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Dan Kneen Has Died During Qualifying at the IOMTT

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It is with a heavy heart that we report the passing of Dan Kneen, who died from the injuries he sustained during Wednesday’s Superbike qualifying session for the Isle of Man TT.

The 30-year-old Isle of Man native crashed his Tyco BMW S1000RR at Churchtown, during the first lap of the qualifying session, which was subsequently red-flagged and stopped.

According to a statement by the ACU, which sanctions the TT races, Kneen died at the scene of the incident.

Looking for his first TT race win, Kneen was a podium-finisher (his first) in last year’s Superstock TT race.

During this year’s event, Kneen was showing good form, posting the third-fastest overall time in the Superbike class during Tuesday’s qualifying sessions – his fastest ever, with a 132.258 mph lap.

A beloved racer, especially amongst his home-crowd Manx fans, Kneen’s absence will surely being felt in the TT paddock today and throughout the TT fortnight.

Our deepest condolences go out to Dan Kneen’s family and friends. Everyone will mourn his passing.

Source: ACU; Photo: © 2018 Tony Goldsmith / www.tonygoldsmith.net – All Rights Reserved

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Bikes

BMW Motorrad Concept 9Cento – Looking at the Future

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What you are looking at here is the BMW Motorrad Concept 9Cento. It is a middleweight adventure-sport motorcycle concept that BMW showed off this past weekend in Lake Como, Italy – at the Concorso d’Eleganza Villa d’Este.

The 9Cento Concept is an interesting look into BMW Motorrad’s mindset, with the German brand showing a new platform for its parallel-twin engines. The bike is sporty in nature, and focuses on providing a motorcycle that can do it all: fast canyon-carving, long-distance touring, and urban riding.

The adventure-sport is a crossover concept that BMW has latched onto already with its S1000XR model, and now it seems that the folks in Berlin are looking to add to that lineup even further, with chatter that the 9Cento is likely to become a production model in the near-ish future.

How much of the BMW 9Cento design makes it into production is of course the big question. One of the big features on the 9Cento is the luggage/seat arrangement, which uses the panniers (which attaches by using electromagnets) as a way to increase the passenger seat size.

It is a clever arrangement, and in a way it is surprising that this bag setup isn’t a design element that we have seen used before. Without the bags, the 9Cento is a proper sport bike, and with the panniers installed, it becomes a well-shod tourer. As such, choose your poison.

This makes for a sport-touring motorcycle that makes fewer compromises between its sporty and touring elements, which is part of the allure of the ADV and adventure-sport segments.

As for the rest of the machine, BMW Motorrad makes interesting use of machined metals and carbon fiber reinforced polymer (CFRP) body panels. The lighting is all LED, which is becoming common place now, especially on European bikes.

“It doesn’t always have to be about ‘bolder, bigger, brighter’ nowadays: this concept bike focuses on achieving a sense of balance,” said Edgar Heinrich, Head of Design BMW Motorrad. “We’ve created a bike that combines the appropriate power with reliable sports touring properties and above all lots of riding fun, so it’s an attractive overall package.”

“It brings together the best of the sports, adventure and touring segments to produce an exciting concept – in a class which has not seen this kind of model from BMW before. The BMW Motorrad Concept 9cento is our interpretation of a modern all-rounder for the new mid-range segment.”

“Functional properties such as touring capability, storage space and wind/weather protection are relevant to most motorcyclists but they’re rarely included in the design of a concept vehicle.”

“In this year’s concept bike we’re demonstrating that all these rational aspects can be coupled with a dynamic design to create something really exciting and highly emotional.”

We doubt we will see the 9Cento become a production machine at this year’s trade shows in Cologne and Milan, buy keep your eye out over the next few model years. This isn’t the last that we have seen of this idea from the German brand.

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News

MIC Holds Briefing on Vehicle Technology & Motorcycles

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I often berate the Motorcycle Industry Council (MIC) for not doing enough to promote and protect motorcycle riding in the United States, but we also have to give credit where credit is due, and the MIC is due a little credit for a change.

Working in conjunction with the Congressional Motorcycle Caucus, the MIC hosted a briefing titled “Intelligent Transportation Systems and Automated Vehicle Applications Impacts on Motorcycle Safety,” which focused on vehicle-to-vehicle technologies, and how they apply to motorcycles.

The briefing featured a panel of industry and research experts on the issue: Sam Campbell, BMW Group; Gary Higgins, American Honda Motor Company, Inc.; Shane McLaughlin, Virginia Tech Transportation Institute; and Eric Teoh, Insurance Institute for Highway Safety.

In the increasingly autonomous landscape of transportation, vehicle-to-vehicle communication (V2V) is set to be the first step of modernizing our roadways, with vehicles communicating to each other a variety of telemetry details to help avoid accidents and increase efficiency in traffic flow.

This comes at an important time, as both the US House of Representatives and US Senate are looking at legislation to build a framework for autonomous vehicles, and how to regulate this brave new world of automobile transportation.

The vehicle minority on roadways, it is easy for motorcycles to be left out of the discussion when it comes to V2V systems and vehicle autonomy. As we have already seen, as automobiles become more safe, motorcycles are starting to take up a larger share of vehicle fatalities.

Reducing the number of motorcycle fatalities, and keeping motorcycles as part of the growing technology of transportation is vital to the survival of the motorcycle industry.

Therefore, it is at the very least refreshing to see the MIC understanding that reality.

Source: Powersports Business

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Road Racing

Preview of the 2018 Isle of Man TT

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The 2018 Isle of Man TT is underway and Asphalt & Rubber has you covered to get up to date with some of the biggest names at the Isle of Man TT.

The road racing capital of the world is rarely called a paradise, but it is hard to look past that word when the sun shines on this 200 square miles of rock in the Irish Sea.

This week the sun is certainly shining, and practice week has already been one to remember. Lap records look set to be shattered as this past winter is banished from memory by the burning sun.

The warm and dry conditions have allowed riders to clock up the miles already, and three days into practice, and just two days into Superbike running, 134mph laps have been the word on everyone’s lips.

Dean Harrison has set the pace with a 133.46mph lap on Tuesday, but for the Bradford native it was just the latest in a spate of fast laps.

Having warmed himself up with a series of outings in the British Superbike championship, Harrison is ready to fly on the island, as he chases his second TT win.

“My year is all about the TT,” said Harrison before the start of festivities. “This is the main race of the year, and it’s what I want to win. It’s what the team want to win. Everything is geared towards it, and my lifetime goal was to win the Senior.”

“I’ve been lucky to win a TT, but you want to win the big bike race. I’ve been trying to get as close as I can, but it’s about being able to do all six laps.”

“For this year, I’ve raced in BSB again and we’ve been able to use the same electronics there that I’ll use on the roads this year. It’s useful to get it set up there, and you can hang it out all and make sure everything’s working right.”

“I’ve actually loved racing on the short circuits. The BSB class is so competitive though! I jumped on a stock bike, and that really shows what you’ve improved on and how much progress you’re making with your riding.”

For Harrison, who learned his trade in the Irish national races, this year’s TT comes at the perfect time. At 29 years of age, he’s matured into one of the top riders on the roads, and with two big bike podiums at the recent Northwest 200, he has rounded into form perfectly.

“I had two podiums last year, and I was third in the Senior, but the goal is to win another TT. I’m looking forward to it. I think that some riders are ready to make the step up to fight for wins, but you’ve got to do your homework.”

“You have to do the work, do the laps, do the mileage, and just come year after year, and don’t rush the job.”

“A six-lap race is tough physically and mentally. In short circuit racing, it’s more physical than mental, but the TT is the opposite. It’s definitely a lot more mental compared to the short circuits. It’s physical too but the concentration you need is for so much longer.”

Harrison won’t be the only rider ready to make the step into a contender this year. While the Silocone Engineering Kawasaki rider is the name on everyone’s lips through the opening night’s of practice, there are plenty of other riders ready to step up.

Peter Hickman has ticked all the boxes in his formative years of road racing and the fourth fastest rider of all-time is ready to add his name to the list of winners.

“I’ve been able to win at all the other international races, and I’d love to win a TT,” said the always smiling Hickman. “Winning is the target, and to get a TT win would be great.”

“Last year we had a very strong year with podiums in every race, and we know that we have to build on that and try and get a win.”

“This year will be the first year that I ride the same bikes with the same team for two years in a row. That will be good and last year was the accumulation of all that hard work.”

“I’ve been able to build year-on-year with the TT. I came in as the fastest newcomer and even in difficult years, 2016 for example with the Kawasaki, I’ve still been fast. That year I set the fourth fastest time of all-time.”

“I think that everything will be fine for this year once we have some luck. The weather is important too, because it’s been nice so far and we’ve been able to get in a lot of miles early in the practice week.”

Hickman recently claimed his first North West 200 victory, and it’s clear that he understands the importance, history and lure of road racing. Since making the decision to race on the roads, he has turned into one of the hottest properties in British racing and a man in demand in the BSB paddock.

“The road races are all special because you only get once chance at them each year. The Northwest, TT, and the Ulster have so much history as well and that’s always cool. Road races are dangerous and thrilling and that’s what makes them so special.”

“I love being a rider that can race in BSB and the Roads and win in both disciplines.”

“I’m a short circuit rider, and have been able to win in British Superbikes, and I’m doing some World Endurance this year as well. When I look back to 2014, I was struggling to get a ride, so I decided that I’d try something different and come to race on the roads.”

“I wanted to see if I’d like it. It turns out that I love it, and I’m pretty good at it! I’ve never liked being called an all-rounder, because it implies I’m good at everything but great at nothing! I know that I’m a bit unique to be able to do both, and win at both and that’s the goal for this year again.”

If Hickman’s form holds, he’ll have to get used to being called an all-rounder.

Josh Brookes is another rider out to prove his mettle on the roads. The Australian’s talent and speed will never be in doubt, and as a former fastest-ever newcomer his ability to learn the track are also beyond question.

The Norton rider will go off at #11 this year, and will certainly have pressure on his shoulders given that he is the sole rider for the team.

For the 2015 British Superbike champion, the move to the roads made perfect sense and was one that he’s been thrilled to make.

“I love the TT. I can now remember clearer just now much of a disappointment it was when I wasn’t able to come back in 2015 and WorldSBK was my focus.”

“I came over that year to watch the races, and it really started to sink in that I’d rather be riding than watching. It’s such a great event and the TT suits my character, I’m a bit unpredictable, and I’ve always lived a little on the extreme and that’s the TT in a nutshell.”

“A fat wallet doesn’t get you the chance to ride at the TT, it’s an old school, raw, grass roots type of event.”

“When we get to the startline to me it feel like any other race but there’s a lot more nervous energy around the paddock. It’s not different to race here compared to short circuits.”

“I think that the people around short circuit racing feel like when you go out on the track that you’re safe, it’s almost like we don’t recognize or the general public at least, don’t recognize the dangers.”

“That’s why you don’t feel as much that nervous energy around the paddock at a short circuit race.”

“Here at the TT though it’s more recognized that there’s a danger. You carry a lot of that energy with you, even though you don’t want to do that.”

“It comes from other people that there’s something to be nervous about. Once you hop on your bike, and you set off all that nervous energy goes away. When you’re riding you choose when you brake, and you choose when you open the gas.”

“Here at the TT you start to brake when you don’t feel like you want to go any faster and you need to slow down. You don’t open the gas until it’s your moment to accelerate. It’s all your own choices and your own actions, so you don’t feel nervous when you’re riding the bike.”

While Brookes won’t have a teammate to compare himself with this year, he does have some targets in mind; a first TT podium.

Racing for Norton in the Superbike and Senior classes will make a podium a particular challenge, but his Yamaha R6 in the Supersport, and the Lightweight class ,could offer a genuine opportunity.

“I don’t set firm targets for the TT, but I do think about what’s realistic. I think that a podium is now possible for me, because I’m getting more experienced at the TT.”

“If it doesn’t happen, I won’t be disappointed, because I know that I’ll have ridden my best on the day while riding as safely as I can. The Norton is close to the front now too, but as you get nearer to the top it becomes harder to make big improvements with the bike.”

Brookes isn’t the only Australian chasing a podium; David Johnson is also in the hunt. The Australian has been able to finish fourth in the past, and the 11th fastest man of all-time is ready to set it up this year as he switches from Norton to the Shaun Muir Racing squad.

Jumping on a BMW is an easy way to make yourself a contender at the Isle of Man TT, but Johnson has certainly earned his island stripes. The move to the Gulf BMW certainly offers him a chance to be a contender this year and the goal is to finally crack the podium.

“We’ve been able to get some running in BSB to learn a bit about the bike, but we’ve had to turn all the good stuff off! All the electronics have been taken away from us so we could race, but it means that we’re not using the same specification as at the TT.”

“For the Northwest 200, we were be on the full spec. I’ve really enjoyed working with the team so far. They’re the best team I’ve ever ridden for. The good thing is that we’ve been able to get some track time before the roads season. That’s the only reason we raced in BSB at the start of the year.”

“It’s tough when you race in BSB, because I don’t like to see my name at the bottom of the times in any session, but we’re not racing in BSB to win.”

“It’s about building up for the TT. I feel really good on the bike. It’s a freaking animal with all the electronics taken off, but it’ll pay off well to go fast in the TT.”

“The BMW is a proven package. I’m glad we’ve been able to some BSB rounds just to find some things on the bike that I wouldn’t have found otherwise. We didn’t run our full electronics a BSB and still had to put on the correct swingarm and some other stuff for the roads.”

“The difference between BSB and the roads is quite big, and we’ll use the standard swingarm at the TT because it’s stronger. It’s mostly a little bit of fine-tuning to the bike and the riders aids. Once all that’s ready, it’s about riding in anger and trying to do a lap time.”

Over the last two years “Davo” has certainly been able to put himself in the frame and develop the Norton. The British machine was a running joke within the paddock at times prior to Johnson’s arrival, and last year both riders were able to lap at over 130mph.

For the coming TT festival, Johnson has been doing all he can to get ready for the races. Finding time in any saddle available has been his goal and racing at the Phillip Island Classic, instructing in Australia and Spain, and racing in BSB have all been valuable but he knows that his real work is about to begin.

“Over the off-season I was doing a lot of instructing and I raced at the Philip Island Classic as well. I’ve done a fair bit of riding, but nothing like the TT!”

“It freaking hurts running in BSB without the electronics, and it it does make it hard, but I’ve had to keep in mind that the goal of racing in Britain was just to get some track time and bike fitness before the Northwest and the TT.”

Michael Dunlop’s switch to the Tyco squad was one of the most talked about decisions in recent years of road racing, and his choice will see him once again start Race Week as the firm favourite.

During the opening nights of practice, he suffered some niggling issues, but his speed is as incredible as ever. Second fastest in practice after the opening two nights of Superbike running, he will be at the front when it matters this year once again.

His long-time rival, Ian Hutchinson, is much trickier to judge. The Englishman has more TT wins than any other active rider, but he’ll face a struggle to prove his fitness and set fast times.

His switch to Honda was one that would always prove challenging, but having only recently been able to remove the cage on his leg following last year’s TT crash he’s facing an uphill task this year.

Hutchy has overcome a lot in the past, but switching bikes and recovering from such a serious smash are likely to be too far beyond even the Bringley Bullet.

He has said that the target is just to get through the fortnight and see how fast he can go. The Honda Fireblade is ready to be a contender this year, but now the question turns to how much bike fitness the 38-year-old has.

There are a lot of questions still to be answered ahead of Saturday’s opening race of the year, but one thing is certain; it’ll be a special fortnight at a very special place.

Photo: © 2012 Daniel Lo / Corner Speed Photo – All Rights Reserved

This Isle of Man TT story is made possible by our A&R Pro members. If you enjoy our coverage of the TT on Asphalt & Rubber, you should consider supporting this content by signing up for A&R Pro.

Be sure to follow all of our 2018 Isle of Man TT racing coverage this fortnight.

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Road Racing

America’s Mountain – The Magic of Pikes Peak

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There is no place like it anywhere in the world.

A jewel in the Centennial State’s crown, Pikes Peak – America’s Mountain, towers over Colorado Springs like a matriarch. It is a natural representation of America itself – big, beautiful, bold, and intimidating.

The mountain, almost mystical in its presence, serves not only as a source of local pride, but of speed.

For one day every year, the mountain’s tourist road transforms to one of the world’s most daunting racetracks—156 corners, 12.42 miles of adrenalin-charged terror as men and women blast up the side of the mountain as fast as they dare, finishing some 14,115 feet above sea level.

The Pikes Peak International Hill Climb, scheduled for June 24, 2018, is one of the most dangerous races on the planet. No run offs, no gravel traps. It’s just you, your machine and a mountain getting steeper by the second.

There is no race like it anywhere in the world.

To compete at Pikes Peak is to take on one of the greatest challenges in motorsport. And while much of the attention is devoted to car competitors, and their mega-budget teams, the real daredevils are those of the two-wheeled brigade.

Using two tire-contact patches the size of credit cards, riders hurtle up the mountain with nothing more than skill, good machine preparation, and a dose of luck to keep them safe.

In a society wrapped in cotton wool, the motorcycle racers of Pikes Peak are a breath of fresh air, and a throwback to yesteryear.

Staying safe is the number one priority for anyone who decides to race the mountain. One never fights the mountain.

Racing Pikes Peak is more a dangerous dance between rider and nature than a fight. If you try to fight the mountain, or do not pay it the respect it commands, there will only ever be one winner. And it will never be you.

Like the best dancers, the best riders make competing look easy. In 2017, rookie Chris Fillmore used his sublime motorcycle skills and a factory-prepared KTM 1290 Super Duke R to claim not just the overall victory, but the fastest ever motorcycle time up America’s Mountain with a 9:49.625.

It was a victory charged with mind-bending emotion, after Fillmore escaped what for many could have been a fatal incident at Mile Marker 19, entering the double left at 130mph.

“I thought I was going off the cliff,” said Fillmore, who used every ounce of his skill to keep the KTM on the mountain. “When I was told my time after nearly having that accident, it was a surreal experience – the joy came later.”

“Having a moment like that really bought home the reality of the situation I was in. The place is so unique to not just America, but world racing. The event has such heritage, such history of riders pushing the limits, that to be the fastest of all was a tremendous honor.”

“But you must respect the place. That’s the golden rule.”

Fillmore will be back for 2018, but will focus on the Middleweight category, with KTM’s new 790 Duke.

This year will see several riders competing from across the globe, including A&R Superfriend Rennie Scaysbrook, second to Fillmore in 2017 and the man who will head KTM’s Heavyweight assault; German sophomore Thilo Günther, who steps up to the Heavyweight category on a BMW S1000R, as well as his compatriot, rookie Lucy Glöckner, widely regarded as one of the fastest female motorcycle racers in the world.

“In Europe, the race is almost mythical,” says Günther. “Especially so in Germany after the famous win in 1987 by rally legend Walter Röhrl. It’s awesome when you get the go on start grid and the 20 kilometers and 156 curves are only for you. And the feeling if you reach the flag at the top is just incredible.”

Along with the United States, Japan, Brazil, Scotland, and Ireland will also be represented across the five two-wheeled classes.

Another returning rider is former record holder and three-time King of the Mountain, Carlin Dunne. The Californian spent the last four years on the Pikes Peak sidelines, acting primarily as a rider liaison officer for the Ducati Squadra Alpina Race Smart program.

A formidable force on mountain, Dunne will be gunning for victory in what will also be Ducati’s racing return to Colorado Springs with the Pikes Peak Multistrada 1260, but he acknowledges the bar has been raised in his time away from competition.

“When I last raced in 2013, I felt I had achieved what I wanted,” Dunne said. “But, although being involved in the Squadra Alpina program was great fun, as a racer, you yearn for the chance to get back out there.”

“After Fillmore took the record away last year, I think it piqued Ducati’s interest, so they asked me if I’d like to come back. I was waiting for that call, to be honest. The bar has definitely risen since I last raced at Pikes Peak, but we have good chance with the bike and will be going for it.”

Perhaps the most emotional return to the mountain this year will be that of Scotsman Joseph Toner.

Toner and his son Connor were both competing in 2016 in the Lightweight category on Aprilia SXV machinery, yet only Joseph made it to the top. Connor crashed at Elk Park during his race run, suffering serious injuries that have taken him years from which to recover.

For Joseph, the return to the mountain is more about closure than any race result. He wants to put a full stop on the race Connor never got to finish.

“The first year after Connor’s accident was tough, however, the good news is we are in a better place now,” Joseph said. “The important thing is his recovery has gone well, so much so he recently competed in the 24 Hour Strathpuffer mountain bike event in Scotland.”

“He’s now back at University in Edinburgh and is currently working through his exams.”

“We have a lot of people to thank and after riding at Pikes Peak for a few years, we feel we have become part of the PPIHC family.”

“After talking things over with Connor and my wife, Carole, we thought it would be a good thing to go back to Pikes Peak not just to see and thank people, but to finish what Connor started on June 26, 2016.

“We have a race to finish I will do it on the same bike Connor rode in 2016.”

Photo: KTM

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WorldSBK

WorldSBK Donington Park Debrief – A Recap from the UK

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Round 6 of the 2018 Superbike World Championship saw Michael van der Mark make history, and Toprak Razgatlıoglu claim a first career podium.

It was the shot in the arm the series needed, and after great racing across all four classes, there is a renewed optimism within the paddock.

Double Dutch

Michael van der Mark made history, by becoming the first ever Dutchman to win a WorldSBK race, and the Yamaha rider followed it up by doing the double. It was a stunning weekend from the 25-year-old and both race victories were emphatic.

On Saturday, he beat Jonathan Rea in a straight fight, and on Sunday he rode a calm and collected race, to claim a further 25 points, and move into third in the standings.

The 2014 WorldSSP champion has been one of the coming men of WorldSBK in recent years, but to get over the line with such style for a first victory was hugely impressive.

Turkish Delight

The talent of Toprak Razgatlıoglu has never been in doubt, and on Sunday he showed exactly why by standing on the rostrum. Turkey may have lost their racing hero, when Kenan Sofuoglu retired, but they didn’t need to wait long for a replacement.

Razgatlıoglu was superb in chasing down Alex Lowes and Jonathan Rea, in the final quarter of the race, and when he made moves, he made them stick. It was a smart performance from a talented rider to watch out for in the second-half of the season.

What’s Gone Wrong at Ducati?

There were few answers forthcoming from Ducati after an incredibly disappointing weekend. Michael Ruben Rinaldi didn’t even make the start of Race 2, and Xavi Fores and Marco Melandri probably wished they hadn’t made the start either.

Chaz Davies was the leading Red Rider, but struggled through to an eighth and a fifth-place finish. Having missed out on dry running on Friday, Davies was on the back foot throughout the weekend, but there was clearly an inherit issue for Ducati.

The most likely reason is their gear ratio, fixed for the season, didn’t suit Donington Park, but they’ll need to bounce back in Brno after three trying rounds.

What Price a Wildcard?

Ana Carrasco dominated the Supersport 300 field once again, and claimed the third victory of a suddenly blossoming career. The Spaniard has hit the headlines by hitting the front in the class, but now she needs to prove that she has improved since joining the WorldSBK paddock.

Carrasco was a disappointing Moto3 rider that came to Supersport 300 as one of the few riders by which others could be judged.

Last year, the likes of Marc Garcia were able to beat her and move on to other series, but now team managers need to assess her again so they can judge the rest of the field.

With Carrasco having won two races this year, she now needs to prove her speed for the good of the class.

Photo: WorldSBK

This World Superbike story is made possible by our A&R Pro members. If you like reading WorldSBK stories on Asphalt & Rubber, you should consider supporting this content by signing up for A&R Pro.

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What You Need to Know About Riding the Yamaha NIKEN

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“Ride the Revolution.” That’s Yamaha’s tag line for its latest sci-fi powersport creation— the three-wheel equipped NIKEN.

But the NIKEN is more than just a Transformer-esque motorcycle equipped with an extra wheel, instead, its engineered specifically to increase cornering grip, while maintaining an authentic leaning experience that only a motorcycle can provide.

Easier said than done, right? Well, after spending a day riding high in the Austrian Alps, we can see merit in Yamaha’s latest production concept.

Why Three Wheels?

Yamaha says that the NIKEN was a result of a simple goal: “the target was to make a motorcycle with more grip, so it can corner better,” says Yamaha Motor Europe’s product planning manager, Leon Oosterhof.

“The target was not to have a three-wheeler,” he continues to reveal. “We need two [front] wheels, but it also needs to lean like a motorcycle. Once the solution was set, and we decided ‘we definitely need an extra front wheel,’ the LMW plan was created.”

At the heart of the NIKEN front-end is a new parallelogram linkage. The hardware is mounted out of sight, above the 15-inch cast alloy wheels and is responsible for controlling the lean of the front suspension.

A set of KYB inverted forks are mounted externally, outside the wheels, which allows for greater lean angles (up to 45-degrees says Yamaha) and suspension articulation.

The front fork leg (41mm) is responsible for guidance and direction setting, maintaining a constant wheel track of 16.14 inches. Legally, that classifies the NIKEN as a motorcycle says Yamaha.

Inside the front fork, there’s only oil, with spring and damping duties handled by the larger 43mm diameter rear legs. It includes independent compression and rebound damping allowing the rider to tweak the 4.33 inches of suspension movement.

In an effort to provide the most natural steering possible, a steering tie rod is mounted in front of the rigid parallelogram linkage.

It operates through an offset steering knuckle so engineers could separate lean and steering duties. The setup incorporates “Ackermann” steering geometry, so the inner wheel follows a tighter radius than the outer to ensure that the outer wheel doesn’t slip or scrub at speed.

Due to the extremely unique (and rigid) design of the front suspension, a new frame was fitted to provide just the right amount of flex.

“We needed to have a dedicated frame to be in alignment with the chassis,” Oosterhof says. “The frame is made from a mix of materials – partly aluminum, but also steel. We did this to reach an optimized flex because the front end is so rigid.”

As he mentions, the frame is a hybrid configuration composed of a reinforced cast steel head stock. It mounts to a tubular steel main frame and an aluminum swingarm mount.

On paper the setup appears similar to Aprilia’s Dorsoduro chassis. A conventional-looking cast alloy swingarm stretches wheelbase to 59.4 inches (0.4 in. longer than the Tracer 900 GT). Rear suspension is handled by a linkage-equipped KYB shock with remote preload and rebound damping adjustability.

What’s it Like to Ride?

Despite sharing similar length and wheelbase measurements to the Tracer 900, swinging a leg over the NIKEN reveals a substantially wider machine, at least compared to an MT-09.

Still it employs a very much upright seating position, the ergonomics are more relaxed and the riding position has shifted rearward by two inches. This also helped Yamaha achieve a nearly 50/50 weight distribution.

On the scale, the NIKEN weighs in at 580 pounds, with its 4.8-gallon tank topped off. That’s 155 pounds more than the MT-09, which you’ll feel when lifting it off its side stand.

It is worth noting that the NIKEN doesn’t self-balance, requiring a reasonable, but albeit lesser degree of natural balance to ride.

In spite of its extra heft, pulling away from the parking lot reveals a surprisingly lithe machine. The immediate torque of Yamaha’s 847cc three-cylinder engine (along with lower final drive gearing) make for easy launches from a stop.

Right from the get-go, the NIKEN feels well, like a motorcycle. Steering effort, even at low speeds, is no heavier feeling than its two-wheeled counter part. Sure, it does take up a bit more lane real estate than a bike, but it isn’t by much.

The NIKEN glides down roads offering a remarkable level of comfort. The suspension does a fine job of filtering road imperfections with each side functioning independently of one another— this was a big deal for Yamaha, and it is neat to feel it work in action.

Contrary to a traditional sport motorcycle, trail braking (with the front brakes) isn’t as crucial during corner entry. Instead the NIKEN’s front suspension naturally collapses, pressing down on the adventure-touring spec Bridgestone Battlax A41 tires into the pavement.

Aside from the vague road/tire feel, the action of the front suspension is downright excellent with a planted feel.

Curiously, Yamaha chose to fit adventure-touring spec rubber, instead of Bridgestone’s T31 sport-touring hoops. Why? Yamaha PR men weren’t exactly sure. Nevertheless, these shoes grip well allowing you to explore the NIKEN’s high level of cornering potential.

Because of the front end’s muted feel, as compared to a modern sport motorcycle, for some (author included), it will take some time to gain confidence in the machine.

Tip: let the foot peg feelers be your gauge. If sparks fly off them, you’re doing it right. If not, lean it over more!

The harder you lean on the NIKEN’s front-end, the better it performs, regardless if the tires are up to operating temperature or not. This was readily evident through one particular photo stop on a cool mountain road, after a lengthy break.

This will no doubt be a big plus for those that ride in chilly and/or inclement conditions.

Yamaha’s traction control system carries over, offering two-levels of intervention.

The system can also be manually disabled at a stop – say if you feel the urge to pull a wheelie away from an intersection. A word of caution: although requiring a bit of help at first, once the front end rises quick. Cover that rear brake!

Ham-fisted riders may notice extra movement from the back of the bike—especially when loaded during hard acceleration, but it’s nothing that the addition of rebound damping can’t tune out.

Yamaha’s D-Mode combined throttle/engine mapping software is also standard. As with other Yamaha sport motorcycles we preferred the overall feel of Level 2 (normal response).

Those looking for a more aggressive throttle feel will likely appreciate Level 1. Of course, if you are new to NIKEN or want the most gentle power delivery possible Level 3 would be a suitable option.

Aside from the two-tooth larger rear sprocket, and modified crankshaft (with thicker webs) amounting to 18% more crankshaft inertia, the three-cylinder engine is essentially the same as it is in Yamaha’s two-wheel line-up…not a bad thing.

Even in oxygen deprived mountain elevation, the engine delivers a pleasing amount of acceleration—especially in the lower three gears.

An electronic quick-shifter further boosts the feeling of acceleration— allowing the rider to upshift into the next cog under full throttle. Downshifts however still have to be made the old-fashioned way, with the clutch.

The engine’s smooth, vibration free demeanor lends itself well to distance riding. I also love the song it plays when you’re rushing through the gearbox.

Still, I would be remiss if I didn’t say that I desire just a bit more power. Considering the extra heft (and drag) the three-cylinder engine works harder than it probably should. I wonder what the NIKEN would be like with the YZF-R1’s crossplane inline-four…

Cruise control further elevates comfort on the open road, as does a supportive saddle that left us wanting to ride beyond our 183-mile test loop in the Austrian Alps.

However I wish Yamaha would have fitted a more sizable windscreen to better deflect air off the rider’s chest.

After all, the Tuning Fork brand positions the NIKEN as a premium offering that splits the difference between the sport and touring segments. To be fair however, the width of the NIKEN’s face does admirable job of keeping the rider’s lower body out of the elements.

ABS-equipped hydraulic triple-disc brakes keep speed in check and do a fine job of hauling the nearly 600-pound NIKEN down from speed.

Brake feel could be a tad better, and considering its premium positioning, it would have been nice if Yamaha outfitted it with a heavier-duty radial front brake master cylinder.

The Final Word

This bring us to price. Yamaha Motor US still hasn’t announced official pricing, but it says to expect a price of right around $16,000— roughly 77% more than an 2018 Yamaha MT-09.

Yet, Yamaha feels confident that the NIKEN will appeal to a more affluent and experienced motorcyclist— one desiring a flashy machine, unlike anything else on the road.

Which leads me to the big question: would we buy a new NIKEN? Probably not. I still prefer the lightness, maneuverability and overall size of a conventional two-wheeler.

So for my money, I’d go with the Tracer or MT. Still, I can’t deny the NIKEN’s fun factor, nor its astounding level of engineering that magically allows a three-wheeled vehicle to literally deliver an authentic sport riding motorcycle experience. Well done, Yamaha.

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