Zero Motorcycles has released its first new model since 2016, the 2020 SR/F, and with its streetfighter look and steel trellis frame it’s blurring the styling lines between gas and electric motorcycles.
The SR/F, powered by a new ZF75-10 IPM (Interior Permanent Magnet) motor and ZF14.4 lithium-ion battery, delivers a claimed 140 lb-ft of torque and 110 horsepower. Go ahead and read that again. Yes, that’s more torque than any of today’s top-of-the-line 1,000cc superbikes, and it beats Zero’s own personal best of 116 lb-ft and 70 horsepower, as seen on the 2019 DSR we reviewed last November.
With twist-and-go operation and no transmission, Zero’s controller quickly doles out power in a smooth, linear fashion all the way up to the peak, with response, power and regen (battery regeneration and “engine braking” function) regulated via Street, Sport, Eco, Rain and up to ten additional custom riding modes. The SR/F is also the first electric motorcycle to be integrated with a Bosch Motorcycle Stability Control (MSC) system, which works with the SR/F’s Cypher III operating system to optimize cornering ABS, traction control and drag torque control.
The brains behind the SR/F is the new Cypher III operating system, which now allows for four pre-programmed riding modes plus up to ten user-customizable ones.
Zero says the SR/F is the first fully “smart” motorcycle thanks to the Cypher III system, which now offers comprehensive rider connectivity. SR/F owners can monitor the bike in four ways:
Bike Status and Alerts – This includes tip-overs or unexpected motion notifications, plus interruptions in charging. In addition, the “Find my Bike” function allows the rider to keep tabs on the SR/F at all times.
Charging – The rider can remotely set charging parameters, including targeted charge levels, charge time scheduling, charge tracking and more.
Ride Data Sharing – The SR/F records bike location, speed, lean angle, power, torque, charge level and energy used/regenerated, and riders can replay and share the experience via the app. Riders also have the option to keep this data anonymous.
System Upgrades and Notifications – Riders can remotely download Cypher III OS updates to stay up to date and ensure optimal performance.
The SR/F is the first Zero to come standard with a Level 2 Rapid Charger built in. It can still be plugged into a standard wall outlet using the included EVSE cable.
Battery life and charging time are two of the most important concerns in this early stage of electric motorcycle development, and as the newest Zero product the SR/F seems to be showing steady improvement. Despite the massive increases in power and torque, claimed range from the standard battery (without the optional Power Tank installed) is 161 miles (city), 82 miles (highway, 70 mph) and 109 miles (combined). This is roughly equivalent to the less-powerful DSR we tested in November.
The SR/F, like all Zero electric motorcycles, can be plugged into a standard 110V wall outlet to charge the battery, but it’s the first to come standard with a Level 2 Rapid Charger. So while you could plug it into a wall, using a Level 2 station will net serious reductions in charge time.
The standard SR/F, which retails for $18,995, comes with a 3.0 kW Rapid Charger that Zero says will charge to 95 percent in 4 hours, and to 100 percent in 4.5 hours. The premium SR/F, which also comes with heated grips, a fly screen and aluminum bar ends, is equipped with a 6.0 kW Rapid Charger that charges to 95 percent in 2 hours, and to 100 percent in 2.5 hours. It retails for $20,995. Both models can also be upgraded with another 6.0 kW Rapid Charger that drops charge time (to 95 percent) to as little as one hour.
Both SR/F models are available in two colors, Seabright Blue and Boardwalk Red, and will be available in dealers this spring.
Bigger doesn’t always mean better, and fortunately for those of us looking for a fun, affordable motorcycle there are more choices than ever. Nearly every manufacturer now offers at least one model that will fit just about any rider’s size and/or budget.
Scroll down for Rider’s 2019 list of Best Bikes for Smaller Riders and Budgets. When possible we’ve included a link to our review, making it easy for you to get a real ride evaluation. We’ve also included the 2019 model year’s U.S. base MSRP (as of publication), seat height and claimed wet weight (when a wet weight was not available from the manufacturer, the claimed dry weight is listed). For more details, you can read our review, which includes comprehensive specs, or click on the bike’s name to be taken directly to the manufacturer’s page.
BMW F 750 GS
2019 BMW F 750 GS (Photo by Kevin Wing)
BMW F 750 GS
$10,395
32.1-inch seat w/ optional 31.1-inch seat or 30.3-inch seat
493 lbs.
Yamaha’s top-selling motorcycle overall last year was the YZF-R3, and for 2019 it’s even better, with a noticeable suspension upgrade and a fresh new look. (Photos by Brian J. Nelson)
Glittery, feature-laden flagship products may be sexy, but in today’s world the bread-and-butter models are the ones that return the most bang for the least buck. So it’s no surprise to me that the roughly $5,000 YZF-R3 was the top-selling Yamaha motorcycle overall in 2018, a spot it swaps regularly with another inexpensive grin factory, the FZ/MT-07 (read our Road Test Review here). The R3 debuted in 2015, a bit late to the lightweight sportbike party, but it immediately impressed us with its fun factor and everyday usability.
Resculpted gas tank is lower and wider, the better to tuck in and hang off.
For 2019, the R3 got a makeover that included a new upside-down 37mm KYB fork with revised settings, new triple clamps, an updated KYB rear shock, new radial Dunlop Sportmax tires, a redesigned fuel tank, lower clip-ons and a facelift that ties it to its YZR-M1 (much bigger) brother. While we like the new look, it’s the suspension updates that take the littlest YZF to the next level.
New gold 37mm upside-down KYB fork has a stiffer spring and increased compression and rebound damping. Single-disc, two-piston front brake is a bit disappointing, however.
Up front, the spring rate was increased by 20 percent and both rebound and compression damping were also dialed up, addressing our complaint in the 2016 test above that the fork was “spongy, with weak rebound damping letting the front-end recoil too fast from impacts.” A new cast-aluminum top triple clamp and forged-steel lower triple clamp combine with the stout USD fork to create a much more planted feel that provides better feedback than before, an immediately noticeable improvement. It’s also a better match for the 7-step preload-adjustable rear shock, which got an 11-percent stiffer spring, 10mm higher preload, increased rebound damping and, interestingly, slightly decreased compression damping.
Footpegs are sporty but not too high; combined with the 30.7-inch seat, ergonomics are quite comfortable for this 5-foot, 9-inch, 34-inch-inseam rider.
Overall it works very well in combination with the steel trellis frame; as I tossed the 375-pound (claimed, wet) machine through the banked corners of Palomar Mountain, feedback from the front end let me focus on having fun rather than worry about running out of talent (or traction).
Speaking of traction, for some reason the first-gen R3 wore bias-ply tires rather than radials. An easy enough aftermarket swap, but for 2019 Yamaha has sensibly shod the R3 with proper radial Dunlop Sportmax GPR-300 rubber. We’ve had good experiences with Sportmax tires in the past, and this is no exception; the R3 stayed glued to the pavement even on damp mountain roads and when keeled all the way over on a favorite set of technical twisties. If there is a sport riding shortcoming, it’s the brakes; the meager two-piston caliper at the front and single-piston at the rear just aren’t up to the demands of what is otherwise a very capable machine.
Removing the right side fairing reveals the rev-happy 321cc parallel twin. Despite low gearing it’s at its best between 6,000 and 11,000 rpm.
Under the “if it ain’t broke, don’t fix it” category is the 321cc liquid-cooled, DOHC, 4 valve-per-cylinder parallel twin, which spun out 35 horsepower at 10,600 rpm and 19 lb-ft of torque at 9,200 when we last put it on the Jett Tuning dyno. Gears first through fourth are rather low, maximizing grunt, but there’s an interesting bump in both power and torque right after 6,000 rpm.
A nearly 50/50 front/rear weight distribution, updated suspension and well-matched chassis combine to make the R3 quite the capable canyon carver.
The result is impressive roll-on performance even at a high gear-to-speed ratio. For example, I found myself traveling at just under 30 mph in fifth gear, when suddenly our ride leader poured it on and pulled away. Without downshifting I whacked the throttle open, and the little R3 responded by pulling hard (relatively speaking of course) all the way to 11,000 rpm. Highly entertaining, but also practical for freeway commuters.
LCD instrument includes a bar tachometer, gear indicator, speedometer, engine temperature, fuel level, clock and switchable odometer, two tripmeters, oil tripmeter, fuel reserve tripmeter and average/instant fuel economy.
And I suppose that’s the point of the R3: it’s affordable, but now it’s an even more capable sportbike that should lengthen its buyers’ “out-growing” timeframe. Yamaha’s research indicates that the average R3 owner is 32 years old, and for 63 percent of them it’s their first motorcycle. For more than three-quarters of them, the R3, likely their only bike, does double-duty as a commuter, a fact supported by my own anecdotal evidence as seen on my daily commute.
Radial Dunlop Sportmax GPR-300 tires stuck well even on our cool, foggy, damp press ride.
The trick is walking (riding?) that fine line between sporty and comfy, and even with its 20mm lower clip-ons that now attach under the top triple clamp, I found the R3’s ergonomics to be a fantastic balance between the two. The day after our 140-mile press launch ride, I logged more than 154 freeway miles riding from Oceanside, California, to my home in Camarillo, and despite wearing a backpack I experienced no ill effects: no pain and no numb hands, bum or feet. Plus, despite keeping up with 75 mph California traffic, I only went through 2.4 of the 3.7 gallons in the tank, for a respectable 65 mpg.
Bring a friend: the little R3 has a 353-pound load capacity.
There’s a lot to like about the 2019 Yamaha YZF-R3: good looks, sporty yet comfortable ergos on a well-balanced chassis, vastly improved suspension and a price that’s unchanged from last year ($4,999/$5,299 for the ABS model). We’ll continue to put miles on our test bike, so look for updates and a full Road Test Review in the coming weeks.
The non-ABS 2019 Yamaha YZF-R3 is available in Team Yamaha Blue or Matte Black; the ABS version is available in Matte Black or Vivid White.
2019 Yamaha YZF-R3 Specs Base Price: $4,999 Price as Tested: $5,299 (ABS model) Warranty: 1 yr., unltd. miles Website: yamahamotorsports.com
Engine Type: Liquid-cooled, transverse parallel twin Displacement: 321cc Bore x Stroke: 68mm x 44.1mm Compression Ratio: 11.2:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 26,600 miles Fuel Delivery: EFI Lubrication System: Wet sump, 2.7-qt. cap. Transmission: 6-speed, cable-actuated wet clutch Final drive: O-ring chain
With fresh “Neo-Sports Café” styling, an updated engine and chassis, throttle-by-wire with multiple riding modes, new instrumentation and a lower curb weight, Honda’s CB1000R gets a new lease on life. Photos by Kevin Wing.
Since its 2011 debut (read our Road Test Review here), the Honda CB1000R has languished. It arrived when American buyers weren’t particularly interested in naked bikes, and its mediocre performance and ho-hum styling didn’t help. But what a difference a few years can make.
Naked bike sales have more than doubled since 2012, and the average buyer is 45-55 years old with two decades of riding experience–middle-agers (like me!) who don’t want bikes that look like they rolled out of a video game. Honda has responded by transforming the CB1000R from a run-of-the-mill naked sportbike into a modern café racer.
The CB1000R’s smooth in-line four packs a punch above 7,000 rpm, and the entire package is tidy and refined.
Park the previous CB1000R next to a new one and you’d never know they’re so closely related. Replacing the swoopy bodywork is a stocky profile with harder lines, more exposed metal and a classic round headlight nacelle housing a modern LED. Black paint with bits of contrasting silver and machined edges on the engine give the new CB1000R an edgy, industrial look.
But the reinvention is more than skin deep. Honda says the CB’s liquid-cooled, 998cc, DOHC in-line four generates more output–121.8 horsepower at 9,900 rpm and 69 lb-ft of torque at 8,400 on Jett Tuning’s dyno–thanks to larger ports and reduced pressure loss in the intake, more valve lift, higher compression, forged rather than cast pistons and larger throttle bodies, and a lower gear ratio adds more snap during acceleration.
Classic round nacelle houses a modern LED headlight.
We could only make a partial dyno run due to the bike’s electronics objecting to the stationary front wheel, but it still made roughly 10 percent more horsepower and torque. The new exhaust, steel mono-backbone frame and aluminum frame pivot plates are all lighter than before, and curb weight is just 465 pounds, down 17 pounds.
As before, the CB1000R has a cast aluminum, single-sided swingarm, which showcases the new, wider 10-spoke rear wheel. The swingarm is shorter but the longer frame stretches the wheelbase to 57.3 inches, up from 56.9. Revisions to the suspension include a fully adjustable, upside-down, 43mm Showa SFF-BP fork, a lighter spring and revised settings for the Showa shock and increased travel front and rear (4.7/5.2 inches, up from 4.3/5.0). Returning unchanged are the excellent Tokico binders, which tell the rider exactly what’s going on and scrub off a little or a lot of speed with minimal effort, and 2-channel ABS is now standard.
New Showa SFF-BP fork is fully adjustable. Radial-mount calipers are the same as those on the CBR1000RR and ABS is standard.
The new CB1000R exudes refinement, the sort of civility and precision that’s been a hallmark of certain Hondas for decades. Whereas the previous model’s throttle was overly sensitive, the new throttle-by-wire never misses a beat, and there are now riding modes (Sport, Street and Rain) with preset levels of throttle response, engine braking and traction control, plus a User mode allows the rider to set any combination of these parameters and turn traction control completely off.
It may look like a bare-knuckle brawler, but the CB1000R has the poise and agility of a ballet dancer. Light with a solid chassis, the CB turns in and transitions from side to side with ease, and its Bridgestone Battlax Hypersport S21 tires provide flytrap grip. Even with aggressive inputs, it keeps a cool head, rarely getting out of shape. Adding to the CB1000R’s refined feel is its smooth engine and silky 6-speed transmission, aided by a new, low-effort assist-and-slipper clutch.
New digital instrumentation is easy to read, and a multi-colored light on the right can be programmed as a shift light, as an indicator for riding mode, eco riding or gear position, or several other functions.
Regardless of riding mode, power delivery is always linear and predictable, though when the revs drop in slow corners there’s not enough grunt to rocket launch toward the exit. Keep the revs above 7,000 rpm and everything is golden.
Comfort is also part of the appeal of naked bikes among middle-aged riders. Decades of full-time employment, often seated at a desk, has given us love handles and chronic lower back pain. Motorcycles with upright seating positions allow us to have fun and still be able to walk the next day. That’s true of the CB1000R, which requires little forward bend to reach the handlebar and has a flat, comfortable seat, though the footpegs are high so knee bend may be an issue for some.
Seat is firm but comfortable; even at 32.7 inches there isn’t much room between it and the high footpegs.
Reinvention is no easy task. The 2018 Honda CB1000R looks and performs better, with more distinctive styling, less weight, extra power, technology like ABS and throttle-by-wire, new instrumentation and more. But as much as I appreciate refinement and civility, the CB1000R needs more of the mojo–more bark from the exhaust, more grunt at low rpm–that transforms a motorcycle from a machine into a delivery vehicle for emotion.
The all-new 2019 Kawasaki Z400 ABS naked sportbike is based on the Ninja 400.
Kawasaki’s Z family of naked sportbikes has something for everyone, from the Z125 Pro play bike to the modern Z900 and retro Z900RS/Cafe big bikes. In the middle are the Z650 middleweight and the new-for-2019 Z400 ABS, a naked version of Team Green’s entry-level, fully faired Ninja 400 sportbike.
The 2019 Kawasaki Z400 ABS features an upright yet sporty riding position, a low 30.9-inch seat height and a light 368-pound curb weight.
Powering the Z400 ABS is a liquid-cooled, 399cc parallel twin with an oversquare 70 x 51.8mm bore/stroke, an 11.5:1 compression ratio, a DOHC head with 4 valves per cylinder and fuel injection with two 32mm throttle bodies. Kawasaki claims 28 lb-ft of torque at 8,000 rpm. Its 6-speed transmission has Kawasaki’s exclusive Positive Neutral Finder and an assist-and-slipper clutch, and final drive is via chain.
Like the Ninja H2, the Z400 ABS has a tubular-steel trellis frame. A short, 53.9-inch wheelbase and a long, square-tube cast aluminum swingarm are said to give the bike nimble handling. Suspension is handled by a 41mm, non-adjustable fork and a Bottom Link Uni-Trak rear shock with adjustable preload.
Like its Z650 and Z900 siblings, the 2019 Kawasaki Z400 ABS features aggressive Sugomi styling. Its headlight and taillight are LED.
Braking is handled by one 2-piston caliper on each wheel, with the front squeezing a 310mm petal disc and the rear squeezing a 220mm petal disc. As the model name implies, ABS is standard. Cast, 5-spoke, star-pattern 17-inch wheels are shod with Dunlop radials.
Like its Z650 and Z900 big brothers, the Z400 ABS has aggressive styling using Kawasaki’s Sugomi design language, with a “crouching stance, low-positioned head and upswept tail.” The headlight and taillight are LED, and the instrument panel is a multi-function LCD screen.
The 2019 Kawasaki Z400 ABS has a fully digital instrument panel set beneath analog numbers for the tachometer.
Kawasaki says the Z400 ABS has an upright yet sporty riding position, with a wide handlebar, a narrow seat with a modest 30.9-inch seat height and a light 368-pound curb weight (claimed).
The 2019 Kawasaki Z400 ABS is available in two colors: Candy Lime Green/Metallic Spark Black and Candy Cardinal Red/Metallic Flat Spark Black. MSRP is $4,799.
Kawasaki blew minds and went on to set records when it released the supercharged 200-horsepower Ninja H2 and 300-horsepower, racetrack-and-experts-only Ninja H2R in 2015. From its 998cc in-line four-cylinder engine force-fed by a 130,000rpm supercharger to its trellis frame, downforce-generating bodywork, Mirror Coated Black paint and Kawasaki River Mark insignia, the Ninja H2 was and continues to be a very special motorcycle.
Since the original models were introduced a few years ago, the Ninja H2 lineup has expanded and it has been updated for 2019. Highlights include the following:
2019 Kawasaki Ninja H2 and Ninja H2 Carbon
2019 Kawasaki Ninja H2 Carbon
More powerful supercharged, 998cc in-line four thanks to a new air filter, revised intake chamber and new sparkplugs
New Brembo Stylema Monobloc front brake calipers
New Bridgestone Battlax RS11 sport tires
New TFT full-color instrument display with four selectable modes
New smartphone connectivity with Kawasaki’s Rideology the App
New all-LED lighting
New Highly Durable Paint with “self repairing” top coat on high-touch areas
Ninja H2 is available in Mirror Coated Spark Black and MSRP is $29,000
Ninja H2 Carbon, which features a carbon fiber upper cowl, is available in Mirror Coated Matte Spark Black/Candy Flat Blazed Green and MSRP is $32,500
2019 Kawasaki Ninja H2 SX SE+
2019 Kawasaki Ninja H2 SX SE+ with accessory KQR 28L Hard Saddlebags
New Kawasaki Electronic Control Suspension, with a Showa 43mm upside-down cartridge fork and a Showa Balance Free Rear Cushion (BFRC) lite shock
New integrated riding modes (Sport, Road, Rain, Manual)
New Brembo Stylema Monobloc front brake calipers
New smartphone connectivity with Kawasaki’s Rideology the App
New Highly Durable Paint with “self repairing” top coat on high-touch areas
Ninja H2 SX SE+ is available in Metallic Graphite Gray/ Metallic Diablo Black/Emerald Blazed Green and MSRP is $25,000
The 2019 Kawasaki Ninja ZX-6R gets updated styling and other minor changes, plus a new lower base price. Shown above is the Ninja ZX-6R ABS KRT in Lime Green/Ebony/Metallic Graphite Gray.
Kawasaki’s Ninja ZX-6R sportbike is powered by a liquid-cooled, 636cc in-line four-cylinder engine that’s 37cc larger than competing Japanese 600-class bikes, giving it more usable power.
For 2019, the Ninja ZX-6R gets new styling with twin LED headlights and an LED taillight, a Kawasaki Quick Shifter (KQS), updated instrumentation, Euro4 emissions compliance and optimized gear ratios.
Styling updates for the 2019 Kawasaki Ninja ZX-6R a new front cowling and windscreen, twin LED headlights, a redesigned tail cowl and an LED taillight.
Perhaps the biggest news for 2019 is that Kawasaki has slashed the base price of the Ninja ZX-6R by $1,700, to $9,999, making it significantly cheaper than 600cc sportbikes from Honda, Suzuki and Yamaha.
The Ninja ZX-6R’s 636cc in-line four has a bore and stroke of 67.0 x 45.1mm. To meet Euro4 emissions regulations standards without compromising the engine’s performance, ultra-fine atomizing fuel injectors with precise settings were utilized. Feeding the engine is a large, 5.1-liter air box, which helps to create peak power and smooth power delivery. The intake funnels have two different heights for strong low-mid range performance, the piston skirts have a molybdenum coating to reduce friction and connecting passages between the cylinders reduce pumping losses.
For optimal performance, all four exhaust header pipes are connected using joint pipes, which contribute to low-mid range torque. An exhaust pre-chamber minimizes silencer volume and contributes to mass centralization, while the silencer’s triangular cross-section allows the requisite volume as well as a high lean angle and a compact image.
A six-speed, cassette-style transmission makes it easy to change gear ratios quickly for track days or racing, and a shorter final gear ratio (15/43) enhances acceleration. The transmission is mated to an assist-and-slipper clutch and the new Kawasaki Quick Shifter (KQS).
Kawasaki Quick Shift (KQS) is now standard on the 2019 Kawasaki Ninja ZX-6R.
Holding the Ninja ZX-6R together is a pressed-aluminum perimeter main frame and a two-piece, die-cast aluminum subframe. Complementing the chassis design, the 636 is equipped with fully adjustable suspension, including the Showa SFF-BP (Separate Function Fork-Big Piston) fork and a Showa rear shock. Cast aluminum 17-inch wheels are shod with Bridgestone Battlax Hypersport S22 tires and braking is handled by radial-mount four-piston opposed front calipers squeezing semi-floating 310 mm stainless-steel petal discs and a two-piston pin-slide rear caliper squeezing a 220mm disc.
In addition to KQS, other electronics include a Power Mode selector (Full and Low), Kawasaki TRaction Control (KTRC) with three modes plus off and, on ABS models, Kawasaki Intelligent anti-lock Brake System (KIBS).
Styling changes for 2019 include a new front cowling and windscreen, twin LED headlights, a redesigned tail cowl, an LED taillight, a new heel guard and a new finishing process for the silencer. Also, the new seat is shorter front-to-back for improved comfort and feedback from the chassis, as well as narrower in front to make it easier for riders to get their feet on the ground. And complementing the adjustable front brake lever is a new adjustable clutch lever with five available positions.
2019 Kawasaki Ninja ZX-6R ABS in Pearl Storm Gray/Metallic Spark Black
Pricing and color options are as follows:
Ninja ZX-6R ($9,999): Pearl Storm Gray/Metallic Spark Black or Metallic Spark Black/Metallic Flat Spark Black
Ninja ZX-6R ABS ($10,999): Pearl Storm Gray/Metallic Spark Black
The new 2019 Aprilia RSV4 1100 Factory features a larger engine, revisions to the chassis and electronics, and exclusive bodywork.
For 2019, Aprilia’s RSV4 superbike will be available in two versions: the RSV4 RR, which returns unchanged from 2018, and the RSV4 1100 Factory, a new model that boasts a larger, 217-horsepower V4 engine, a titanium Akrapovic exhaust, updated suspension, brakes and electronics, generous use of carbon fiber and more.
The Aprilia Style Centre sought to make the RSV4 1100 Factory look unique and recognizable. The exclusive matte-black bodywork is complemented by carbon fiber fenders, side panels, exhaust guard and new MotoGP-inspired aerodynamic winglets, which are contrasted by the lighter matching color of the titanium exhaust pipe and forged aluminum wheels.
With 217 horsepower, top-spec components and a 439-pound weight wet, the Aprilia RSV4 1100 Factory should provide all the performance you’ll ever need.
Widening the bore of the V4 engine from 78 to 81mm while keeping the 52.3mm stroke unchanged increased displacement from 999.6cc (as on the RSV4 RR) to 1,078cc, and output has been boosted from 201 to 217 horsepower and from 85 to 90 lb-ft of torque (claimed). Compression ratio is unchanged at 13.6:1. Other changes include a higher-flow oil pump, a double oil jet to reduce piston temperature, optimized valve timing and taller fifth and sixth gear ratios. The electronic injection system now uses a throttle valve support with a more aerodynamic profile for improved fluid-dynamic permeability, and the Magneti Marelli 7SM ECU has a new specific map with limiter management set at 13,600 rpm. The exhaust system features an optimized manifold layout and a lightweight Akrapovic silencer.
The RSV4 chassis has received changes as well. The forged and molded aluminum frame features adjustable engine position, headstock angle, swingarm pivot and rear ride height. Changes to the steering bushings and offset of the steering yoke has reduced the wheelbase by 4mm, bringing the front end closer to the rider to increase load on the front wheel, and the swingarm has been made stiffer. The fully adjustable Öhlins NIX fork has 5mm more travel, and it is complemented by the fully adjustable Öhlins TTX shock and steering damper.
The Aprilia RSV4 1100 Factory has fenders, side panels, an exhaust guard and MotoGP-inspired aerodynamic winglets made of carbon fiber.
Brakes have been upgraded from Brembo M50 front calipers to lighter, more efficient Brembo Stylema calipers, which are fitted with higher-friction pads and can be combined with carbon air ducts to keep operating temperature under control for consistent performance under extreme conditions. Curb weight of the RSV4 1100 Factory with a full tank is 439 pounds thanks in part to the titanium exhaust and new ultra-light Bosch lithium battery.
The RSV4 1100 Factory is equipped with throttle-by-wire and the fourth generation of the APRC (Aprilia Performance Ride Control) electronic control suite, which includes:
ATC: Aprilia Traction Control with eight levels, adjustable on the fly (without having to release the throttle) by using a joystick adjacent to the left grip
AWC: Aprilia Wheelie Control with three levels, adjustable on the fly
ALC: Aprilia Launch Control with three settings, for use on the track only
AQS: Aprilia Quick Shift for clutchless, open-throttle up- and downshifting
APL: Aprilia Pit Limiter to select and limit the top speed allowed in pit lane at the track or simply to make it easier to comply with posted speed limits on the road
ACC: Aprilia Cruise Control
In addition to the fourth generation APRC system, the RSV4 1100 Factory is equipped with Bosch’s 9.1MP multi-map cornering ABS, which works in conjunction with the Aprilia RLM (Rear Liftup Mitigation) system. Each of the three cornering ABS maps can be combined with any of the three engine maps (Sport, Track, Race), allowing riders with different experience and skill levels to find the best possible combination for their style. The three maps deliver full power but differ in terms of throttle response and engine braking. The full-color TFT instrument display is brighter and has two selectable screen pages (Road and Race, both with night and day backlighting).
The Aprilia RSV4 1100 Factory’s titanium Akrapovic exhaust matches the forged aluminum wheels.
Available as an accessory is V4-MP, Aprilia’s multimedia platform that lets you connect your smartphone to the motorcycle via Bluetooth. It offers true corner-by-corner electronic settings calibration system with data that can subsequently be downloaded to your laptop (or displayed directly on the smartphone) for analysis. V4-MP has a new connection protocol that minimizes smartphone battery consumption and offers infotainment.
Pricing and availability for the 2019 Aprilia RSV4 1100 Factory are TBD.
The 2019 Ducati Panigale V4 R provides the technical platform for the official Ducati Superbikes that will compete in the 2019 WSBK season. It combines the essence of the Panigale V4 S with changes requested by Ducati Corse to make it race-competitive. The 1,103cc 90-degree V4 engine has been replaced with the 998cc Desmosedici Stradale V4 R, bringing it within the displacement limits established by WSBK championship rules. The bike features a modified front frame, a new fairing incorporating wings elements of MotoGP origin, race-caliber Öhlins suspension with mechanical adjustment and an aluminum swingarm with an adjustable four-position pin. Electronic controls borrowed from the Panigale V4 S have revised threshold levels to make them more compatible with pro rider requirements.
Every component on the Ducati Panigale V4 R is top-shelf: Öhlins suspension, Brembo brakes, Marchesini wheels, Pirelli tires and much more.
Unlike the 1,103cc V4, designed to provide fluid power delivery and excellent low-rev pulling power for optimal road use, the 998cc Desmosedici Stradale V4 R version offers more extreme performance with the track in mind. The V4 R features lighter internal components and greater air intake efficiency for faster engine rev-up and a higher redline. Claimed output is 221 horsepower at 15,250 rpm and 83 lb-ft of torque in a 379-pound machine (claimed dry weight).
The Ducati Panigale V4 R has MotoGP-inspired carbon fiber winglets to enhance stability.
In addition to racing-inspired livery, the Panigale V4 R features an eye-catching aerodynamics package requested by Ducati Corse, including a windscreen screen, nose fairing and side fairings to reduce drag as well as specially shaped air vents to keep things cool during intense racing use. GP16-derived carbon fiber wings augment stability at all times, reducing electronic control intervention and boosting rider confidence.
The shapely Ducati Panigale V4 R features a brushed aluminum fuel tank and a dead-sexy tail section.
Features of the 2019 Ducati Panigale V4 R:
Color: Ducati Red “R” livery with aluminum tank
90-degree Desmosedici Stradale V4, R version, 998cc, 221 hp at 15,250 rpm
Forged steel crankshaft with reduced stroke
Molded aluminum pistons with single compression ring plus oil ring
Titanium con rods
Titanium intake valves
Oval throttle bodies (Ø 56 mm equivalent) and aerodynamic throttle openings
Dedicated variable-height air intake horns
Exhaust manifolds of optimized length
Cylinder heads with larger intake ducts
High-permeability Sprintfilter P08 air filter
Lightened, optimized-stiffness aluminum alloy front frame
Pressurized Öhlins NPX 25-30 forks with manual adjustment
Öhlins TTX36 shock absorber with manual adjustment
Öhlins steering damper with manual adjustment
Single-sided aluminum swingarm with adjustable pivot height (4 positions)
Total Black Marchesini forged aluminum wheels
Pirelli Diablo Supercorsa SP tyres (rear 200/60)
Braking system with Brembo Stylema Monobloc calipers
Aero Pack with carbon fiber wings
16-litre aluminum fuel tank with racing lay-out
Carbon fibre front mudguard
Carbon fiber rear manifold heat guard
Dedicated seat
15/42 final transmission with 520 chain
Full-TFT 5-inch screen
Riding Modes (Race, Sport, Street)
Electronics package with 6-axis Inertial Measurement Unit (6D IMU) including: ABS Cornering Bosch Evo; Ducati Traction Control (DTC) Evo; Ducati Slide Control (DSC); Ducati Wheelie Control (DWC) Evo; Ducati Power Launch (DPL); Ducati Quick Shift (DQS) Evo; Engine Brake Control (EBC) Evo
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