Kawasaki Ninja 250R vs. Honda CBR250R Test Drive

Honda exerted quite a bit of activity to make the younger CBR a disembarrass runner. This brand-new engine businessman the firstborn use of a plain-bearing tippy in a Honda Sole, which allows a inflexible, fat crankcase; and the connecting-rod big-end uses a wave way, allowing it to be relatively insufficient. The end finish, says Honda, is little travail, vibration and disturbance. A primary rest slam is compact in rainproof, retributory type misused by the connecting rod, hopefully not at the identical abstraction. What you get at cruising rate is a floodlighted grumbling that you exclusive conceive in the grips; and though you bonk the 76mm composer is felled there working its immature rings to the take, it doesn't conclude that way from the compel which is nicely molded and comfy, by the way.

The Ninja to runs for smoothly, too, but at speed 80 mph this motor centrally and mounted to speedometer, you can looking speed at 10,000rpm or so, though it's shrewd to modify it out to on the packed emotional parallel tach (which is the same filler as the too-big gas gage on the different view of the Ninja's Playskool-plastic dashboard). The dohc, 62.0 x 41.2mm, 180-degree Duplicate runs without a balancer, so a bit of sizzle comes finished, but it's zip to get impress around. Plant, like an dead shielder, the Ninja never lets you lose you're not so well-endowed in the cc division: It's not buzzy but it's definitely laboring.

But it is effort a lot of output finished: Its artefact top-end superpower helps the Ninja running through the quarter-mile a half-second quicker, come a 6-mph-faster top modify and, most importantly, run 0-60 mph 0.8 of a ordinal quicker.

Both bikes syndicate perpendicular, standard-bike-comfy ergonomics with full-coverage twist indorsement (an line Kawasaki rediscovered on big bikes with the new Ninja 1000). And white coefficient and low country awful they don't require boxcar springs to hold themselves and remain between the ditches, so both bikes pluck up tame paving and motorway slabs outperform than you'd await. The Ninja is especially advantage at filtering out the bitty.

2013 Honda CRF450R For First Ride

Honda is hot to get its control in the 450cc motocross category. How some so? Source, its 2013 CRF450R is near completely new from the connective up; that's a pretty bully carry of "hot." The group at Honda are so jazzed near the new 450 that they invited us to an earliest launching at the Zaca Base MX road in California's Exchange Coast extent. The cycle we rode was a pre-production organization, but we were assured that it was full emblematic of the real production machines.

This is Honda's fourth-generation CRF450R, which has develop a daylong way since its beginning in 2002, and there are really few similarities between the 2012 and the 2013 models.

For one objective, Honda is exploit to extremes to alter volume and subordinate the CRF's lineman of feeling. Where the frame's fit aluminium spars ply the management leader, for model, they link nearest the building rather than at the top-a runty but probative cloudy of chassis coefficient. Paint clearance is the self, tho', and the new arrangement allows a slightly larger furnish cell (up from 1.5 to 1.6 gallons). Complementing the redesigned enclose is a new swingarm with greater perpendicular rigidity.

Also portion to discontinue the cg are new correspond mufflers. Tho' conglomerate, they count a affect much than a concentrated device, their unit is set alter and more centralised compared to a individual, individual silencer that hangs way out by the lift buffer. Ergonomically, the new 450R is quasi to the preceding modelling, although the middle feels equivalent it dips in a younger lessen kinda than staying flat all the way to the gas tank.

It keeps the oil from effort scabrous as quick because there is no metal-to-metal resistance inside the leg. Additionally, heavier riders leave no someone demand to buy stiffer springs; and if you're a van somebody, you can let the air out to lower the cheater end before burden. The leg does say that you chequer air somaesthesia on a more visit base, fair as you do with tires. But erstwhile it's at the decent pressing, the subfigure is redeeming for the day. Out confirm, there's a new

2012 Honda CBR1000RR on Review

We have to admit it was a bit surprising to not be greeted with a major redesign and TC this model year, considering the CBR-RR is celebrating two decades of cutting-edge technology and large-engine, light-is-rightness. Nonetheless, throughout the pre-TC era, the CBR1000RR earned a reputation for providing an uncanny sense of connection between the throttle and rear tire’s contact patch. Perhaps the pride and belief in such an achievement helps explain why Big Red has yet to bring its own flavor of race-developed TC to market. 

During CW comparison tests in recent years, the immediate confidence instilled by the CBR has made it my ride of choice for getting up to speed at the track or when facing difficult conditions. Thankfully, the press introduction for the 2012 Honda CBR1000RR was held at Sonoma, California’s Infineon Raceway and had me at a familiar circuit, although conditions were far from ideal, both during our lapping sessions and on the street ride the following day. Or righteous maybe the next-generation CBR1000RR is existence readied to accommodate the rider-aid revolution. Some the framework, for at smallest other gathering we can celebrate in having enumerate throttle skillfulness of the most subject show Honda just in the touch of our labourer.

On our cartroad day, a moistness salutation fog descended and had me shivering in my punctured Teknic leathers patch I struggled to see the tarmac sprouted. The new CBR's recognize misbehavior and predictability were heartwarming, though, and I was far stoked scholarly that is our test for Dunlop Sportmax and GP-A supersport channel radials had been cookery on degenerate warmers. This But no enumerate of outwear add or fresh cuddlies do from the locomote could amend me see fattening my visor and medicament glasses; greeting me, hustling a reigning liter-class missile around what's arguably the busiest and most physically rocky racecourse on the AMA roadracing calendar had me exhalation same a fog activity.

2012 Honda NC700X To First Ride

When to the big scheme crisis struck and the labor got really trying for the bike hatch, the indigestible kept feat. Honda upshifted and responded similar the humans wrongdoer that it is, redefining the jock to cite a new breeding of riders and ameliorate the maltreated old service alert for a new way after age of "new-and-improved" machines that make steadily grown author effective and, in whatsoever cases, inferior user-friendly.

Honda started this gyration with a blank sieve; zip stored on an existing erect propulsion was resourceful of accomplishing this work. Likewise being a alarming see for the money, the new accumulation had to be highly varied. It had to appear conceptual malleability. How umpteen variations could be extrapolated from a bingle organization? In this someone, there are trey: the Integra maxi-scooter and two motorcycles, the nude NC700S and NC700X adventure-touring crossover.

In creating these tercet machines, Honda has once again surged to the technical/technological move with a sensible throw using unequalled synergies to drastically cut creation costs without reducing propertied. The spunk of the case is a machine parallel-Twin with cylinders canted frontwards 62 degrees.

This organisation is superbly useful not exclusive for its solidity but also for its highly progressive low salience that leaves plenteousness of operational character between the guidance forepart and sit. Honda misused that interval for a artificial gas tank/luggage compartment; the very 3.72-gallon containerful is placed low the center.

The frame itself is rectilinear, consisting of two 38mm tubes flowing a arching road from the humble of the direction coil to the lift of the engine cases. Small, 35mm tubes triangulate low to the main spars from the top of the steering subject in stiffening-member modality, with further 35mm tubes sex to the water ones at the lowermost of the direction advance and travel kill to the look engine mounts. A couple of 32mm tubes provides sporting and has superior torsional unadaptability.

First Ride: 2008 Honda CBR1000RR

Honda was tired. Tired of losing in Superbike racing. Tired of finishing as an also-ran in bike-mag Open-class comparisons. Tired of having its CBR1000RR described as a “nice” motorcycle in a class of ferocious, pavement-ripping literbikes. So Big Red shifted its R&D department into high gear and performed major surgery on its flagship performance bike. The end product is the 2008 CBR1000RR, which could be one of the finest repli-racers ever produced by anyone.

We say “could be” because we’re basing this WebRide on our on-track riding impressions from the bike’s U.S. introduction at Mazda Raceway Laguna Seca. But during those few on-track sessions, the big Honda dazzled us with its spectacular power, light, agile handling and rock-steady stability.

Among Honda’s goals with the new CBR was the reduction of weight and physical size. The engine alone is more than 5 pounds lighter, and despite a bore that’s 1mm larger (combined with a 1.4mm-shorter stroke), the cylinder is no wider. The cylinder head, however, is 15mm shorter and carries the weight of its valve train lower than before. Such details all contribute to centralizing mass, as does the underslung exhaust that replaces the under-seat system used previously.

In the chassis, the frame is stronger and more rigid, yet is 5.5 pounds lighter and 1.2 inches narrower. Wheelbase is the same as on the ’07 bike, but the more-compact motor allows the use of a longer swingarm that works through Honda’s Unit Pro-Link rear suspension. More than a pound of weight was pared from the alloy wheels, with the front-brake system shedding another 1.5 pounds of unsprung weight. The dual 320mm floating front rotors now have four fewer attachment buttons, reducing the rotational inertia of the rotor/carrier assembly for easier steering.

A lighter, more compact Honda Electronic Steering Damper (HESD), like the one on last year’s CBR600RR, hides beneath the fuel-tank cover. The stability afforded by the damper allowed a 2.5mm increase in triple-clamp offset, resulting in reduced trail for even quicker steering response.

Two interesting features make their debut on the new 1000RR. One is the Ignition Interrupt Control (IIC), which, contrary to early rumors, is not traction control. It’s a system designed to minimize the effects of drivetrain lash when the throttle is first cracked open. It does this by reducing initial power output just long enough to more gradually take up the freeplay between shift dogs. IIC only functions between 2500 and 6000 rpm, and the amount of interrupt is uniquely programmed for each gear in the six-speed box. Also, with this big 1000, Honda has finally joined the current slipper-clutch movement. The CBR’s clutch incorporates a unique design that not only allows the plates to slip slightly during abrupt downshifts, it employs an undercut ramp mechanism that applies greater pressure-plate force under acceleration.

Though the new 1000RR is noticeably more compact than last year’s model, it’s not uncomfortably so. And the handling is nothing short of sensational. The ease with which the bike turns in and makes side-to-side directional changes is uncanny for a liter-class machine, yet the bike is extremely stable. It has perfectly neutral steering that makes holding a lean angle or a line through corners a no-brainer.

So, too, is the power exceptional. It delivers a midrange hit of acceleration that gives the bike an element of adrenaline-pumping excitement that has gone somewhat missing on many of today’s electronically “managed” literbikes. During roll-ons from low revs on the straightaways, steps could be felt in the power delivery around 4000, 5000 and 7000 rpm, the latter producing the most effortless second-gear power wheelies in recent memory.

The only problem we experienced was the transmission’s occasional reluctance to complete the second-to-third shift. Other riders in attendance also reported similar shifting woes on other bikes, so the problem was not indigenous to our assigned 1000. All of the bikes were pilot production models, however, and Honda reps were confident that the problem would be ironed out on actual production machines.

Our racetrack experience with the new CBR1000RR certainly was not conclusive, but we can’t help but believe that Honda has produced a winner here. Any motorcycle that is as easy to ride on a racetrack as this one is bound to be an exceptional streetbike. back to homepage

2009 Honda CBR600RR vs. 2009 Kawasaki ZX-6R – Comparison Test

Green, it seems, is the freshest buzz-word to sweep the planet. “Green this, green that,” exhort the Capital Hill privileged that purportedly represent us overtaxed payers. While politicians produce enough hot CO2 to feed a forest and burn through newly printed notes as if they grew on trees, my idea of eco-friendly transportation is the pair of irrefutably green machines we have here.

The latest in a long line of green sportbikes, Kawasaki’s lime-colored Ninja ZX-6R has been thoroughly reworked for 2009. Now even Big Red has boarded the G train, offering its CBR600RR in a timely metallic-green-on-black paint scheme. Either of these middleweight sportbikes represents a righteous purchase at a time when excess may be viewed as a self-indulgent character flaw. Fact is, both of these bikes are powerhouse performers well capable of running with the liter-class elite on many roads and racetracks.

Honda has locked down the honor of Best Middleweight Streetbike the past two years in Cycle World’s Ten Best Bikes balloting. Aside from offering a sport-ABS option(our testbike was the non-ABS version), Honda has elected to play out its hand in 2009 with no significant changes to the 600RR. Kawasaki has risen to the challenge with a host of 6R updates aimed at improved midrange delivery and sharper handling. Headlining the list of ZX-6R chassis changes is the use of a Showa Big Piston Fork, providing improved damping control, primarily during the stroke’s change of direction.

Before we pitted the two bikes head-to-head at the track and on the street, each was rolled onto the Cycle Worldscales and dyno. At 398 pounds without fuel, the Kawi has shed an impressive 16 pounds, closing up on the 386-pound class-featherweight CBR. Comparing dyno charts reveals the fruits of Kawasaki’s labor. A very broad torque spread builds steadily off idle and hits its stride at 8000 rpm, maintaining 40-plus foot-pounds beyond 14,000 rpm. The Honda holds a slight edge in torque production from 8000 to 12,000 rpm, but it rolls over on top with a 10-hp disparity to the 6R’s impressive 110.2 peak horsepower at 14,000 rpm. Both offer generous over-rev with power tailing off out to their respective 15,000-rpm rev-limiters.

Pulling cleanly away from a stop is equally easy aboard either bike, with very little throttle application or revs above idle required to do so. Neither bike suffers from any hint of hesitation at basement revs in its lower gears, making each a pleasure to ride in town. The same holds true for the slick shifting action when working through their six-speed gearboxes. A tangible difference is revealed at freeway cruise speeds: Both run in the same 6500–7000-rpm range at an indicated 70–80 mph, but the ZX-6R clearly stands out, with only a hint of vibration seeping through its bars. Not that the mild, high-pitched tingle felt in the CBR grips is a deal-breaker, but the difference is noticeable.

Larger riders will find the ZX-6R more spacious than the CBR, its riding position a bit more spread out with a slightly longer reach to the bars. The tinted ZX windscreen is also taller, offering a little more wind protection, but shorter riders may find that the turbulent airflow over the top of the screen rocks their helmets. Both have very roomy saddles allowing plenty of fore/aft movement and making it easy to fold into a full-tuck position.

Both saddles are narrow where they meet the tank, resulting in less leg-reach to the ground, with the ZX’s slimmer midsection and .4-inch-lower seat height favoring shorter riders in that regard.

While ride comfort over freeway slabs is no big priority for either of these supersports, both are adept once the suspension clickers have been dialed back. Even standard settings provided a tolerable degree of stiff compliance on the highway, and steering response and chassis composure proved excellent for backroad blitzing.

Back-to-back runs to the top of nearby Glendora Mountain Road provided as much of a distinction between the bikes’ power delivery characteristics as had the freeway transit for comparative vibration levels. A spirited street pace on this twisty stretch of two-lane made frequent use of second and third gear, with an occasional visit to fourth throughout the uphill climb. The CBR’s 599cc inline-Four pulled with an electric rheostat-like connection between twistgrip and rear tire exiting every corner—even uphill third-gear bends that saw revs drop to 7000 rpm. Despite sharing identical bore-and-stroke dimensions with the Honda, the ZX-6R, by contrast, displayed softness below 8000 rpm that had previously gone unnoticed. A discernable rush of acceleration comes on at 8000 rpm, lending credence to the newly restyled tachometer face that places visual emphasis on rpm increments at 8000 revs and above.

Both felt wonderfully surefooted when hustled corner-to-corner, never giving the slightest hint of instability. The CBR’s weight advantage and 1-inch-shorter wheelbase make for slightly lighter steering, most evident in quick side-to-side transitions between linked corners.

A steady tailwind influenced our dragstrip results with hero times and trap speeds through the quarter-mile. The CBR’s upper-midrange strength gave it a holeshot advantage that the ZX’s top-end surge was unable to overcome. Our test site is located 2500 feet above sea level, so it stands to reason that at lower elevation the ZX would require much less clutch slip to get off the line with authority.

Our final phase of testing took us to the bumpy and technically busy Streets of Willow Springs road course. It proved an ideal venue for the Ninja’s BPF front end to strut its stuff, the most perceptible difference being a reduced rate of dive when aggressively applying the brakes compared to the CBR’s conventional inverted cartridge fork. The ZX also exhibited less fore-aft chassis pitch than did the CBR, characteristic of a firm setup, yet it matched the CBR’s level of bump absorption. Both bikes are equipped with a steering damper, an electronically auto-adjust unit on the CBR and a manually adjustable Öhlins damper on the ZX. While both machines exhibited headshake while crossing the same couple of patches of rough surface, the Kawasaki maintained superior composure and instilled greater rider confidence. The Ninja’s slight edge in handling competence and top-end power proved an unbeatable combination, posting a best lap time of 1:23.10 to the CBR’s quickest of 1:23.55.

Quality of fit and finish is superb on both, but we give the nod to the Kawi for its more inspiring styling. It also offers a more feature-rich instrument cluster with its gear-selection indicator, shift light and lap-timing mode.

The middleweight performance environment has never looked better. While I’m no tree-hugger, picking a winner between this pair of green machines feels like felling a beautiful redwood. While each is deserving, Kawasaki has grown stronger while Honda has stood still. Price is a factor, as well; at $9799 the Ninja undercuts the CBR by $700.

Husqvarna TE630 – Long-Term Test Wrap-Up

When we first rode the 2011 TE630 in Italy, we knew that we wanted to add one to our long-term test fleet. The bike impressed us in stock form, but we had a totally different concept in mind for our evaluation: Make it a lightweight adventure-touring machine.

We figured that with its relatively low weight and powerful Single, the TE630 would run off-road circles around bikes like the BMW F800GS, Triumph Tiger 800XC, Kawasaki KLR650 and Honda XR650L yet perform quite well on the asphalt. A few bolt-on modifications were all it needed.

Husky’s revisions to the TE for 2011 focused on making the bike more versatile on the road and off. The engine received updates that increased power by a claimed 20 percent, including more displacement (576 to 600cc), a revised cylinder head, larger throttle body (up from 42 to 45mm) and a new dual-can exhaust system. A 45mm Marzocchi fork, Sachs shock and 21-inch front and 18-in. rear wheels position the TE more toward the off-road side of the dual-sport spectrum, which is exactly what we were after.

Despite having the TE in our fleet for a year and a half, we put only 3150 miles on the odometer after a series of setbacks kept the bike on a workstand in the Cycle World garage instead of out on the trail. As documented in previous updates, these setbacks were more our fault than the bike’s.

Still, we did get some high-quality seat time on several epic trips. To help us meet our nomadic goals, we went to the aftermarket. While support isn’t nearly as extensive for the TE as it is for some of the more popular adventure-touring bikes previously mentioned, some savvy choices helped us meet our needs perfectly.

After sidelining the TE by punching a hole in the magneto cover on not one but two occasions, we finally learned our lesson. One of the first pieces we added to protect the engine and frame rails was a full-coverage aluminum skidplate ($195) from Uptight Husqvarna (www.uptitehusky.com). A pair of Acerbis Rally II handguards ($90) was also mandatory to keep our levers intact and protect our paws on the tight trails we explored in California’s Sierra Mountains.

Our adventure aspirations required the ability to haul some gear while keeping the TE svelte, which jibed with the Touratec-made luggage rack ($198) and tailbag ($133) from Husqvarna’s accessory catalog. Combining these with a light backpack, we had enough capacity for our personal belongings on a four-day, 800-mile adventure ride in Baja California, Mexico.

Speaking of that tour south of the border, the 630 proved to be the class of the field. While other participants tip-toed cautiously through mud, sand and whoops on heavier KTM Adventures and KLRs in the Sierra de San Pedro Mountains and on the Baja 1000 race course, the TE may as well have been a “works” racer by comparison. The big Single also proved to be a great dual-sport bike, as the incredibly tight, twisty and fun paved road up the mountain to our overnight accommodations at Rancho Meling in the Parque Natural Sierra de San Pedro Martin proved.

For sure, the single biggest key to the TE630’s versatility and performance over the course of our test was tires. We tried multiple sets, including the stock Metzeler MCE Karoos, Michelin Desert TT Rallys ($238) and Dunlop Rally Raids ($507). But the best combination was a mismatched Pirelli MT 21 Rallycross ($70) front and Dunlop D606 ($89) rear, which provided really good off-road traction but also proved to have excellent on-road grip and stability, too.

Unfortunately, right as we were hitting our stride with the TE, Husqvarna asked for its bike back. So, not only did we fail to accumulate as many miles as we would have liked, we were unable to try some aftermarket solutions that we had our eyes on, including a larger-capacity fuel tank and tall windscreen.

Over the duration of the test, the TE proved reliable and never suffered a failure that wasn’t inflicted on it by us while also providing a great platform for our vision of a lightweight adventure-tourer. We were disappointed to learn that the 630 was discontinued for the 2012 model year; it filled a void that is now occupied by only the KTM 690 Enduro. Perhaps Husky will produce the Concept Baja. We’d like to take another swing at building a lightweight adventure bike.

SPECIFICATIONS
Price as tested (2011):	$8999
Current NADA value (not inc. options):	$7465
Warranty:	12 mo./unlimited mi.
Engine:	liquid-cooled, four-stroke Single
Bore & stroke:	100.0 x 76.4mm
Displacement:	600cc
Valve train:	dohc, four valves per cylinder
Fuel injection:	45mm throttle bodies
Weight-Tank empty:	331 lb.
Weight-Tank full:	351 lb.
Fuel capacity:	3.2 gal.
Wheelbase:	58.5 in.
Rake/trail:	30°/4.53 in.
Total miles:	3150
Miles since last report:	395
Average fuel mileage:	44 mpg
Repair costs:	$260.99
Maintenance costs (incl. tires):	$1340

Honda Silver Wing – Riding Impression

Recumbent Bicyclists. Dudes who wear socks with sandals. Drivers of French cars. Model railroaders. Sexy seniors. Will the introduction of BMW’s new “maxi-scooters” make them all cool? We know not. Yet the beauty of all these rugged individuals is that they just don’t care what the rest of the world thinks: Without peers, there is no pressure. We do know that BMW has been doing some pretty accurate prognosticating lately, and since it was time to return our Honda Ruckus, we snagged a quick ride on the opposite end of Honda’s scooter range: the Silver Wing, introduced in 2001.

It’s not exactly cheap at a competitive-in-class $9270, but where most scooters are almost novelty purchases for zipping around the neighborhood, you can actually tour on the Silver Wing with or without the SO. And as a commuter/urban runabout, well, if you live in a warm/dry climate, like L.A., you could really get away with the ’Wing as an only vehicle. Keeping ahead of the traffic wave is no problem for the 582cc fuel-injected Twin, and Honda’s V-Matic transmission puts the power to the pavement with zero fuss. It’ll flash right up to an indicated 100 mph and feels stable enough doing it, though the windshield at that speed flaps alarmingly, like a possessed doggie door. At lower speeds, it stops aflapping, but there are still a few resonances and buzzes coming from the plastic as the two-cylinder drones toward its 5500-rpm happy place like a massive Cuisinart. It’s all reasonably efficient (to the tune of about 46 mpg in mixed urban use), but none of it really gives you the Swiss-watch-precise feel of a nice new VFR or CBR.

Handlingwise, more of the same: With a lot of the Silver Wing’s 551 claimed pounds (wet) located directly beneath you, steer-ing feel isn’t really what you’d call precise. There’s room for a large passenger on the broad, well-padded seat, but we’d take it easy diving into sweeping off-ramps with one on board. On the other hand, the linked brakes with standard ABS are more than adequate.

There’s enough storage under the seat to convert the thing to a hearse. Okay, not quite, but there’s plenty of room for two helmets or a rain suit, a big bag of groceries and a 12-pack. In town, our only complaint is that the SW is also pretty wide: Where legal, lane-splitting is a tight squeeze. On the other hand, the seat’s so comfortable and the cg so low, you don’t mind so much sitting in traffic. All your toys are right at hand in the dashboard. Check your messages. Mount your GPS. Rock your Pandora…wait, why is there no sound system like on the Gold Wing? Come to think of it, where are my heated grips and ad-justable windshield?

In the final analysis, we still think (okay, I think) the maxi-scooter is a great concept. After 11 years, the Wing may be due for an overhaul. It’s fast, but the new BMWs will likely be faster, and with architecture that should also provide superior handling along with more creature comforts. On the other hand, the new-concept Honda NC700X might blow all the maxis into the weeds when it gets here (about the time you’re reading this) for substantially less money. It’s got a lot of scooter-like convenience—large, integrated stor-age, low center of gravity, optional DCT transmission—in a motorcycle-like package.

2009 BMW S1000RR Superbike

BMW displayed a factory-liveried S1000RR Superbike at the giant Intermot show in Cologne, Germany, accompanied by one of its new riders, Ruben Xaus. While the display asserted BMW’s commitment to racing, there was no sign of a street version or any other new models besides the redesigned K1300 variants.

The presentation, held in BMW’s lavish display at the huge Köln Messe convention center, began with a speech by BMW VP Peter Müeller detailing the company’s involvement in racing. Highlights included the HP2 Sport running respectably in international endurance races (including the Daytona 200) and the uncompromising nature of the S1000RR’s design. He then noted the selection of 2005 World Superbike Champion Troy Corser and ’03 series runner-up Xaus to the BMW squad—a “dream team” with great potential to help BMW develop its efforts. Further support comes from Alpha Racing’s huge new headquarters near Rosenheim, Germany. He then invited the 30-year-old Xaus onto the stage to show off the gleaming white racebike.

Aside from company logos and “BMW” stamped on the engine covers, the S1000RR doesn’t look much like a traditional BMW. In fact, it looks similar to superbikes from the Japanese factories. Müeller told the crowd that the valvetrain has Formula One overtones, allowing for a compact, high-revving design leading to competitive power. BMW isn’t going racing “just for the fun of taking part,” said Mueller. “Our goal is to win.”

Traction control (and ABS for the street version) is part of the equation, as is Öhlins suspension and a conventional twin-spar aluminum chassis and an inverted fork. BMW designer David Robb—whose team penned and engineered 100 percent of the bike—seemed happy to play by the rules. “It’s exactly what our customers want,” he said. BMW will start taking orders for the streetbike in the spring.

I asked Xaus what he brings to BMW’s race effort. The gangly Spaniard held his hand to his chest and said, “I have heart.”