The past year saw scores of new motorcycles introduced and some new technological trends gain ground. From turbo-charged commuters to overpowered race specials and from electronic safety equipment to smartphone integration, motorcycle technology in 2015 had something for every taste.
A major driving force in the motorcycle industry is European legislation. As a new set of emission standards comes gradually into play during the next 365 days, manufacturers are coming up with ways to keep their engines' specs within legal boundaries without sacrificing too much power – and this seems to entail the demise of the air-cooled engine. Rare examples like Moto Guzzi's V7 and V9 or Ducati's Scrambler simply prove that liquid cooling can only be avoided when horsepower is not the dominant selling point. On the other hand, Triumph and BMW have already broken new ground with liquid-cooled versions of the boxer and the in-line twin engines.
A major driving force in the motorcycle industry is European legislation. As a new set of emission standards comes gradually into play during the next 365 days, manufacturers are coming up with ways to keep their engines' specs within legal boundaries without sacrificing too much power – and this seems to entail the demise of the air-cooled engine. Rare examples like Moto Guzzi's V7 and V9 or Ducati's Scrambler simply prove that liquid cooling can only be avoided when horsepower is not the dominant selling point. On the other hand, Triumph and BMW have already broken new ground with liquid-cooled versions of the boxer and the in-line twin engines.
The never-ending quest for road safety also motivates the motorcycle industry, as electronic support systems keep on propagating to more two-wheelers. Features like traction control or selectable ignition mapping – once reserved only for race-worthy superbikes – can be found today even in scooters like Piaggio's Beverly 350 i.e.
Finally, the global financial crisis that has stunted motorcycle production for several years, in combination with the expansion towards Asia's emerging markets, has prompted manufacturers to reconsider their modus operandi. Small capacity engines and fuel efficiency have become part of every major factory's standard vocabulary in a quest to address the market needs of countries like India and China, where millions of potential buyers consider a 300 cc engine to be a big unit. At the same time, low running costs have become a major selling point in Western markets, a cause served efficiently by such smaller engines.
Here's a look at the main technological trends of the motorcycle industry that have emerged in 2015, and a glimpse of what to expect in the coming years.
Turbo and superchargers have not been associated with motorcycle engines for many years, despite the fact that they are widely used in cars. One of the biggest advantages of two-wheelers – low weight – means that power is usually more than enough for a thrilling result without having to resort to forced induction solutions.
Kawasaki changed this with the introduction of its H2/H2R supercharged superbikes. These models are not meant for the masses, retaining their high-powered exclusivity for those lucky few with pockets deep enough to support their taste. Neither H2 model can claim to be faster than a conventional superbike other than in a straight line, but this hasn't taken anything away from the legendary status they already enjoy. The reason is very simple: they reintroduced non-atmospheric engines in mass production after several decades.
The future though is not all about absolute power, though. At the recent Tokyo Motor Show, Suzuki's XE7 motor was kept quietly in a glass display, with a small inscription reading: "Under development, turbo-charged engine for motorcycles, in-line twin, DOHC, 4-valve." That was it. No press release, no rumors, no information.
Suzuki had unveiled the Recursion concept model at the same venue in 2013. The 588 cc twin-cylinder engine with a turbo charger made the connection with the XE7 more or less inescapable. Some more digging in the web reveals a patent that Suzuki filed in USA earlier in 2015 for a similar turbo charged engine, with the only notable difference being the position of the intercooler. Instead of laying it behind the engine block as in the patent drawings, the Tokyo exhibit features the intercooler above the cylinder heads. What doesn't change is the central concept: a mid-capacity engine that targets output figures up to 100 hp. Turbo charging is applied to beef up its midrange torque, combining usable power with fuel economy, since one doesn't have to rev the engine high in the hunt for power.
Kawasaki is on the same path, unveiling the Spirit Charger concept bike powered by a new four-cylinder in-line Balanced Supercharged Engine at the Tokyo Motor Show. Although very few details have been revealed, practically every relating statement includes the words "increased fuel economy." Apparently this is how Kawasaki will start cashing in on the fame and glory of the 300-hp H2R beast. If we were to place a bet, we'd lay our money on a mid-capacity project that uses supercharging in the same manner as Suzuki intends for its turbo.
Forced induction is making a comeback in motorcycle production and this time it'll be neither for show, nor for racing. It will be all about practicality and fuel efficiency.
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