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Is more power and a new look enough to get the TRK up to speed?

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Ducati has just revealed two new concept bikes, based on its Scrambler series, at the London Bike Shed Show. (Ducati/)

When it was first launched in 2015, Ducati’s modern-classic Scrambler series boasted as many as five submodels, with even a cafe racer in the mix at one point. But by the time the 2023 redesign came around, the popular lineup had been whittled down to just three bikes: the Icon, the Full Throttle, and the Nightshift, all retaining the 803cc L-twin engine and steel trellis frame. For some pundits, the diminishing stable signaled trouble ahead, but never fear, Ducatisti, the Scrambler brand has just presented two new concepts at the Bike Shed Moto Show London, including one that’s a modern update of its Café Racer (which was discontinued in 2020).

The CR24I concept pushes the lines of that first Café Racer model from 2017 even further, while the Scrambler RR24I is emphatically minimalist, calling to mind a Mad Max aesthetic. According to Ducati, both are “showcasing once again how…creative customization embodies the post-heritage Ducati world.”

The CR24I concept is Ducati’s take on a modern Scrambler-ized cafe racer. (Ducati/)

Both bikes were penned entirely by the Centro Stile Ducati workshop, using the second-generation Scrambler as a foundation, but the CR241 concept is a more evolved version of the cafe racer concept, even as it manages to echo some of those 1960s design cues. The narrow, tank-mounted fairing hearkens back to Ducati icons like the Pantah and the 750 SS, but with a more modern flow, while the color scheme, according to Ducati, is meant to “…stir the emotions of the most nostalgic and passionate fans of ‘60s British rockers iconography.”

Flowing lines of the CR24I concept, with removable cover on the pillion section. (Ducati/)

Key elements include the 17-inch front rim with road tires and the sporting clip-on handlebars with bar-end mirrors. Thanks to the detachable cover for the passenger section, the saddle can be converted into a single-seat unit, thus recalling the classic “panettone” saddles of 1970s sportbikes.

Maintaining the design language and feel of the modern Scrambler line but hearkening back to the 1960s with that sleek fairing. (Ducati/)

The RR24I model, meanwhile, gets a bit post-apocalyptic with its minimalist aesthetic and leans into motorcycle design basics: two wheels, a tank, an engine, and handlebars. All the aluminum parts are left exposed, while the tank is stripped of its covers and replaced by a frame to which riders can attach a tank bag for the essentials. The pillion part of the saddle is also removable to create a luggage rack while the high-mounted Termignoni exhaust pushes a trackerlike look for this concept.

The off-road-ready RR-24I concept feels a bit more post-apocalyptic. (Ducati/)

The rough-and-ready look is further complemented by knobby Pirelli Scorpion Rally tires on 18- and 17-inch rims and a high front fender that speaks to off-road possibility.

Both concepts will be displayed to the public at the London Bike Shed Moto Show, from May 24–26, but Ducati didn’t provide any other details or hint at a production schedule. There’s a chance that at least the CR24I concept will see the light of an assembly line next year, but we’ll know more at the next Intermot Show, so stay tuned.

Knobbies, high-mount exhaust and jerrycans for the run across the desert. (Ducati/)

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Buell Motorcycle Co. Announces Expansion into Global Markets (Buell/)

Buell Press Release:

Buell Motorcycles, renowned for high-performance, hand-built superbikes and the highly anticipated Super Cruiser, is throttling forward with expansion into global markets. Japan, France, Spain, Brazil, Canada, and Italy have been havens for Buell American Motorcycle’s clubs and superfans for decades. Being void in those markets for over 10 years, Buell is announcing its plans to regrow global distribution into these markets during the next few years, fulfilling customers’ demand to feel the rumble of a Buell Motorcycle. To help accelerate the timelines, Buell is opening its communication and phone lines for international distributors and dealers to contact the Michigan Factory, in addition to opening refundable pre-order deposits for customers to show their indication of interest to buy.

Following the launch of Buell’s Hammerhead 1190 Superbike and announcement of the Super Cruiser prototypes, riders across the globe have been asking when Buell products will be available in their home countries. Buell is pleased to announce that with the support of the United States Small Business Administration, and the Michigan Economic Development Corporation, Buell has set in motion an experienced internal team to meet their consumers’ needs.

Buell’s desire to expand beyond American borders marks a significant milestone for the company. As part of its global expansion strategy, Buell will soon establish a presence in key countries, offering riders unparalleled access to its diverse range of high-performance American Motorcycles.

This year’s focus on global growth will begin with Canada, where riders can expect the same level of innovation, quality, and performance that has defined the brand’s founding roots from the beginning. Whether navigating the urban streets or exploring the open road, Buell is prepared to deliver an exhilarating riding experience like no other.

“We are looking forward to delivering high performance, V-Twin motorcycles into the Canadian marketplace. The importation of Buell motorcycles into Canada will genuinely increase the recognition that Buell is Back,” said Troy Devlin, Director of Business Development at Buell Motorcycle Co.

Buell’s first global expansion will be into Canada during Summer 2024. Timelines for the UK, EU and other markets are being planned, with compliance being led by Barbara Kiss, former head of Global Compliance at General Motors, and Buell’s compliance specialist Emily Reid-Barker.

“We’ve seen a strong demand for Buell’s high-performance motorcycles across the globe. We’re listening, and we’re ready to expand with global distribution. Our energetic and growing team is ready to deliver the rumble of our high performance V-Twin American motorcycles,” said Bill Melvin, CEO of Buell Motorcycle Co. “Riders keep asking, ‘WHEN?’ We want to give them what they want - an iconic American motorcycle with rich history, horsepower, and lots of adventure.”

Interested international buyers can place a refundable $25 preorder at www.buellmotorcycle.com/global to show their interest, receive regular updates, and be connected to the earliest international export units available.

Interested international distributors and dealers should contact Buell via the factory phone +1 (616) 888-8281, or email Buell’s Director of Business Development, Troy Devlin at [email protected].

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Triumph Enters Inaugural Pro Motocross Season (Triumph/)

Triumph Press Release:

• Debut Supercross season yields holeshots and Heat Race win
• Looking ahead to 11 round Pro Motocross series
• Joey Savatgy to make his racing debut on Triumph TF 250-X

Shaking up the world of motocross is no easy feat, but that’s exactly what Triumph set out to do in 2024 competing with the Triumph TF 250-X in both the Monster Energy AMA 250SX East Championship and Pro Motocross Championship. The full season of Supercross delivered holeshots, a Heat Race win, and fighting for podium positions. Now attention turns to the outdoor season.

Rider Jalek Swoll enjoyed his most successful season in Supercross on the all-new machine. Despite picking up a back injury early in the season, the 23-year old from Belleview, Florida, valiantly flew the flag for Triumph over the course of the nine-round Monster Energy AMA 250SX East Championship.

Although a debut podium fell just out of reach after a crash fighting for second place at Round 8 in Philadelphia, the #33 bike was consistently running top five pace, managed two holeshots and his - and Triumph’s - first Heat Race win. The aim was to finish the championship in the top five and Jalek placed seventh overall. If it wasn’t for two incidents outside of his control in the opening rounds, the nine points needed for that position would have easily been achieved.

The bright lights of the arenas now give way to the challenging terrains of the outdoor tracks when the 2024 Pro Motocross season kicks off on May 25 at the Fox Raceway in Pala, California. For the 11 rounds and 22 motos of the Nationals, Triumph Racing can count on the youthful exuberance of Jalek Swoll joined by his multi-time race winner teammate, Joey Savatgy, on the #17 Triumph TF 250-X.

Savatgy has spent all year preparing for the outdoor season, where previously in the 250 class between 2013 and 2018 he has finished twice in the top three overall standings, achieving 14 visits to the podium with seven of those being on the top step.

Jalek Swoll #33

″Being part of a legendary brand and being their only rider throughout the Supercross season made me proud. We certainly learned a lot about ourselves, as a team, and with the bike. A lot of credit goes to Triumph as the TF 250-X started out in a competitive way. The bike corners so well; it’s super light and nimble so I can move it around how I want to.

“Looking ahead to the Nationals, I feel really good. If I’m honest I prefer the outdoors and I’m definitely pumped and excited to showcase what I and the bike can do. The goal is to fight for podiums at each round as I’m plenty capable of being up there and the bike is, too. The Grand Prix guys are already outdoors and so we can fast forward a few things from what they’ve learned.

“The Nationals are something else. The depth of field on the gate is insane and all the fast guys are there, so it means a lot when you can put some good results on the table. You either love Pala or hate it. It’s certainly not my best track, but it’s the season opener and so everyone is pumped and ready to go, I know I definitely am.”

Joey Savatgy #17

″My off-season has been long! I’ve not necessarily been sitting around, but watching the racing and not being part of it hasn’t been easy. But those were the cards we were dealt with, so the time has been an extended training block with a lot of riding outdoors. We’ve made a lot of refinements with the bike and also with myself, both mentally and physically.

“From when I first rode the bike to now, we’ve made heaps of improvements, but we will continue to learn. We have a smart crew around us to get the boat pointed in the right direction. The vibe with the team is great; they’re so knowledgeable and with them having some good results in Supercross, it’s such a confidence booster to me. I would have loved to be out there with them, but my chance is almost here.

“My goal for the season is to go and win - I feel connected to the bike. A lack of gate drops is never ideal, but I know the Triumph TF 250-X well, my fitness is good and so I think we can do some damage. My experience will be an advantage with a long season and a lot of motos. For the times when it just isn’t clicking, it’s about maximizing the points and doing the best I can do. I’ll get the wins if they’re there, but on the weekends that don’t come as easy I’ll remember the long game and grab the points. If we can leave the first round in a good place mentally, it will set the tone for the rest of the season.”

Bobby Hewitt – Triumph Racing Team Principal (US):

“There was a lot of questions about the Triumph TF 250-X coming into 2024, but after nine races in Supercross, a lot of development and testing, the gap to our competitors is a lot smaller. I feel a lot better coming into the outdoor season than what I did for the indoors.

“If we can call this the midpoint of our year, there are two main highlights so far for me in 2024; lining up for the first round in Detroit was historical, and then of course there was Jalek winning his and Triumph’s first Heat Race in Philadelphia. Our toughest moment had to be in Indianapolis when we had a sensor issue and Jalek wasn’t able to complete the final race of the triple header. That hurt our position, points, and morale. But it was also a learning experience and something we’ve been able to remedy.

“The Nationals are very difficult for riders. In the past five seasons there’s been an average of 121 entries, and from those nine complete every race with just five of those scoring points in every moto. It’s tough! But Jalek’s had an incredible year so far with great moments, which gives him confidence and motivation coming into outdoors.

“Joey coming into the outdoors is a huge positive for the team and Jalek; it gives him a teammate to talk about different lines and other details. Sure, it does make our life busier each weekend, but this year has been very stressful having all of our eggs in one basket, so it’s nice to have two riders out on track.

“I have one goal and that’s to win the championship; everything else is just the process of getting there. We know the bike a lot better, have a solid base and a motivated team and riders. For Pala, if both riders are in the top 10 of both motos, I’d be very pleased about that. By the time we reach High Point Raceway, the fourth round of the season, we will have experienced different track types, conditions, and weather, so after that I’d be expecting top fives and podiums from the mid-season.”

Ian Kimber - Triumph Head Of Off-Road Programs

”We’re all excited by the transition from Supercross into the outdoor season. The results in Supercross, coupled with the competitiveness we have seen in MX2, give us confidence in the capabilities of the Triumph TF 250-X to perform in a multitude of conditions. We hope to see the same kind of holeshots, and front-running pace that we have seen in our other races so far.

“We’ve witnessed Jalek having his best ever Supercross season and now heading outdoors with Joey finally joining the squad not only sees us bolster our rider line-up, but also adds an experienced hand to the race team. Although the rule change didn’t go in our favor for Supercross, it has given Joey the extra time to prepare for the outdoor season and he’s keen to show everyone what he’s capable of.”

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Indian Motorcycle & Veterans Charity Ride Celebrate 10 Years Supporting Vets Through Motorcycle Therapy (Indian Motorcycle/)

Indian Motorcycle Press Release:

Indian Motorcycle, America’s First Motorcycle Company, today announced its ongoing support and sponsorship of the Veterans Charity Ride (VCR), a veteran-led non-profit organization that specializes in motorcycle therapy to aid combat wounded veterans healing from physical and mental trauma. Entering the 10th year of partnership, Indian Motorcycle and VCR are commemorating the motorcycle therapy program with a Memorial Day reunion, welcoming returning VCR vets who have experienced the life-changing therapy to celebrate life and honor fallen U.S. soldiers.

Veterans participating in VCR’s motorcycle therapy program are often amputees, paraplegics, or suffer from post-traumatic stress and other challenges faced after military service. The program’s goal is to support these veterans in their transition back to civilian life through camaraderie, motorcycle adventures, and additional initiatives that foster the brotherhood and sisterhood formed across all branches of the United States military.

“Over the past decade, Veterans Charity Ride has improved the lives of countless veterans, many of whom wouldn’t leave their house after their release from active duty,” said Aaron Jax, Vice President for Indian Motorcycle. “Through its therapy program, which utilizes the freedom of the open road, the roar of the engine, and the connection between veterans, VCR has been incredibly successful in helping these vets find life after service, and we are honored to play a role in supporting such a great cause.”

“It’s incredible to be entering our 10th year of motorcycle therapy, and undoubtedly we could not have achieved so much without the loyal support from our friends at Indian Motorcycle,” said Dave Frey, Founder of Veterans Charity Ride. “While we celebrate 10 years with a Memorial Day reunion alongside our brothers and sisters who have joined us throughout our program, we are equally excited to stay on the throttle and welcome new veterans into the program and help in their rehabilitation just as we have so many already.”

The 2024 Veteran Charity Ride event schedule consists of the following:

May 24-May 27: Salt Lake City, Utah

Throughout Memorial Day weekend, the National Ability Center (NAC) in Park City will provide support for adventure activities, as the group continues with motorcycle therapy rides and team-building exercises. On Memorial Day, veterans will bond and celebrate life with friends and families while honoring those who made the ultimate sacrifice for our country.

June 8-16: Moab, Utah

In celebration of Veteran Motorcycle Therapy Month in June, VCR will host an intimate group of new and returning veterans with motorcycle therapy rides, adventure activities and small-group therapy sessions. The group of vets will attend and participate in the Indian Motorcycle-sponsored Durango Rendezvous event in Durango, Colorado where they’ll be welcomed by fellow veterans and VCR alumni.

The Veterans Charity Ride was created by veteran Army Paratrooper Dave Frey and leverages the therapeutic effects of motorcycle riding to create an adventure of a lifetime for wounded and amputee combat veterans adjusting to post-war life.

To support the Veterans Charity Ride, donate, or to learn more visit VeteransCharityRide.org. Riders can also follow along on Indian Motorcycle’s social media channels: Facebook, X and Instagram, and Veterans Charity Ride’s social media channels: Facebook and Instagram.

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BMW’s R 20 is a retro-styled roadster stuffed with a 2-liter boxer twin. (BMW/)

When BMW uses the word “concept” alongside a show bike, it usually means it’s destined for production. That suggests something very much like the new R 20 concept that’s just been unveiled at the Villa d’Este concours event stands a better-than-average chance of hitting showrooms in the next couple of years. And it squeezes the biggest-ever BMW engine into a compact retro roadster that’s guaranteed to turn heads.

BMW has used the R 20 name before, on a delicate 192cc prewar single, but the new machine couldn’t be further from that bike in either appearance or engineering. Just as the current R 12 has a 1,170cc twin and the R 18 cruiser packs an 1,802cc motor, the R 20 concept carries a full 2 liters (1 liter per cylinder), and with every one of those cubes hanging out on the sides thanks to the signature boxer layout it’s an imposing sight.

Overhead view of the R 20’s cockpit. (BMW/)

As you might have guessed, the engine is based on the R 18′s huge, air/oil-cooled twin, but BMW has punched it out to gain even more capacity. The firm isn’t yet saying whether that’s via a bigger bore or longer stroke, but given the bike is more performance-oriented than the R 18 cruiser, the former is more likely. Pushing the bore from the R 18′s 107.1mm to 112.8mm while keeping the same 100mm stroke would achieve a total of 1,999cc.

Similarly, there’s no claim for power or torque, but given that the R 18′s motor makes 91 hp at 4,750 rpm and 116 lb.-ft. at 3,000 rpm, and the R 20 has 11 percent more capacity, it should achieve more than 100 hp quite easily, with something like 129 lb.-ft. That’s if BMW hasn’t opted to tune the engine further, something that could unlock substantially more performance given the vast size of the engine. Other engine changes include redesigned cylinder-head covers and belt cover.

The R 20 on the bench. (BMW/)

Where BMW has been forthcoming with figures is in relation to the R 20′s chassis, most noticeably with the wheelbase, which drops from the R 18′s monumental 68.2 inches to a much more manageable 61 inches. Still not superbike-short, but the new chassis should be far more capable in corners. The steering head angle of 62.5 degrees, up from 57.3 degrees on the R 18, means the rake is now 27.5 degrees rather than 32.7 degrees. In fact, both the wheelbase and rake are now within a whisker of the R 12 nineT’s figures, despite the R 20′s much larger engine.

A view of the R 20’s swingarm and shaft-drive setup. (BMW/)

The new dimensions come thanks to a completely redesigned steel tube frame, which still has a retro style but packages everything much more tightly around the huge motor. The swingarm is substantially shorter than the R 18′s and uses a new version of BMW’s Paralever design with a lower linkage in steel and an upper one in cast aluminum, framing the exposed drive shaft between them. A fully adjustable Öhlins Blackline coilover supports the rear end, while the front gets a similarly adjustable Öhlins Blackline upside-down fork. Brakes are via six-piston radial-mounted ISR calipers at the front and a four-piston at the rear.

The R 20 headlight has driving lights around the outside with an LED inside. (BMW/)

Visually BMW is keeping the R 20 simple, with an aluminum fuel tank that echoes BMWs of the past, plus a cast-aluminum subframe to support the single seat. Up front there’s a modern play on the traditional, circular headlight, achieved by placing a ring of DRLs around a small, central main LED, and leaving the space between them open for airflow. As it’s still a concept, the R 20 isn’t encumbered with mirrors, any sort of muffler, or a license plate, but it’s all too easy to see that the design should be able to make a smooth transition to production.

Earlier BMWs to appear wearing the “Concept” title have included the Concept Link, which became the production CE 04, the Concept Roadster, which became the R 1250 R, the Concept 9Cento that previewed the F 900 XR, the Concept R 18 that begat the production R 18, and the Concept 101 which spawned the K 1600 B. When BMW wants to show a bike that isn’t destined to become a production model, it has tended to use the term “Vision” instead of “Concept”—so there’s a strong clue in the name alone that the new show bike will lead to a production R 20 in the future.

Two liters of boxer power. (BMW/)
Side view of the BMW R 20 concept. (BMW/)
Styling design sketches. (BMW/)
Styling design sketches. (BMW/)

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We speculate that CFMoto’s 500cc four will produce around 80 hp. (CFMoto/)

Last September CFMoto surprised us by unveiling disguised prototypes of two new sportbikes, the 675RR and 500SR, the former a 675cc three-cylinder and the latter a 600cc four-cylinder. Now the company has filed patent applications related to the 500SR’s engine to give our first glimpse of what’s inside.

The disguised CFMoto 675RR. (CFMoto/)

Although CFMoto went on to show the 675cc triple that featured in the 675SR at EICMA last November, confirming its layout and offering some vague performance claims including a power figure that will be somewhere north of 100 hp with a 12,300 rpm redline. The 500SR is still more of a mystery. A prototype made some public demo laps of a track in China last year alongside the 675SR—with both bikes heavily disguised with camouflage wraps to keep the technical details and styling hidden—but apart from revealing that it screams just as much as you’d expect from a 500cc four, little was revealed.

Related: A Swan Song for the Inline-four Sportbike?

This first glimpse of the 500SR was released last September. (CFMoto/)

The new patent applications relate to some mundane elements of the engine, focusing on a cooling system that’s intended to get the motor up to operating temperature as rapidly as possible, probably to help meet increasingly tough emissions limits that include cold-start tests. However, the documents include blown-apart diagrams of the motor that give us a clear look at its layout and internals.

The patent is related to the engine’s cooling system. (CFMoto/)

It’s clear from the pictures that the engine is CFMoto’s own design—after all, there aren’t many modern 500cc inline-fours on the market, even if the company wanted to copy a rival—and that it’s a fairly conventional, high-performance four. Details include chain-driven double-overhead camshafts, with the chain on one end of the crank rather than being central. We can also see that there are four valves per cylinder, with bucket tappets rather than finger followers, and coil-on-plug electronic ignition.

There’s a conventional six-speed transmission—last year’s prototype might have been disguised, but the clutch and shifter were clearly on display, so there’s no semi-auto trickery here—and a wet sump that’s offset to allow space for the exhaust system to pass underneath.

This cool exploded view of the 500cc inline-four gives us a ton of information. (CFMoto/)

When it comes to performance, we can logically expect the 500SR to sit below the 675SR in CFMoto’s pyramid of power, sliding between that 100-hp-plus triple and the 50-hp, 449cc 450SR twin (which is sold under the name 450SS in the US). As a direct rival to small fours including Kawasaki’s Ninja ZX-4RR and Kove’s 450RR, CFMoto will be looking to get around 80 hp from the 500SR.

Another view of the 500SR. (CFMoto/)

The bike itself adopts the same sort of street-biased sportbike design as the Ninja ZX-4RR, with clip-on bars that are a little higher than those of an out-and-out supersport machine. The nose bodywork and tank are both cut away to give more steering lock than you might normally expect, and there’s a particular focus on aerodynamics including cowls around the front brake rotors to funnel air to the calipers, plus disclike covers on the rear wheel to clean up airflow at the back. Radial-mount brakes, an upside-down fork, a belly-mounted exhaust system, and a high, stubby tail that looks like torture for pillions.

When launched later this year the 500SR will be another step in the unexpected revival for small-capacity fours, a class that seemed to be doomed by tight emissions rules and the trend toward cheaper-to-manufacture parallel twins.

The Kawasaki ZX-4RR may have some future competition. (Kawasaki/)

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2024 Aprilia All Stars on the Horizon June 8 at Misano (Aprilia/)

Aprilia Press Release:

Espargaró chose his home race, in Barcelona, to announce his retirement from MotoGP at the end of the season. He chose this track because he grew up in Granollers, just a few kilometers away from the paddock, and because a year ago he wrote one of the most memorable pages of Aprilia Racing history with a one-two finish with Maverick.

Aleix’s career is closely linked to Aprilia Racing, for eight seasons he has raced with the Italian team, marking the most beautiful moments in its recent history. He has won three Grand Prix races (Argentina 2022, Silverstone and Barcelona 2023), a sprint race (Barcelona 2023) and clinched 3 pole positions and 10 podiums.

However, the story doesn’t end here. There is still a long season ahead of us, starting from Barcelona where Aleix and Aprilia Racing have always delivered outstanding performances.

Aleix Espargaró - I am happy to announce my retirement as a full-time rider. It has been a wonderful 20 years in this paddock and I am very happy and proud of what we have achieved together with Aprilia. We made history and that will never be forgotten. I have had so much fun and we have created an incredible human group. We have a very nice weekend ahead of us, at a track I like and where I am fast, and there are still plenty of races left until Valencia to be competitive.

Maverick Viñales - Aleix is a great teammate. We have spent four years together and lived unforgettable moments. Together, we take Aprilia to the top, I have great memories with Aleix. We still have a year ahead of us to take Aprilia even higher together.

Massimo Rivola - Thank you Aleix, because with you we have built an incredible story. Thank you for not giving up in difficult moments and for being a great example for all of us. You won the captain’s armband on the field by merit. You gave us the first podium, the first pole position, the first victory here in Barcelona and the first one-two with Maverick. Your spirit, with your ups and downs, with your character, reflect the energy of this team and of the whole Noale factory. I don’t know what you will do in the future, but you will always remain an Aprilia rider. From today a new page opens for the rider market and Aprilia Racing will certainly not stand idly by. With our style, we will ensure a great future for this team, which you have helped to make a true top team.

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2024 Aprilia All Stars on the Horizon June 8 at Misano (Aprilia/)

Aprilia Press Release:

UNBELIEVABLE EVENT AND ON-TRACK SHOW THAT WILL INCLUDE FABULOUS  RS-GP MACHINES FROM THE MOTOGP WORLD CHAMPIONSHIP AND RIDERS  VIÑALES, ESPARGARÓ, SAVADORI, OLIVEIRA, AND FERNANDEZ. JOINING THEM WILL BE JACOPO CERUTTI AND HIS APRILIA TUAREG, DOMINATORS IN DAKAR

GREAT CHAMPIONS, LED BY SIX-TIME WORLD CHAMPION MAX BIAGGI, WILL ENTERTAIN IN THE ALL STARS RACE, A TEAM RACE, WITH LE MANS STYLE  START AND RIDER CHANGE

GO TO APRILIA.COM FOR INFO ON HOW TO JOIN IN ON THESE TRULY EXCLUSIVE EXPERIENCES:

• LAP AROUND THE TRACK ON THE TWO-SEATER BIKE RIDDEN BY A MOTOGP RIDER
• A TOUR THROUGH THE MOTOGP GARAGE WITH APRILIA RACING TECHNICIANS
• SUPER VIP MEET & GREET WITH THE APRILIA CHAMPIONS
• LUNCH IN THE APRILIA RACING HOSPITALITY AREA WITH THE TEAM AND RIDERS
• CHANCE TO WIN A NEW APRILIA RS 457

LOTS OF BIKES, TEST RIDES, ENTERTAINMENT, AND MUSIC BY RADIO DEEJAY FOR A CELEBRATION UNDER THE BANNER OF PASSION FOR MOTORSPORT

The Aprilia All Stars event is less than three weeks away, the huge Aprilia festival — one  of the most eagerly awaited events by motorsport fans — and the program is beginning to  take shape of a day which promises to be unique, with bikes and champions, adrenaline charged shows, and entertainment for fans and families.

And those who will be in Misano will have a fabulous opportunity to reward their  passion for bikes: at the end of the day an Aprilia RS 457 will be given away in a  drawing. This is the new sport bike from Aprilia, which is the synthesis of Aprilia  design and technology, intended for the utmost fun on the track and on the road.

The event is scheduled for Saturday, June 8, at the Misano World Circuit. An  extraordinary and entirely free festival where those in attendance will be able to have an  up-close look at the magnificent RS-GP MotoGP machines and chance to meet the Aprilia  Aprilia Racing Factory and Team Track House riders: Aleix Espargaró, Maverick  Viñales, Lorenzo Savadori, Miguel Oliveira, and Raul Fernandez.

Champions who will be protagonists, not only on track but, in classic Aprilia All Stars  tradition, who will also join the numerous fans in the paddock to celebrate Aprilia, the most  victorious European brand with the most wins in World Grand Prix Motorcycle Racing, at  298 GP triumphs. Joining them will also be the great champions of Aprilia history, led by  six-time world champion Max Biaggi.

There will also be plenty of room for the off-road, with the queen of the desert, Aprilia  Tuareg, dominator in the Africa Eco Race, and the entire off-road team, including riders  Jacopo Cerutti and Francesco Montanari, who will meet their fans in the joyous and  informal atmosphere of the Italian paddock.

And to have these truly unique and exclusive experiences, go online to APRILIA.COM,  where you can already purchase breathtaking experiences such as:

• A lap around the track on a two-seater bike with an Aprilia MotoGP rider at the  controls
• A tour through the MotoGP garage to learn all the secrets, led by Aprilia Racing  technicians
• A meet & greet with the riders, to hear the tales of MotoGP straight from the  mouths of Aleix Espargaró, Maverick Viñales, Miguel Oliveira, Raul Fernandez,  and Lorenzo Savadori
• Lunch in the Aprilia Racing Hospitality area with the MotoGP riders and the  Aprilia Racing team.

The big news for the 2024 edition is the All Stars Race, a challenge between  champions which will combine competition with great fun. All the Aprilia Racing riders,  from the MotoGP stars all the way to the off-road aces, will be on the track to compete in  an extremely special race astride the Aprilia RS 660 Extrema. Each rider will race in a  pair with one of the guests who will be providing entertainment at the Aprilia All Stars event  — champions who have written pages in Aprilia sports history, well-known faces from the  entertainment and motorsports world — will be forming unprecedented teams,  combinations which, thanks in part to the Le Mans style start and the spectacular rider  change, promise to result in a balanced and thrilling racing experience.

As always, Aprilia All Stars will be an all-around festival, for enthusiasts, groups of  friends, and for entire families. The paddock will be constantly abuzz with fabulous test  rides, to put the range of Aprilia bikes through their paces on the local Italian streets — all  free of charge — and with the Racing Museum, with the racing bikes that built the Aprilia  legend, ready to unleash the scream of their 2T engines on the track, a must-hear  symphony for any fan.

Music by Radio DeeJay will provide the soundtrack for an event that will be full of  initiatives, such as the “Aprilia seen from the East” exhibit, with the spectacular photos of  Japanese photographer Aki Kusudo, a full immersion in the racing world which tells the  story of Aprilia’s work in the MotoGP world championship.

There will also be plenty of room for eSports, shopping dedicated to apparel and Aprilia  Racing merchandising, food areas, and much more.

And, at the end of the day, when the rumble of the MotoGP and historic 2T bikes fade, the  Misano track will belong to all the bikers on their Aprilias, for the traditional final parade.

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Bridgestone describes its Battlax Hypersport S23 as being “engineered for increased wet and dry grip, plus cornering stability without compromising wear for more time carving up the road.” Basically, more of everything you want as a sportbike rider. (Bridgestone/)

The technical document for Bridgestone’s Battlax Hypersport S23 tire reads like Bridgestone asked riders if they wanted better traction, improved wet-weather performance, or increased mileage and they answered, “D: all of the above.” An increasingly difficult thing to do, engineers returned with a tire that uses the (already very good) S22 as a base, but that’s been reworked to offer more performance to a wider range of riders.

More specifically, Bridgestone claims that the S23 drains water faster for better wet-weather performance; has an optimized tread pattern for better traction and stability on dry roads; and that rear tire wear performance is up 8 percent.

That’s the short story.

The Battlax Hypersport S23 (right) is a finely tuned upgrade over the popular S22 (left), which will still be available. (Bridgestone/)

Battlax Hypersport S23 Tire Updates

The long story is a more technical one that starts with Bridgestone’s lightweight, Mono Spiral (MS) Belt design, which suggests that a single strand of cord is wrapped around the circumference of the tire, eliminating seams and joints. This isn’t a new technology for Bridgestone, nor has the S23′s shape been adjusted, but that’s the point; an identical construction means the tire will work in the same way as the S22 from a handling perspective. No surprises here.

As with the S22, the S23 front benefits from a 3 Layer Compound (3LC) and the S23 rear from Bridgestone’s 5 Layer Compound (5LC) technology. This means the front tire has different rubber compounds on the center and shoulders, whereas the rear has different compounds on the center, shoulders, and edges. For the S23, Bridgestone has reworked the front tire’s shoulder compound and the rear tire’s edge compound with grip improvers and modified polymers that help the tire conform to the road better and maintain grip.

Related: The SECRETS of great MOTORCYCLE TIRES

Closer look at the areas where Bridgestone has refined the S23. (Bridgestone/)

More changes come in the form of a new tread pattern across front and rear tires, the latter featuring Bridgestone’s Pulse Groove technology: reshaped grooves with center deflectors that help accelerate water through the footprint so that the rubber compound can get to work on the wet pavement. Grooves have been moved for an improved land-sea ratio, which results in what Bridgestone refers to as a “stiffer” pattern. This is to keep the tire from flexing as much and offers more stability, especially when driving off corners.

While not a new technology, it’s worth mentioning that many of the S23′s tweaks come from liberal use of Bridgestone’s Ultimate Eye, an advanced piece of computer-driven equipment with hundreds of microsensors that enable engineers to measure and visualize the behavior of the tire contact patches, then adjust the formula and pattern accordingly. Think of it like a tool that allows Bridgestone to put its work under a microscope and see every last area where it can make changes.

The S23 is a culmination of many small changes.

As with the S22, the S23 front has three zones and the rear five zones. The front tire’s shoulder compound is updated, as is the rear tire’s edge compound, for better road holding. (Bridgestone/)

Battlax Hypersport S23 On-road Performance

To put the S23′s changes to the test, Bridgestone invited us on a group ride from the coastal towns north of San Diego to the scenic hills of Julian, California, and back on a mix of roads ranging from local neighborhoods to tight canyons and flowing backroads. Our bikes of choice throughout the day? An S23-wrapped BMW S 1000 RR, Suzuki GSX-8S, and Indian FTR—a wide enough selection to understand how the tire works on completely different machinery.

Starting off on the 180-plus horsepower S 1000 RR might not have made the most sense, but an empty BMW seat is a hard one to pass on, so there we were, in the saddle of a superbike as the ride kicked off, trying to get a feel for the S23′s warm-up capabilities. Fortunately, the tire is predictable and sure-footed as it comes up to temperature, without any squirm or uneasiness as you tip into the first few corners.

Related: How Motorcycling Has Benefited From Big Science

BMW’s wickedly potent S 1000 RR offers a proper test of tires. The S23 delivers with a combination of excellent grip, stability, and neutral handling. (Bridgestone/)

That planted, confidence-inspiring sensation doesn’t go away as the pace picks up; this is a well-balanced tire that gives you a good idea of what’s happening at the contact patch, but it’s stiff enough to not squirm when you start to get more aggressive with the throttle or brake. It’s easy to make corrections and add load midcorner (as can happen on unfamiliar roads), and overall handling is very linear. Again, no surprises.

While the S 1000 RR’s suspension is absolutely dreamy, the GSX-8S and FTR don’t roll on such premium bits and are known for being a little less planted midcorner. Good tires have a way of calming these movements down and giving you a better idea of what’s happening at the contact patch, and that’s the case with the S23. Having recently ridden a GSX-8S on stock, Dunlop Sportmax Roadsmart II tires, we can attest to the added composure that the S23s offer. Most surprising is that the tire is moderately stiff, but not in a way that causes it to deflect off sharp-edged bumps or feel harsh. It’s firm enough to stay composed, but still with some compliance to it and an abundance of traction. There’s great holdup when hard on the front brakes too.

Bridgestone claims that rear tire wear has been improved by 8 percent. (Bridgestone/)

Downsides are limited, though we did notice that on the S 1000 RR especially, steering seemed to be on the slow side, both as you tip into a corner and transition from one side to the other on a tighter section of canyon road. It’s clear Bridgestone doesn’t want to sacrifice the neutral, confidence-inspiring handling that will benefit more riders on more bikes. Lightning-quick handling is great, but you can easily push the design too far if you’re not careful. Bridgestone has avoided that.

Wet-weather performance is improved thanks to the addition of Bridgestone’s Pulse Groove technology on the rear tire. The reshaped groove with center deflector (circled) accelerates water through the footprint better compared to a traditional groove. (Bridgestone/)

Final Thoughts

Bridgestone admits that it’s not trying to reinvent the tire with the S23, so much as it’s applying its wealth of knowledge to create a more finely tuned product that meets customer’s continually evolving needs. Those customers were already quite happy with the S22, and given that the S23 simply adds a layer of performance on top, it’s hard to say that this is anything but a step in the right direction.

No, we weren’t able to test the claims of increased mileage for the rear, nor the added wet-weather performance, but in spending a full day chasing apexes on a wide variety of machinery, we can say that the tire is a nice complement to a wide range of sporty bikes. It’s predictable, confidence inspiring, and most importantly, provides a sense of stability that allows you to enjoy the ride. It’s a well-rounded tire that should keep riders satisfied for some time.

As for sizing options, one front (120/70) and five rears (160/60, 180/55, 190/50, 190/55, and 200/55) are available.

Related: Helpful Tips For Choosing And Using Motorcycle Street Tires

The S23 offers a composed, sure-footed sensation midcorner, with plenty of grip at corner exit. (Bridgestone/)

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The brand’s most off-road capable middleweight ADV?

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I have the guts to tell my whole story, not “cherry-pick…” (Cycle World Archives/)

This is the first in a series of columns by seven-time AMA Superbike champion Mat Mladin, the Australian racer who dominated American racing for a decade before his retirement in 2009.

“Mladin cherry-picked the USA and didn’t have the guts to go to GP.”

Trolls and morons offer not a single thing that enhances anyone’s life, any conversation, or is educational in any way. Some of the stuff I’ve read about Marc Márquez or Vale or take your pick is just ridiculous.

They know so little about me personally that they don’t know I was in GP in ‘93. I finished ninth in my GP debut, and had a best finish of sixth. Take into account this was my third year racing a road bike. Year one, I won the Aussie 250 production championship. Year two, I won the Aussie Superbike championship and for some reason the Cagiva GP team signed me up to race the 500cc World Championship which was my third year on the black top.

On the Cagiva GP bike in 1993. (Sport Rider Archives/)

The best part of ‘93 was the experience. It came in handy later in my career, and meeting Douggie Chandler also enriched my life. When I got the chance to come to the States in ‘96 I was more excited to see Doug again than I was to race. He helped me a lot in ‘93 and still speaks to me even though I almost killed his wife, Cherie, flying radio-controlled planes in his mate’s lettuce fields in Salinas when I was there for the USGP at Laguna Seca.

I personally believe I did OK, all things considered, but I did get the arse and was sent home at the end of the season.

On the grid in ’93 with Doug Chandler (on right). (Sport Rider Archives/)

Does anyone truly believe that by the time I’d won a few AMA championships, approaching the age of 30, that MotoGP teams were tripping over each other to sign me? Please! The whole love affair with Aussies and Americans in the world championship was almost over. The rise of the Euros was in full swing.

Those kids had been racing on the road from the age of 4 and it was coming to fruition. In Australia and the USA if a 4-year-old got hurt on a motorcycle, someone was paying millions.

Few know that I got offered Kevin Schwantz’s Suzuki for a couple of races in ‘94 after he hurt himself, but I turned it down because ‘93 beat me up that bad. I was in no shape mentally to fly to Argentina for a one-off on a bike and with a team that I didn’t know at all.

You have to believe in yourself or nothing good comes of these opportunities, and I had no belief at that point. On top of that, I was midseason with Kawasaki back home and had my loyalty to them. This team was behind me becoming the youngest Aussie Superbike champion a couple of years earlier. The manager of this team was still working with me 17 years later for AMA championship number seven. I think my 13 years with the Yosh Suzuki team shows what I’m about.

My Reputation

If I cared about a BS reputation and wanting anyone to see me in a different light, I wouldn’t share half the stuff that I do. I wouldn’t speak of my drug habits that I had for a few years and the alcohol problem that used to show up too often. I have the guts to tell my whole story, not “cherry-pick,” unlike the weak pr—s criticizing me or any other racer who is putting his arse on the line and putting on a show. Easy from behind the keyboard!

I communicate with many people who have been appreciative of me sharing my hardships, thoughts, and screwups, and they realize that if it can happen to me, it can happen to anyone.

I’m more proud of the relationships I have formed through talking about my tough times and being able to be open about it than I am proud of anything I achieved on a motorcycle.

On the Ferracci Ducati 916 in ’97. (Blake Conner/)

The other thing the above quote implies is that the competition in the USA was easy and that’s why I won as much as I did. I never won anything easily. You could argue that the AMA Superbike championship was the toughest Superbike championship in the world for a decade or so. I worked my arse off, built an incredible team around me, and changed the dynamic of what it took to win Superbike championships in the USA.

You had to bring it every weekend and not crash, or the point deficit would have been too great to overcome. This takes discipline, this takes dedication, it takes passion and a strong work ethic, and a single-minded focus toward the goal. It was a grind and anyone who worked with me would say the same. None of us believed in “bad weekends” and we pushed ourselves to limit them as much as we could.

You had to bring it every weekend and not crash. (Blake Conner/)

I was far from America’s favorite son. I was an Aussie winning a lot of races in the USA for over a decade. It takes resolve to keep listening to the barbs, to the jabs when all I was doing was working hard and doing what I was paid to do. I used it for motivation. It drove me for 14 years.

One crew chief after I got my first championship in ‘99 at Colorado actually said, “He better enjoy it because it will be his only one.” I won’t say which fella said this because I actually like the guy, but he helped fuel me to become one of the winningest racers in US history.

There were seven No. 1 plates. So much for “…it will be his only one.” (Blake Conner/)

I am proud that a couple of the kids who I had some excellent duels with got their shot in Europe and went on to win world championships. Yes, it validates you. Like any of you—in any job.

I had my shot, and by the time I was ready to go back, there was nothing for me. That’s life and another reason why I love the USA so much. America gave me an opportunity to excel in doing something I loved to do and has afforded my daughters and I an excellent life. Yep, I’m an Aussie but I’ll never forget which country gave me the life that I have. My youngest daughter, who “absolutely hated the noise in the podium celebrations back in the day,” reminds us often that she is an American. She is proud to carry dual citizenship and to say that she was born in the USA.

With my daughters Emily (20) and Jessica (17). They are my life. (Courtesy of Mat Mladin/)

Quick Thoughts on Current Racing Series

It looks like you guys have another Aussie on the scene who is proving to be a quick study. Whilst his name may be new to most in the States, Troy Herfoss is a thrice Australian Superbike champion. Some of you may remember that Troy won many motard races back in my time in the States. I was really impressed with Troy for having the guts as the current Australian Superbike champion to pack it up and head to the States to give it a shot in MotoAmerica’s King of the Baggers.

Troy is not a spring chicken anymore in racing terms, but is still a young man in extremely good condition and can obviously ride a motorcycle OK. All right, better than OK, haha! He has many good years ahead of him. I’d be surprised if he isn’t on the radar of the superbike teams for ‘25 if that’s what he chooses to pursue. I say stay on the big girls. I love it!

Troy Herfoss has many good years ahead of him. (Indian Motorcycle/)

Racing is at a crossroads right now. We have MotoGP as the prototype class but sportbike sales are in the crapper worldwide. Superbike racing 40 years ago was sold on the fact that what you see on Sunday you can buy on Monday. Well, nobody is buying them anymore.

I’d love to have a crystal ball to see where it is all going but your guess is as good as mine. For the racing purists the bagger class is a joke, and 15 years ago I openly mocked the thought of racing the big girls, but I was wrong!

I was a racing purist, and I’ll say even to this day that I struggle to enjoy what the MotoGP bikes look like with all the wings and so on, and the amount of rider aids on them that stop wheelies and tire-smoking sideways action. But I’m also first to say I am not sure what’s best.

No one way will please everybody so I feel for the rule-makers worldwide when it comes to setting up how classes are going to be raced. We can see racing how we like but watching a 60-year-old man at the front of the pack and getting sideways with his lunch and bottle of whiskey in the saddle bag appeals to me!

“I struggle to enjoy what the MotoGP bikes look like with all the wings and so on.: I will get into some current racing matters next time.” (MotoGP/)

It’s good to see my old teammate “Elbowz” back in the paddock. When I read about what was happening for ‘24, I texted Ben [Spies] and said I’m available to ride if needed. He replied that I wasn’t that good back in the day so he couldn’t imagine how I’d be any better now. Ouch.

They had a tough season opener but really turned the tables at one of my favorite tracks, Road Atlanta. I will be keeping a keen eye on, and pulling for, Ben’s team and riders.

A couple of superbike veterans split wins in Atlanta. The Beemer has plenty of mumbo and will be hard to beat on the tracks that have multiple accelerations to high speed per lap. Jake Gagne is as steady as always on the Yamy.

I will get into some current racing matters next time. What a year it has been in MotoGP so far.

The Cycle World crew have been kind enough to ask me for more of my drivel in the future, so stay tuned.

Cheers,

Mat

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Ducati’s Monster Senna pays tribute to Ayrton Senna. (Ducati/)

On the occasion of the Formula 1 GP of Emilia-Romagna at Imola May 19, all the teams paid homage to the memory of the great Brazilian champion, Ayrton Senna, who died on this same track 30 years ago, May 1, 1994. The Italian world of motorsports took a major part in the homage and in the remembrance of the tragically lost champion, who had massive support from Italian Formula 1 enthusiasts. The late Claudio Castiglioni was one passionate fan of Senna and to underline his admiration for Senna gifted him a Ducati 851 SP.

That started a sort of cooperation between Ducati and Ayrton Senna, who was totally fascinated by the mythical Ducati 916 to the point that he and Castiglioni established a form of cooperation between the Senna brand and Ducati that led to the creation of the Ducati 916 Senna Edition featuring a very exclusive paint job and graphics. The 916 Senna Edition was intended for a 300-unit limited edition and was officially announced in March 1994. Tragically, two months later Ayrton Senna died, and the 916 Senna automatically became a jointly approved project to keep Ayrton’s remembrance alive.

Senna with his 851 SP. (Ducati/)

The first 300 units of the 916 Senna sold out in a matter of weeks. In 1997, Ducati and the Senna family decided to renew the Senna commemorative edition of the 916 with refreshed color scheme and graphics, and they did it again in 1998. The collaboration between Ducati and Senna, now a brand, resumed in 2014 with the Senna edition of the 1199 Panigale—limited to 161 units reserved for the Brazilian market.

Now, Ducati has commemorated Ayrton Senna with a 341-unit limited-edition Senna Monster. Ducati’s styling department developed special graphics that sets the bike apart from all Ducati Monsters based on the colors of Ayrton’s racing helmets. In addition to its exclusive graphics, the Senna Monster features top-quality components that contribute to reducing weight by 9 pounds, down to 355 pounds dry—a very positive result for a V-twin in the liter displacement class.

Forged wheels and color-matched Brembo Stylema calipers are just a couple of the exclusive touches on the Monster Senna. (Ducati/)

The Ducati Senna Monster is powered by that greatly versatile 937cc 11° Testastretta eight-valve desmo twin delivering a claimed 111 hp peak power at 9,250 rpm and a 69 lb.-ft. of peak torque at 6,500 rpm—an outstanding range of almost 3,000 rpm of top efficiency and performance that, in combination with the reduced weight, should make the Senna Monster a pleasantly responsive bike. This edition of the 937 11° Testastretta is equipped with an exclusive, street-legal Termignoni high-performance exhaust system.

Ducati’s latest Senna model comes with Öhlins suspension and a special Termignoni exhaust. (Ducati/)

The chassis is the latest aluminum sheet “front frame” developed for the Ducati Superbike models that proved an improvement over the previous trellis structure, both in terms of weight-to-torsional rigidity ratio, and in terms of steering geometry and weight distribution optimization. Being based on the Monster SP version, the wheelbase spans 58 inches and the front end geometry uses a 23-degree steering axis rake for a 3.4-inch trail. Seat height is 33.1 inches, with a lower 32.3-inch seat as an option.

Only 341 examples of the Ducati Monster Senna will be produced. (Ducati/)

Exclusive to this limited edition are the Öhlins suspension units: NIX 30 front fork, steering damper, and rear monoshock. Plus there are aluminum forged wheels in the standard 17 x 3.50 front and 17 x 5.50 rear sizes, shod with Pirelli Diablo Rosso IV in 120/70-17 and 180/55-17 rear sizes, respectively. Braking is Brembo: twin 320mm front discs with Stylema four-piston calipers. Front and rear fenders are carbon fiber and the 4.3-inch TFT instrumentation features a dedicated Senna animation. Ducati’s standard yet impressive electronics suite includes three riding modes, eight-level traction control, cornering ABS adjustable on three levels, and electronically assisted quick shift up and down. The Senna Monster will be a highly distinctive, collectible sport runabout. Final price has not been confirmed yet.

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Zontes’ 703F has just begun being delivered to customers in China. Will this feature-packed adventure model be sold in the US? (Zontes/)

Back in 2021 when China’s Zontes was first promising to develop a three-cylinder bike it was going to be a liter-class machine that would put the rest of China’s motorcycle engines to shame. Three years on, the first production triple from the company is actually the smaller 699cc 703F. Other new Chinese bikes in the meantime have recalibrated our expectations from the nation’s motorcycle industry—but even so the first indications are that the 703F could be a strong contender in the increasingly crowded middleweight adventure bike class.

The 703F was officially unveiled last year at EICMA in Milan, alongside the sportier 703RR, but at the time there were few technical details, and the bike on display still looked like a prototype. Now the 703F is officially on the market in China, with deliveries underway, and the company has revealed a full set of specifications and equipment listing.

The Zontes 703F is powered by a 699cc inline triple. (Zontes/)

Starting with the basics, that 699cc triple has a 70mm bore and 60.6mm stroke and features a design that’s inspired by Yamaha’s MT-09 engine, without being a direct copy. A relatively high 13:1 compression ratio helps it achieve 96 hp at 10,000 rpm and 56 lb.-ft. of torque at 7,500 rpm. A 120-degree crank angle makes for an even firing interval. The engine is slung in a cast aluminum twin-spar frame with a bolt-on, cast-alloy subframe. The fully adjustable suspension at either end comes from Marzocchi. Wire-spoke wheels measure 21 inches in the front and 18 inches at the rear giving a convincing adventure bike stance. The 33.3-inch seat height isn’t as tall as some rivals. Other name-brand components include J.Juan brakes, with four-piston radial-mount calipers grabbing 310mm front rotors, and Michelin tires. But the surprises start with some of the 703F’s levels of standard equipment.

The Zontes 703F will come standard with an electronically adjustable windscreen, keyless ignition, and electronic releases for the seat and fuel filler cap. (Zontes/)

Keyless ignition, for instance, might not be radical but it’s still far from the norm on affordable, middleweight bikes. The Zontes has it, though, along with electronic releases for the seat and the filler cap on the 5.8-gallon fuel tank. The windscreen is electrically adjustable, too, and there are heated grips as standard. Other equipment includes traction control and ABS as well as cornering lights and automatic headlights. Tire pressure monitoring is fitted, along with a rear-facing radar that monitors blind spots, flashing up warning lights set into the mirrors if another vehicle is hanging around over your shoulder.

A view of the Zontes 703’s cockpit shows off the full-color TFT display. (Zontes/)

Dig deeper into the equipment list and you’ll find a TFT dash, a standard-fit quickshifter, and both USB-A and USB-C sockets. In other words, the sort of stuff that you might find on a high-end adventure bike from a European brand, but at a bargain-basement price. In China, the 703F costs the equivalent of $6,250 (!). When exports start, it’s sure to be more expensive in global markets, but even at twice that price there’s little else that comes close to the same specification.

Another high-end feature is the 703’s standard rear-facing radar for blind-spot detection. (Zontes/)

Will the 703F reach these shores? Don’t bet against it. Zontes already has a presence in much of the world, including Europe and the UK where rider’s tastes err toward more expensive, high-end bikes. Its machines are also offered in several South American markets, as well as throughout Asia. The US is surely on the company’s radar for the future.

Wheel sizes are 21-inch front and 18-inch rear. (Zontes/)

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Based on the fully faired 450RR that was released last year, the 450R uses the same 443cc inline-four engine and a similar chassis. (Kove/)

As Western and Japanese motorcycle manufacturers turn their attentions to R&D on electric motorcycles, hydrogen engines, and other planet-saving technologies under the threat of future bans on fossil-fueled machines, their upstart rivals in China are turning their focus to high-performance combustion engines and rapidly closing the performance and technology gap to the established brands. Kove is among those newcomers, and having already launched a 443cc four-cylinder sportbike, it’s now adding a stripped-down streetfighter version to its range.

Last year we tested the Kove FSE 450R Rally and were impressed. (Jeff Allen/)

The Kove 450RR sportbike hit production a year ago after a rapid development period that saw it launched as a 399cc machine before a last-minute restyling and reengineering to the final 443cc form with a claimed 70 hp at 13,000 rpm, 29 lb.-ft. of peak torque, and a 16,000 rpm redline. Meanwhile Kove has also hit Western markets including the States with its 450 Rally, MX250 motocross machine, and the upcoming 800X adventure bike.

The new 450R is a streetfighter version of the 450RR, sharing the same four-cylinder engine and tubular-steel-trellis frame, which on its own weighs just 15.4 pounds and helps the 450RR to its impressively light 364-pound curb weight. With its fairing stripped away, the new 450R is even lighter, coming in at just under 362 pounds on the scale, though its engine is detuned a bit, dropping peak power to 64.5 hp according to Chinese type-approval documentation.

Kove’s 450RR sportbike. (Kove/)

While the 450RR is offered in two versions—a base model with a 41mm upside-down fork from Chinese brand Yu-an, along with axial-mounted front brakes, or in a higher-spec “Performance” variant with KYB suspension and radial-mount, four-piston calipers—the 450R has so far only been seen with the lower-specification components. As on the 450RR, the brakes are from Chinese manufacturer Taisco (ABS is standard).

Turning a sportbike into an unfaired roadster or streetfighter is a logical step, and one that many manufacturers adopt, but it’s worth noting that Kove’s approach has been more in-depth than simply pulling off the fairing and bolting on some wide bars. While the frame, engine, and suspension are carryover parts, the 450R’s bodywork is completely new, including a different fuel tank design that merges smoothly into two oversize air scoops either side of the fork. These, presumably, feed the airbox to compensate for the loss of the nose-mounted intake of the 450RR, which is claimed to add another 3 hp to the bike’s peak power at high speed.

The seat unit is slightly less extreme than the version used on the 450RR, although still far from luxurious for anyone who wants to catch a lift as a passenger, but the rider is well catered for with relatively wide, high bars and substantially lower footpegs than the 450RR’s race-oriented setup. Up front is a small, masklike nose cowl with heavily hooded LED lights and the same color TFT dash as the 450RR sitting on top, looking rather like an afterthought.

Kawasaki turned some heads when it recently brought the ZX-4RR and ZX-4R to production. Kove apparently feels there is life left in the 400cc four-cylinder sportbike as well. (Kawasaki/)

There’s no obvious rival to the 450R yet. Kawasaki has yet to create a Z400 based on its Ninja ZX-4R, so riders looking for a small-capacity streetfighter are limited to twin-cylinder or single-cylinder offerings from established companies. Even in China, where there’s been an explosion in new four-cylinder bikes over the last year or so, most are in the 600cc to 700cc range rather than competing with Kove in the sub-500cc bracket.

While Kove is bringing several models to export markets, there’s still no word on the 450RR or the 450R becoming available over here. When it comes to pricing, the base version of the 450RR costs the equivalent of $5,000 in China, and the 450R is clearly designed to be slightly less expensive. How would that translate to pricing here? Well, the cheapest version of the Kove 450 Rally costs the equivalent of $6,000 in China but carries an MSRP of $9,299 over here. Meanwhile the top version of the 450 Rally is the equivalent of $10,600 in China and costs $13,999 in the US. Using those prices as a yardstick, the 450R might be expected to cost around $8,000 if it reaches these shores.

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Indian Motorcycle Racing & Reigning Champion Mees Win Silver Dollar Short Track (Indian Motorcycle/)

Indian Motorcycle Press Release:

Indian Motorcycle Racing proved victorious at round six of the 2024 American Flat Track series at the inaugural Silver Dollar Short Track, as nine-time champion Jared Mees added his second victory of the 2024 season aboard his Indian FTR750.  With 118 points, Mees is just six back from the top of the leaderboard as he chases the all-time career record of 10 Grand National Championships.

Mees demonstrated his exceptional speed and skill, securing victories in both qualifying sessions, the Mission #2Fast2Tasty Challenge, and the night’s Main event. However, securing the top of the podium was no easy feat, as Mees battled closely with Dallas Daniels and Sammy Halbert throughout the Main’s final three minutes. Ultimately, Mees reigned victorious, inching closer to his goal of breaking the all-time career championship record of 10 titles.

“Competing at a track for the first time can throw a lot of hurdles, but the team had the FTR750 fully dialed in, and Jared proved why he’s got nine championships to his name,” said Gary Gray, Vice President of Racing & Service for Indian Motorcycle. “With two wins this season, just six points back from the top of the leaderboard, we’re excited to stay on the throttle and push for the all-time championship record.”

After six rounds, Mees sits second in the championship chase with 118 points, a mere 6 points off the lead. Currently tied with Scottie Parker with the most career championships, Mees is looking to break the record and earn the title of the greatest all-time flat track racer. Of his nine-career championships, Mees has earned five while a member of the Indian Wrecking Crew piloting the Indian FTR750, including championships in 2017, 2018, 2021, 2022, and 2023.

The 2024 American Flat Track season continues on June 15 for the Orange County Half-Mile in Middleton, NY.

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BMW Motorrad USA announces BMW Motorrad Days Americas 2024 (BMW/)

BMW Press Release:

BMW Motorrad USA is proud to announce the return of BMW Motorrad Days Americas, as part of the storied Barber Vintage Festival, for 2024. The first ever BMW Motorrad Days Americas took place last year and helped celebrate the 100 Years history of BMW motorcycles with record attendance at the Barber Vintage Festival.

“Last year’s celebration of the BMW Motorrad Days Americas at the Barber Vintage Festival was so much fun, there is no way we could not be back.” said Luciana Francisco, Head of Marketing and Product, BMW Motorrad USA. “There is no better community than the global motorcycling community and we could not ask for a better host than the Barber Vintage Festival. Seeing so many people, from so many different backgrounds, together, celebrating our passion for riding, is truly a special experience.”

Enthusiasts can register for a BMW Motorrad discount on Barber Vintage Festival event tickets here.

Additionally, stay tuned for BMW Motorrad Days Americas VIP Experience Packages, to be announced soon.

Attendees will have access to the BMW Motorrad Fan Zone with new and vintage motorcycles and partner displays, a kid zone, live music and a biergarten. In the Proving Ground, on- and off-road demo rides on the newest BMW models will be available, including on the R 1300 GS, F 900 GS, R 12 and the fully electric CE 02. The BMW Fan Zone is also very close to the Barber Vintage Festival Fan Zone, which offers a great view of vintage racing on the Barber circuit.

“I couldn’t be more thrilled to announce the return of BMW Motorrad Days to the Barber Vintage Festival, said George Dennis, President of ZOOM Motorsports. “It’s a celebration of passion, performance, and the vibrant community that fuels our love for two-wheel adventures.”

Event Information

Dates:           October 11-13

Location:       Barber Motorsports Park

Address:       6040 Barber Motorsports Parkway, Leeds, AL 35094

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Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)

We can’t walk or keep fasteners tight without friction, but friction between moving parts in internal combustion engines takes from 15 to 25 percent of their gross (indicated) power, converting it into heat.

Friction is handy to have approaching turn 1 at Daytona—friction between tires and pavement, and between brake pads and discs. Are we starting off on an idyllic weekend trip to the Cape? Controlled friction in the clutch begins the journey smoothly.

Yet 15–25 percent of gross (indicated) engine power is consumed by friction (friction rises with rpm), and we pay for the fuel consumed by this loss.

Friction inside the engine can sap as much as 25 percent of gross engine power. (Ducati/)

At idle there is little load on crankshaft journal bearings, so they are close to being centered in their bearing shells. A typical diametral bearing clearance in motorcycle engines is 0.0012 to 0.002 inch. Oil molecules colliding with the surfaces of the moving journals are swept around with them, but those close to the stationary bearing shells lose energy in colliding with them, and so move quite slowly. Between these extremes the oil film is sheared. Because speed is low and clearance is large, little energy is consumed.

To our eyes, bearing journals look brilliantly shiny and smooth. How can their motion “pump” anything? At molecular scale they are as rough as if covered with jacks (used in the familiar child’s game). As the hydrocarbon chain molecules of oil collide randomly with such a surface they tend to be carried along with it. Their motion is transmitted to oil molecules farther away by the oil’s viscosity (its resistance to being sheared). These two effects allow journal rotation to sweep oil into the bearing’s loaded zone. This is the source of the self-pumping action of oil-lubricated plain journal bearings.

When the engine is operating at high power and rpm, the applied load pushes the journal off-center in the bearing, with the minimum clearance between journal and bearing becoming as small as 1.5 microns (0.00006 inch). The pressure generated in this loaded zone by journal rotation can easily reach several thousand pounds per square inch.

The viscosity of the oil—its internal friction—causes it to be dragged by the rotation of the bearing into the very thin film in the loaded zone. (Jim Hatch/)

This high-pressure pumping naturally consumes power; this is bearing friction, even though the oil film between journal and bearing shells is complete—there is zero metal-to-metal contact. Crankshaft bearing friction is less than 10 percent of total engine friction, but engine manufacturers work hard to reduce it. The friction is small because the quantities of oil being pumped in this way have very little volume.

Easily performed experiments demonstrate that a monomolecular layer of oil floating on water is about 17 nanometers thick (a nanometer is 1/1,000th of a micron, which is one-millionth of a meter). That means that the engine oil in a lightly loaded bearing is the thickness of 1,200 monomolecular layers, making it relatively easy for oil molecules to glide past each other as the journal rotates. But at heavy load, with the journal pushed much closer to the bearing surface, the minimum thickness of the film leaves room for fewer than 100 such layers. This confines the bearing’s shearing action on the oil to a much smaller volume and at much higher pressure, increasing the intensity of molecular collisions.

Engineers know that journal bearing friction increases as the cube of diameter. This motivates them to make journals as small as possible, sometimes even to the point of playing footsie with crankshaft fatigue failure.

The longer a given oil’s hydrocarbon chains are (20 to 70 carbon atoms is typical), the higher its viscosity. The longer the carbon chain, the greater the number of other oil molecules it is touching. To move any one molecule in any direction therefore transmits force to many other molecules, increasing the resistance to such motion.

During the 1990s engine manufacturers reduced the viscosities of engine oils as a means of slightly reducing engine friction and fuel consumption. But the lower the oil viscosity, the closer the journal comes to the bearing surface at its minimum point—possibly close enough to make contact between surface irregularities (those who study friction, tribologists, call them “asperities”) on journal and bearing surfaces. Preventing such contact required reducing the asperity height. This in turn required not only a smoother finish but also more accurately cylindrical journals.

This is a lot of words to describe something that nature does so easily.

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Gaige Herrera Wins Route 66 NHRA Nationals, Ties NHRA Pro Stock Motorcycle Win-Streak Record (Suzuki/)

Suzuki Press Release:

Gaige Herrera (1) remains perfect this season after winning his third race of the year, and tying the NHRA Pro Stock Motorcycle class record with eight consecutive wins on his RevZilla/Motul/Vance & Hines Suzuki Hayabusa at the Gerber Collision and Glass Route 66 NHRA Nationals at Route 66 Raceway in Joliet, IL, on Sunday.

Race Highlights:

• Gaige Herrera qualified second, won the Mission Foods #2Fast2Tasty Challenge, and tied a new NHRA Pro Stock Motorcycle win-streak record with his third victory of the 2024 season and eighth in a row dating to last year.
• Richard Gadson qualified sixth and advanced to the second round of eliminations.

Herrera qualified in second position on the elimination ladder with a 6.733-second/201.16mph run, breaking an 11-race number-one qualifier streak dating to last year. On Saturday, for the second event in a row, he won the Mission Foods #2Fast2Tasty Challenge, a race within a race contested during qualifications in which semi-finalists from the previous race compete head-to-head for a cash purse and championship bonus points.

Herrera advanced out of the first round of eliminations with a 6.694-second/200.47mph run, the low elapsed time of the weekend, against Wesley Wells 7.429 seconds/173.32mph. In round two, Herrera ran 6.715 seconds at 200.17mph to defeat John Hall 6.832 seconds/197.39mph. Herrera posted a 6.720-second/200.53mph victory in his semi-final round matchup against LE Tonglet 6.755 seconds/198.73mph to advance to his third final round appearance of the season and 15th of his career.

In the finals, Herrera defeated first-time finalist Chase Van Sant 6.797 seconds/197.54mph with a 6.713-second/200.68mph run to remain undefeated this season. In doing so, Herrera matched the Pro Stock Motorcycle class record with eight consecutive wins dating back to his 2023 championship season, a record he now shares with the late six-time class champion, Dave Schultz.

“Winning eight races in a row is unbelievable. To tie a legend like Dave Schultz is a big deal. It’s surreal and I feel honored to have my name right there next to his,” Herrera said.

”I was really excited to race here. When we ran the 6.69 off the trailer in the first round, that showed how awesome a job Andrew Hines is doing to tune the Hayabusa with this new fuel. I feel we’re getting back to the level the team was on before. The whole class is getting tighter, and some of the others have put a lot of work in and it’s showing. That makes me excited for the rest of the season because I’m an extremely competitive person and it motivates me. I am looking forward to Bristol, the track wasn’t kind to me last year, but I really like the facility and atmosphere there. I have a fast Suzuki, and I think it’s going to be great.”

During Saturday’s qualification rounds, Richard Gadson (23)  qualified sixth with a 6.795-second/200.00mph pass and was runner up in the Mission Foods #2Fast2Tasty Challenge.

In the first round of eliminations Gadson defeated Chris Bostick 6.918 seconds/193.52mph with a 6.753-second/199.58 mph pass, Gadson’s quickest run of the event. However problems struck in round two when Gadson was unable to complete a pass against LE Tonglet after he shut down on the starting line following the burnout, bringing his race to an early conclusion.

”The trouble today was with the rider. You don’t leave the starting line when you don’t throw the clutch lever properly,” Gadson admitted ruefully. “For whatever reason, I changed my staging process, so that one’s on me. I had a Suzuki that would have raced more rounds and potentially won. I cost us this one. It’s uncharacteristic of me to make a mistake like that, but it’ll be the last time it happens. I’m looking ahead now to Bristol, which is a challenging track to race on, but I know I have the team behind me that will get us down it.”

RevZilla/Motul/Vance & Hines Suzuki crew chief Andrew Hines said traction challenges with the racing surface at Route 66 Raceway combined with recent changes to the class’s spec fuel made it harder to extract the maximum performance from the team’s Hayabusa race bikes.

”It might look easy from the outside, but it’s been a struggle inside our trailer. It’s getting more and more stressful every time we roll it up there, wondering when it’s finally going to come to an end. I thought today might have been the day, but we turned it around, and had Gaige’s’ Hayabusa back into its normal form, so maybe we’re not as far off as we thought,” Hines said. “We’re on a string of success that nobody has achieved for the last two decades since Dave Schultz did it back when there was a different level of parity in the class. Gaige has taken his riding to another level, by being able to push on the tree when he feels like he needs to, and we’ve got a package with the Suzuki Hayabusa that’s proven to be fast and reliable to propel him there. It takes a lot of effort by the team at Vance & Hines Motorsports to make sure the bullet is fully loaded every time we go racing.”

After the third of 15 races in the 2024 NHRA season, Herrera and Gadson sit first and sixth in the Pro Stock Motorcycle championship standings with 375 and 184 points, respectively.

The RevZilla/Motul/Vance & Hines Suzuki team returns to action June 7-9 at the Super Grip NHRA Thunder Valley Nationals at Bristol Dragway in Bristol, TN.

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The CFMoto 800MT-X is headed to production and will be available in multiple configurations. This is the high fender version with a short windscreen. (CFMoto/)

At EICMA last year CFMoto revealed the concept MT-X adventure bike, which was presented with minimal information but was clearly a step toward a more extreme twin-cylinder off-road machine. Now that bike has been confirmed for production with type-approval documents that reveal several versions and give the first definitive specifications.

It’s expected to reach production imminently under the title 800MT-X to align with the brand’s existing 800MT models, although those bikes are sold in the USA under the name Ibex 800 S and Ibex 800 T, so the more extreme version seen here could also get Ibex branding in the States.

The 799cc version of the LC8c that powers the 800MT-X is shared by CFMoto and KTM. (Husqvarna/)

The MT-X uses the KTM-designed, 799cc LC8c parallel-twin engine that’s manufactured for both CFMoto and KTM at the two companies’ joint venture factory in China for use in the KTM 790 Duke/Adventure, Husqvarna Svartpilen 801, and the CFMoto 800NK and Ibex. It’s a proven unit that’s still modern, lightweight, and compact, despite the fact it’s been superseded by 889cc “890″ versions in KTM’s range and a completely redesigned, 947cc “990″ twin in the new 990 Duke.

Related: 2025 CFMoto Ibex 450 First Ride Review

Another configuration uses a lower, hugger front fender. (CFMoto/)

In the MT-X, the type-approval documents say that the engine puts out 94 hp. It’s the same figure that’s claimed for the Ibex and for KTM’s 790 Adventure, so we can be fairly confident that the MT-X’s torque peak will also match the existing bike’s 57 lb.-ft. With the engine coming off the same production line as the KTM 790 units, it’s all but certain to have the same slipper clutch and six-speed transmission as the Austrian bike.

Like the engine, the MT-X’s frame appears to be borrowed directly from the KTM 790 Adventure, and the CFMoto inherits a similar fuel-tank arrangement with dual plastic tanks mounted low down (one each side of the engine) fed from a single, conventionally positioned filler ahead of the seat. It’s a solution that not only helps shift the center of gravity downward to reduce the perceived mass of the bike at low speed but also allows a longer, flatter seat that extends further forward, so you can get more of your weight over the front wheel when riding off-road.

This version has the high fender, aluminum luggage, and a taller windscreen. (CFMoto/)

Off-road ability is clearly a priority here. While the standard Ibex S and T models have 19-inch front and 17-inch rear wheels, allied to suspension with 6.3 inches of front travel and 5.9 inches at the rear, the MT-X has specs much closer to those of the KTM 790 Adventure. Although, like other CFMotos, it’s expected to use KYB suspension instead of the WP components that KTM relies on, its geometry, suspension travel, and ground clearance are much more suited to real adventure riding than the road-oriented Ibex S and T. The wheels, like those on the KTM 790 Adventure, are 21 inches at the front and 18 inches at the rear, with 90/90-21 and 150/70-18 rubber.

If anything, the clues from the new type approval suggest the CFMoto’s chassis geometry is closer to the more hardcore KTM 890 Adventure R than the standard 790 or 890 Adventure. The wheelbase, at 60.2 inches, is the same as the Adventure R’s, and slightly longer than the standard Adventure, suggesting longer-travel, taller suspension is used. Other dimensions confirmed in the document include a length of 91.8 inches, a width of 37.2 inches across the bars, and a height of either 54.9 inches or 53.5 inches when a lower screen is fitted.

This is the high fender version with the taller windscreen and a different color option. (CFMoto/)

The weight is also within a whisker of its KTM equivalent. The curb weight, including fuel, for the type approval is quoted at 471 pounds. That’s a fraction less than a 790 Adventure, which measures 480 pounds in the same state, though we don’t know yet how the two bikes’ fuel capacities compare. CFMoto has also type-approved a version of the MT-X with aluminum luggage fitted, pushing the curb weight up to 518 pounds.

In fact, the company’s type-approval paperwork has revealed no fewer than eight variants of the bike thanks to the combination of the luggage, two different screen heights, and the ability to choose between a high-mounted front fender and a more street-oriented front hugger that stays close to the tire.

When compared to the concept version shown at EICMA, the production version has made a few sacrifices. The concept bike featured Brembo four-piston front calipers and shrouded rotors, while the production bike gets J.Juan calipers (like those used by KTM) and loses the extra plastic around the disc. It also gains passenger footpegs that were missing from the concept, and the show bike’s Akrapovič exhaust will be swapped for a purpose made, CFMoto-designed road-legal version.

With the type approval complete, the MT-X should be rolling off production lines imminently. Since the concept version made its debut in Europe, it’s expected to be a global model rather than a China-only machine, and represents the first time that CFMoto has gone head-to-head with its partner firm KTM in the same part of the market.

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KTM Adventure Rider Rally to Descend on South Dakota for 2024 Edition (KTM/)

KTM Press Release:

Get set orange bleeders because KTM North America, Inc. is preparing for its 19th annual KTM ADVENTURE Rider Rally, October 10-13th, 2024, in Deadwood, South Dakota, where like-minded adventurers will have the opportunity to participate in the historic KTM ADVENTURE Rider Rally event together and enjoy the ultimate READY TO RACE experience.

You better get in quick! Registrations are now open and adventurers won’t want to miss this chance to ride with like-minded KTM thrill seekers. Based out of The Lodge at Deadwood, the 2024 KTM ADVENTURE Rider Rally features exceptional adventure riding with a series of challenges and the opportunity to demo select models from our current street and dual-sport ranges.

Riding in the Deadwood region will largely consist of extensive double-track trails, highlighted by a red dirt/clay with a selection of rocky sections to add to the challenge along the way. Adventure riders will be in their element with seemingly endless, snaking turns, mountain climbs and valleys as well. Devils Tower, Spearfish Canyon, and the famous Black Hills are just some of the landmarks you’ll be able to tackle throughout the event.

The event kicks off on Thursday, October 10th with a demo day as part of the 2024 KTM STREET DEMO TOUR followed by Ride Days on October 11th and 12th. There will be shorter rides and games that will conclude proceedings on Sunday, October 13th.

Bikes on location will include the following models (subject to change):

KTM 1390 SUPER DUKE R

KTM 1290 SUPER DUKE GT

KTM 890 SMT

KTM 990 DUKE

KTM 790 DUKE

KTM 390 DUKE

KTM 1290 SUPER ADVENTURE R

KTM 1290 SUPER ADVENTURE S

KTM 890 ADVENTURE R

KTM 790 ADVENTURE

KTM 390 ADVENTURE

KTM 690 ENDURO R

KTM 690 SMC R

KTM 500 EXC-F

KTM 350 EXC-F

Routes inclusive of designated loops will be suitable for all rider skill levels, supported by KTM with common places for lunch/gas. The format will once again promote a collective environment for riders to enjoy together, and in the interest of safety and to maximize the enjoyment for participants, adventurers will be placed in groups of 2-4 people each day.

Riders can sign up in advance to pre-determine their groups, otherwise, individuals will be teamed up on-site with a rider/group of the same skill level. In order to navigate the self-guided adventure following GPS tracks provided by KTM, a SPOT, InReach or similar PLB is required for all riders to tap into their inner explorer, ‘Rally’ style.

The KTM ADVENTURE Rider Rally has been specifically developed for KTM ADVENTURE and ENDURO riders, however, it is open to all brands of street-legal motorcycles. Riding Technique and Technical Riding Seminars will be available for participating riders and a broad mixture of adventure vendors will also be on location.

In addition to having the chance to enjoy the experience with a selection of KTM ADVENTURE ambassadors and athletes throughout the event including Marvin Musquin, Ryan Dungey, and Taylor Robert, participants will receive an event t-shirt and hat, along with a pre-event dinner on Thursday, breakfast Friday-Sunday, and an Awards Dinner on Saturday, where riders will be able to recollect the experience and cap-off the orange camaraderie.

Positions to the 19th Annual KTM ADVENTURE Rider Rally are strictly limited and you don’t want to be on the sidelines for this one! Visit the official event page for further information and to register now to secure your place and to join us in Deadwood, South Dakota, from October 10-13th, 2024.

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GWM Souo’s first offering is this Honda Gold Wing competitor called the S2000 GL. (GWM Souo/)

We’ve mentioned Great Wall Motor’s plans to launch its own motorcycle company and a huge flat-eight-powered tourer just recently, but it’s still something of a surprise to see that the bike has already been launched. And furthermore, it has done so with the might of a major global automotive company behind it, so there’s a chance it could be a genuine contender.

Great Wall officially unveiled its Souo motorcycle brand and its first models, the Gold Wing–rivaling S2000 GL and ST tourers, at the Motor China Beijing International Motorcycle Exhibition. Although technical details were scant at the launch, the company is promising to reveal full details in a couple of months when production is expected to get underway.

From this view you can see that the S2000 GL uses a Hossack-style girder fork. (GWM Souo/)

Great Wall Motor, or GWM, might not be a familiar brand to us, but it’s the world’s 19th-largest car maker by market capitalization with a value of $28 billion, putting it in the same ballpark as Kia, and well ahead of the likes of Subaru or Nissan. It already has several car marques, including Ora, Haval, Wey, Tank, and Great Wall, that are marketed internationally, and Souo marks its first step into motorcycling.

It’s not a tentative step either. The company’s logic is that it wants to sit at the top table, which means competing with market leaders like Honda. So why not take aim at Honda’s flagship model, the Gold Wing? That’s precisely what the S2000 GL and ST models do; the GL is aimed at the Gold Wing Tour, complete with top case and passenger backrest, while the ST only has side bags, like the base version of the Gold Wing.

While we don’t have all the details, we now know that the flat-eight DOHC engine displaces around 2,000cc. (GWM Souo/)

The known specifications of the bikes are, in every instance, a step up compared to the Honda. Where the Gold Wing has an 1,833cc engine, the Souo has a 2,000cc one. Honda uses a seven-speed dual-clutch, semi-auto transmission. Souo has an eight-speed DCT. The Gold Wing has single overhead camshafts, while the Souo uses a DOHC layout, and most importantly the Honda has “only” six cylinders, and the Chinese rival uses eight.

The bike’s actual layout is very much like a Gold Wing. The cast-aluminum frame is like the Wing’s design, and up front the Souo uses a Hossack-style girder fork, suspended on double wishbones with a single shock absorber. This is the same solution that’s already been adopted by both its key six-cylinder rivals, the Gold Wing and BMW’s K 1600 range. Copying? Maybe, but would it be classed as that if Souo had used conventional telescopic forks like almost every other bike on the market? The fact is that for big, heavy bikes, there’s a logical engineering reason to use the Hossack-style front end. It allows relatively soft springing for comfort without inducing too much brake dive. Whether the suspension is semi-active remains unclear but given the rest of the bike’s equipment levels it seems likely.

The headlights were designed to mimic the eyes of a lion. (GWM Souo/)

The styling steps away from the Gold Wing’s angular look and adopts a more retro-inspired shape that the company says takes its cues from traditional Chinese lion artwork. That can certainly be seen in the headlights, intended to evoke a lion’s eyes, which are set in a reverse-raked nose that gives the bike a prominent brow above them. The Brembo radial-mount, four-piston brakes are clear to see, and closer inspection of the controls reveals equipment including a stereo (of course) with the option of Bluetooth or speaker output, heated grips and seats, an electronic parking brake, and automatic headlights. On the bars, the control pods copy the layout of the Gold Wing’s, with a directional pad on the left bar to control the menus on the huge TFT screen, as well as toggles for the electric screen height and stereo volume, a voice-control button, and a switch for the electric reverse gear.

The huge TFT display looks very similar to Harley-Davidson’s new Road Glide and Street Glide screens, while the handlebar control pods are very similar to those on the current Gold Wing. (GWM Souo/)

The left bar also houses a forefinger trigger and thumb button to control the up- and downshifts of the semi-auto box, while a button on the right-hand bar lets you choose between full-auto and semi-auto modes. The right bar has cruise-control buttons as well. Essentially, a Gold Wing owner would have no trouble finding all the main buttons without having to look for them, and given that’s the target audience, it’s a logical step for Souo to take.

Brembo radial-mount, four-piston calipers are used up front. (GWM Souo/)

On the dash, we can see a rev counter that has a red zone starting at a relatively modest 6,000 rpm, suggesting the engine is tuned for bottom-end torque rather than outright power, and the speedometer reads to 240 kph (149 mph). A 4G logo on the dash suggests the bike will have the ability to connect to a cellular network without being linked to a phone. While there isn’t any indication that the cruise control is an adaptive, radar-guided setup—something that’s starting to look conspicuous in its absence on the Gold Wing as well—there are warning lights set into the mirrors that confirm the presence of a blind spot monitoring system.

A closer look at the unique taillights. (GWM Souo/)

Of course, the new flat-eight is only Souo’s first model. The company has plans for more in the future. A cruiser with styling like the old Honda Rune is expected next, using the same eight-cylinder engine, but beyond that we’re likely to see more conventional Souo bikes as the company gears up to compete with established brands across a broader range of segments.

An overhead view of the Souo S2000 GL’s cockpit. (GWM Souo/)
Currently, Great Wall Motor is known as an automobile manufacturer, with multiple brands offered. It’s the 19th-largest maker in the world, ahead of brands like Nissan and Subaru. (GWM Souo/)

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Husqvarna’s 2024 Svartpilen 801 gets twin-cylinder power and a whole bunch of nice features. (Husqvarna/)

Ups

• LC8c parallel-twin power
• Full suite of electronic rider aids
• Unique and attractive styling

Downs

• If you want the full electronics package, it’s extra
• Why didn’t Husky put a twin in this bike earlier!?
• Sport-spec tires would be an improvement

Verdict

Husqvarna has now embarked on an entirely new trajectory by adding a parallel twin to the Svartpilen. This naked roadster is sporty, comes with a fantastic engine, and is no longer just an entry-level machine.

Overview

Husqvarna’s Svartpilen first broke cover as a 375cc single-cylinder-powered naked back in 2018 and was instantly met with accolades for its hip styling and fun performance. In 2019, Husky upped the ante and released the Svartpilen 701, which used the 692.7cc LC4 single from the 701 Supermoto/Enduro. But for 2024, Husqvarna has raised the stakes again with the release of the LC8c parallel-twin-powered Svartpilen 801, utilizing the engine found in KTM’s 790 Duke.

Updates for 2024

With twin-cylinder power, this brand-new Husqvarna has taken a leap forward and finds itself going head-to-head with an entirely different segment of the middleweight market.

Pricing and Variants

The base Svartpilen 801 starts at $10,899 and is only available in one dark gray/silver color scheme as pictured. Options include the Dynamic package ($420) and Cruise Control ($289), the former offers an additional ride mode and full control over rider aids, while the later adds cruise control and a custom shortcut button for modes.

Competition

As mentioned, with twin-cylinder power, the Svartpilen finds itself up against fresh competition from the likes of Honda’s CB650R, Triumph’s Trident 660, Ducati’s Monster, Suzuki’s GSX-8S, and Yamaha’s MT-07.

Powertrain: Engine, Transmission, and Performance

The Svartpilen 801′s LC8c engine is shared with KTM’s 790 Duke and 790 Adventure models. The engine is a 799cc liquid-cooled parallel twin with double-overhead cams and four valves per cylinder. Bore and stroke measure 88.0 x 65.7mm with lightweight forged aluminum bridged-box pistons and a 12.5:1 compression ratio. The engine has semi dry-sump lubrication and has 15,000-kilometer (9,320-mile) service intervals. Keeping it smooth are a pair of balance shafts, one in front of the crankshaft and the other between the camshafts.

After riding the bike in southern France, Editor-at-Large Blake Conner said: “It doesn’t take long to appreciate the LC8c’s performance. Husqvarna claims 105 hp at 9,250 rpm with 64.0 lb.-ft. of peak torque 6,500 rpm. In this world of second- and third-gear twists and turns the engine delivers excellent performance. Torque is easily accessible right off the bottom and builds with a steady rush as you head toward 9,000-plus rpm.

“Keeping the engine in its midrange sweet spot is aided by the standard Easy Shift up/down quickshifter, which we have to say continues to get more and more refined on each generation of LC8c.

“This engine is as flexible as they come. The engine is torquey and behaves predictably, never acting jerky or requiring much effort to ride smoothly. Roll out of town into the twisties and it comes to life, no doubt aided by the bike’s light overall weight (a claimed 399 pounds without fuel). There is more than enough performance to snap the front tire off the ground at will or to get the rear tire protesting and sliding if you’re not in a conservative TC setting.”

Chassis and Handling

The frame is a tubular steel front section that uses the engine as a stressed member, while the subframe is a cast-aluminum piece that also acts as the rear end’s tailsection (without any bolted-on plastic parts for bodywork). A die-cast aluminum swingarm actuates the shock directly.

Up front is a 43mm inverted WP Apex fork with rebound and compression adjustability and 5.5 inches of travel. The linkageless WP Apex shock has 5.9 inches of travel and is adjustable for spring preload and five clicks of rebound damping.

“The roads we encountered in southern France ranged from smooth perfection to a potholed mess,” Conner added. “For this reason we left the clickers alone both front and rear on the fork and shock. The middle-of-the-road settings proved to be the right compromise, offering good feedback, nice holdup at speed and under braking, and plush bump absorption over the nasty stuff.

“Handling on the 801 is crisp and predictable, with a quick-steering front end giving the bike excellent agility in the many tight first-gear, 180-degree carousel turns we encountered. Midcorner stability was very good in fast sweepers, with the chassis allowing easy adjustments and corrections.”

Brakes

The braking package includes a pair of radial-mount, four-piston J.Juan calipers up front that pinch 300mm discs, while a single-piston caliper mated to a 240mm disc is used at the rear. Lean-sensitive ABS also offers a Supermoto mode that eliminates ABS to the rear wheel for spirited road riding or for those wishing a bit more control on gravel roads.

“The brakes performed well during our ride with competent power and progressive bite, but lack the outright power of top-of-the-line stoppers,” Conner said.

Fuel Economy and Real-World MPG

We’ve yet to do a full test on the Svartpilen, so we don’t have fuel figures at this time.

Ergonomics: Comfort and Utility

One thing that buyers of this bike are going to love right away is the seating position. The seat is set at 32.3 inches off the ground, which should offer firm footing for a large selection of body sizes.

The footpeg position is very comfortable, offering a mellow and sporty bend but without cramping the legs at all during a long day in the saddle. The seat is well shaped, with a nice kick up at the back that supports the lower back, while also offering firm but comfortable padding.

Electronics

The Svartpilen 801 has a comprehensive suite of electronics. Core to the standard suite are three ride modes: Sport, Street, and Rain. Within these modes are preset parameters for MTC (traction control) and ABS, which utilize a six-axis IMU to enable lean-sensitive adjustments. Also built in are predetermined settings for wheelie control, engine-brake control, and throttle response.

For those who really want to get the most out of the electronics you’ll have to spring for the Dynamic package ($420), which adds a mode by that name, allows the user to manually choose between 10 levels of TC, five levels of wheelie control, and adjust the MSR (Motor Slip Regulation). Also on the optional list is cruise control ($289), which requires a new control pod on the left handlebar, and adds a programmable custom shortcut button that can be set up to control various aids.

Warranty and Maintenance Coverage

Husqvarna offers a 24-month or 24,000-mile warranty on all street motorcycles.

Quality

From our experience with the Svartpilen at the international press launch, the bike has great fit and finishes, is well appointed, and performs very well in all aspects.

2024 Husqvarna Svartpilen 801 Specs

MSRP:	$10,899
Engine:	DOHC, liquid-cooled parallel twin; 4 valves/cyl.
Displacement:	799cc
Bore x Stroke:	88.0 x 65.7mm
Compression Ratio:	12.5:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	105.0 hp @ 8,000 rpm
Claimed Torque:	64.0 lb.-ft. @ 6,500 rpm
Fuel System:	EFI w/ 46mm Dell’Orto throttle bodies, ride-by-wire
Clutch:	PASC slipper clutch; cable actuated
Engine Management/Ignition:	Bosch EMS
Frame:	Chromoly steel w/ cast aluminum subframe
Front Suspension:	WP Apex 43mm inverted fork, compression and rebound damping adjustable; 5.5 in. travel
Rear Suspension:	WP Apex monoshock, rebound damping and preload adjustable; 5.9 in. travel
Front Brake:	Radial-mount 4-piston calipers, dual 300mm discs w/ Bosch ABS
Rear Brake:	1-piston floating caliper, 240mm disc w/ Bosch ABS
Wheels, Front/Rear:	Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in.
Tires, Front/Rear:	Pirelli MT 60 RS; 120/70-17 / 180/55-17
Rake/Trail:	24.5°/3.8 in.
Wheelbase:	58.1 in.
Ground Clearance:	6.9 in.
Seat Height:	32.3 in.
Fuel Capacity:	3.7 gal.
Claimed Dry Weight:	399 lb.
Contact:	husqvarna-motorcycles.com

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This is what is believed to be the 2025 KTM 1390 Rally that was recently spied out testing. (Bernhard M. Hohne/BMH-Images/)

KTM isn’t a brand that likes to leave its bikes alone for long between revamps. The company has recently been spotted testing a trio of next-generation machines as we rush toward the launch season for 2025 models.

KTM 1390 Rally

First up, we have perhaps the most extreme large-capacity adventure bike from KTM in many years in the form of a model that’s likely to go by the name 1390 Rally. We already know that KTM’s “1390″ engine (which actually measures 1,350cc) gets an additional power boost thanks to clever shift-cam-style variable valve timing, and is set to spread across the company’s V-twin model range. It was launched for the 2024 year in the 1390 Super Duke, so it’s logical to expect it to appear in a 1390 Super Adventure in 2025.

The new Rally model, however, is more of a surprise. While KTM has made large, V-twin rally bikes before, back in the days of the 950 Rally, it has erred toward “adventure” rather than hardcore off-road performance in more recent years. This new prototype suggests a return to the era of the 950 Rally, though, with a style that’s clearly inspired by the company’s Dakar bikes.

From this image you can see the large vertical display behind the windscreen, and also spot that the tester is carrying a second windscreen to evaluate. (Bernhard M. Hohne/BMH-Images/)

The chassis looks to be similar to the current 1290 Super Adventure’s frame, as does the cast-aluminum swingarm and the WP suspension components, but there’s a more lightweight, aggressive style and some serious off-road rubber pointing toward improved ability away from the beaten path. A high-mounted, motocross-style front fender is key to the “rally” look, as is the almost completely vertical windscreen (a component that will be transparent on the finished bike) which appears to be under test here, possibly made of 3D-printed plastic. We know that KTM is testing the screen because there’s a second version, which appears to be slightly shorter, strapped to the seat behind the rider.

Speaking of the seat, it’s a much flatter design than the one seen on the Super Adventure, though it sits on the same seat subframe. Like the current bike, the fuel tank is split into two halves, each sitting low on opposing sides of the engine and linked to a common filler in the normal position ahead of the rider, but the actual side tanks look smaller, exposing more of the engine and exhaust.

The new nose bodywork extends to redesigned side panels, again with a less bulky appearance than the current 1290 Super Adventure’s versions, and a new instrument panel is mounted in portrait orientation ahead of the rider. It has the look of a stand-alone tablet rather than an integrated dash, appearing to be mounted on an adjustable, multipurpose bracket. That might be to allow additional components like stand-alone navigation systems or even competition-style roadbooks to be fitted.

KTM 1390 Super Adventure S

Moving on to the next prototype on the list, the 1390 Super Adventure S is a logical replacement for the current 1290 Super Adventure S, and again many components from the current model are carried across to the next-gen machine.

We believe this second model caught testing is the 2025 KTM 1390 Super Adventure S model. It features more street-oriented rubber and what appears to be a 19-inch front wheel instead of the Rally’s 21-incher. (Bernhard M. Hohne/BMH-Images/)

Once again, it makes sense that the Super Adventure will adopt the 1390 V-twin engine from the latest Super Duke, albeit in detuned form, but there’s little need to completely redesign the chassis it’s bolted to. As such, the visible parts including the suspension, swingarm, brakes, and seat subframe all appear to be the same as the current bike’s. The big changes are in the styling, with an even more angular appearance for the new machine, as well as an interpretation of KTM’s latest headlight design with “floating” running-light sections framing a pair of stacked central headlamps.

This image of the 2025 KTM 1390 Super Adventure S shows that the bike is very finished and near production. You can also see that the forward-facing radar unit is much more integrated. (Bernhard M. Hohne/BMH-Images/)

One noticeable step forward for the new styling is that the forward-facing radar unit, which is a noticeable blemish on the face of the current 1290 Super Adventure, is harder to spot. It’s still there, but instead of sitting, completely undisguised, between the headlights as on the existing model, the radar is shifted down to a new position below the lights. It also gains a casing for a neater overall look, even though it’s likely to be the same Bosch sensor inside. Cornering lights sit inside the fairing edges, either side of that radar unit, and once again the fuel tank follows KTM’s low-slung design but looks to be less bulky than on the existing 1290 Super Adventure.

KTM 1490 Super Adventure

Finally, our intrepid photographer has spotted a more unfinished prototype of a bulkier-looking touring-oriented model, which we’re tentatively calling the 1490 Super Adventure here. Again, it follows some of the usual Super Adventure themes—the side-mounted fuel tanks and high riding position—but it’s very clearly a road-biased bike, with 17-inch wheels front and rear rather than the usual 19- or 21-inch front associated with the “adventure” market. Once again, the seat subframe and frame look to be shared with the current 1290 Super Adventure, but there’s a new swingarm—which looks like a prototype part rather than a production piece—and a very temporary-looking exhaust.

This model that looks to be in the early development stage could be a future 1490 Super Adventure model. (Bernhard M. Hohne/BMH-Images/)

On board, like the Rally prototype, it has a portrait-oriented TFT screen, but this time housed in a very bulky shell that looks like it’s intended eventually to hold a larger display. Unlike the other prototypes on test, it’s clear that KTM is working on the engine in this machine as well, with a telltale plastic box on the tail to carry datalogging equipment, hence the suggestion that it might be using a next-generation “1490″ KTM V-twin engine.

Another view of what we believe is a future 1490 model, shows some very raw prototype pieces, telling us this bike is still in the early development cycle. (Bernhard M. Hohne/BMH-Images/)

What’s clear is that, as usual, KTM has a huge number of projects underway. We’ve previously seen the 1390 Super Duke GT undergoing tests and the company recently confirmed it has a new 990 RC R sportbike on the way for 2025, and that’s before even considering the inevitable 990 Adventure models that are certain to be on the way in the near future. Exciting times for KTM, so keep watching this space.

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Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)

A fair number of people make fun of the Baggers class, but that was true of Superbikes in their day. In Europe they were derided as “diesels” and in the US they were “sofas” or “buses.” Others suggest Baggers are here today, gone tomorrow. That was true of the AMA’s two production-based Harley-Davidson classes, beginning with the 883 class (which gave a number of future champions their start) and, later, the 1200 Sportster class.

Purity is all very well—at one time that meant the FIM classes created in 1949: 125, 250, 350, and 500 (plus sidecar). Then beginning in 2002, that was changed to the present Moto3, Moto2, and MotoGP format—all powered by four-strokes, and with Moto2 having a spec Triumph triple engine.

Bagger racing has had a positive effect on the race attendance and aftermarket sales. (Brian J. Nelson/MotoAmerica/)

In the US, purity before “The Big Change” that began in 2009 also meant an all-four-stroke format: 600 and 750 Supersports plus Superbike. Is there a “should” with regard to motorcycle racing? Is there a “right kind” of motorcycle racing?

After the economic rumble-tummy of 2008, sales of motorcycles in the US dropped 60 percent and sportbike sales nearly disappeared. How’s that for a sales shock? The 600s that had enjoyed annual sales of 20,000 units at one major brand dropped to 20 units. Will that influence production-based racing classes? In other words, where does “purity” go when the basis for it leaves the market? Vintage racing?

Earlier, in the US, racing was U-Build-It. You started with a BSA Gold Star or Triumph 500 twin or Harley WR/KR, and you bought and/or made speed parts to build it into a racer.  In the process, you became a decent machinist, welder, and fabricator. Also mechanic plus engine and chassis tuner.

As time passed, fewer people had the skills or ambition for that well-traveled road, so here came the production racer era. Yamaha was the big provider, offering the little twin TA125, the bigger twins TZ250 and 350, plus the “too much of everything” (KR’s words) TZ750.

In other words, racing changes because the nature of the motorcycles we ride changes. Baggers may be gone in a couple of years, or they may keep on keepin’ on; who knows? Right now, people are having fun with it and big corporations (Harley-Davidson’s annual gross is close to 6 billion and Polaris Inc.’s is between 7 and 8 billion) are finding it worth having actual factory race teams, giant transport trucks, and large staffs. Why should they be pretending it’s the 1990s and trying to sell sportbikes?

Some critics whinge that the baggers are expensive. Reality check:

1. Is there any affordable racing?
2. Is there affordable racing that gets the grandstand and market attention Baggers is getting? Öhlins is selling a ton of those Baggers twin-shock setups with the gleaming gold reservoirs that twinkle betwixt seat and bags—for <i>street Harleys</i>.
3. Anyone care to pick up the expenses for a small Superbike team that is not dead slow?

Right now, Baggers races are short (two eight-lappers at Road Atlanta last weekend). So were the early Superbike events—typically 50 miles. I used to see the holed crankcase sets, stacked for rubbish pickup outside the Daytona Superbike garages in the 1976–1982 era. Con-rods broke. Bearings spun. Valves dropped in.

Look at the trickness of a MotoAmerica King of the Baggers racebike and compare that to those in the Superbike class; they are more similar than you may first think. (Harley-Davidson/)

Baggers now have rev limits: 7,000 for the Harleys, 7,700 for the smaller-displacement Indians. Before those limits there were some smoky blowups and long track cleanup delays. Delays are deal breakers for television. Eight laps at Road Atlanta are just over 20 miles.

Even in such short races there is visible tire fatigue. In Superbike and MotoGP the rider’s weight is roughly half that of the bike, so by hanging off to the inside in corners, their riders can conserve their vulnerable tire edges by deliberately holding the bike more upright. But with a 620-pound weight minimum, the 175 pounds of rider, racing suit, boots, and helmet is between a quarter and a third of the bike’s weight. That makes hanging off less effective in protecting the tire edges. On track, you can see it.

The highlight at Atlanta was Race 2, taking place on a mostly-dry-but-blotchy track, with enough water here and there to raise modest spray. 2023 champion Hayden Gillim (H-D) took the lead at the first corner. The plan: Get away first plus pulling an early lead could be best if you’re on rain tires (all the Harleys were). Use the grip while it exists, then let the strivers burn up their tires trying to catch you.

Alas, the Indians were on slicks and Troy Herfoss (years of Australian Superbike experience) just up and motored past Gillim to win by 14 seconds. Gillim, meanwhile, had work to do just staying with Max Flinders (Mad Monkey Motorsports Indian). Down through the esses on L5, Flinders’ rear tire let go on a long stripe of wetness. But the magic of Baggers is that Flinders’ tire regained grip, the bike was too heavy to high-side, so after that sideways snap the action died away. Onward to a podium finish!

Tyler O’Hara (Indian, on slicks) had meanwhile cruised past the dueling pair and out of sight. It was Herfoss by 14 seconds.

Slicks work well on a dryish mixed-conditions track. Adding interest on the same weekend was the World Supers Assen ride of Nicholas Spinelli (standing in for the injured Danilo Petrucci). He chose a Pirelli intermediate tire and was able to blaze away from the field to the tune of 25 seconds in Race 1.

What is an intermediate tire? In the Pirelli case, it is a rain tire with half as many drainage grooves, stiffening its tread considerably and making it cooler-running. Intermediates were often used back in the 500 two-stroke days, but today, GP tire people dismiss them as unnecessary. Didn’t look unnecessary to Spinelli!

Baggers racing continues to have my interest because it’s a happening class, making leaps of lap-time progress.

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