HARLEY-DAVIDSON® OFFERS FIVE NEW MODELS FOR 2011 Plus New 103” engine for Touring and ABS for Softail® models
SYDNEY (Wednesday July 28, 2010)
Harley-Davidson introduces the new SuperLow, Forty-Eight, and three CVO models with its expansive line of 2011-model-year motorcycles. With 25 models including urban brawlers, long-haul touring machines, contemporary customs drenched in chrome, dark retro-style bobbers, exhilarating sport roadsters, and inviting standards, Harley- Davidson offers a motorcycle to match the desires of almost any street rider.
Available from September 1 across Australia and New Zealand, each rolls to the sound track of the American road, a syncopated V-Twin cadence that is the pulse of every Harley-Davidson motorcycle. Highlights of the 2011 line include:
SuperLowThe new SuperLow leads the way combining revised front end geometry, new wheels and tyres, and reshaped seat and handlebars to achieve well- balanced handling and comfort that will inspire confidence in new riders and exhilarate those with experience. Pricing also lives up to the model’s name with a recommended retail of NZ$12,250.
XL1200X Forty-EightThe new Forty-Eight motorcycle is a factory custom in the legendary tradition of the hot rod Sportster line with the raw, elemental appeal of the Dark CustomTM bikes. Like the SuperLow the new Forty-Eight provides great value at NZ$15,495.
Road King ClassicAll Touring models gain power with a new standard 103” engine with only a minor increase in price. Prices start from NZ$29,250.
2011 Softal Deluxe
All Softail models now feature ABS as standard, bringing the total number of H-D models with this key feature to 15. New hand controls add features, convenience, and cleaner styling. Prices start from NZ$26,750.
Night Rod SpecialThe 2011 VRSC feature Michelin® Scorcher tyres, new colours, and graphics round out changes to the Night Rod® Special and the V-Rod MuscleTM. Prices start from NZ$26,750.
2011 Super Glide CustomThe four 2011 Dyna® models project pure attitude. Built with the rawest styling of all the Big Twin motorcycles, Dyna models are a customiser’s dream. Each is offered in new colours. Prices start from NZ$23,250.
Harley-Davidson Custom Vehicle Operations (CVOTM) returns to Australia and New Zealand this year and offers three premium, limited-production motorcycles for 2011.
• The CVO Street Glide rolls on a new 19-inch AgitatorTM front wheel, and new ventilated fairing lowers house two of the six speakers that are part of a 100- watt-per-channel audio system that incorporates an 8GB iPod nano with dock.
• The CVO Softail Convertible has a new audio system that integrates 3.5-inch speakers and a 20-watt-per-channel amplifier into a redesigned inner fairing. Music is delivered by an 8GB iPod nano stored in a protective pouch. Also new is a 1.25-inch welded mini-ape handlebar, Electronic Throttle Control (ETC), cruise control, keyless ignition, and ABS.
• The CVO Ultra Classic® Electra Glide® has a new suspended, heated, two-up seat with leather inserts. Dual mufflers feature new chrome billet end caps with black spears, and new mirrors are finished in mirror chrome. Prices start from NZ$42,995.
Company Generates Earnings Per Share of $0.59 from Continuing Operations;
Results Reflect Benefits of Restructuring and Continued Improvement in HDFS Performance;
Retail Harley-Davidson® Motorcycle Sales Decline Continues to Moderate
MILWAUKEE (July 20, 2010) - Harley-Davidson, Inc. (NYSE: HOG) reported second-quarter 2010 income from continuing operations of $139.3 million, or $0.59 per share, compared to income of $33.4 million and earnings per share of $0.14 from continuing operations in the year-ago quarter. Second-quarter 2010 results include operating income from Financial Services of $60.8 million. Revenue from Motorcycles and Related Products was $1.14 billion in the second quarter.
Worldwide retail sales of new Harley-Davidson® motorcycles decreased 5.5 percent in the quarter compared to the second quarter of 2009, a sequential moderation in the rate of decline from the prior four quarters. In the U.S., retail new Harley-Davidson motorcycle sales were down 8.4 percent and in international markets, retail sales were largely flat, down 0.2 percent compared to last year's second quarter.
For the first six months of 2010, Harley-Davidson income from continuing operations was $208.0 million, or $0.89 per share, a 28.9 percent increase from the year-ago period. "Harley-Davidson is making steady progress at executing its strategy to deliver results through focus," said Keith Wandell, President and Chief Executive Officer of Harley-Davidson, Inc. "We are seeing the benefits of our restructuring and continuous improvement activities reflected in our earnings performance.
"We are pleased with the continued moderation in the rate of decline of retail new Harley-Davidson motorcycle sales again in the second quarter. At the same time, we continue to believe conditions will remain challenging this year for new motorcycle purchases and we will manage the business based on that expectation, with a continued strong focus on managing supply in line with demand," Wandell said.
"Despite the decline in second-quarter retail motorcycle sales, we believe interest in the Harley-Davidson brand remains strong among riders of all generations. In fact, Harley-Davidson is the U.S. market share leader of on-road motorcycles among young adults. We will continue to focus our resources on expanding the global reach of the brand and developing new products that will reach even more riders going forward," Wandell said. "I would like to thank our employees for their continued hard work and support of our strategy." Harley-Davidson Motorcycles and Related Products Segment Second-Quarter Segment Results: Revenue from Harley-Davidson motorcycles during the second quarter of 2010 of $831.6 million was up 2.8 percent compared to the year-ago period. In line with guidance, the Company shipped 59,046 Harley-Davidson motorcycles to dealers and distributors worldwide during the quarter, compared to shipments of 58,179 motorcycles in the second quarter of 2009.
Revenue from Parts and Accessories totaled $231.8 million during the quarter, up 0.2 percent, and revenue from General Merchandise, which includes MotorClothes® apparel, was $67.4 million, down 3.2 percent compared to the year-ago period.
Gross margin was 35.0 percent in the second quarter, compared to 34.1 percent in the year-ago period. Second-quarter operating margin decreased to 13.9 percent from 15.3 percent in the second quarter of 2009.
Six-Month Segment Results: Through the first six months of 2010, shipments of Harley-Davidson motorcycles were 112,720 units, a 15.2 percent decrease compared to last year's 132,849 units for the period. Revenue from Harley-Davidson motorcycles through six months was $1.64 billion, a 9.8 percent decrease compared to the year-ago period. Six-month P&A revenue was $380.9 million, a 5.0 percent decrease from the first half of 2009. General Merchandise revenue was $133.6 million, a 7.7 percent decrease compared to the same period in 2009. Gross margin through six months was 35.7 percent and operating margin was 13.1 percent, compared to 35.7 percent and 16.8 percent respectively in last year's first half. Retail Harley-Davidson Motorcycle Sales During the second quarter of 2010, dealer retail sales of new Harley-Davidson motorcycles decreased 5.5 percent worldwide, 8.4 percent in the U.S. and 0.2 percent in international markets, compared to the prior-year quarter. Second-quarter retail results reflect a sequential moderation in the rate of decline from the prior four quarters, although the basis for comparison has decreased over that period. Industry-wide U.S. heavyweight motorcycle (651cc-plus) retail unit sales decreased 10.1 percent in the second quarter compared to the year-ago period.
Through six months, worldwide retail sales of Harley-Davidson motorcycles decreased 10.7 percent compared to the prior-year period. U.S. retail sales of Harley-Davidson motorcycles decreased 15.3 percent for the first half of the year while the U.S. heavyweight market segment was down 14.7 percent for the same period, compared to the year-ago period. In international markets, retail sales of new Harley-Davidson motorcycles decreased 1.1 percent for the first six months of 2010 compared to 2009.
The Company reiterated its expectation to ship 201,000 to 212,000 Harley-Davidson motorcycles to dealers and distributors worldwide in 2010, a reduction of five to ten percent from 2009. In the third quarter of 2010, the Company expects to ship 53,000 to 58,000 Harley-Davidson motorcycles. Harley-Davidson now expects gross margin to be between 32.5 percent and 34.0 percent for the full year, versus the prior estimate of 32.0 percent to 33.5 percent. The Company continues to expect full-year capital expenditures of between $235 million and $255 million, including $95 million to $110 million to support restructuring activities.
Financial Services Segment Second-quarter operating income from Financial Services was $60.8 million, compared to an operating loss of $90.5 million in the year-ago quarter. Last year's second-quarter results were affected by two non-recurring, non-cash charges totaling $101.1 million to establish a credit loss provision related to the reclassification of motorcycle loan receivables and to write off all HDFS goodwill. Through six months, operating income from Financial Services was $87.5 million, compared to an operating loss of $79.3 million in the first half of 2009. Restructuring Update The Company continues to expect previously announced restructuring activities begun in 2009 to result in total one-time charges of $430 million to $460 million into 2012, including charges of $175 million to $195 million in 2010. In 2010, the Company continues to expect savings of $135 million to $155 million from previously announced restructuring activities, increasing to expected annual ongoing savings of approximately $240 million to $260 million upon completion of these restructuring activities.
The Company and the unions representing its Wisconsin production employees are scheduled to begin negotiations this week on new labor agreements that would take effect upon the expiration of the current contracts in April 2012. Through the negotiation of new agreements, the Company seeks to close large cost gaps in its Milwaukee-area and Tomahawk production operations and improve flexibility to meet seasonal and other customer-driven production needs. If Harley-Davidson is unable to achieve those objectives through agreement with the unions by mid-September 2010, the Company has said it will move Wisconsin production operations to another U.S. location. The financial effects of a decision on Wisconsin production operations are not included in the restructuring costs and savings delineated above. The Company will provide updated cost and savings information at such time as it discloses a final decision on the Wisconsin operations. The Company will retain corporate headquarters, product development and the Harley-Davidson Museum in Milwaukee, regardless of the outcome of its decision on production operations.
Income Tax Rate The Company's second-quarter effective income tax rate from continuing operations was 29.2 percent compared to 59.9 percent in the same quarter last year. The rate decrease was generally due to the non-recurrence of a $28.4 million non-deductible goodwill impairment charge incurred in the second quarter of 2009 as well as the favorable conclusion of an IRS audit in the second-quarter of 2010 and, in connection with the settlement, an adjustment to income taxes payable. The Company now expects its 2010 full-year effective tax rate from continuing operations to be approximately 36.0 percent.
Cash Flow Cash and marketable securities totaled $1.50 billion as of June 27, 2010, compared to $1.02 billion at the end of last year's second quarter. Cash provided by operating activities of continuing operations was $726.0 million and capital expenditures were $45.8 million during the first half of 2010. Discontinued Operations The Company continues to be in discussions with potential buyers regarding its previously announced intention to sell MV Agusta. For the second quarter of 2010, Harley-Davidson, Inc. incurred a $68.1 million loss from discontinued operations, comprised of operating losses as well as a fair value adjustment of $61.5 million net of taxes. Including discontinued operations, the Company reported earnings per share of $0.30 in the second quarter of 2010. Through the first six months of 2010, Harley-Davidson, Inc. incurred a $103.5 million loss from discontinued operations. First-half earnings per share, including discontinued operations, were $0.45.
Company Background Harley-Davidson, Inc. is the parent company for the group of companies doing business as Harley-Davidson Motor Company (HDMC), Harley-Davidson Financial Services (HDFS), Buell Motorcycle Company (Buell), and MV Agusta. Conference Call and Webcast Presentation Harley-Davidson will discuss second-quarter results on a Webcast at 8:00 a.m. CT today. The Webcast presentation will be posted prior to the call and can be accessed at http://investor.harley-davidson.com/. Click "Events and Presentations" under "Resources." Forward-Looking Statements The Company intends that certain matters discussed in this release are "forward-looking statements" intended to qualify for the safe harbor from liability established by the Private Securities Litigation Reform Act of 1995. These forward-looking statements can generally be identified as such because the context of the statement will include words such as the Company "believes," "anticipates," "expects," "plans," or "estimates" or words of similar meaning. Similarly, statements that describe future plans, objectives, outlooks, targets, guidance or goals are also forward-looking statements. Such forward-looking statements are subject to certain risks and uncertainties that could cause actual results to differ materially from those anticipated as of the date of this release. Certain of such risks and uncertainties are described below. Shareholders, potential investors, and other readers are urged to consider these factors in evaluating the forward-looking statements and cautioned not to place undue reliance on such forward-looking statements. The forward-looking statements included in this release are only made as of the date of this release, and the Company disclaims any obligation to publicly update such forward-looking statements to reflect subsequent events or circumstances.
The Company's ability to meet the targets and expectations noted depends upon, among other factors, the Company's ability to (i) execute its business strategy and divest certain company assets, (ii) effectively execute the Company's restructuring plans within expected costs and timing, (iii) successfully achieve with our labor unions flexible and cost-effective agreements to accomplish restructuring goals and long-term competitiveness, (iv) manage the risks that our independent dealers may have difficulty obtaining capital, and adjusting to the recession and slowdown in consumer demand, (v) manage supply chain issues, (vi) anticipate the level of consumer confidence in the economy, (vii) continue to have access to reliable sources of capital funding and adjust to fluctuations in the cost of capital, (viii) manage the credit quality, the loan servicing and collection activities, and the recovery rates of HDFS' loan portfolio, (ix) continue to realize production efficiencies at its production facilities and manage operating costs including materials, labor and overhead, (x) manage production capacity and production changes, (xi) provide products, services and experiences that are successful in the marketplace, (xii) develop and implement sales and marketing plans that retain existing retail customers and attract new retail customers in an increasingly competitive marketplace, (xiii) sell all of its motorcycles and related products and services to its independent dealers, (xiv) continue to develop the capabilities of its distributor and dealer network, (xv) manage changes and prepare for requirements in legislative and regulatory environments for its products, services and operations, (xvi) adjust to fluctuations in foreign currency exchange rates, interest rates and commodity prices, (xvii) adjust to healthcare inflation and reform, pension reform and tax changes, (xviii) retain and attract talented employees, (xix) detect any issues with our motorcycles or manufacturing processes to avoid delays in new model launches, recall campaigns, increased warranty costs or litigation, and (xx) implement and manage enterprise-wide information technology solutions and secure data contained in those systems.
In addition, the Company could experience delays or disruptions in its operations as a result of work stoppages, strikes, natural causes, terrorism or other factors. Other factors are described in risk factors that the Company has disclosed in documents previously filed with the Securities and Exchange Commission. Many of these risk factors are impacted by the current turbulent capital, credit and retail markets and our ability to adjust to the recession.
The Company's ability to sell its motorcycles and related products and services and to meet its financial expectations also depends on the ability of the Company's independent dealers to sell its motorcycles and related products and services to retail customers. The Company depends on the capability and financial capacity of its independent dealers and distributors to develop and implement effective retail sales plans to create demand for the motorcycles and related products and services they purchase from the Company. In addition, the Company's independent dealers and distributors may experience difficulties in operating their businesses and selling Harley-Davidson motorcycles and related products and services as a result of weather, economic conditions or other factors.
Respected US Newspaper The Washington Post has reported that 'Yamaha Motor Co., the world's second-largest motorcycle maker, said sales in North America and Europe may fall twice as much as forecast as a spreading debt crisis damps demand. The shares fell the most in three months.'
The report also cites Honda sales as down only 1% while Harley sales fell $US150M on the previous year.
Japanese Newspaper 'The Daily Yomiuri' reports: Yamaha Motor Co. said Wednesday it will start selling its "EC-03" electric motorcycle on September 1st. The company projects annual sales of 10 million units of the model, priced at 252,000 yen (around $NZ4,000). The bike is scheduled to be released in Taiwan and Europe begining next year, the company said. As Honda Motor Co. plans to begin leasing its new electric motorcycle to domestic companies and other entities in December, eco-friendly motorcycles could become widely used. Read more here.
The Australian motorcycle sales statistics are out and the order of the list is quite different to this side of the Tasman - where (according to our sources) Suzuki has held the overall sales lead.
Aus Top Ten Sales
1
Honda
10554
2
Yamaha
8889
3
Suzuki
7079
4
Kawasaki
4362
5
Harley Davidson
3051
6
KTM
2203
7
Triumph
1444
8
Polaris
1432
9
Kymco
1158
10
Hyosung
963
Also notable was an overall decrease in sales to the tune of 10% to 16%. Here's the link
Further to the pre-release we posted earlier, Triumph has released another short statement confirming the existence of not one, but two new 'adventure' models.
"In response to articles appearing in the motorcycle press, Triumph Motorcycles can confirm that it is developing two all-new ‘adventure’ models, due for launch later this year, " the statement read.
"A new microsite has been launched at http://www.triumphadventure.com/ where customers will be able to register their interest and receive monthly updates.
No further information regarding the new models will be released at this time."
Triumph have started the countdown to the release of their new Adv bike. Check out http://www.triumphadventure.com or here's the video of hints that this is the '675 Tiger' that many are hoping for.
BMW K 1600 GT and BMW K 1600 GTL – fascination with six cylinders. Since BMW Motorrad presented the concept study Concept 6 in autumn 2009, the six-cylinder in-line engine featured in it has captured the imagination of many motorcycle fans. With BMW, six-cylinder in-line engines have stood for fascinating engine technology in automobiles for over seven decades, in a way which is unique among brands. In the near future, BMW motorcycles will also be available with an internally developed six-cylinder inline engine.
With the BMW K 1600 GT and the BMW K 1600 GTL, BMW Motorrad is penetrating a whole new dimension in the Touring world of experience . Both motorcycles stand for a supreme, impressive and equally distinctive appearance, arousing a desire to travel at first sight.
This press release contains a range of information on all aspects of BMW Motorrad's new touring bikes. Additional data and background information will be added for the world premiere.
Riding dynamics, long-distance suitability and comfort. For decades, six-cylinder in-line engines have offered a special fascination. In addition to their perfect running smoothness they also offer supreme output and torque, giving the rider powerful emotional impressions, too. And of course the sound of a six-cylinder engine is beyond compare.
In addition to safety, equipment and prestige, the key criteria for a supreme touring bike are comfort and dynamics. With the most compact in-line sixcylinder engine in serial motorcycle production to date, the K 1600 GT and the K 1600 GTL penetrate a whole new dimension in terms of riding properties, long-distance suitability and comfort. They combine maximum agility and riding dynamics with a luxurious overall package. With an engine output of 118 kW (160 bhp) and a maximum torque of approx. 175 newton metres, their six-cylinder engine provides superb propulsion in all conditions.
BMW K 1600 GT with active riding ergonomics for proactive touring. The dynamic touring bike BMW K 1600 GT is characterised by an active seating position which nonetheless offers a high level of long-distance comfort. The reason for this is the favourable set-up of the ergonomics triangle made up of footrests, seat and handlebars. The K 1600 GT has a very extensive range of standard features ex works consisting of xenon (HID) headlight, heated grips and seat, cruise control and on-board computer. These features in conjunction with the supreme riding qualities of the new BMW Motorrad six-cylinder engine leave nothing to be desired for the proactive tour rider.
BMW K 1600 GTL with very comfortable, relaxed ergonomics set-up for long trips with pillion passenger. The luxurious touring bike BMW K 1600 GTL meets the highest demands. Rider and pillion passenger benefit from the relaxed, upright seating position as is especially appreciated over long distances. The ergonomics design is geared towards even further enhanced comfort and derives from a two-level seat in conjunction with rider footrests which are positioned further forward and lower down, as well as handlebars which reach further back. The standard topcase rounds off the range of comfort features for the pillion passenger. Like the K 1600 GT, the K 1600 GTL has a very extensive range of standard features consisting of xenon headlight, heated grips and seat, cruise control and on-board computer. The overall impression of this fascinating six-cylinder motorcycle with a carefully conceived storage concept, audio system as standard and numerous design elements make the BMW K 1600 GTL the flagship among BMW touring bikes.
An overview of highlights of the BMW K 1600 GT/GTL.
Supreme in-line six-cylinder engine with a high level of pulling power, especially in the lower and medium engine speed range.
Engine output 118 kW (160 bhp) at approx 7 500 rpm and maximum torque approx. 175 Nm at approx. 5 000 rpm.
Over 70% of maximum torque available from 1 500 rpm.
Lightest and most compact six-cylinder in-line engine in serial motorcycle production, weighing just 102.6 kg and measuring 560 mm in width.
Consistent lightweight construction throughout the entire vehicle (magnesium front panel carrier, aluminium rear frame, crankshaft etc.).
E-Gas (ride-by-wire).
Three modes to choose from ("Rain", "Road", "Dynamic")
High active safety due to standard BMW Motorrad Integral ABS (part integral).
Traction control DTC (Dynamic Traction Control) for maximum safety when accelerating (optional extra).
Chassis with Duolever and Paralever and ideal concentration of masses for dynamic riding properties combined with optimum comfort.
Electronic Suspension Adjustment ESA II for optimum adaptation to all uses and load states (optional extra).
World premiere in motorcycles: Adaptive Headlight (optional extra) in conjunction with standard xenon headlight and lighting rings for increased safety at night.
Integrated operating concept for the first time with Multi-Controller, TFT colour screen and menu guidance.
Audio system with preparation for navigation device and controllable interface for iPod, MP3, USB, Bluetooth and satellite radio (only USA and Canada) (standard in the K 1600 GTL).
Innovative design with outstanding wind and weather protection.
K 1600 GT with active riding ergonomics for proactive touring.
K 1600 GTL with very comfortable, relaxed ergonomics set-up for long trips with pillion passenger, as well as luxury touring features.
Extensive fittings and individually tailored accessories at the familiar high level of BMW Motorrad.
2. Drive.
Lightest and most compact serial production six-cylinder in-line engine in a motorcycle. Previously the in-line arrangement of six cylinders resulted in either very long or very wide constructions, depending on installation position, which in turn led to drawbacks in terms of chassis geometry, weight distribution and centre of gravity. This where the K 1600 models break new ground.
The engine is approximately 100 mm narrower than all previous serial production six-cylinder in-line engines used in motorcycle construction. This extremely compact construction and reduced width was achieved in particular by means of a just slightly undersquare stroke-bore ratio of 67.5 to 72 millimetres (0.938) with a relatively long stroke and very small cylinder centre distance spacings of 77 millimetres. The effective distance between the cylinder sleeves is thus only 5 millimetres.
Weighing 102.6 kilograms (basic engine including throttle valve, intake system, clutch, gearbox and alternator), the engine is by far the lightest serially produced six-cylinder in-line engine for motorcycles.
Supremacy and drive comfort. The transversely mounted six-cylinder in-line engine of the BMW K 1600 models has a capacity of 1649 cc. Its rated output is 118 kW (160 bhp) at approx. 7 500 rpm. The maximum torque of approx. 175 Nm is reached at approx. 5 000 rpm. 70 per cent of maximum torque is available from just 1 500 rpm. The development goals here were highly superior touring characteristics and ridability combined with maximum running smoothness.
Compact overall design and space-saving construction. In order to achieve the narrow construction, the electrical ancillary units and their drive units were shifted behind the crankshaft into the free space above the gearbox. This also made it possible create a drivetrain with ideal concentration of masses at the centre of the vehicle. The total width of the engine is 560 millimetres. This means that the engine is only slightly wider than a current large-volume four-cylinder in-line power unit.
Due to the perfect mass balance created by the construction, the six-cylinder engine does not require a compensation shaft and the required drive elements, which results both in weight benefits and increased running smoothness.
In its layout, the six-cylinder in-line engine is based on the familiar fourcylinder in-line engine of the K 1300 series and, like the latter, has a cylinder axis which is tilted forwards by 55 degrees. This not only results in a low centre of gravity but also a balanced weight distribution of 52 to 48 per cent (K 1600 GT unladen) - imperative for a precise ride feel and transparent feedback of the front section when driving dynamically. The tilt of the engine also creates space for an aerodynamically optimised intake system directly above the engine, as well as providing the ideal frame profile design in accordance with the distribution of forces.
Crankshaft drive and basic engine - narrow and light construction with six cylinders and 1649 cc capacity. The crankshaft of the K 1600 engine is a single-piece construction forged in heat-treated steel. It has counterweights and inertia-optimised discs as well as the usual six-cylinder offset of 120 degrees for even firing intervals. Particular attention was also paid here to the issue of lightweight construction, so the weight of the crankshaft is only vey slightly in excess of a comparable four-cylinder engine at just 12.9 kilograms. The crankshaft is friction-bearing. All main bearings are supplied directly with pressure oil. The lubrication supply to the connecting-rod bearing comes from the main bearings.
One of the crankshaft web counterweights acts as a cogwheel for the primary drive to the clutch. Another cogwheel on the outer crankshaft web is used for engine speed sensing. The drive of the camshafts in the cylinder is effected by means of a tooth-type chain which runs over a compressionmoulded toothed chain wheel on the right-hand end of the crankshaft. The friction-bearing connecting rods are light forged parts made of heat-treated steel. Measuring 124.45 millimetres in length, they benefit smooth engine running and ensure low lateral forces in the pistons, thereby ensuring a low level of inner friction in this area. The well-established crack technology is used for horizontal partitioning.
Lightweight slipper pistons with a short piston skirt, two narrow piston rings optimised for frictional loss and a narrow oil scraper ring are used. The flat design of the combustion chamber means that in spite of the high compression ratio of 12.2:1, it was possible to keep the piston head and piston relief flat. This supports thermodynamically favourable combustion and enables a weight-optimised piston head shape.
Horizontally separated case in open-deck design. The dual-section cylinder crankcase is made of highly rigid aluminium alloys. The partition level is at the centre of the crankshaft. The compact sand-cast upper section forms a highly rigid composite unit made up of the six cylinders and the upper bearing pedestal for the crankshaft.
The cylinder block with water jacket is designed in open-deck construction, the running surfaces having a wear-resistant, low-friction nickel-silicon dispersion coating. The die-cast lower section forms the counterpiece to the main bearing of the crankshaft and carries the six-speed gearbox.
Cylinder head with barrel camshafts and bucket-type tappets. The output, characteristics, efficiency and therefore fuel consumption of engines are largely determined by the cylinder head and valve gear. The design of the chill-cast four-valve cylinder head in the K 1600 models GT and GTL is designed for optimum channel geometry, compactness, excellent thermodynamics and a reliable heat balance.
With a view to maximising inspection intervals in particular, the BMW Motorrad engine experts opted for a valve operating system using bucket tappets. This also combines the qualities of rigidity, compact construction and reliability.
The two overhead shafts are powered by a tooth-type chain. The tooth-type chain drive is hydraulically tensed and damped, and is characterised by a high level of running smoothness.
The design and manufacture of the camshafts represents an innovation in motorcycle engine construction. They are composite camshafts in which the individual cams are compression-moulded for positive coupling with the shaft, which has a tubular design. The advantages as compared to conventional clear-chill cast or steel camshafts derive mainly from the reduced weight. Around 1 kilogram is saved here. The rotational speed limit defined for serial production is 8 500 rpm, though the purely mechanical rotational speed tolerance is much higher.
In the attempt to reduce the weight of the drive unit as far as possible the valve cover and the clutch cover are made of light magnesium.
High compression for maximum efficiency. A tight valve angle enables a very compact combustion chamber with a flat calotte, thereby providing the basis for a high geometrical compression ratio of 12.2:1 with a thermodynamically favourable, largely evenly designed piston head. This high level reflects the effectiveness of the combustion chamber design in terms of achieving an ideal combustion process and optimum efficiency.
Integrated dry sump lubrication for optimum oil supply. The six-cylinder in-line engine of the K 1600 GT and GTL uses an integrated dry sump lubrication system. In addition to providing a high level of operating reliability, it enables flat construction of the crankcase and therefore a lower installation position of the engine and a concentration of masses close to the centre of gravity. This makes it possible to do without a conventional oil sump with oil reservoir, so the engine can be placed much lower in the vehicle than would be the case with a conventional design. The oil reservoir forms an integrated oil tank in the rear section of the engine casing. A separate tank is therefore not required, which again has a positive effect in terms of the compact construction of the motorcycle and overall weight.
Carefully conceived cooling concept for maximum thermal stability. A sophisticated cooling concept ensures perfect thermal balance in the sixcylinder engine. Coolant flows transversely through the cylinder head. The intake of the cooling agent is effected via the cylinder bank on the "hot" outlet side, which is also cooled in this way. Precisely at the point where the greatest thermal stress occurs, the intensive cooling at the cylinder head ensures rapid heat dissipation and therefore an excellent temperature balance. The reduced water flow at the cylinders reduces the warm-up phase and reduces coldrunning wear-and-tear and friction, which also benefits fuel consumption.
The water pump is powered together with the oil pump by the primary drive via cogwheels. The radiator is trapezoid and curved in shape and housed in the trim at the bottom front to optimise the centre of gravity.
Power transmission: narrow three-shaft transmission and selfenergising clutch with anti-hopping function. Torque is transmitted from the crankshaft to a self-energising 10-disc wet clutch with anti-hopping function via a straight-toothed primary drive. Here, the developers paid particular attention to a low level of control force at the hand lever.
The gearbox complete with bevel gear is integrated in the engine casing. In order to reduce construction width in the area of the rider footrests in particular, the gearbox is designed as a three-shaft transmission with three gearbox shafts arranged one on top of the other. The cogwheels are helicalcut, enabling a particularly low level of running noise to be achieved.
Shifting between transmission stages is effected by means of a shift drum, shift forks and shift sleeves to achieve a force-fit connection. In order to save weight, the hollow shift drum is made of a highly rigid aluminium alloy and supported by antifriction bearings.
E-Gas (ride-by-wire) for excellent response and precise fuel dosage. The control of the central throttle valve with a diameter of 52 millimetres is effected via an E-Gas, also known as a ride-by-wire system. This means that the rider's wishes are transferred directly from the sensor in the accelerator twist grip. The fully electronic engine management system converts this command into a torque requirement and electronically regulates the throttle valve accordingly.
The sensing of all factors in terms of torque makes it possible to achieve optimum ridability in the most diverse situations, as well as enabling electronic cruise control and traction control. The use of the electromotive throttle actuator via various selectable modes also opens up new potential in terms of fuel consumption and riding dynamics.
Intake system with long tract lengths for excellent torque. The central throttle valve enables the achievement of long induction tract lengths, which benefits an especially full torque development in the lower and medium engine speed ranges - a desirable characteristic in a touring bike. For example, some 125 Nm of torque is already available at 1 500 rpm.
The heavily tilted engine position means that an air box in perfect shape and position can be installed directly above the engine. With a volume of 8.5 litres, the air box with upright panel air filter contributes to superior power delivery and high torque development.
Low fuel consumption due to efficiency optimisation. Low engine speed level, high gas velocities, efficient combustion and minimised frictional loss in the engine of the K 1600 GT and GTL result in a high degree of efficiency and therefore a low level of fuel consumption. The exact fuel consumption figures will be announced at a later date. In view of its power potential, the engine achieves top figures in this area, which are at the level of a comparable four-cylinder motorcycle when a touring-oriented riding style is maintained. This is largely due to the high geometrical compactness and the orientation of the in-line six-cylinder engine towards maximum efficiency.
A choice of three modes - "Rain", "Road" and "Dynamic" - for optimum adaptation to surface conditions and riding style. The rider has three different riding modes available at the press of a button at the right-hand end of the handlebars ("Rain", "Road", "Dynamic") so as to be able to adapt to different uses such as touring on the road, riding on wet surfaces and dynamic motorcycling.
3. Chassis.
Low overall centre of gravity, very favourable concentration of masses and ideal static wheel load distribution. The chassis of the BMW six-cylinder motorcycles is based on the innovative BMW Motorrad concept as already used in the current four-cylinder models of the K series. The essential elements are the light alloy bridge frame, Duolever and lightweight construction Paralever for wheel control at front and rear.
However, the masses have been newly balanced for the special demands posed by a touring bike with a six-cylinder engine. All in all, the interplay of chassis and engine position, together with the seating position of the rider, not only makes for a low overall centre of gravity with a very favourable concentration of masses, it also provides an ideally balanced static wheel load distribution of 52 per cent at the front to 48 percent (K 1600 GT unladen) at the rear. Even with a pillion passenger and a heavy load, this guarantees outstanding riding properties.
Bridge-type main frame made of light alloy. The central bearing component is the main frame in bridge-type construction. Due to the fact that the engine is tilted heavily forward, the profiles of the main frame can run above the cylinder head, so their configuration is largely independent on the latter's width. This means that the frame can be very narrow, especially in the ergonomically important knee area. The main frame weighs just 16 kilograms. The six-cylinder in-line engine is firmly bolted to the frame at eight points and thus acts as a rigidifying and supporting element.
Adapted Paralever swing arm and cardan shaft drive. In large-volume BMW touring bikes in particular, the cardan shaft drive is an indispensable part of the overall concept due to its numerous advantages. Starting from the familiar Paralever swing arm, the rear wheel control and cardan shaft drive have been adapted to the new six-cylinder engine in terms of their design. In keeping with the high performance figures, the propeller shaft, cardan joints and rear axle final drive were newly designed.
Electronic Suspension Adjustment ESA II for optimum adaptation to all uses and load states. The new BMW K 1600 GT and K 1600 GTL also benefit from the innovative Electronic Suspension Adjustment ESA II, which is offered as a special equipment feature ex works.
With this system, globally unique on the motorcycle market, the rider can conveniently press a button to electronically adapt not only the rebound damping properties of the front and rear spring strut but also the spring rest ("spring preload") of the rear spring strut as well as the latter's spring rate and therefore the "hardness" of the suspension. The additional adaptation of the spring rate allows the settings "Sport, Normal, Comfort" to be spread widely in ESA II, giving them clearly perceptible characteristics on the road. In the "Sport" mode, the two motorcycles are more dynamic and precise, in "Comfort" mode they offer even greater comfort while retaining excellent stability.
EVO brake system with BMW Motorrad Integral ABS (part integral) for optimum deceleration. The very highest safety standards are provided by the well-established EVO brake system with the BMW Motorrad Integral ABS in the part integral version, which is fitted as standard. It has been revised for enhanced controllability and even more sensitive control response. This has been achieved in particular by the use of an additional pressure sensor, which also enables shorter braking distances. In this way, maximum yet controllable deceleration at low levels of control force give the rider additional safety.
Traction control DTC (Dynamic Traction Control) for maximum safety when accelerating. For both K 1600 models, traction control DTC (Dynamic Traction Control) is available as a special equipment feature ex works. This contributes significantly to a high level of riding dynamics and exemplary riding safety. Traction control DTC was used for the first time in the supersports bike BMW S 1000 RR. It provides the rider with valuable support especially in changing conditions, on surfaces with limited grip and where there are big changes in friction levels.
By comparing the rotational speeds of the front and rear wheel via the ABS sensors and using the data collected by the sensor box, the electronics system detects spin in the rear wheel and cuts back drive torque accordingly by reducing the ignition angle as well as adapting injection via the engine management.
Unlike previous BMW Motorrad ASC systems, the traction control system DTC also calculates the banking position of the vehicle by means of sophisticated sensor clusters, taking this into account in its control response.
Traction control DTC is combined individually with the different modes and is fully harmonised with these so as to provide maximum riding safety.
4. Electrical system and electronics.
The first motorcycles in the world with adaptive xenon headlight for even greater safety at night. With the new BMW Motorrad touring bikes, the first ever "Adaptive Headlight" for motorcycles is available as option ex works, in addition to the standard xenon (HID) headlight.
The main headlight fitted as standard consists of a centrally positioned, movable xenon projection module with reflector mirror. Level sensors at the front and rear axle provide data for permanent headlight levelling. Due to the pitch compensation, the headlight sheds light in the optimum pre-set area when the motorcycle is travelling straight ahead, regardless of riding and load conditions.
The optional extra "Adaptive Headlight" also features a stepper motor which turns the standard static reflector mirror into a movable mirror. In relation to the banking angle the mirror is then turned on an axis and compensates for the roll angle. In addition to pitch compensation, the light of the main headlight is also balanced in relation to the banking angle. This results in significantly improved illumination of the road when cornering and therefore an enormous increase in active riding safety.
Calculation of the vehicle's banking angle is carried out by means of a centrally positioned sensor box as already used in BMW Motorrad's supersports bike, the S 1000 RR. The information is distributed by the CAN bus and used by the traction control system DTC as well as by the ABS. The complex algorithms used here were developed entirely by BMW Motorrad.
The two halogen high beam lights with lighting rings, positioned to the right and left of the xenon module, give the K 1600 GT/GTL a striking face. And for the first time, BMW Motorrad uses the side lights which are so characteristic of BMW automobiles.
Integrated operating concept, for the first time with Multi- Controller, TFT colour monitor and menu guidance. The instrument panel of the K 1600 models based on digital technology comprises a speedometer and tachometer - each powered by a stepper motor - as well as an information display which takes the form of a 5.7-inch colour monitor. The design of the display is also completely new to the motorcycle field and provides a very high level of brightness. Among other things, the display enables the attractive presentation of text and graphics over several lines. The entire instrument unit is controlled by a photovoltaic cell and is automatically illuminated in the dark.
Another new feature to motorcycles in this form is the Multi-Controller, presented in the R 1200 RT at the end of 2009 as part of an integrated operating concept. Positioned on the inner side of the left-hand handlebar grip and therefore always within optimum reach, it replaces the functional unit previously installed on the handlebars. The significant advantage of the Multi- Controller as compared to a cluster of operating buttons is that the rider's hand can remain on the handlebars during operation. Operation is carried out by rotating the control up and down as well as toggling to the left or right. Unlike a key pad, this means that operation is possible without taking your eyes off the road.
The functional range of the Multi-Controller has been significantly expanded for use in the new touring bikes. In addition to operating the audio system, it is also possible to select other functions with the Multi-Controller with reference to the menus shown on the TFT colour monitor. The on-board computer, ESA II, the navigation system as well as grip and seat heating can all be operated in this way. What is more, the set-up menu can be used to configure settings specific to both rider and vehicle. For example, different languages are available as is the adjustment of the “Adaptive Headlight” to riding on the right-hand or left-hand side of the road. The menu structure was specially developed for the specific demands of motorcycling and optimised by means of user tests. Flat hierarchies completely do away with the need for complex clicking through sub-menus during travel. The rider also has the option to program his or her most important function on a bookmark button, thus providing constant direct access to this menu (e.g. navigation system).
Audio system with extended range of functions. The audio system itself has likewise been newly designed. It has interfaces for MP3 players, iPod and USB stick as well as for conventional devices such as a CD player. These are housed to the right in the interior trim and available for the K 1600 GT as a special equipment feature ex works, while the K 1600 GTL has them as standard. With USB/MP3 and iPod it is possible manage a number of playlists. Alternatively, all titles can be played randomly. The selected volume level and current title are shown on the TFT colour monitor. External devices can be housed in a lockable, waterproof and ventilated storage compartment in the interior trim on the right where they are excellently protected from the weather. They are operated using the Multi- Controller and the audio control panel.
The radio function also includes the satellite radio Sirius XM, available in the USA and Canada, and offers a 24-channel memory. Channels can be chosen either manually in conjunction with the memory function or using the scan function which selects the station with the best reception (Autostore). The current channel is shown on the colour monitor. The speed-related volume control function can be set at three different levels. In addition to the functions provided by the Multi-Controller, the audio system can also be operated by four buttons in the interior trim on the left (audio control unit).
Navigation system integrated in the vehicle electrical system. The BMW Motorrad Navigator IV available as a special accessory is integrated in the vehicle electrical system if the customer chooses the special equipment features audio system or preparation for audio system, which are available ex works. This means that the most important functions such as zoom or voice output can be operated using the Multi-Controller. In this way, the rider's hands can stay on the handlebars - there is no need to use the touchscreen.
Data is also exchanged between the navigation system and the vehicle electrical system. For example, the navigation system automatically relays the date and time to the instrument panel or suggests the nearest filling station after a certain residual range has been covered. The TMC data of the audio platform also enables dynamic routing so as to avoid congested traffic.
5. Body and design.
Innovative design which sets the benchmark for touring bikes. As new high-end products among the BMW Motorrad touring bikes, the new K 1600 GT and K 1600 GTL stand for a supreme, impressive and equally distinctive appearance, arousing a desire to travel at first sight. What is more, their striking lines and surfaces and the visibility of the six-cylinder engine radiate a powerful sense of dynamic performance, with a perfect finish standing premium value and quality.
The front view includes elements of the overriding design line of BMW Motorrad. Although the two new models K 1600 GT and K 1600 GTL offer a powerful visual presence from the front, they nonetheless come over as slim-lined with the extremely narrow six-cylinder engine, thus conveying agility and dynamism very much in keeping with their proactive riding character.
Lightweight construction: magnesium front panel carrier with vibration isolation and aluminium rear frame. The upper trim section, headlight, cockpit and rear mirror are all supported by a highly rigid front panel carrier. With the aim of achieving optimum concentration of masses near to the machine's centre of gravity, this dual section front panel carrier is made of a very light but highly rigid magnesium alloy.
In spite of the demands made by a motorcycle such as the K 1600 GT/GTL in terms of pillion passenger riding and load, the BMW Motorrad developers have nonetheless succeeded in creating a rear frame as a light aluminium construction. It consists of welded aluminium extruded sections and is bolted to the main frame at four points.
Optimum storage concept. In keeping with the dynamic touring aspiration of both K 1600 models, the standard panniers are designed to be removable but fit into the vehicle line seamlessly as design elements. The K 1600 GTL is fitted as standard with a topcase featuring two gas-filled dampers which support opening and interior lighting.
Seats and seating positions for supreme, dynamic long-distance comfort. The new K 1600 GT and GTL benefit from a very slim design in the area of the rider's seat. This has been made possible by the use of a three-shaft gearbox and a very slim-line frame configuration. Due to the special design of the gearbox, the clutch has been placed much further inwards, thereby creating space for the rider's foot.
The design of the ergonomics triangle made up of footrests, seat top and handlebars makes for a proactive seating position on the K 1600 GT while retaining a high level of long-distance comfort. The rider and pillion passenger enjoy a comfortable knee angle but the seating position is geared towards the front wheel for a proactive riding style. The two-section seat of the K 16000 GT is height-adjustable in the rider area so that it can be adapted to individual needs.
The K 1600 GTL offers outstanding pillion passenger suitability and ergonomics geared towards an even higher level of comfort. It has a singlesection, two-level seat and in conjunction with rider footrests which are placed further forward and lower down, as well as handlebars which reach further backwards, the seating position is very relaxed - something which is especially appreciated over long distances. The K 1600 GTL also does justice to individual adjustment requirements with an adjustable foot shift lever. The pillion passenger likewise benefits from a slightly longer and wider seat top on the K 1600 GTL, as well as the comfortable backrest in the standard topcase. The K 1600 GTL can also be equipped with pillion passenger armrests as a special accessory in order to further enhance safety.
For both the K 1600 GT and the K 1600 GTL the BMW Motorrad equipment range offers special comfort seats so as to enhance individual touring enjoyment further still. 6. Equipment program.
Special equipment features and special accessories - perfect individualisation from BMW Motorrad. Both the K 1600 GT and the K 1600 GTL fulfil their Gran Turismo promise with a fascinating blend of supremacy, dynamic performance and comfort to a virtually perfect degree even in standard trim. In addition, BMW Motorrad offers its usual extensive range of special equipment features and special accessories for further optimisation.
Special equipment features are supplied directly ex works and are integrated in the production process.
This includes such features as the Electronic Suspension Adjustment ESA II, traction control DTC, the tyre pressure control system RDC, the Adaptive Headlight and (for the K 1600 GT) the audio system.
Special accessories are installed by the BMW Motorrad dealer. These are features which can be retrofitted, too. Special accessories which will be available include the topcase for the K 1600 GT, a wide range of chrome parts for the K 1600 GTL and a sports silencer.
Further details of technology and fittings for the new BMW touring bikes K 1600 GT and K 1600 GTL will be published at a later date.
By Big Dave The Ed sent me along to take some pics of the new Hyo launch at the Takapuna showrooms and I recorded some of the speeches on the Nikon. We'll have the report and a run down on the bike in the next KR.
We loved Yamaha's big/little YZF-R125 when we rode it earlier this year and surmised it would make a fantastic basis for a one-make learner/young person's road race series.
Obviously great minds think alike because that's exactly what Yamaha Motor Australia is proposing, calling for expressions of interest from promoters to run a one-make series across the Tasman for the hi-tech, fuel-injected Yamaha 125cc 4-stroke singles in 2011. According to YMA (which manages Yamaha Motor NZ on behalf of the factory) the YZF-R125 race series concept is aimed at riders 13 to 15 years old. And unlike other one model series, the playing field is designed to be entirely level and all hassles normally associated with road racing are removed. All you do is turn up and ride. Here's what the company has to say about it.
"The bike will be a modified YZF-R125 - developed along the same lines as the Italian R125 Cup series bikes. The concept is that the Australian based Yamaha Racing Devlopment team builds, supports, runs, transports and maintains the race bikes. Riders are only required to supply their own transport, accommodation, evening meals and a mechanically capable helper. "Everything else required for racing - including fuel and one set of Dunlop control tyres per round - is paid for by each rider at the start of the season. The only extra cost would be crash repairs. "A sign on fee provides the rider with a minimum of a five round series (possibly eight rounds) with one full day of practice, one or two qualifying sessions and six races over three days per round. "There may also be a pre series test day included.The plan is that YRD builds the race bikes and maintains them between events. YRD will also transport the bikes to and from events, pay entry fees, take care of garaging and will provide a crew chief to oversee the helpers, a set up/suspension technician, a tyre fitter/general helper to support the other staff and a trainer/rider co-ordinator to help the riders with racecraft and technique. YRD will also provide catering at the circuit for breakfast/lunch/refreshments on race day. "To ensure a level playing field, YRD will guarantee total equality of machinery and tyres by asking riders to draw the keys to each machine before each event. The only adjustments to be made on race day will be gearing, suspension spring preload, ride height and tyre pressures. "Prizes will be provided for each age group commensurate with the level of expertise and achievement. With the ultimate prize (possibly) a satellite supported ride on a FX600 or Superstock 600 YZF-R6 for the next year.
"PR will be managed by Yamaha and available to each rider. Both rider and helper will be provided with a set of pit wear required to be worn at events. "The race series is aimed at junior MX, dirt track and short circuit riders who want to try road racing but can't afford the huge current expense of buying, building, running and getting to and from road race events with a bike. "The proposed fee for entering one race series is $AUS17,000 per rider. Yamaha is taking expressions of interest from promoters at YRD yrd@bigpond.com before the end of June 2010. And it has asked for feedback from potential entrants.
If this sounds like you the man to talk to is Sean Goldhawk Communications Manager at Yamaha Motor Australia tel 0 61 2 9827 7568.
Tell him KR suggested you call re the possibility of a series just like it in New Zealand!
THIS just in from Australian web site gizmag ( http://www.gizmag.com ): a challenge has been issued to university teams from around the world to design and build a high speed road-racing motorcycle from scratch, with an eye towards cost-effective production.
The contest is being organised by the Moto Engineering Foundation (MEF) - http://www.motostudent.com/. It supplies each team with a 125cc two-stroke engine, suspension, brakes, tyres, wheels and muffler. The challenge for the teams is to design a prototype around these components, with a hypothetical production run of 500bikes in mind. There is one stipulation: the projected manufacturing cost of the bikes cannot not exceed 4500 Euros ($5,654) per unit. Teams can use components other than those supplied, except for the engine.
The winner will be chosen at the Ciudad del Motor (Motor City) event in Aragón in October. First prize is 6000 Euros.
The Moto Engineering Foundation started the MotoStudent competition in Spain in 2008. It pitted teams of university students from Spanish and other European universities against each other, with an aim to eventual make it world-wide. The competition is similar to the Formula SAE competition in the USA, in which university student teams build open wheel race cars.
IT HAS been reported by Italian newspaper Il Sol 24 Ore that former Ducati CEO, Federico Minoli, has 34+ million euros in private equity financing behind him for an offer to Harley-Davidson for MV Agusta.
The 34 million euros quoted, if accepted, would mean Harley-Davidson would still lose out on its investment in the iconic Italian brand. The high-rollers at the American company paid $US109 million to buy MV with $US70 million of that going towards paying the company’s bad debt. While under Harley's control, MV launched new versions of its F4 and Brutale, and an F3 is rumored to be in the works.
MV Agusta earned 34 million euros in revenue during 2009 and reported a 20 million euro loss, before interest and taxes.
Minoli took over as head of Ducati in 1996 and in 2002 was promoted from CEO to President of the company. He moved from Boston back to Italy in 1996 to take up his appointment at the Bologna manufacturer after venture capital company Texas Pacific Group acquired it from the Castiglioni family. Minoli was born in Gallarate, the original home of MV Agusta and his mother came from Verghera, which was where Count Agusta was based. (MV stands for Moto Verghera).
In addition to the rumours about Minoli heading a buy-out of MV, there have also been suggestions that Paulo Berlusconi (brother of the Italian Prime Minister) was also a potential suitor.
But proving there is always an Italian soap opera surrounding Italian motorcycle manufacturers, there are also rumours that Claudio Castiglioni may be a bidder, with backing from the Italian San Paolo bank.
It was Castiglioni's company that aquired Ducati from the Italian government in 1985 and then bought Moto Morini, and in 1988 aquired the rights to the MV Agusta name.
PAULO Berlusconi, brother of Italian Prime Minister Silvio Berlsconi, has had his offer to buy troubled Italian manufactuer Moto Morini turned down by trade union representives after a meeting on May 18.
It had earlier been reported that Paulo Berlusconi had offered 2.9 million euros to purchase the Moto Morini name, including the company's assets and rights past and future product lines, but news from Italy yesterday reports the Italian's proposed three-year business plan had been turned down with no agreement reached.
Berlusconi had earlier stated that if his offer was accepted, production would resume on 2010 models and that new models for 2011 would be on show at Milan in November.
Berlusconi owns Italian brand Garelli, which makes scooters, and he has also been suggested as a buyer of MV Agusta, which Harley-Davidson is trying to unload.
Moto Morini is nearing the end of its bankruptcy protection period and the only other offer for the brand is reportedly from a group of Canadian investors. It is anticipated that Berlusconi may make another offer in the coming weeks, but right now the future of Moto Morini remains uncertain. There had also been reports that Moto Morini would supply engines to Bimota, but clearly that too is uncertain.
Despite this, there has been no interruption to the supply of spare parts or service to current owners of Moto Morini in New Zealand, reports New Zealand importer Don O'Connor of New Plymouth-based Eurobike Wholesale Ltd. There are currently three models available locally - the Corsaro Avio, Gran Passo, and 9.5. There is also a sale on run-out models, with 2008 models of the Corsaro Avio going for $16,995.00, 2009 Gran Passo (lowered seat) at $19,995 and 2007 9.5s going for just $14,995. For more information on these, contact Moto-Morini dealers: Haldane Motorcycles, Auckland; Shaw Motorcycles, Whangarei; Motomart, Wellington and AB's in Nelson
* New sports tourer from Triumph offers performance and practicality
* 130bhp version of Triumph's iconic 1050cc triple * Up to 117 litres of hard luggage capacity with accessory topbox * Anti-lock braking system comes as standard
Five years after the introduction of the popular 1050cc Sprint ST sports tourer comes a new model with greater practicality and more emphasis on the 'touring' aspect of 'sports touring': the Triumph Sprint GT.
That is not to say the Sprint GT has lost the sporting edge that made the Sprint ST one of the most popular and enduring bikes in the Triumph range. As you would expect from a British machine wearing the famous Grand Tourer tag, the Sprint GT delivers outstanding real world performance in a practical and stylish package.
In an increasingly segmented motorcycle market, the Sprint GT offers a unique proposition for everyday motorcyclists: performance, and practicality.
Performance is taken care of by an updated version of Triumph's legendary 1050cc triple. First introduced in the 2005 Sprint ST, the latest incarnation of this great engine has been updated to deliver increased power, torque and usability. With 130bhp on hand, the Sprint GT offers excellent real world performance, with development focused on power delivery in the mid-range rather than chasing peak power.
Practicality is the GT's byword with new 31 litre panniers, ABS brakes as standard, underseat storage, built in rack with well appointed grab rail, 320 plus Km fuel range (Approximate) and an optional top box capable of swallowing two full sized helmets and offering a 12 volt power supply to allow 'on the go' charging of electrical items such as laptops and mobile phones.
Sprint GT: built for real world riders Triumph's design team set out developing a bike that would 'improve the Sprint ST's practicality without transcending into pure tourer territory' and set about developing the bike that they themselves would like to ride across Europe, while listening to feedback from its existing customers - particularly riders of the Sprint ST - to ensure that the Sprint GT hits the mark. The result is a bike that can take you all the way to the furthest corners - and allow you to have fun when you get there.
Comparing the Sprint GT to the more sporting ST, the new bike is all new from behind the fuel tank, while up front it incorporates a number of updates to create a new bike with a different attitude and feeling for both rider and pillion.
Starting from the very front, the GT features newly-styled and better performing reflector headlights, offering improved distribution of light over the previous ST's projector type units. A new internal mounting system for the mirrors has been introduced to give a clearer view at speed, while the cockpit itself has been restyled to give a sharper and more contemporary look, while retaining the distinctive three-light Sprint design. In the cockpit, riders will find a comprehensive three dial instrument panel with large traditional analogue speedometer and tachometer, while the third dial hosts the readout for the onboard computer, where the rider can scroll through fuel consumption, range-to-empty, journey time, average speed and clock functions.
Further major differences can be found at the rear of the bike. The ST's underseat exhaust has been replaced by a traditional side mounted system, with the new triangular section silencer mounted under the right side pannier, which not only releases more horsepower, but also frees up enough underseat storage space to accommodate Triumph's accessory U-lock. The new seat sits the pillion lower than on the Sprint ST, and their comfort is further aided by lower footpegs, while the built in luggage rack comes with generous grab handles as standard. Sprint GT owners opting for the optional powered top box will further benefit from the ergonomic styling for additional comfort and support on long rides.
A new rear wheel is 1kg lighter than the visually identical item on the outgoing ST and both front and rear wheels are shod with Bridgestone's dual compound BT021 tyre, which offer better handling and durability than the BT020 specified on the previous Sprint ST. The GT's longer single-sided swingarm creates a 1537mm wheelbase (compared to 1457mm of the Sprint ST) to maintain excellent stability even when fully laden, while the suspension on the GT has also been updated. Front forks are outwardly similar to the ST but have revised damping for greater control under braking, while the all-new rear shock also embraces the GT's practicality drive, featuring a remote pre-load adjuster wheel which is easily accessible and can be changed by hand to accommodate solo and two-up riding. Brakes have been revised with lighter discs, more rigidly mounted for greater durability, and a new brake pad formulation providing greater feel and approximately 10% increase in braking performance.
Loaded with luggage A key development area for the Sprint GT has been endowing it with world class luggage solutions.
Where the Sprint ST sported dual 22 litre panniers ideal for weekends away, the Sprint GT comes equipped with full touring specification 31 litre panniers as standard, with an equally well-specified topbox available as an optional extra to take the total hard luggage capacity to a cavernous 117 litres.
Each pannier has a 31 litre capacity shaped for maximum practicality and is big enough to swallow a full-face XXL helmet. The panniers are certified to carry 15kg distributed equally between both sides. They are operated with the bike's ignition key and are fully waterproof. Panniers are colour-coded to the bike and feature a new mounting system that eliminates the need for external rails, giving a cleaner look when the panniers are removed. The pannier fits on two discreet mounting points through the rear bodywork, while the Sprint GT employs Triumph's unique pannier mounting system to maintain high speed stability when fully loaded. This system links the two panniers together but allows them a degree of movement relative to the bike, cancelling the effect on the chassis of loaded panniers and ensuring the Sprint GT tracks straight and true at autobahn speeds.
If that's not enough, Triumph's accessories division is offering a gargantuan 55 litre powered topbox designed especially for the Sprint GT. Capable of carrying two full sized helmets, the topbox has the benefit of a built in 12 volt power socket that allows the recharging of electrical items such as mobile phones and notebook computers while on the go. With built in electrical contact points, the top box requires no electrical wiring by the rider for true 'plug and play' practicality. The topbox is also colour coded and operated by the ignition key, and is available with an optional inner liner. The ergonomic design provides a comfortable backrest for the pillion, with an optional comfort pad available for passengers who prefer additional support. Like all Triumph accessories, the topbox has been fully tested to Triumph's stringent OE standards, giving customers total peace of mind that fitting it will not affect the safe operation of the motorcycle.
The full range of accessories includes a host of other options designed to further increase the practicality of the Sprint GT and allow riders to personalise the motorcycle to their specific needs. These include heated handlebar grips, a taller aero screen, optional gel comfort seat and high quality magnetic tank bags which can increase the Sprint GT's luggage capacity by a further 30 litres.
Technical torque Renowned for its sporting character, Triumph's 1050cc triple has been updated for the Sprint GT, offering even better drivability than in previous incarnations.
A new exhaust system and revised ECU lifts peak power by 5bhp to 130bhp (@9,200rpm) over the Sprint ST. Most significantly, the engine has been tuned for even stronger mid range, with peak torque increased by 5Nm to 108Nm (80 Ft-lb) and delivered 1,200rpm lower in the rev range for even easier overtaking.
Because the Sprint GT has been designed to cover long distances and take riders to far flung places, fuel range is just as important as rider comfort. The 20 litre fuel tank ensures the Sprint GT can comfortably cover 320 plus Km's between fuel stops. Triumph's latest generation engine management system not only helps deliver more power and torque, it also gives a small improvement to fuel consumption and ensures that the Sprint GT delivers the smoothest throttle response of any 1050 yet. Sixth gear on the Sprint GT is 7% taller than on the ST, delivering more relaxed motorway riding and improved touring economy.
Sprint GT chassis: intuitive comfort The main twin-spar aluminium beam frame is carried over from the Sprint ST, while the 43mm front forks have received updated internals for improved control and damping. The rest of the chassis is new.
Rear wheel mass has been reduced by 1kg, while Bridgestone's BT021 dual compound tyres have been chosen for their excellent blend of performance and durability.
The new exhaust system lowers the centre of gravity when compared to the ST's underseat system, while the swingarm is 79.5mm longer to maintain stability when carrying heavy loads. Visually the GT is designed to update the ST style rather than create an all-new look. The new rear subframe creates a more practical rear end and the only body panels carried over from the sporting ST are the fuel tank and fairing lowers. The Sprint GT also features a newly designed centre stand for improved ease of operation.
Up front, twin 320mm floating discs are grabbed by powerful four-piston callipers with a single 255mm disc at the rear. Triumphs unobtrusive anti lock braking system, an option on the Tiger 1050 and outgoing Sprint ST, has been updated and is standard fitment on the Sprint GT in line with customer expectations and Triumph's ongoing commitment to improving rider safety.
The result is a motorcycle with a different feel to the Sprint ST, biased more towards the 'touring' side of sports touring than the Sprint ST's 'sports' - a composed machine with precise and intuitive handling to keep up with sports bikes on demanding roads, but equally delivering the comfort required for a long two-up session in the saddle.
The 2011 Triumph Sprint GT comes in two colour options: Aluminium Silver and Pacific Blue.
Look for the Sprint GT in NZ Showrooms around September. Local Pricing TBC.
In 2010 a fully-fledged, all-round motorcycle concept is celebrating a major birthday: thirty years of the BMW GS.
Back then, in autumn 1980 BMW Motorrad introduced the R 80 G/S as a very special machine combining two very special worlds with one another: off-road and on-road. Offering this unique combination of on-road, touring and off-road qualities without the slightest compromise in everyday use, the R 80 G/S paved the way as a brand-new concept for the grand touring enduro, a completely new type of motorcycle created by BMW Motorrad.
The R 80 G/S and its successors soon proved their qualities also in motorsport: In its very first race in 1981, the R 80 G/S with Hubert Auriol on the saddle brought home victory in the both prestigious and challenging Paris - Dakar Rally. And this was only one of the great successes in motorsport celebrated by BMW Motorrad with the GS in the following three decades.
Throughout the last thirty years, BMW Motorrad has consistently nurtured the outstanding talents of the GS boxer models, focusing on riding dynamics, off-road qualities, superior comfort and endurance, consistently enhancing these qualities to en even higher level and carrying them over successfully to other series of BMW motorcycles.
In 1993, for example, a BMW enduro with a single-cylinder engine - the F 650 - made its first appearance in the market. And while the F 650 derived its dynamic riding qualities from ideal weight distribution, its unique concept and the superior power of its 47-hp single-cylinder, the BMW GS models with their flat-twin boxer engines moved on to the next generation.
Introducing the BMW R 1100 GS, BMW Motorrad not only presented the first GS with a four-valve boxer engine and 80 horsepower, but also entered a new era of grand touring enduro riding in terms of the suspension and running gear: This was the first enduro using the engine and transmission as load-bearing elements on the chassis, making a conventional main frame superfluous.
While BMW Paralever rear-wheel suspension had already eliminated any unwanted drive and power reaction of the drive shaft on the two-valve boxer engines years ago, BMW's engineers now introduced the Telelever as a highly innovative concept of front wheel suspension. Offering anti-dive and highly sensitive response, this new technology quickly set new standards.
At the same time the new R 100 GS was the world's first enduro to feature ABS - a superior safety feature now to be found on all BMW motorcycles, with the exception of the BMW G 450 X.
Apart from numerous new and ongoing developments including the F 650 GS, the first single-cylinder with electronic fuel injection, catalytic converter and ABS brakes built in Berlin as of the year 2000, the F 650 GS and F 800 GS introduced in 2007 set a further outstanding milestone in the history of the BMW GS. With their high-performance and high-torque two-cylinder inline engine and their torsionally rigid spaceframe, they interpret the BMW GS theme in their own very special way nevertheless typical of BMW.
Introducing these new models, BMW Motorrad not only presented the successors to the highly successful single-cylinder F 650 GS, but also expanded the range of enduro machines in the midsize segment.
The latest highlight so far then came in autumn 2009, with BMW Motorrad introducing the updated BMW R 1200 GS. Now featuring an even more free-revving DOHC boxer engine with two overhead camshafts per cylinder, this new machine offers maximum output of 81 kW/110 hp and an even higher level of dynamic riding performance.
Launching the "30 Years GS" special versions of the BMW R 1200 GS, the R 1200 GS Adventure, the F 800 GS, and the F 650 GS, BMW Motorrad is paying its tribute to the outstanding success of the GS models both in the production of series machines and in motorsport. Indeed, it was also motorsport that provided the input for the attractive design of the Edition Models in the livery of BMW Motorrad Motorsport thirty years ago.
BMW R 1200 GS "30 Years GS" BMW's GS motorcycles with their boxer engines have developed consistently since 1980, shaping the image of BMW Motorrad more than any other model series. So whether in off-road sports or, in particular, as a grand touring enduro, the BMW GS models have created and shaped a strong market throughout the last three decades.
Introducing the R 1200 GS "30 Years GS", BMW Motorrad is now presenting an exclusive special model commemorating the thirty-year tradition of the highly successful GS model series, at the same time upgrading the already well-equipped travel enduro within the boxer segment by adding a wide range of additional features and equipment.
The R 1200 GS "30 Years GS" special model highlights the sporting enduro DNA of BMW's large grand touring enduros. Particularly outstanding features are the exclusive paintwork in Alpine White non-metallic with three-coloured decals in the former colours of BMW Motorrad Motorsport and the "30 Years GS" model designation, cross-spoke wheels with their spoke ring in black eloxy finish, has a tinted windscreen, aluminium engine guard and hand protectors. The seat finished in red with its three-dimensional GS stamp in the side flanks gives this special model a particularly masculine and sporting look.
Highlights of the BMW R 1200 GS "30 Years GS":
Paintwork in Alpine White non-metallic.
Three-coloured decals in the livery of BMW Motorrad Motorsport.
"30 Years GS" model designation on the tank.
Cross-spoke wheels with a spoke ring in black eloxy finish.
Hand protectors.
Tinted windscreen.
Seat in red with three-dimensional "GS" stamp in the side flanks.
Pricing NZ Pricing $33,065.
BMW R 1200 GS Adventure "30Years GS" The BMW GS - for thirty years this abbreviation has stood above all for genuine adventure on your motorcycle, crossing deserts or going on expeditions to remote parts of our planet, from the Sahara all the way to Tierra del Fuego. The BMW R 1200 GS Adventure is a special offer from BMW Motorrad optimising the qualities of the R 1200 GS for the most demanding long-distance tours. Introducing the "30 Years GS" special model, BMW Motorrad is highlighting the particularly rugged and masculine character as well as the off-road qualities of the R 1200 GS Adventure. This very special machine comes with exclusive paintwork in Alpine White non-metallic and three-coloured decals in the historical livery of BMW Motorrad Motorsport, a "30 Years GS" model designation on the tank, extra-large hand protectors all in black, as well as a robust engine protection hoop made of aluminium. The seat finished in red/black with its three-dimensional "GS" stamp in the side flanks emphasises the sporting look and character of this unique machine.
Highlights of the BMW R 1200 GS "30 Years GS":
Paintwork in Alpine White non-metallic.
Three-coloured decals in the livery of BMW Motorrad Motorsport.
"30 Years GS" model designation on the tank.
Cross-spoke wheels with a spoke ring in black eloxy finish.
Hand protectors.
Tinted windscreen.
Seat in red with three-dimensional "GS" stamp in the side flanks.
Pricing NZ Pricing $39,303.
BMW F 800 GS "30 Years GS" Proudly launching the F 800 GS enduro in 2007, BMW Motorrad enlarged the model range by yet another, brand-new version of the GS. Like its counterparts, this unusually dynamic grand touring enduro perfectly suited for off-road use, through its robust look and long spring travel, clearly underlines what it is able to offer also beyond the beaten track. Indeed, the message conveyed by the F 850 GS weighing just 207 kg or 456 lb with a full tank is both clear and meaningful: maximum riding pleasure both on-road and off-road, combined with fatigue-free riding qualities for long tours. As a very special model, the F 800 GS "30 Years GS" celebrates a major birthday with a wide range of features underlining the dynamic riding qualities of this supreme machine. As its first highlight, the F 800 GS "30 Years GS" also comes in exclusive Alpine White non-metallic paintwork with three-coloured decals in the traditional livery of BMW Motorrad Motorsport as well as the "30 Years GS" model designation on the airbox cover, robust hand protectors with a stainless-steel hoop and a large spoiler element, as well as an aluminium engine protection hoop really able to take heavy loads. The seat finished in red with its three-dimensional "GS" stamp at the front of the seat bottom as well as white LED indicators set further sporting highlights. And last but not least, a tinted windscreen blends harmoniously with the dynamic overall look of the F 800 GS "30 Years GS".
Highlights of the BMW F 800 GS "30 Years GS":
Paintwork in Alpine White non-metallic.
Three-coloured decals in the livery of BMW Motorrad Motorsport.
"30 Years GS" model designation on the airbox cover.
Hand protectors with stainless-steel hoops, plastic protectors, and an extra large spoiler element.
Robust engine protection guard made of aluminium.
Tinted windscreen
White LED direction indicators.
Seat in red with three-dimensional "GS" stamp at the front of the seat bottom.
Pricing NZ Pricing $24,892
BMW F 650 GS "30 Years GS" In addition to the F 800 GS, BMW Motorrad also offers a smaller model of the same kind, the F 650 GS aimed at riders who do not need quite that much spring travel and are not out only for adventure and off-road riding. The particular fortes of this machine are its lower seat height, the high standard of all-round qualities, easy riding characteristics, and excellent suitability for everyday use. Introducing the "30 Years GS" special model, BMW Motorrad is taking up the tradition of the GS model series also on the F 650 GS. Hence, the F 650 GS "30 Years GS" likewise comes in exclusive Alpine White non-metallic paintwork with three-coloured decals in the historical livery of BMW Motorrad Motorsport and its special model designation, in this case on the rear section, together with stainless-steel hand protectors and a black plastic protector as well as a colour-matched engine protection cover again in black. Magnesium-coloured cast wheels, the red seat with its three-dimensional "GS" stamp at the front of the seat surface, as well as white LED direction indicators give this special edition of the F 650 GS a particularly exclusive note. An extra-high, tinted windscreen underlines the particular qualities of this machine for long-distance touring.
Highlights of the BMW F 650 GS "30 Years GS":
Paintwork in Alpine White non-metallic.
Three-coloured decals in the livery of BMW Motorrad Motorsport.
"30 Years GS" model designation at the rear.
Magnesium-coloured cast wheels.
Hand protectors with a stainless-steel hoop and plastic protector.
Engine protector made of special plastic.
Tinted, higher windscreen.
White LED direction indicators.
Seat in red with three-dimensional "GS" stamp at the front of the seat surface.
