorrad is over 40 pages long, but the above are the 17 things that have been simplified for you. There is a lot more to know though, if you are into the technical bits. We suggest visiting your local BMW Motorrad dealer for the full juice.
BMW Motorrad’s M model range strategy, initiated in 2018, has brought thrilling M models to the world of motorcycles, complete with M special equipment and M performance parts. Among these outstanding models, the BMW M 1000 XR stands as the third addition, following the M 1000 RR superbike and the dynamic M 1000 R roadster. The M 1000 XR is a long-distance sports bike that embodies the dynamic philosophy of the world’s most powerful letter, the “M.”
Engineered for Excellence: The BMW M 1000 XR is powered by a water-cooled 4-cylinder in-line engine, a close sibling of the S 1000 RR’s power unit. This engine produces an impressive 201 horsepower (148 kW) at 12,750 rpm, making it 31 horsepower more powerful than the new S 1000 XR. Torque peaks at 113 Nm, reached at 11,000 rpm. With a maximum engine speed of 14,600 rpm and a shorter secondary gear ratio achieved by a sprocket with 47 teeth, this bike offers increased rear-wheel pulling power in all gears, resulting in improved traction, acceleration, and pulling power.
Aerodynamic Marvel: Aerodynamics played a crucial role in designing the BMW M 1000 XR. The addition of winglets at the front side panels enhances its performance on the race track and stability at high speeds. These winglets begin to create front wheel load at around 100 km/h, reaching approximately 12 kg of front wheel load at 220 km/h.
Advanced Suspension and Chassis: The M 1000 XR’s suspension and chassis are based on the S 1000 XR’s design, featuring an aluminum bridge frame. It comes with upside-down forks with a 45 mm slide tube diameter at the front. A new feature is the additional adjustability of the fork’s spring base in conjunction with the standard Dynamic Damping Control (DDC) suspension strut. The bike also sports an upper fork bridge with an elaborately milled-over handlebar clamp and a black aluminum tubular handlebar with “BMW M 1000 XR” lettering. Adjustable handlebar end mirrors and a new steering damper further enhance the bike’s capabilities.
Performance-Optimized Brakes: The M XR boasts the M brake, directly influenced by BMW Motorrad’s racing brakes used in the Superbike World Championship. These M brake callipers feature a distinctive blue anodized coating and the iconic M logo. Together with two 320 mm brake discs, a new radial hand brake pump, and black anodized aluminum brake disc carriers, this brake system sets new standards for road-legal systems.
M Competition Package: For riders seeking even more from their M 1000 XR, the M Competition Package offers a selection of refined components, making the bike 3 kg lighter. It includes M Carbon wheels, M Carbon parts like a rear wheel cover with an integrated chain guard, side panels, front wheel cover, inner cover, and ignition/steering lock cover. The package also features a fully adjustable M rider footrest system, passenger footrests, and the MGPS Laptrigger (unlock code).
Exceptional Engine Performance: The M 1000 XR shares its water-cooled 4-cylinder in-line engine with the M 1000 R, delivering 201 horsepower at 12,750 rpm, a 31 horsepower increase compared to the new S 1000 XR. With a maximum engine speed of 14,600 rpm, the M XR excels in the rev range above 10,000 rpm, providing improved acceleration and pulling power.
Customizable Riding Modes: The M 1000 XR offers two riding mode worlds: one for country roads and another for the race track. Standard riding modes include “Rain,” “Road,” “Dynamic,” and “Race,” with additional “Race Pro” modes. The Dynamic Traction Control (DTC) with 6-axis sensors, wheelie function, and adjustable throttle characteristics allows for a tailored riding experience.
Enhanced Suspension: Equipped with Dynamic Damping Control (DDC) suspension as standard, the M 1000 XR offers basic DDC settings tied to riding modes and individualized suspension tuning. The bike also allows the rider to adjust suspension settings based on load, whether riding solo or with a passenger.
M Carbon Wheels: The M 1000 XR comes with lightweight forged aluminum wheels as standard, with M Carbon wheels available as an optional extra. These M Carbon wheels, approximately 1.5 kg lighter than the standard wheels, improve the bike’s agility and handling, thanks to their reduced rotational mass.
Advanced Instrument Cluster: The M XR’s instrument cluster is equipped with a 6.5-inch TFT display that offers customizable screen displays for various purposes. It provides essential information, including speed, rpm, riding modes, ABS Pro, DTC settings, and more. For track enthusiasts, the cluster offers lap time, speed specifics, lean angles, and other performance-related data.
State-of-the-Art Electronics: The M 1000 XR’s electronics include a lightweight battery, a USB charging socket, electronic cruise control, and heated grips as standard. The bike also features an LED headlamp, position lights, side indicators, and a rear light unit.
The BMW M 1000 XR is a force to be reckoned with, combining high performance, advanced technology, and stunning design. Whether you’re a seasoned rider or an enthusiast looking for the ultimate long-distance sports bike, the M 1000 XR delivers on every front. It’s a masterpiece from BMW Motorrad’s M model range that’s set to redefine the sport-touring experience.
77.5 hp, which becomes 84.5 with the racing exhaust, and maximum rotation speed of 10,250 rpm: performance never achieved before by a single-cylinder road engine
The Superquadro Mono derives from the twin-cylinder unit of the 1299 Panigale, from which it inherits the 116 mm bore piston, the combustion chamber, the titanium intake and steel exhaust valves and Desmodromic distribution
With an extremely short stroke of 62.4 mm, the Superquadro Mono has a bore/stroke ratio of 1.86. The most extreme value ever seen on a road single-cylinder engine
Not just benchmark performance, the Superquadro Mono is also the single-cylinder with the highest maintenance intervals: 30,000 km for checking and eventual valve clearance adjustment
In a triumphant return to its single-cylinder roots, Ducati has introduced the Superquadro Mono, marking a significant milestone three decades after the legendary Supermono 550. This road-going single-cylinder marvel boasts a 659 cc displacement, features the renowned Desmodromic system, and sets a new standard for performance within its category.
Derived from the Panigale 1299 engine, the 1285 cc Superquadro twin-cylinder served as the foundation for the Superquadro Mono. It inherited critical elements, including the 116 mm diameter piston, combustion chamber design, 46.8 mm diameter titanium intake valves, 38.2 mm steel exhaust valves, and the Desmodromic system, which eliminates the limitations imposed by valve springs and facilitates exceptional valve lift.
The name “Superquadro” alludes to the extraordinary bore-to-stroke ratio, enabling the engine to attain high RPM levels typical of racing engines. In the case of the Superquadro Mono, this ratio stands at 1.86, thanks to an impressively short stroke of 62.4 mm. The record 116 mm bore allows for larger diameter valves, enhancing performance while maintaining precision through the Desmodromic system. As a result, the Superquadro Mono delivers a maximum power output of 77.5 hp at 9,750 RPM, achieving an unprecedented milestone for a road-going single-cylinder engine. Torque is equally impressive, with a peak of 6.4 kgm at 8,000 RPM, offering linear and usable power delivery while adhering to stringent Euro 5 homologation standards. In a racing configuration with a Termignoni exhaust, this single-cylinder powerhouse reaches an astonishing 84.5 hp at 9,500 RPM.
Furthermore, a detuned version of the Superquadro Mono will be available for a broader audience.
This exceptional engine relies on advanced materials and technical solutions to enhance performance and minimize weight. The 116 mm bore piston, reminiscent of those found in racing engines, adopts a “box in box” design, combining rigidity and reduced friction through a double-truss base. The piston pin features a Diamond Like Carbon (DLC) surface coating, ensuring durability. The engine’s compression ratio stands at 13.1:1.
The Desmodromic system’s rocker arms are equipped with DLC surface coating to reduce friction and improve resistance to fatigue. Distribution is managed through a mixed “silent” gear/chain system.
Fuel delivery is facilitated by a single oval-section throttle body with a 62 mm equivalent diameter. It incorporates an under-throttle injector controlled by a ride-by-wire system offering three distinct Power Modes (High, Medium, Low) to adapt engine performance to varying riding conditions.
The engine’s die-cast crankcases feature an aluminum water jacket around the cylinder barrel, enhancing both weight reduction and cooling efficiency. Magnesium alloy components, such as the clutch, alternator, and head covers, further minimize engine weight while maintaining mechanical strength.
The asymmetrical crankshaft is supported by differentiated main bearings to reduce weight, and engine balance is ensured through two balancing countershafts, eliminating unwanted forces or moments and allowing for high-speed operation with minimal vibration.
A dual lobe pump system is used for efficient lubrication, including a recovery pump in the connecting rod compartment. This pump, in conjunction with a valve in the blow-by circuit, creates a crankshaft compartment under depression, reducing friction and ensuring effective oil recovery under various engine operating conditions.
The six-speed gearbox features racing ratios inspired by the Panigale V4’s experience, with a unique first gear for optimal performance in slow corners. The oil bath clutch employs progressive interlocking hydraulic control, providing reduced lever effort and facilitating intuitive braking behavior and power-sliding during corner entry.
The transmission can be equipped with Ducati Quick Shift (DQS) Up & Down, which utilizes a magnetic hall effect sensor for improved accuracy and reliability compared to traditional load cell-based systems.
Main technical data of the Superquadro Mono 1. 659 cc vertical single-cylinder engine
2. Bore x stroke 116 x 62.4 mm
3. Compression ratio 13.1:1
4. Maximum power 57 kW (77.5 hp) at 9,750 rpm – 84.5 hp at 9,500 rpm with Termignoni racing exhaust
5. Maximum torque 63 Nm (6.4 Kgm) at 8,050 rpm – 6.8 Kgm with Termignoni racing exhaust Aluminium cylinder barrel
6. Euro 5+ homologation
6.Mixed chain-gear Desmodromic distribution with double overhead camshaft, 4 valves per cylinder. 46.8 mm titanium intake valves, 38.2 mm exhaust valves.
7. Asymmetrical crankshaft mounted on differentiated diameter main bearings
8. Double balancing countershaft with control function of the water and oil pumps
9. Multi-disc oil-bath clutch, servo-driven and with anti-hopping function
10. Semi-dry sump lubrication with delivery pump and recovery pump
11. Fuel feed via oval section throttle body with an equivalent diameter of 62 mm
12. Six-speed gearbox with the possibility of fitting the Ducati Quick Shift (DQS) Up & Down
13. Oil change set at 15,000 km
14. Check and eventual adjustment of valve clearance set at 30,000 km
Within the dynamic world of motorcycles, a constant undercurrent of rumors flows. Some fade into obscurity, while others materialize into reality. Consider the persistent speculations about Marc Marquez’s potential departure from Honda or Ducati’s covert development of a motocross bike, coupled with the acquisition of Tony Cairoli’s talents behind closed doors.
One intriguing rumor that has kept motorcycle enthusiasts on the edge of their seats revolves around KTM’s steady acquisition of MV Agusta. In 2022, KTM secured a 25.1 percent stake in MV Agusta, sparking curiosity about their ultimate intentions. Given KTM’s history of taking over brands like Husqvarna and GasGas, it’s only natural to wonder: Is MV Agusta next in line for a KTM makeover?
The industry has witnessed a whirlwind of conjecture, with Stefan Pierer, head of Pierer Mobility and KTM, and board member Hubert Trunkenpolz sharing glimpses of their company’s future, which seemed to include a complete takeover of MV Agusta. On the other side of the debate, MV Agusta’s CEO, Timur Sardarov, vehemently denied any prospects of KTM gaining control of his company.
On October 24, 2023, Pierer Mobility made a pivotal announcement titled “Deepening the cooperation with MV Agusta.”
The statement is succinct and to the point, with a subject line that reads, “KTM AG and MV Agusta agree call option on majority stake.”
The subsequent paragraph summarizes the business relationship between KTM and MV Agusta thus far, outlining KTM’s initial acquisition of a 25.1 percent stake, its oversight of MV’s supply chain and purchasing, and its distribution of the Varese brand through Pierer Mobility’s extensive global network.
Then comes the long-anticipated revelation: “The call option granted to KTM AG on the basis of the annual financial statements as of December 31, 2025, to acquire a majority stake in MV Agusta will be exercised in spring 2026.”
For those less versed in financial jargon, Britannica Money offers a clear definition of a call option:
“Seeking to capitalize on a stock’s potential gains with reduced upfront investment and limited downside risk? Consider buying a call option contract,” it suggests.
Britannica explains that a call option provides the buyer with the right, though not the obligation, to purchase shares of the underlying stock at a predetermined price (referred to as the strike price or exercise price) by a specified date (the expiration date).
In essence, Pierer Mobility’s statement affirms that KTM will secure a majority stake in MV Agusta come spring 2026. While more details of the deal are expected to emerge in the coming months, the lingering uncertainty surrounding this acquisition has finally been laid to rest.
Suzuki has been a vocal advocate of green and sustainable transportation for well over a decade. In 2023, at the Japan Mobility Show (formerly known as the Tokyo Motor Show), the company is all set to introduce its latest innovation in the form of the hydrogen-powered Suzuki Burgman.
The Burgman 400 scooter has been a familiar name among Suzuki enthusiasts, especially those interested in eco-friendly mobility solutions. Suzuki has been showcasing various iterations of hydrogen-powered Burgman scooters since 2010. However, what truly sets this latest innovation apart is the unique way in which hydrogen is harnessed for power. In contrast to Suzuki’s previous hydrogen scooters, which relied on hydrogen fuel cells to drive electric motors, this new prototype adopts a groundbreaking approach by burning hydrogen in a modified version of the existing Burgman 400’s single-cylinder internal combustion engine.
Suzuki’s venture into hydrogen fuel cell technology began as far back as 2007 when they unveiled the Crosscage concept bike. Around the same time, Suzuki forged a partnership with Intelligent Energy, a British company renowned for its fuel cell system expertise, which became the foundation for all subsequent prototypes. The allure of fuel cells lies in their ability to combine the environmental benefits of electric power with the convenience of rapid hydrogen tank refueling, eliminating the need for long and often inconvenient battery recharging.
In a significant development earlier this year, Suzuki joined the HySE collaboration, alongside industry giants like Honda, Yamaha, and Kawasaki. Their collective mission is to pioneer hydrogen-fueled combustion engines for small vehicles, including motorcycles. Suzuki’s specific role within this consortium is to focus on the “Element study on functionality, performance, and reliability of hydrogen-powered engines.” This strategic involvement is precisely where the new Suzuki Burgman prototype enters the spotlight.
The prototype is built around the dependable Burgman 400 scooter platform, but substantial modifications have been made to the engine to enable it to run on hydrogen instead of traditional gasoline. While the intricate details of these modifications are yet to be fully disclosed, it is expected that these changes will include advancements like direct fuel injection. The hydrogen is stored under high pressure, at around 700 bar (equivalent to approximately 10,000 psi), in a tank conveniently located between the rider’s feet. This tank can be effortlessly refueled through a socket thoughtfully positioned just below the right-hand side of the seat.
Accommodating this high-pressure hydrogen tank required design adjustments. Specifically, the swingarm and engine, which form a single unit, have been shifted backward by about 8 inches. This adaptation results in an unusually extended wheelbase for the prototype. However, a positive aspect is that this design alteration does not come at the cost of sacrificing the scooter’s underseat storage space, as was the case with earlier fuel-cell prototypes.
While Suzuki has unveiled the Burgman prototype, the production version is expected to take some time before an official debut is scheduled. The spotlight on the Suzuki Burgman at the Japan Mobility Show is a testament to Suzuki’s dedication to pioneering innovative and sustainable mobility solutions, with a keen focus on hydrogen-powered technology in the Burgman scooter lineup.
