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The newly formed Great Wall Souo motorcycle company’s first product is powered by this huge flat-eight engine with a capacity ranging from a predicted 2,000 to 2,500cc. (Great Wall Souo/) Great Wall Motor is China’s eighth-biggest car company, selling more than a million vehicles per year and custodian of several sub-brands. This month it becomes a motorcycle manufacturer as well, with the launch of its new company, Great Wall Souo, and its insane flat-eight-powered tourer that even dwarfs Honda’s Gold Wing. It’s a bold move, but one that’s not out of character for Great Wall. Run by charismatic billionaire Wei Jianjun, the company started life making trucks in the 1980s but has grown rapidly in recent years, branching off into multiple brands. Its current lineup includes the Haval brand, making road-biased SUVs, the suitably named Tank brand that makes more rugged off-roaders, and two electric-only ranges (Ora and Wey), as well as GWM-branded trucks. Souo (which means soul) is Great Wall’s first motorcycle venture but reflects Wei’s long-term interest in two wheels, and unlike most Chinese bike companies it’s aiming straight at the very top end of the market rather than starting out with cheap single-cylinder machines. Not a twin, not a four-cylinder, and not even a six-cylinder, Souo’s first-ever motorcycle is also the world’s only production eight-cylinder bike. And it’s not a car-engine shoehorned into a motorcycle frame (à la the Boss Hoss), but a purpose-made flat-eight that takes its inspiration from the Honda Gold Wing’s flat-six. We revealed patents showing the engine last month and now the actual power unit has been shown in Beijing, and Souo has teased the outline of the bike itself, as well as giving a glimpse of its front end. The final machine is due to be unveiled on May 17, but spy pictures of the finished bike are already circulating on Chinese social media after it was spotted, completely undisguised, during what appears to be a promotional video shoot with Wei Jianjun himself riding it. This image shows how the internal engine components are arranged, and reveals the DOHC design and separate crankpins for each piston and rod. (Great Wall Souo/) The engine is believed to be between 2,000cc and 2,500cc, and while it clearly borrows elements of its layout from the Gold Wing, including a transmission mounted underneath the crankshaft, it’s far from a direct clone. Not only does it have two extra cylinders but, as we expected, it features DOHC cylinder heads in place of the Honda’s SOHC design. It’s a true “boxer” engine too, with separate crank pins for each piston so they each move in the opposite direction to their equivalent on the other cylinder bank. A sneak peek video reveals the profile of the bike. (Great Wall Souo/) Like the Gold Wing in optional DCT form, the Souo has a dual-clutch transmission, confirmed by the conspicuous absence of a clutch lever on the left-hand bar on the latest spy pictures. It also uses the same Hossack-style girder front suspension system that features on Honda’s Gold Wing and BMW’s K 1600 GT. However, the styling steers away from the Wing, with a more curvaceous shape and a reverse-rake to the headlight that gives a profile that’s more like that of Indian’s Pursuit. That nose shape gives a hooded brow over a pair of eye-inspired headlights, each punctuated with a slanted “pupil” and flanked by lashlike LED strips. Another sneak peek shows what the headlights and front end will look like. (Great Wall Souo/) Questions still hang over the bike’s precise capacity (if it borrows the Gold Wing’s square 73mm bore and stroke figures, it will come in at 2,444cc, but that has yet to be confirmed and some Chinese sources say it’s nearer 2,000cc) and its performance levels, but the most significant one is whether it will be offered on international markets outside China. Setting up an international distribution and dealer network for an all-new brand is a huge undertaking, even for a company like Great Wall that already sells cars globally under several brands. However, the fact that Great Wall’s car-making operation is intent on expanding around the globe, and several of its brands are already available across Europe and Asia, is a strong hint that the firm’s motorcycle arm will do the same. View the full article

There are a lot of ways to burn up a few watts of electric power in Las Vegas. The 2024 BMW CE 02 electric don’t-call-it-a-scooter two-wheeler makes a good city bike. (Kevin Wing/) BMW CE 02 press images make clear the demographic this battery-electric not-a-scooter-not-a-motorcycle “urban mobility vehicle” was aimed at: It’s all graffiti and skateboards. If The CE 02 is neither motorcycle or scooter, what is it? The CE 02 is in fact designated by BMW as an “eParkourer,” as inspired by the street-runner gymnasticators in the parkour world (search videos, be amazed, and blow 9 minutes and 56 seconds not finishing the first paragraph of your story). We’ll call the CE 02 “light local” and put it in the most practical box for electric-powered riding around when you’re not going to hit any highways (top speed of the 11kW/15-hp machine is 59 mph and range is up to 55 miles). Full-size electric motorcycles, by their very size and stance, make visual promises to motorcycle people that they can’t quite cash yet, and the predominant use case for motorcycles in America is fulfilling our dreams first, and getting us around in a “practical” way is second or maybe 13th on the list. BMW marketing images target urban athleticism with background notes of freedom to shred. (BMW/) Unless you have an extremely specific agenda and use case, choosing an electric motorcycle over any of the plentiful 650–900cc gasoline middleweights doesn’t currently make sense: An internal-combustion middleweight will run you half to a third in purchase price of an e-motorcycle and you can stuff about 165,000 watt/hours of energy in the tank in less than a minute. Also, the internal vision of the American motorcycle rider is focused on what they can do, much more than what they actually do. We may never set a lap record at Laguna Seca nor ride to Alaska nor Ride to Live and Live to Ride with a bedroll on our handlebars, but we’d like to think we could. Electrics don’t evoke these kinds of dreams for most motorcyclists at this time. The CE 02 shown here is $8,474, which includes the $895 Highline package. Add the $595 destination charge for an as-tested price of $9,069. The base CE 02 is $7,599 plus $595 destination. (Kevin Wing/) Hang on, because I’m actually making an argument for bikes like the CE 02. It’s $7,599 to start or $9,069 as tested, which is still more than you might spend for a gas scooter in Madrid, London, or San Francisco, but the CE 02 does an exceptionally good job of eParkourering from skatepark to skatepark, or around Las Vegas as we did on our one-day ride. Of course, $9,069 seems like a lot until you find out how easy it is to spend $10,000 on a high-end e-mountain bike. Hey, it’s not my world, I just live here. The CE 02 has a higher price than many townie-type two-wheelers in the motorcycle/scooter landscape. Being outside in Las Vegas riding on two wheels, even on the city’s crowded roads, is better than being inside—at least before summer. (Kevin Wing/) We rode the CE 02 as part of a press event that also included a daylong rip on the all-new F 900 GS. We rode that parallel-twin adventure bike about 220 miles at speeds ranging from rock-bashing first-gear clutch-slipping to 100 mph, on various surfaces. I am pretty sure I won’t ride that bike to Alaska, but I am damn sure I can. Anyhoo, most electric two-wheelers are super fun to ride. Instant torque can’t be beat, and as much as we love flames coming out the tail pipe and some array of cylinders barking out their interesting sounds, the silence and smoothness of electrics is very much its own fine experience. One of my favorite off-road rides ever was on an Alta electric dirt bike because of its silence, speed, and competence. We took a swing through the Neon Museum in Las Vegas. Electrics from small companies and startups are sometimes pretty rough and ready. The CE 02 benefits from being a BMW in terms of fit, finish, and function. (Kevin Wing/) The CE 02 has that, in a scooter version. Riding it around Las Vegas, it is clear the CE 02 benefits heavily from being a BMW, meaning it is engineered thoroughly, functions beautifully, and is made of very nice materials that are finely finished. There is depth to infrastructure at a company such as BMW (it also doesn’t hurt that Motorrad is auto-company-adjacent) that just can’t be matched by a typical electric startup. The basic black version of the CE 02. BMW’s main goal for the CE 02 was riding ease and fun. A 29.6-inch seat height and 291-pound claimed weight help the cause. (Kevin Wing/) Riding the CE 02 Electric You feel this in every move the CE 02 makes with you: There are no rattles or shakes, and the nonadjustable fork and preload-adjustable single shock do a comfortably damped job of keeping your ride smooth but not wallowy. The front and rear disc brakes (both are levers on the handlebars) work exactly like brakes. Throttle response (call it a torque rheostat here) is intuitive in every ride mode and not switchy or strange. And while I have much respect for the usual CVT belt drive on most gas scooters and the admirably smooth and quiet gas engines powering the latest models, it’s hard to beat the peak 40.5 lb.-ft. of instant torque available from 0–1,000 rpm made by the CE 02′s 48-volt motor. Especially off the line, where you will smoke even the most aggro four-wheel traffic. “Micro” TFT dash shows ride modes, state of charge, and the rest. Modes Flow and Surf are standard; Flash is included with the $875 Highline package and provides the highest available regenerative braking. Bluetooth connectivity and even available connectivity over Wi-Fi/cellular network allows checking CE-02 status. (Kevin Wing/) Ride Modes and Rider Aides Flow, Surf, and Flash modes indicate the BMW team rolled another joint after the one that led to Rock and Roll modes on the R 18 cruiser, because they’d clearly enjoyed the first one they’d smoked. Are the names too cute? Maybe, but if the alternative is never taking a risk to have a good time, then I will sign up for Flash mode and hope I don’t get arrested. Heated grips and reverse expand riding season and ease of use. Reverse (hold down the “R” button up top) provides up to 1.8 mph and torque to climb a maximum 7 percent grade. (Kevin Wing/) Flow mode is the mellowest throttle response combined with light regenerative braking. Surf has “direct” output but zero regenerative braking, and Flash has the same direct throttle response and power output allied with the strongest regen. I rode in the latter mode most of the time and made it a sport to use the brakes as little as possible, trying to time the regen braking effect to come to a stop right at my chosen point. Added complexity comes from regen being nonlinear. That is, it comes in soft when you first roll off but ramps up as you slow down. Then as you get to lower speeds and nearing a stop, regen reduces to make that transition time smoother. The front brake is ABS-equipped, the rear is not. Automatic Stability Control and Recuperation Stability Control are standard. ASC controls wheelspin on acceleration, while RSC moderates the battery-charging deceleration or regen in Flow and Flash to ensure the rear wheel doesn’t slip as it drags the motor to put power back into the batteries. As in the car world, design of electrics is meant to signify difference. (Kevin Wing/) Styling for a Vibe When it comes to style, it’s hard to beat the 14-inch steelies, especially on the single-sided swingarm. OK, the wheels are actually aluminum, which is even cooler. The overall vibe here is sort of “Honda Ruckus Grows Up and Goes to Art School,” although the size of the CE 02 is more like a compact motorcycle than a small scooter. And as mentioned above, the colors, textures, and finishes are very nice. The basic black CE 02 looks pretty cool, but you may add color and graphics with the Highline model (including gold-anodized fork), plus other technical features. Various bags (including a 29-liter, helmut-eating top case) are available but the CE 02 lacks the traditional scooter’s classic underseat bin. So we backpacked it. (Kevin Wing/) CE 02 Storage and Luggage Options Sadly, in one way the CE 02 is very much not a scooter: built-in storage. That giant underseat box so many great scooters have is so awesome that some manufacturers had to put “No Pets” stickers on them. No problem here—your cat is safe from your ignorance because Chairman Meow won’t fit anywhere but your backpack. A good friend and chef once packed his 1980s Honda Helix 250 storage bin full of ice and live lobster to transport across LA. Not really pets, so it was fine? Various soft-side and tail bags, plus a large top case are available from BMW’s accessory catalog. Did you know shops working on high-voltage electrics require special certification and training? This is one reason BMW kept the system voltage low (48v) on the CE 02. It also allows the system to be simpler and lighter. The two batteries are 1.95kWh usable capacity each. (Kevin Wing/) Electric Motor Power and Performance The 48-volt motor has a very automobile-alternator look. Lower voltage means air-cooling (rather than liquid) is adequate, and no special certifications for dealers to work on high-voltage electrics is required. Dual reduction belt drive transmits power to the rear wheel at a fixed ratio. No clutch, no gears to shift. In fact, your feet just sit on the front or rear footpegs (you choose, sporty or relaxed, according to your mood). The rear pegs are also the passenger pegs. BMW says the CE 02 in two-battery max-power form accelerates from 0–31 mph in three seconds. (Single-battery, speed-limited variants producing 5 hp exist for other world markets.) The service interval is two years, and it was said to be basic checks of brakes/brake fluid, drive belts, etc. We had the tricolor “Pro” seat, with thinner padding and grippy cover. A thicker Comfort seat is also available. (Kevin Wing/) Wall charging with the external charger is the only option—Type 1 and Type 2 chargers will not work. This means many typical public chargers will not work. The standard 900-watt unit will charge the batteries from 0–80 percent in a little less than four hours, while the optional 1,200-watt unit (standard with the Highline package) reduces that to about three hours. The 12-pound charger is said to fit in the available side bags. The charging input is on the left side of the CE 02. (Kevin Wing/) Competition It’s clear motorcycle manufacturers are still trying to figure out the real consumer’s use case and desired features for road-legal electric two-wheelers, particularly in America. The CE 02 was developed for the European market, where many city centers restrict or tax transport that isn’t zero local emissions. In that context, the CE 02 makes some sense, particularly in the lower-cost versions. The company expects it will sell well in the European market. Claimed performance is similar to that of the Kawasaki Ninja e-1 ($7,599) and Z e-1 ($7,899), although Kawasaki made the two 25-pound batteries removable so they can be carried inside to charge if you don’t have a place to charge the whole vehicle outside. Neither the CE 02 nor these Kawasakis provide scooter-like leg protection (à la the classic Vespa) that keeps your fine trousers or skirt protected from grime and less-than-perfect weather. Neither are meant to be a traditional scooter however. BMW did list a few Vespas, as well as Honda Groms and a few 125cc motorcycles, as competitors the CE 02 would go up against. To be fair, BMW says the CE 02 is in a “completely new segment” with “no classic competition.” Belt final drive works with an interior reduction-drive belt. Belts are low maintenance and quiet in operation. (Kevin Wing/) Final Word So? The CE 02 provides an entertaining and very easy local riding experience. It’s reasonably practical after swallowing the initial purchase price. Light two-wheelers like this seem to make the most sense in electric space because they don’t make the same promises a full-size motorcycle does and provide a high level of urban utility (at least with accessory bags) and sense of fun in a weight and range combination that works for the mission. At the end of the day I ditched our riding group to enjoy Vegas on my own for some free-form riding and curb hops, etc., and the CE 02 has no competition in the eParkourering space. Highline package includes phone mount and BMW Connected Services, which allows for checking charge status via the app. The BMW Ride Connected app can be controlled through the buttons on the left switch cluster and the user’s phone becomes an extension of the gauge package to include navigation and ride recording. USB-C port lies below the handlebar. (Kevin Wing/) 2024 BMW CE 02 Specs MSRP: $7,599 ($9,069 as tested) Engine: Air-cooled 48-volt electric synchronous motor Charging: 0.9kW w/ integrated charger; 1.2kW quick charger w/ optional Highline package Charge Time 0-80%: Standard 3 hr. 50 min.; quick charger 3 hr. quick charger Transmission/Final Drive: Dual reduction belt Claimed Horsepower: 15.0 hp @ 5,000 rpm Claimed Torque: 40.5 lb.-ft. @ 0–1,000 rpm Clutch: N/A, direct drive Frame: Tubular steel twin loop Front Suspension: Inverted telescopic fork, nonadjustable; 4.6 in. travel Rear Suspension: Single shock, spring-preload adjustable; 2.2 in. travel Front Brake: 2-piston floating caliper, 239mm disc w/ ABS (front only) Rear Brake: 1-piston floating caliper, 220mm disc Wheels, Front/Rear: Cast aluminum; 14 x 2.5 in. / 14 x 3.5 in. Tires, Front/Rear: 120/80-14/150/70-14 Rake/Trail: 24.5°/3.6 in. Wheelbase: 53.2 in. Ground Clearance: N/A Seat Height: 29.5 in. Battery Capacity: 3.9kWh (usable) Claimed Range: 55 mi. Claimed Weight: 291 lb. Contact: bmwmotorcycles.com View the full article

Jorge Martín topped the charts at the French Grand Prix, setting pole, winning the Tissot sprint, and winning Sunday’s race. (MotoGP/) Jorge Martín (Prima Pramac Racing) has done it again: He set pole, won the Saturday sprint, then rode to a calculated (but by no means certain) strategic victory. Following current champion Francesco Bagnaia (factory Ducati) for 20 laps, Martín then made two pass attempts. The first failed in a classic “cross-over” after Martín ran wide, allowing Bagnaia to accelerate under him. The second worked “perfectly,” with Martín holding line to block Bagnaia’s stronger acceleration. Meanwhile, Marc Márquez (Gresini Ducati), lined up 13th on the grid, started so strongly that he gained five places in the first lap. He continued to move forward, becoming third on L14, and passing Bagnaia for second on the last lap. Marc Márquez made a last-lap pass for second. (MotoGP/) The 2024 point leader, Martín; the reigning champion, Bagnaia; and the resurgent six-time MotoGP champion, Márquez, had an all-in battle until the last lap. This was exactly what 297,471 spectators at trackside, plus the vast worldwide TV audience, hoped to see. And the riders themselves are saying these three will be the show in the races to come. Related: 2024 MotoGP Jerez Report The French Grand Prix had a record attendance of 297,471 fans. (MotoGP/) Martín said, “…going behind Pecco was a nice strategy because I was studying him…” This was the strategy most used by Márquez in his championship years—stalk the leader, waiting for him and his tires to fatigue, then strike. “I was confident behind him and with seven or eight [laps] to go I said it was time to make the move. “…it was the moment I saw he was struggling a bit on some corners. It was difficult to make the move. He was strong, and I went wide the first time. “The last five laps were so long. I tried to push and I was a bit tired because it was a really long race. “I had to go fast, [yet] avoid crashing with the tires that were not at their best. “Enjoying riding is very important but those five laps were really long and not fun for me.” Martín stalked Francesco Bagnaia until the time was right to pass, and when he made the second attempt stick, he did not immediately pull away. (MotoGP/) Bagnaia said, “I tried to stay as close as I could to Martín [after he passed me] in order to try and pass him at turn 13.” Martín, being the stronger in certain corners, was able to maintain a lead of just under half a second, but could not pull a gap. “Martín was able to bring more speed than me in the corners,” Bagnaia said. Bagnaia led much of the French Grand Prix, but ended up third after two brave passes from his Ducati-mounted rivals. (MotoGP/) Bagnaia’s strength was in the first two track sectors, preventing Martín from pulling clear. Márquez’s race, starting so far back, was one of discovery. He described thinking, “I say, ‘OK the top-five is my target’…but then I saw that [my] pace was there.” After getting past Fabio Di Giannantonio on lap 18 he raised his sights again: “Third position is OK, but I saw that [my] pace was there.” And finally, “…when I arrived to [the leaders] I was completely exhausted. I was pushing all the way… I was catching them and the pace was there. “I tried to attack Pecco but…I’m not feeling well now on the bike. “I saw also that Pecco has strong acceleration so it was difficult to find the point to overtake. “He was defending well at turn 3. “But on that last lap I say, ‘I will be there to see if something happens.’ I saw that Pecco was not attacking Martín [and I was able to pass him].” Márquez celebrating his last-lap pass and second place finish. (MotoGP/) Enea Bastianini on the other factory Ducati remained close to the leaders to the end, finishing fourth only 2.2 seconds from Martín. Maverick Viñales, fifth, was 5.5 seconds behind Bastianini. Viñales said, “On a weekend when we did not find the right feeling, taking third in the sprint and fifth in the race is a positive outcome.” Maverick Viñales finished fifth, a positive result in his words. (Aprilia/) The rest were in another race, 10 and more seconds back. The excellent performance of the top three finishers was based not only upon ability to keep the pace, but also upon managing tire and rubber resources, making decisions about when to change engine mapping (to compensate for tire “drop,” reduced weight from fuel burn-off, and evolving traction conditions). A rider whose bike doesn’t quite fit him is straining to quickly and solidly assume the necessary positions for cornering, for strong acceleration, for braking. Riding for a team that has trouble achieving a workable setup tempts the rider to try to compensate. This is why old-timers say, “There’s nothing more dangerous than trying to make up for a bike that can’t quite do the job.” Dorna has achieved admirable closeness of performance in riders and equipment—something lacking in Formula 1—which is why so many of the riders who are low on the point standings have nevertheless managed to win some races or at least to finish well up now and then. Can all MotoGP crew chiefs and software specialists be of a similarly high and uniform standard? Are they all equally expert at understanding their rider’s needs and manner of expressing them? I think of riders Mick Doohan (1990s) and the late John Surtees (1950s), both of whom were obliged to insist that no change of any kind be made to their factory motorcycles without their knowledge and agreement. Might some teams continue the questionable practice of making unannounced changes, in the hope they may be successful? Less-well-financed teams save money by reusing part-worn carbon brake pads (four grand a set) for practice, and by having to seek lodging outside the circle of price elevated by the event. Travel time to and from the track is subtracted from sleep. Success in practice is a strong determinant of whether the rider will reach Q2, or will be forced to struggle through Q1, qualifying down-field and being forced in the race to recoup positions by sacrificing tire life. Márquez showed his experience by finishing second despite starting 13th on the grid. In general, success comes most easily to those who roll out for first practice fully prepared and able to continue as they began. Yet time and again riders shrug off “black Fridays” as if they were just to be expected—like colds or parking tickets. Aleix Espargaró, fifth in the sprint, ninth on Sunday, said, “I’m quite disappointed because I don’t understand how the clutch of my RS-GP [Aprilia] works, and I don’t like it. Almost in every race I have risked [a jumped] start, and here it happened to me (resulting in a double long lap penalty).” He doesn’t describe the specifics of the problem, but it can happen that the friction coefficient (“grippiness”) of clutch friction material rises suddenly with temperature (as did the carbon brake material on Wayne Gardner’s NSR500 in 1989, causing him to crash at the US round at Laguna Seca). Occurring in a clutch being slipped at the start of a race, this could lead to unexpectedly early solid engagement. When combined with launch control software the result could even be oscillatory and jerky, as the system interacts with varying friction. Aleix Espargaró is struggling with clutch engagement on starts. (Aprilia/) During a standing start, the clutch acts as a power divider. Although the engine must be revved enough to give the necessary torque, initially almost none of its power goes into turning the barely moving tire, so the surplus power goes into driving clutch temperature steeply upward. As the start proceeds and the vehicle gains speed, more of the engine’s power is consumed by the accelerating bike and less heats the clutch. At full engagement, 100 percent of the power accelerates the bike and zero to clutch slip. How are the once-dominant Japanese teams faring in their efforts to rearm in the din of battle? Fabio Quartararo (Yamaha) said, “This morning we made big changes on the bike that have been quite positive.” In the race he had moved up to sixth by lap 14, but crashed out two laps later. His response? “…I feel better to crash when I’m P6 than P12.” Johann Zarco, 12th, was the highest-finishing Honda rider. Pedro Acosta (GasGas/KTM), from whom so much is expected, crashed out early, saying, “We’ll try again in Barcelona.” Catalunya in two weeks. View the full article

The Zontes 703RR, first shown at EICMA in this form, is now headed to production with a few minor changes. (Zontes/) After several years developing its new three-cylinder engine, Chinese brand Zontes unveiled its 703F adventure bike and 703RR sportbike at last year’s EICMA show. At the time they were still prototypes and technical information was very limited. But now the 703F is being delivered to customers in China, with export sales expected to follow in the next few months, while the 703RR has just been type-approved to reveal what the production version looks like and shows some of its key specifications. The Zontes 703F is already being delivered to customers in the company’s home market of China. (Zontes/) While Zontes has yet to make an official announcement, the type-approval documents for the 703RR confirm some key differences to the 703F and to the company’s own claims when the prototypes were shown at EICMA. Back then, Zontes said the adventure bike would make 100 hp at 9,000 rpm while the sportbike would be good for 110 hp and 11,000 rpm, but when the 703F was officially revealed in production form its peak had dropped a fraction to 96 hp, and arrived 1,000 rpm higher than planned at 10,000 rpm. The new type-approval documents also suggest the 110 hp claim for the 703RR was slightly ambitious, as it has a homologated peak power of 101 hp on the official paperwork. The figures for both bikes could change when export models are released though, given the variation in emissions limits around the globe. Other details revealed in the type-approval paperwork include a certified top speed of 143 mph for the 703RR, which seems about right and puts it in the same ballpark as rivals like Honda’s CBR650R. In terms of both power and performance, the Zontes should certainly be ahead of the twin-cylinder Yamaha R7, and very close to the likes of Aprilia’s RS 660 and Triumph’s Daytona 660—the only other three-cylinder bike in this part of the market, at least until CFMoto’s incoming 675SR reaches production. Related: Great Three-Cylinder Sportbikes of Yesterday and Today The engine itself gets its 699cc capacity from a 70mm bore and 60.6mm stroke, and Zontes has been at pains to point out that it’s a relatively high-performance design with a 13:1 compression ratio. Like most other triples apart from Triumph’s T-plane crank models, it has a 120-degree crank for an evenly spaced firing interval. The engine sits in a cast aluminum twin-spar frame ahead of a swingarm made using the same material, and the suspension is likely to come from Marzocchi, which already supplies the components for the 703F. Key chassis dimensions include a 57-inch wheelbase that matches the measurement of the CBR650R, along with a curb weight of 432 pounds. Two versions of the bike are shown in the type-approval paperwork, differing only in the specification of the brake calipers they’re fitted with, which appear to be Chinese-sourced components. The front fairing gets some changes compared to the show bike picture below. (Zontes/) Visually, the bike has evolved slightly since the original show version made its debut at EICMA last November. The most obvious change is to the headlights, which are unusually positioned on either side of the fairing instead of in the nose. On the production model, the light units still sit under the upper plane of the side-mounted winglets, but where the concept bike had four separate, projector-style lamps that protruded noticeably in front of the leading edge of that winglet, the showroom version appears to have a more subtle design with purpose-made light units tucked further back. The show bike had more pronounced headlights protruding from the fairing. (Zontes/) There are still lights in the nose, including a strip of LEDs running in a V-shaped line along the front edge and additional lamps tucked underneath that. The overall look is sharp, if a little cluttered, and the subtle paintwork of the bikes photographed for the type approval appears to match the EICMA show bikes, albeit lacking a few graphics and with the original bike’s red highlights and wheels swapped for blue ones. The real question that remains for Zontes is whether the new three-cylinder bikes are enough to satisfy the needs of its customers. In China, the company has come under fire for offering only single-cylinder bikes so far in a market where parallel twins have become the expected norm. By leapfrogging twins and jumping straight to three-cylinders, Zontes is aiming to keep a distinct identity and offer something its rivals can’t achieve, though the protracted development of the triple means that there’s now a growing number of four-cylinder options on the market in the same class, not to mention the upcoming CFMoto 675SR three-cylinder that will be a direct competitor. Will the 703RR reach the USA? That’s unknown, though the company does have global ambitions and a presence in many international markets. If it did come here, at the right price, would you buy one, or is Zontes going up against too many well-established brands to stand a chance? View the full article

Kove will bring three versions of its 800X to the US market, including the Standard, Pro, and Rally versions. (Kove/) Chinese upstart Kove made a strong impression when we rode the 450 Rally model last year and now the company’s bigger 800X is heading to the US market to bring the brand into the adventure bike scene. Kove’s own US market website lists the 800X as “coming soon” but the company has now filed paperwork with the NHTSA that suggests no fewer than three variants will reach these shores, including the 800X Standard, 800X Pro, and 800X Rally. Those versions match what’s currently offered on the Chinese market, and essentially reflect three tiers of different off-road capability. We were impressed by the 450 Rally when we rode it last year. (Jeff Allen/) All variants of the 800X share the same recipe and styling, with a 799cc parallel-twin engine that puts out 95 hp at 9,000 rpm and 59 lb.-ft. of torque at 7,500 rpm. Even at a quick glance it’s clear that the engine bears an uncanny resemblance to KTM’s LC8c parallel twin, a similarity that continues inside where the 88mm bore and 65.7mm stroke exactly match the measurements of the original “790″ version of the KTM engine, now itself manufactured in China for the 790 Duke and 790 Adventure (but designed, developed, and assembled in Austria) as well as CFMoto’s 800MT and 800NK models. Kove does suggest it has a higher compression ratio than the KTM and CFMoto machines at 13:1. Like the LC8c, the Kove engine has an unusual 285-degree crankshaft rather than the more common 270-degree layout, essentially replicating the firing interval of a 75-degree V-twin rather than a 90-degree V-twin. The chassis is also shared across the three versions, with all featuring the same “diamond” frame, 21-inch front and 18-inch rear wire-spoked wheels, and KYB suspension, adjustable for preload and compression and rebound damping at both ends on the Pro and Rally models while the Standard version gets preload adjustment only. Suspension travel on the Pro and Rally is much more suited for off-road exploration. (Kove/) The biggest differences between the three tiers can be picked out from the dimensions, with the Pro and Rally getting progressively longer-travel suspension for additional off-road clearance when compared to the Standard variant. The Standard sits on a 59.1-inch wheelbase and has a seat that’s 33.3 inches off the ground. The Standard’s ground clearance comes in at 9.6 inches. With around an inch of extra suspension travel, the Pro version’s wheelbase grows to 59.4 inches and the seat height rises to 34.5 inches. It’s also around four pounds heavier than the Standard with a curb weight of 408 pounds in Chinese-market spec, and the ground clearance rises to 10.8 inches. There is not a time frame yet on when the three models will go on sale in the US. (Kove/) Step up to the Rally version and the suspension rises further still. You get 10.6 inches of fork travel and 9.8 inches of rear on offer, along with 11.5 inches of ground clearance. The seat is taller too, at 35.2 inches, and the longer fork means the wheelbase stretches out again, to 60.8 inches. While all three models use 90/90-21 front tires, the rear rubber size differs, with 150/70-18 on the Standard and Pro, but a 140/80-18 on the Rally. That suggests more off-road-biased rubber for the Rally variant, which is also likely to be why its certified top speed is limited to 114 mph while the two other models are rated at 130 mph. View the full article

KTM has announced that the prototype 990 RC R will go on sale early in 2025 as a normal production model, not a limited edition. (KTM/) It’s been more than 15 years since KTM last produced a street-legal, fully faired production sportbike. The last model to fill that slot in KTM’s lineup was the 1190 RC8/RC8 R which was last sold in 2016. In the time frame since then, KTM has only produced the very limited edition, track-only RC 8C. If you were lucky enough to get your paws on one of those unicorns, good on you. But for 2025, KTM has announced plans to return to the class with the brand-new 2025 990 RC R. With a growing demand from its customers for such a bike and its ever increasing success in the MotoGP world championship, the time is ripe to get back into the fray. There will be a couple of versions within this new family, including the standard road-ready 990 RC R, and then later in 2025 the 990 RC R Track edition, the latter of which will be a stripped-down version more akin to the RC 8C. Related: KTM Serious About Sportbikes Right-side view of the 990 RC R prototype. (KTM/) KTM knows for a fact that the demand is there based on how quickly the two production runs of the $39,599 RC 8C were snapped up by consumers. The first run of 100 units that was released in 2021 sold out in just four and a half minutes. While the 200-unit run in 2023 sold through in just half that. The RC 8C was only produced in two limited runs. (KTM/) “The KTM 990 RC R is a groundbreaking innovation for those who live for the thrill of cornering,” said Riaan Neveling, head of KTM global marketing. “It’s for those who lean close to the road, almost brushing their knees, and then push the limits, dragging elbow to the tarmac on the racetrack. This bike offers power and prestige without the exorbitant price tag.” KTM LC8c 990 Engine We already know that the bike will utilize a version of the LC8c engine that is currently used in the 990 Duke. That model uses the brand-new 947cc iteration which in the Duke produces a claimed 123 hp at 9,500 rpm and 76 lb.-ft. of torque at 6,750 rpm. Bore and stroke in the “990″ measure 92.5 x 70.4mm with updates including new pistons, rods, crank, cam timing, and exhaust system. While we assume the version that will power the 990 RC R will be similar, we also know the 889cc version in the last RC 8C produced a claimed 135 hp. That engine used titanium connecting rods and intake and exhaust valves, and had a higher 14:1 compression ratio and larger throttle bodies. So we’ll have to wait for more information to confirm the final output and specs. One of the small details included in the press release is that the bike will come standard with a shifter that can easily be reversed to a racing shift pattern for track usage. We expect the 990 RC R will come with a full suite of rider aids as standard, with optional modes and features available with the purchase of Performance and Track modes, as found on the Duke. We also expect the latest 5-inch TFT display that is used on the 990 Duke and Husqvarna Svartpilen 801. Chassis, Ergonomics, and Aerodynamics Chassis details from KTM’s press release are limited, but we do know that the 990 RC R will use a steel frame with a fixed 25-degree rake angle. The Duke has 24.2 degrees of rake and 3.9 inches of trail, while the RC 8C has a steep 23.3-degree angle and the same trail. From its description we can confirm that the frame will be similar in design to the naked model’s unit with a die-cast aluminum subframe. This is quite different from the early prototype that we spied back in December testing, which used a trellis subframe while engineers were settling on positioning for the passenger pegs and other details. Related: NEVER STOP! KTM 990 RC R Development, Chapter 1 – Design | KTM Left-side view of the KTM 990 RC R prototype. (KTM/) The bike will use WP’s 43mm Apex open-cartridge fork and shock. On the Duke the fork has provisions for rebound and compression damping, while the shock has provisions for preload and rebound adjustability. Will this more track-ready model get full adjustability front and rear? Or will that be saved for the Track version? The RC 8C had fully adjustable Apex Pro units, so we’ll have to wait and see here too. Lightweight cast aluminum wheels will be wrapped in Michelin rubber. From the images we can see that the front end sports a pair of blacked-out, radial-mount four-piston Brembo calipers with wave-style brake discs in place of the Duke’s J.Juan units (the RC 8C got Brembo Stylema units). We’ll have to wait to see if the 990 RC R gets this setup, or if the model pictured here is the Track model with a different spec. The prototype 990 RC R in action. (KTM/) The press release mentions that engineers have spent a lot of time working on the ergonomics to ensure that riders will be comfortable on the street. But the seating position will also be sporty enough to ensure control on the track, with a new tank used to help achieve this. We can also see that the wind-tunnel-developed aero wings will be utilized, at least on the Track version. The prototype we spied at the end of 2023 utilized a fairing with a single headlight and no winglets, so there are more questions than answers at this point in terms of final spec on each variation. “At last, we can unveil our KTM 990 RC R and introduce a truly exceptional motorcycle to dealerships in early 2025, fulfilling the anticipation of countless riders and race enthusiasts,” adds Neveling. “Our Duke range and other street products have garnered a loyal following for their distinct character; we believe the KTM 990 RC R will quickly attain cult status because it excels at the two things it was designed for so remarkably well. Success will be evident on the track, but the unparalleled experience for customers on the road will truly set it apart.” View the full article

Whether you are nostalgic or not, the 2024 XSR900 GP is an excellent sportbike. (Yamaha/Ant Productions/) There are many ways to look at Yamaha’s striking new retro XSR900 GP. It can transport you back to the 1980s and 1990s when Yamaha’s Marlboro-liveried YZR500 V4 ruled the great two-stroke era of grand prix racing, or it might not. It depends on your age, how long you have loved everything on two wheels, and your interest in motorcycle racing history. For those who lived and breathed sportbikes through the ‘80s, it’s impossible to separate the evocatively styled machine we see before us from the deeds of Eddie Lawson and Wayne Rainey, who, on their fiery red-and-white factory YZRs, delivered multiple world championships and the greatest decade or so in US racing history; and their nostalgia glands are truly activated. Yamaha’s XSR00 GP is not available in the US. What a pity… (Yamaha/Ant Productions/) For those of slightly more tender years, any stirring of the soul is likely to be less pronounced, but still strong. For me at 48, the XSR triggers memories of a misspent teenage youth and a succession of FZs and FZRs and TZRs. All those fast and fine-handling Yamahas with the same signature flat-top gas tank and YZR500-derived styling. Either way, such is the power and execution of the XSR900 GP’s retro styling, it’s pretty easy to foresee some heavy traffic heading, cash in hand, to Yamaha showrooms soon, the buying decision made on looks alone. We should stress, however, that this bike is much more than just a styling exercise to stir the emotions of riders who remember when Sean Connery was Bond and you had to use a paybox to make a call. Yamaha has taken the excellence of the base XSR900 “Sports Heritage” triple and blended it with some hot tech from the Yamaha MT-09 and MT-09 SP sport nakeds to produce what the Japanese manufacturer hopes will be something special. The XSR900 GP shares its CP3 inline-triple with other Yamaha models. Yamaha claims it makes 117 hp. (Yamaha/Ant Productions/) So does it work? Is the XSR a superficial styling exercise or a potent fusion of the past and present? Just for the record, this writer’s old FZ600 had a choke while the new XSR900 GP has Bluetooth, something you only experienced after eating a blue ice lolly back in the ‘90s. You can probably sense the eagerness to find out. We headed to Portugal to try the new XSR900 GP on the road, followed by a spin around Estoril, the famous old GP track on the Iberian west coast. Retro Styling, Modern Underpinnings We normally start a new model road test by describing engine performance or a new chassis setup, but with the XSR900 GP we have to begin with its looks and nostalgic appeal. Some may argue that it’s just a dressed-up XSR900, but Yamaha has added some loving touches to give it a rich retro feel. The top fairing, for example, is secured with good old fairing stays and racy R-clips and wears the distinctive hand guards of the legendary YZR too. The digital dash has an analog theme, drilled fork caps look spot-on for the ‘80s and, from its flat tank—complete with distinctive sculpted knee pockets—to boxy rear single-seat cover, the overall effect is convincingly YZR500. Unlike the old grand prix racer, though, the single-seat is removable and neat fold-down pillion pegs are just like the XSR900′s! Retro styling abounds on the XSR900 GP. (Yamaha/Ant Productions/) The Deltabox-style frame has an authentic period finish, and even the alloy “spin-forged” wheels come with holes in the hubs just like the ones I had on my Yamaha FZR1000 EXUP. I would have preferred twin round headlights over the standard single compact light, but others will appreciate the uncluttered yellow nose, which replicates the yellow number boards carried by 500cc grand prix bikes. Some might also miss a conventional exhaust and end can (though there is a factory option), but the Marlboro branding is faultlessly on point. Devoid of any actual Marlboro lettering, the look is reminiscent of the very early 1990s when certain countries banned explicit cigarette advertising at their grand prix. In fact, the XSR GP is so retro I felt out of place in full airbag race leathers and wished instead that I’d dragged out my old jacket, jeans, and 1992 Iron Maiden T-shirt for the ride ahead. Yamaha nailed the retro GP styling on the XSR900 GP. (Yamaha/Ant Productions/) When you throw a leg over the GP for the first time, it’s a little strange. You feel a wave of nostalgia, memories of Rainey, Lawson, and John Kocinski flooding back, but then you’re greeted by a thoroughly modern 5-inch dash and switch gear, including cruise control as standard. This equipment isn’t lifted from the base XSR: It’s all new for the GP. There’s even a neat five-way joystick and strange seesaw indicator switch. Just past the retro fairing stay is a full modern TFT dash. (Yamaha/Ant Productions/) There are now three riding standard modes—Sport, Street, and Rain—plus two custom maps. Within those modes, the XSR GP has four power modes (PWR); three levels of traction control (TCS 1-3); Yamaha’s Slide Control System (SCS) with three settings; wheelie control (LIF) also with three levels; cornering ABS, which can be turned off; Yamaha’s adjustable Quick Shifter System (QSS) with two settings as well as off; and the new Brake Slip Regulator (BSR), which is always on. These are all linked to a six-axis IMU, meaning everything is lean sensitive. All this might look complicated but isn’t. I opted for either Sport or Street mode with the LIF (wheelie control) removed for obvious reasons—and because Eddie and Wayne never had that stuff. Quite unusually, when you remove the wheelie control it’s switched off in all riding modes, including Rain, and remains off when you turn the bike off and on again. Riding Impressions Leaving Yamaha’s HQ hotel and entering the coastal route along the Portuguese coast, it was immediately apparent the GP is more radical than the standard XSR, as your bodyweight is positioned much further forward. The clip-on style bars are 93mm (3.7 inches) forward and 114mm (4.5 inches) lower, the seat 12mm (0.5 inch) forward and 27mm (1.1 inches) higher, with the pegs higher by 26mm (1 inch) and rearward by 26mm. The resultant stance is certainly sportier than the base XSR but well balanced and still mindful of day-to-day riding. Yamaha says the bars, which are mounted above the yokes, are higher and less radical than the R7 and nothing as racy as an R6 or FZR400RR SP. However, as a short rider, I did notice the taller seat compared to the standard XSR. While sportier than the nakeds it’s based on, the XSR900 GP is still a reasonably comfortable street mount. (Yamaha/Ant Productions/) For those initial miles ridden at low and legal speeds, the softer and smoother throttle response of Street mode is preferred over the more aggressive Sport mode. Yamaha has a habit of making its sport throttle response a little too harsh and, later, on the racetrack, Street is still the answer. As we made our way to Estoril, there was the odd occasion where we could let the triple sing. The third-generation QSS quickshifter is slickly effortless and as crisply set up as any racebike’s, which allows you to quickly throw gears at the triple as it accelerates hard. The Euro 5+ compliant, 890cc CP3 inline-triple makes a claimed 68.6 lb.-ft. of torque at 7,000 rpm and 117 hp at 10,000 rpm, which feels like the perfect balance on the road for this type of bike. Ride its torque curve through the midrange and the GP retro delivers instantaneous response and drive. It is urgent, strong, and quick. Alternatively, tuck in behind the sporty screen, chin kissing the tank like you are Steady Eddie back in 1986, hold onto each gear as rpm builds and the power flows. The exhaust may look odd and sound a little muted but a lovely induction noise from the airbox adds vital bark and character. Yamaha’s CP3 motor is highly praised for its combination of power, torque, sound, and character—it’s a sweetly blended engine that works well in every road scenario imaginable. Never too much but always full of energy, it can hold its own on the racetrack too, and it is nigh impossible not to have fun when the throttle working this particular triple. That said, while the CP3-powered MT-09 and XSR900 are both fantastic wheelie bikes, the GP is less lively in this department, mainly due to more weight being over the front with a longer wheelbase. Yamaha says the XSR900 GP is not a sportbike, could have fooled us. (Yamaha/Ant Productions/) Yamaha is claiming the GP isn’t a sportbike but has nonetheless given it higher-grade KYB suspension than its base XSR stablemate. Now both ends are fully adjustable, with both high- and low-speed compression damping on tap. Due to that new weight distribution, the front end is a little stiffer and the rear softer, while the latest Bridgestone S23 rubber, a single-compound version of the sport tire developed in partnership with Yamaha, hugs lightweight aluminum spin-forged wheels. It feels up for fun—poised but easygoing—while the racy imagery of the GP encourages you to attack corners, knee slider down and hunting for apexes. Initially, the suspension setup was a little firm as the fork wasn’t as plush as on the base XSR, but on a closed stretch of road that allowed us to push the chassis harder, the KYB units worked with effortless control and gave great feedback. Bridgestone’s S23 rubber warms up quickly and gives confidence-inspiring edge grip and feel. The 900 GP isn’t razor sharp like, say, the R6; instead it’s much more planted, stable, and easier to ride. Yamaha quote its wet weight at 441 pounds, 14 more than the unfaired XSR, but its weight is carried well, and despite the headstock position being 5mm (0.2 inch) higher and trail being increased from 107mm (4.2 inches) to 110mm (4.3 inches), the steering feels very similar as the bag-of-fun XSR. Certainly, you’d have to ride the two bikes back to back to notice any difference. We didn’t get full laps of Estoril, but we did get the opportunity to play on track in safety zones for pictures. This meant taking its long, final, fourth-gear corner high in the revs, pegs almost touching the historic racetrack. Even when you start pushing the limits of both the GP’s chassis and the grip of the Bridgestones, it’s apparent that there is more to come. This retro racer will excel on twisty race circuits, carrying swathes of natural corner speed and using its spread of torque, supported by its full complement of lean-sensitive rider aids to harass peakier supersport 600s. Fit some track day race rubber, tweak the fully adjustable suspension to save the pegs, and away you go. It’s easy to imagine you are Eddie Lawson tucked behind the windscreen. (Yamaha/Ant Productions/) Yamaha hasn’t massively overhauled the brakes. There’s a new 16mm Brembo radial master cylinder, but the 298mm front discs and four-piston calipers remain. Their performance is hard to fault on the road and perfectly matches the easy-but-sporty attitude of the GP. On the track, jumping on the stoppers from high speed to zero reveals the unobtrusive ABS does work. You can’t turn off the ABS, but you can remove its lean-sensitive functionality, but why would you ever want to? Yamaha has added a new Brake Slip Regulator to stop the rear from locking under braking but we would have needed some fast laps of Estoril to test it in a meaningful way. It is worth noting, though, that the GP is incredibly stable on the brakes, which is also probably due to its relatively long wheelbase. The brakes on the XSR900 GP haven’t been upgraded like the suspension, but there is no need for that. (Yamaha/Ant Productions/) Leaving the track on (melted) rubber and heading onto the freeway highlighted the versatility of the new GP. With the standard-equipment cruise control activated it is a case of relaxing and churning out some miles. Yamaha installed a phone under the seat for the test to allow full map navigation via the Bluetooth connectivity. Meanwhile, the new switch gear makes it easy to flick between standard display and the full navigation. Yamaha quotes a 47-mpg fuel economy. Given that we rode the GP abnormally hard at Estoril, coming away with a representative fuel economy figure of our own is not possible, but a base XSR900 we tested last year averaged close to 41.6 mpg. With a 3.7-gallon fuel tank you’re looking at a stop every 140 to 160 miles. Taller riders on test started to complain about the weight on their wrists after a long day in the saddle, while my more compact stature was comfortable throughout. Taller riders might feel a bit cramped on the XSR900 GP. (Yamaha/Ant Productions/) If I were to own a GP—and I have to admit, I am thinking how good it would look in my garage—I’d probably soften the fork a little, just to give it a plusher feel at normal road speeds. I’d also probably blow the family’s holiday fund on the optional Akrapovič exhaust and tank protection, which looks neat, while giving the optional lower fairing a miss, as I prefer the raw, half-faired look (like my old FZ…). Verdict As you can probably tell, I have fallen for Yamaha’s new XSR900 GP and confidently predict that I will be one of many. It ticks all the right nostalgia boxes, brilliantly blends the analog past with the digital present, and fuels the common desire for a sporty and versatile road bike that can excel everywhere. The problem is, US riders can’t have one. At the moment, the XSR900 GP is only available in Europe and a few selected countries. Yes, the XSR900 GP, a machine that celebrates a grand prix motorcycle made famous by American riders, isn’t on sale in the USA—not yet. As a UK-based journalist I was flabbergasted by this news. To me, the US market seems perfect for the GP given its connection with Lawson, Rainey, even Kenny Roberts, and the golden era of grand prix racing. Hopefully Yamaha USA will import a few bikes, and if you’re lucky enough to grab one, you are in for a treat. Do you want to see the XSR900 GP sold in the US? That’s a rhetorical question; we already know the answer. (Yamaha/Ant Productions/) I might be a tad biased as I have such fond Yamaha-based memories from the 1990s. Certainly, some of my Suzuki-loving mates who had GSX-Rs and RGVs won’t give the Yamaha a second look. But even if the retro styling does nothing for you, the GP is still an excellent road bike. It combines the excellent qualities and rider aids of the MT-09 SP with the fun of the XSR900. OK, it’s not an RD500LC, but for a 2024 production bike it oozes history and character as well as performance—and I love it. Please Yamaha USA, can you import a few? 2024 Yamaha XSR900 GP Specs (Europe) Engine: DOHC, liquid-cooled, inline three-cylinder; 12 valves Displacement: 890cc Bore x Stroke: 78.0 x 62.1mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 117 hp @ 10,000 rpm Claimed Torque: 68.6 lb.-ft. @ 7,000 rpm Fuel System: Fuel injection w/ YCC-T Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: Transistor-controlled ignition Frame: Control-filled die-cast aluminum Front Suspension: KYB 41mm USD fork; fully adjustable, 5.1 in. travel Rear Suspension: KYB monoshock, preload and rebound adjustable; 5.2 in. travel Front Brake: 4-piston calipers, dual 298mm discs w/ ABS Rear Brake: 1-piston caliper, 245mm disc w/ ABS Wheels, Front/Rear: Spin-forged aluminum; 17 in. Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 (tubeless) Rake/Trail: 25.3°/4.3 in. Wheelbase: 59.1 in. Ground Clearance: 5.7 in. Seat Height: 32.9 in. Fuel Capacity: 3.7 gal. Claimed Wet Weight: 441 lb. Contact: yamaha-motor.eu View the full article

Honda’s CRF450R gets some subtle changes for 2025. (Honda/) Honda’s CRF450R motocross bike is to get a retro makeover for 2025 as revealed by new design registrations that show how the next version of the machine will look. The official launch of the next-gen CRF450 isn’t likely to be far off now, and the new designs show a bike that takes a leaf from the latest competition models campaigned by the works HRC team in MXGP MX1 class, complete with bodywork that takes its inspiration from the 1980s. Given the competition-driven nature of motocross bike development, style normally takes a back seat as priority goes to anything that can make them faster on track. But with it having looked largely the same since 2021, Honda has clearly decided to give the CRF450R a makeover for the 2025 model year. Honda’s 2024 CRF450R. (Honda/) While the front fender, fork guards, and number board look to be carryover components from the 2024 version, the bodywork behind them is reworked. The most obvious change is the angular new side panels flanking the radiators, which take on a simpler shape with two stacked air outlets. It’s a look that has overtones of mid- to late-’80s CR500s and CR250s and continues into a straight line that’s drawn under the seat and into the tail. <i>Cycle World</i>’s test of the CR500 in the January 1986 issue. (Cycle World Archives/) Mechanically, it looks like Honda is going for evolution rather than revolution, with no obvious changes to the SOHC Unicam engine or its exhaust, and a swingarm and rear suspension linkage that’s carried over from the 2024 bike. But on the main frame there is a redesign, with an additional bracket welded to the upper side of the spar on each side, appearing to provide an extra mounting point for the seat subframe. That’s sure to have an impact on the rigidity balance of the chassis overall, and again the latest factory racebikes have also adopted a similar design, albeit with a much more hand-fabricated appearance to the extra bracket. You can see in the highlighted circle the additional bracket that is attached to the top spar of the frame. (Honda/) With the 2025 motocross launch season already in full swing, it’s unlikely to be long before Honda makes an official announcement about the next-gen CRF450R, as well as the 2025 version of the CRF250R, although the latter isn’t expected to get the same styling and mechanical tweaks until the 2026 model year. View the full article

REV’IT! Opens First Own Brand Store in Denver (REV’IT!/) REV’IT! Press Release: REV’IT! opened its first physical store in the heart of Denver, Colorado in the United States. With a 6,204 square-foot (576m²) store in the up-and-coming Denver RiNo Arts District, the Dutch brand is looking to provide a place where creativity, cutting-edge design, good stories, and even better friendships meet. Creating seamless experiences across physical and digital spaces, REV’IT! seeks to serve motorcycle enthusiasts around the world in the best possible way. To complement the existing dealer network in the physical space, REV’IT! proudly announces the opening of its first brand store. With REV’IT! Denver as the global premiere, the Dutch brand can now offer riders the full REV’IT! experience under its own roof, in a purpose-designed retail space. The United States represents one of the key markets globally for REV’IT!. Both for the advanced level of the motorcycle industry in general, and in terms of the opportunity to further grow presence and interaction with the riding communities. The location of REV’IT!’s very first brand store in Denver, Colorado, the outdoor capital of the world, has been carefully selected to allow to not only serve the Denver riding community, but be an active part of it. The upbeat, innovative, and adventurous vibe of the RiNo district is expected to play a major part in that. Iain Howe, Global Marketing Director at REV’IT!: “Obviously having our own retail space is a significant step for our brand. We have designed the space to embody our pillars of Performance, Design, and Innovation. From the materialization, a symphony of innovative design in aluminum and concrete with local elements such as the original timber beams, to the flexible set up and welcoming community area, REV’IT! Denver is a motorcycle gear store the likes of which has not been seen before.” The store The REV’IT! Denver store features various zones, allowing guests to experience the wide range of collections. From adventure through urban to race, and from accessible essentials to tailormade professional level one-piece suits. However, to say that the REV’IT! Denver experience is defined by the Dutch brand’s collection alone, would be an injustice. More than just a store, REV’IT! has set up their Denver store to be a community hub. A place where riders’ journeys begin, where they find inspiration, information, and advice. Whether you’re participating in one of the ride-outs, attending a seminar, or simply dropping in to swap stories over a freshly brewed cup of coffee, REV’IT!’s passionate team will be delighted to see you. REV’IT! Denver is located at 2800 Walnut Street, Suite 120, Denver, CO 80205, U.S.A. Opened Tuesdays to Fridays from 11am to 7pm, Saturdays from 10am to 7pm, and on Sunday from 11am to 5pm. View the full article

Lean angle from R to GT models is very similar, but mid-mounted foot controls on R models allow the rider to shift their weight a bit more. (Triumph/)Yes, it’s the largest-displacement production motorcycle in the world, and for the majority of people interested in the 2024 Triumph Rocket 3 Storm, that statement alone is enough. In the power-cruiser space, displacement and power numbers reign supreme and the Rocket has ‘em. Triumph had big power and wild displacement when this bike was introduced in 2004. The really impressive feat? Over the last 20 years the British manufacturer has turned a high-powered beast of a bike into a motorcycle that’s easily rideable, able to corner at speed, and cruise in comfort. The high-power, overweight, and semi-ridiculous power cruiser that was introduced in 2004 under the Rocket name has been refined into relevance and, while it’s still the biggest and baddest bike at any red light, major arguments against the platform have been addressed. Believe it or not, the $25,000 Rocket 3 Storm actually makes sense as a cruiser in 2024. Rocket 3 Storm R and GT models are priced at $24,995 and $25,795, respectively, and are available in dealerships now. (Triumph/)Major engine and chassis updates to the Rocket 3 platform were seen in 2019, so when compared to earlier models, you’ll find the majority of our notes echoed there. For 2024 Triumph introduces matte black engine finishes, two-tone paint, and an updated tune increasing output from the previously stock 165 hp to 180 hp, and 166 lb.-ft. of torque. Both R and GT models also receive a new set of 10-spoke cast wheels which, combined, saves 2.2 pounds (1 kilogram) where it really matters. A 240mm-wide Metzeler Cruistec rear tire puts power to the ground with surprising efficiency. (Triumph/)Rocket 3 on the Road Triumph invited us to Cannes, France, to experience these new models, and while I was familiar with the harbor city’s famous film festival and stunning beaches, I had no idea what incredible landscape waited just a few miles inland. Our testbikes were parked directly in front of the hotel and 100 feet from breakwater on one side and yachts on the other. Weather was somewhat overcast with temperatures in the mid-50s. It had been raining for days before but we were lucky enough to avoid that part. Regardless, the hotel’s beautiful location meant that we had to get out of the city. GT models feature a short windshield and passenger backrest, while R models, as seen here, do not. (Triumph/)With a 2.5-liter engine and 699-pound wet weight on the R model, 705 on the GT, you don’t really expect light handling or the level of low-speed maneuverability that the Rocket 3 offers. We moved through in-town traffic and filtered to the front of a couple of red lights, all while the R model which I started on felt exceptionally well balanced and tight. Throttle response and modulation are excellent. Although engagement from the slipper/assist clutch was a bit vague, it was still easy to modulate and control. The R’s mid-controls provided comfortable ergonomics in town and the short-reach bars are directly connected to steering action. After a short 15 minutes through side streets and alleyways, we hit the highway and were able to open up the throttle. The Rocket 3’s 3-to-1-to-3 exhaust system features hydroformed headers. (Triumph/)The initial crack of the throttle is smooth and manageable in all ride modes tested, but when you really crack it open, the Rocket delivers. A 240mm-wide rear tire effectively puts power to the ground with its large contact patch—you can spin the tire if you try, but only when you want to. Unlike some power cruisers, the throttle isn’t twitchy or overreactive while trying to cruise, it’s easily managed and riders can relax since subtle inputs won’t upset the chassis or mellow cruising vibes. GT Versus R We pulled into our first coffee stop in a small town with cobblestone streets and a river running through its middle. Journalists were eager to swap bikes right away and experience key differences. The R model is the Roadster, which means mid-mounted foot controls and shorter handlebars. The GT is the Grand Tourer, with a 5-inch rearward difference in handlebar placement to the R and forward foot controls. Chassis geometry is identical from bike to bike, but the rider’s position makes them feel like different machines. I hopped off of the R and on to the GT for our next stint. The Rocket 3’s gauge is easily customized to show three levels of information, or easily navigated to adjust the ride. (Triumph/)They were right. The GT is a completely different bike with my feet out front and some pulled-back handlebars, though at 6-foot-4 I found the forwards still giving my knees a slightly over-90-degree bend. I liked the stretched-out position of the forwards, especially as they fit me like some three-quarter mids, but I wished I could rotate the handlebars forward and up to relieve the short-reach and sit-up-and-beg T. rex position I ended up in. As always, you can’t tailor a suit to fit everyone well. R and GT models have a 5-inch difference in handlebar positioning, which changes the way you steer the bike and how connected the handlebars feel to the steering action. (Triumph/)Our group continued along the river and further from Cannes, carving through canyons as the cliff faces grew at our sides. The rivers next to us were flowing with bright blue water, cascading over white rock. It reminds of Montana, but every once in a while you’d look up to see a several-hundred-year-old church on a bluff or we’d pull off to a café older than the USA. Handling We stopped for lunch and talked about the bikes, knowing that the more aggressive riding portion was ahead of us. Those of us who had tested the 2019 update acknowledged that this year is a bit of “bold new graphics,” but the lighter wheels do seem to make a slight difference in handling. As demonstrated in the updated Rocket’s torque curve, the increase in power is only really felt at higher engine speeds. As this bike produces an absolute boatload, nay, shipload, of power wherever you find yourself, you only end up in that higher register when you’re pushing the engine and asking more of it. So that added power is great and it’s noticeable if you’re pushing the 180-hp capabilities of this machine, but what percentage of riders on this bike will push its limits? Getting the most out of the Rocket 3’s handling requires some body English. (Triumph/)We continued on along the riverside through more perfectly paved roads and unparalleled scenery. The group was getting more comfortable on the bikes so our general speed increased. Entering turns at higher speeds, the Rocket 3 gives a sensation of coming in too hot. There is a pause point in the handling: The bike comfortably tips to a point a few degrees above its footpeg scrape point, and then requires some real muscling to push past that. But it will get past that point if you want it to. It has a hint of understeer at speed, but if you hang off the bike and really force it, the extra few degrees are there to use. Knowing a little bit of body geometry could close any necessary gaps in a pinch brings confidence in the Rocket’s handling. Lean angles from R to GT are about the same, but when swapping from model to model, the R’s mid-controls allow for an easier shift of the body, so you can scrape later if you want to do the work and hang off. Our testing grounds in the French Riviera provided incredible roads with stunning views. (Triumph/)Front suspension is a Showa 47mm inverted cartridge fork with adjustable compression and rebound. Shocks are a set of fully adjustable Showa units with hydraulic preload adjustment. This suspension setup pairs with high-spec Brembo four-piston calipers front and rear, each with Optimized Cornering ABS, to provide incredible feel and a high level of control. Feel out the brakes, load up the suspension, and get the most out of the Rocket—or just cruise along and enjoy a comfortable ride with finely tuned components, both situations are satisfying. GT models feature a passenger backrest that’s quickly adjustable with a tab under the backpad. (Triumph/)Conclusion We stopped for one more coffee and were able to choose the bikes we finished our trip on. While the GT’s relaxed ergos are nice, more direct handling of shorter bars and mid-controls on the R are the jam on the twisting French mountain roads. As we left our final stop, we dropped from the mountains through Grasse into Nice, and then on to Cannes—so through lots of traffic, steep hills, and then into the city’s walking streets. Through a roughly 45-minute stop-and-go ride, I may have touched my feet to the ground one time. The Rocket 3 is remarkably well balanced. Aggressive handling on the Rocket 3 takes a bit of extra body geometry, but the bike responds well when pushed. (Triumph/)As the group descended back to sea level and back to the city center of Cannes, I was quickly reminded of this bike’s presence. It sounds like a muscle car and demands attention. The engine is huge, the wheelbase is long, but fit and finish is spectacular and every piece feels premium. The fact that Triumph has sold more than 18,000 Rocket 3 models since 2019 speaks volumes. This bike still exudes an intimidating presence—it says “2,500cc’' right there on the side of the engine—but it doesn’t require an expert drag racer to get the most out of it. The huge engine matched to sorted fueling produces clean and usable power, no matter the situation. Triumph gives you all the power and potential in a platform that’s approachable and usable for intermediate riders and experts alike. The only real question for buyers is GT or R? 2024 Triumph Rocket 3 R and Rocket 3 GT Specs MSRP: $24,995 / $25,795 Engine: DOHC, liquid-cooled inline 3-cylinder; 12 valves Displacement: 2,458cc Bore x Stroke: 110.2 x 85.9mm Compression Ratio: 10.8:1 Transmission/Final Drive: 6-speed/shaft drive, bevel box Claimed Horsepower: 180 hp @ 7,000 rpm Claimed Torque: 166 lb.-ft. @ 4,000 rpm Fuel System: Fuel injection, ride-by-wire Clutch: Wet, multiplate; hydraulically operated, torque assist Frame: Full aluminum Front Suspension: Showa 47mm upside-down 1+1 cartridge fork, compression and rebound adjustable; 4.7 in. travel Rear Suspension: Fully adjustable Showa piggyback reservoir RSU w/ remote hydraulic preload adjuster; 4.2 in. travel Front Brake: Brembo M4.32 Stylema 4-piston radial monoblock calipers, dual 320mm discs w/ Optimised Cornering ABS Rear Brake: Brembo M4.32 4-piston Monoblock caliper, 300mm disc w/ Optimised Cornering ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 16 x 7.5 in. Tires, Front/Rear: 150/80R-17 / 240/50R-16 Rake/Trail: 27.9°/5.3 in. Wheelbase: 66.0 in. Seat Height: 30.4 in. / 29.5 in. Fuel Capacity: 4.8 gal. Claimed Wet Weight: 699 lb./ 705 lb. Contact: triumphmotorcycles.com Gearbox: Helmet: Arai XD-5 Jacket: Alpinestars Frost Drystar Gloves: Alpinestars Andes V3 Drystar Pants: Alpinestars Barton Riding Cargo Shoes: Alpinestars Chrome Crafted Drystar View the full article

KTM’s 2025 450 Rally Replica is all-new, with a new engine and chassis. (KTM/) The word “replica” in the title of KTM’s 450 Rally Replica is used in its most literal sense—these limited-production machines are genuine competition bikes aimed at owners who want to use them in anger and are essentially identical to the company’s factory racebikes. The new 2025 450 Rally Replica ups the ante with a new engine, chassis, and bodywork as a one-for-one facsimile of the latest-generation works KTM 450 used in this year’s Dakar Rally. KTM may not have won the 2024 Dakar—this year’s event fell to Ricky Brabec’s Honda’s CRF450 Rally—but successive generations of the company’s 450 Rally have won 10 Dakar Rallies since 2011 and the mechanically identical GasGas 450 Rally took an additional win in 2022. In fact, KTM has only been off the top step at the Dakar four times since 2001, with a total of 19 wins and 235 stage wins on its résumé. In short, the 450 Rally Replica should give its buyers the closest experience possible to that of a top-level works bike. The 2025 KTM 450 Rally has a new engine, transmission, hydroformed steel chassis, and a ton of changes. (KTM/) The company says the 2025 450 Rally Replica, limited to just 100 machines, is the biggest update that the model has had since 2020. The changes start with a heavily revised engine that’s based on the fuel-injected single from KTM’s 450 enduro and motocross bikes, with a new SOHC cylinder head with redesigned ports and titanium valves, plus a beefed-up clutch and tougher transmission than previously. For the 2025 bike, KTM has also added a new dual-radiator cooling system that works better than the previous single-radiator design as well as giving a layer of redundancy should one radiator get damaged during a stage. Like previous Rally Replicas, the engine breathes through a Keihin throttle body and an Akrapovič exhaust, the latter hydroformed to maximize ground clearance and minimize weight. The 450 Rally Replica is essentially the same bike as the works machines ridden in the Dakar Rally. (KTM/) Hydroforming is also used for the first time on the 2025 Rally Replica’s frame. Instead of the conventional steel trellis of previous generations, the new version uses hydroformed steel sections that can be made to meet specific targets for strength and flexibility, all hand-welded together to form a complete chassis. At the back the seat subframe doubles as a self-supporting 4.2-gallon fuel tank, which is complemented by two additional front tanks—2.4 gallons and 2.5 gallons, respectively—for a total capacity of 9.1 gallons. Two fuel pumps let the rider choose between the front and rear tanks. A new carbon fiber navigation tower can either be fitted with a paper roadbook or a digital version. (KTM/) The swingarm is new, too, die-cast from aluminum and bolted to a WP Xact Pro 7750 shock via a rising-rate linkage. Up front, a 48mm WP Xact Pro 7548 fork is mounted in billet triple clamps. It’s all wrapped in redesigned bodywork that includes a carbon fiber “navigation tower” at the front to hold the roadbook, and a narrower nose to reduce wind resistance and turbulence. An LED headlight, 33 percent brighter than its predecessor, sits behind the transparent nose bodywork, and while the bike comes with a conventional paper-based roadbook system, it can also be fitted with a modern, digital alternative. With only 100 due to be made, there’s a good chance that all have already found buyers by the time you read this, despite a price tag that’s likely to be somewhere close to $40,000 each. Only 100 of the bikes will be made for 2025, so if you haven’t plopped down your $40,000, you’re too late. (KTM/) View the full article

Who wouldn't want to try each brands new offerings?View the full article

MotoAmerica Press Release: Fourth Annual “Rainey’s Ride To The Races” Set For Laguna Seca On July 12 MotoAmerica Newsletter: Championship Battles Move To Barber (MotoAmerica/) If you want the opportunity to spend a day riding motorcycles and hanging out at the racetrack with racers who have won 32 AMA National Championships and eight World Championships, then you should move “Rainey’s Ride To The Races” to the top of your bucket list. Read More 200 Rider Entries Across All Classes For Barber Event 200 Rider Entries Across All Classes For Barber Event (MotoAmerica/) On May 17 through 19, one of the largest contingents of rider entries in the 10-year history of the MotoAmerica Championship will descend upon Barber Motorsports Park for the MotoAmerica Superbikes at Barber event. There are 200 entrants in the six race classes that will compete on the 17-turn, 2.38-mile road course. Let’s take a closer look at each of the race classes... Read More Like Father, Like Son: Sharing The Roberts Legacy Like Father, Like Son: Sharing The Roberts Legacy (MotoAmerica/) During the recent Red Bull Grand Prix of The Americas, Kenny Roberts and Kenny Roberts Jr. – the only father-and-son duo in the 75-year history of the FIM to win premier-class Grand Prix World Championships – were introduced by Robert Pandya, Communications Director of the Barber Vintage Motorsports Museum. What followed was the news that Senior’s 1980 500cc World Championship-winning Yamaha YZR500 and Junior’s 2000 500c World Championship-winning Suzuki RGV500 would be part of the Barber Museum’s permanent collection inside the breathtaking facility in Birmingham, Alabama. Read More Off Track With Carruthers And Bice Podcast: The Return Of Andrew Lee Off Track With Carruthers And Bice Podcast: The Return Of Andrew Lee (MotoAmerica/) Two-time MotoAmerica Stock 1000 Champion Andrew Lee will begin what he is hoping will be the start of a successful campaign to win a third title when the Stock 1000 Championship kicks off at Barber Motorsports Park, May 17-19. In the meantime, the ever-fit Lee has been keeping himself busy and track ready. We chatted with Lee about that and more on this week’s episode of Off Track With Carruthers And Bice. Watch Video Mid-Ohio Memories, 2000: Yates Is Mr. Mid-Ohio Mid-Ohio Memories, 2000: Yates Is Mr. Mid-Ohio (MotoAmerica/) With MotoAmerica set to bring AMA Superbike racing back to Mid-Ohio Sports Car Course, August 16-18, we’re taking a closer look at past Superbike races at the iconic racetrack in Lexington, Ohio. Yoshimura Suzuki’s Aaron Yates always fared well on tight, twisty, and somewhat bumpy racetracks. Like the Mid-Ohio Sports Car Course. In 2000, Yates won the fourth and fifth AMA Superbike races of his career with a clean sweep of the doubleheader in Ohio, bringing his Mid-Ohio win total to three. Read More Getting To Know... Scott Padgitt Getting To Know... Scott Padgitt (MotoAmerica/) Like the majority of those who work in the MotoAmerica paddock, it’s a labor of love. Scott Padgitt fits that description to a tee. As MotoAmerica’s Chief Pit Steward, Padgitt is at every round, from start to finish, and rarely seems to stop moving. And when he’s not working, you might find him running around the track. Literally. What was your introduction to the motorcycle world? I started working corners at car races here at Road Atlanta back in the early ‘90s. That progressed to racing cars in SCCA Solo II, Solo I and then road racing. I bought a motorcycle in 2000 and quickly discovered that I could go a lot faster for a lot less money racing a motorcycle. So, I sold the race car and bought a racing bike. I club raced with WERA in Southeast for about 10 years. Then I discovered that the young guns were getting faster, and I wasn’t, so I stopped racing in about 2010. Read More The Kids Are Alright: Gabriel Datis The Kids Are Alright: Gabriel Datis (MotoAmerica/) We’re going to be periodically bringing fans of the Mission Mini Cup By Motul series some mini interviews with the young stars who do battle in the championship with an eye towards the The Mission Mini Cup By Motul National Final that will be held at Road America in Elkhart Lake, Wisconsin, August 9-11. How old are you? I am 9 years old. What class (s) do you compete in? For MotoAmerica Mini Cup I compete in Stock 110. Although I’m waiting to race my GP160. Read More Watch And Listen To MotoAmerica Post-Race Press Conferences (MotoAmerica/) MotoAmerica hosts post-race press conferences from all of its races over the course of the weekend and those are available for fans to watch and enjoy on MotoAmerica.com. Watch and listen to what the top three have to say in this sample from the Steel Commander Superbike race-two press conference from Road Atlanta. Watch Video View the full article

Brough Superior Motorcycles arrives in North America (Brough Superior/) Brough Superior Press Release: The iconic motorcycle brand Brough Superior is proud to announce the opening of its first filial office in North America. Earlier this year, Brough Superior launched Brough Superior Japan to bring its historic motorcycles to riders across the country. Founded in Nottingham, England in 1919, Brough Superior is renowned for producing the world’s first superbikes and is considered the “Rolls-Royce of Motorcycles.” The brand is known for its signature 1,000 cc V-twin engine, striking design, and impeccable quality. Brough Superior has a rich history and was favored by famous riders like T.E. Lawrence “Lawrence of Arabia.” The rebirth of Brough Superior in France marks a new stage in the adventure of this exceptional brand, which draws from its DNA the know-how and inspiration to make dreams come true by shaping French luxury motorcycles. Masterpieces handcrafted with passion and authenticity. Made in Toulouse, France, world capital of aircraft industry (Airbus), the new era Brough Superior models are bringing distinctive innovations such as Titanium Chassis and Engine Crankcases fully machined from aeronautical alloy solid blocks. Brough Superior North America has recently started building up a dealer network in select cities, to provide sales and service for the entire Brough Superior range, including the SS100, Lawrence, and the AMB Pro model in collaboration with Aston Martin. The standard models are fully homologated for the US and Canadian markets, and can be purchased with several options, either through the dealership network or the filial. The first flagship is set to open in May 2024 in Malibu, CA and others are scheduled to follow later on this year in Florida, Texas, Illinois, New York and Georgia. Current MSRP prices are: $81,075 for the SS100 and Lawrence and $183,895 for the track only AMB Pro. Paul Capodanno, CEO of Brough Superior North America said, “Launching Brough Superior North America and re-introduce this brand of exceptional motorcycles to discerning riders is truly an amazing project. There is a growing demand for luxury, limited production and exclusive motorcycles in this market, and we believe Brough Superior is uniquely positioned to serve provide riders with a brand that is considered “the Rolls Royce of Motorcycles. The North American office will also offer customization options for Brough Superior motorcycles tailored to each customer, as well as the ability for dealers to create a community of riders, local events and VIP gatherings”. Albert Castaigne – Executive Director for Brough Superior Motorcycles SAS – added: “Our commitment to increase our presence worldwide started with our decision to expand into North America and Asia in 2024. It’s important for our company to provide riders from all over the world with a quality motorcycle, that carries the latest technology, amazing design and performance, and fits the expectations of modern motorcycle buyers. We’ve very excited to finally open our first office in North America, after many years of hard work and dedication from our partners and suppliers, and start creating a new dynamic around the Brough Superior models”. Brough Superior represents the pinnacle of motorcycling luxury and performance. The arrival of Brough Superior North America invites riders to experience these qualities firsthand. To learn more or find a local dealer, visit www.brough-superiormotorcycles.com/en. Brough Superior was recently elected to the “Motorcycle Trophies” 2024 edition, an annual event organized by Editions Larivière in Paris, France. Rewarding the best innovations and performances in the world of motorcycles, by categories selected by a vote open to the public, it brings together enthusiasts, professionals and the media to celebrate advances in design, technology, eco-responsibility and safety. View the full article

Moto Morini, the Iconic Italian Motorcycle Brand, introduces the X-Cape SE (Moto Morini/) Moto Morini Press Release: Moto Morini, the historic Italian motorcycle brand, remains committed to master craftsmanship and innovation, a tradition that spans nearly a century. Founded in 1937 by the legendary racer and motorcycle designer Alfonso Morini, Moto Morini has earned acclaim for its iconic motorcycles that effortlessly fuse timeless Italian design, high quality, and thrilling performance. Today, Moto Morini proudly unveils the newest member of its prestigious lineup, the X-Cape SE adventure bike. The fully loaded X-Cape SE stands as a testament to Moto Morini’s commitment to excellence. Equipped with a performance-focused liquid-cooled 649cc parallel-twin engine, this adventure bike delivers reliable power whether tackling off-road trails or cruising on the highway. Paired with premium adjustable Marzocchi forks, a KYB shock, and advanced features such as backlit controls, Pirelli tires, tubeless Akront wheels, Brembo brakes, and Bosch ABS, the X-Cape SE delivers an exciting comfortable ride with responsive handling. For riders ready to hit the road, the X-Cape SE comes equipped with an easily detachable 3-piece set of lightweight, durable aluminum luggage, providing ample storage space for essentials. Features such as a larger skid plate, engine wrap drop bars, and strong composite handguards offer added protection and comfort no matter the terrain. Designed with rider comfort and convenience in mind, the X-Cape SE boasts a host of features to enhance the riding experience. A large height-adjustable windscreen, 7″ color TFT dash with street and off-road ride modes, navigation, and Bluetooth connectivity keep riders connected on the go, while full LED lighting ensures optimal visibility in all conditions. Backed by Moto Morini’s Best Warranty in Motorcycling—3 years, unlimited miles—riders can embark on their adventures with confidence. With an MSRP of $9,799, the fully loaded X-Cape SE offers exceptional value, Italian style, and proven performance. Available in three striking color options—Italian Red, Black Ops, and Anthracite Smoke—the X-Cape SE is the ultimate go-anywhere adventure bike. To discover more about the X-Cape SE and explore the full range of Moto Morini motorcycles and accessories, visit your local dealer or head to MotoMoriniUSA.com. Unleash your spirit of adventure with Moto Morini! View the full article

Moto Morini, the Iconic Italian Motorcycle Brand, introduces the Seiemmezzo STR Sport (Moto Morini/)Moto Morini Press Release: Moto Morini, the iconic Italian motorcycle brand founded in 1937, continues its legacy of excellence and innovation with the unveiling of the Seiemmezzo STR Sport street bike, a true embodiment of Italian style, performance, and quality craftsmanship. The STR Sport boasts sleek, competition-inspired bodywork including a curved headlight fairing with windscreen, engine wrap cowling, and a passage seat cover, ensuring that heads will turn wherever you ride. Underneath its eye-catching exterior lies a powerful and reliable 649cc parallel-twin engine within a strong steel trellis frame. The STR Sport performance is complemented by premium KYB adjustable suspension, ensuring a smooth and responsive ride on the street or the track. Equipped with top-of-the-line features such as full LED lighting, a 5″ color TFT dash with Bluetooth connectivity, tubeless alloy wheels with TPMS, Pirelli tires, Brembo brakes, and Bosch ABS, the STR Sport delivers unrivaled performance and control. And with Moto Morini’s Best Warranty in Motorcycling—3 years, unlimited miles—you can ride with confidence. With an MSRP of $6899, the Seiemmezzo STR Sport offers unbeatable value for riders seeking a perfect balance of style, performance, and affordability. Available in Metallic Red, Vivid White, and Anthracite Smoke, there’s a color to suit every rider’s taste. Pre-painted, color matched STR Sport body kit components are also available separately. To experience the Seiemmezzo STR Sport and explore the full range of Moto Morini motorcycles and accessories, visit your local dealer or head to MotoMoriniUSA.com. View the full article

Moto Morini, the Iconic Italian Motorcycle Brand, introduces the Seiemmezzo SCR Trek (Moto Morini/) Moto Morini Press Release: Moto Morini, the iconic Italian motorcycle brand, has a rich heritage of master craftsmanship and innovation spanning nearly a century. Founded in 1937, Moto Morini is known for crafting distinctive motorcycles that combine distinctive Italian design, premium quality, and exhilarating performance, announces a new addition to their line of inspirational motorcycles: the Seiemmezzo SCR Trek scrambler. The Moto Morini Seiemmezzo SCR Trek delivers an exceptional blend of style, comfort, and premium features, including a reliable and powerful 649cc parallel twin engine, premium KYB adjustable suspension, full LED lighting and a 5″ color TFT dash with Bluetooth connectivity, Pirelli Tires, tubeless alloy wheels with tire pressure monitoring, Brembo brakes, and Bouch ABS to ensure a thrilling ride with responsive handling and confident stopping power. For the long journey or the daily commute, the SCR Trek comes equipped with a 3-piece set of easy-to-remove, finely crafted, luggage made of durable leather and lightweight strongly woven nylon with all-weather covers and detachable shoulder straps. The stylish and secure wrap around engine drop bars offer increased protection and come with forward footrests for added comfort on long rides. The Seiemmezzo SCR Trek is the perfect fusion of form and function. The Moto Moini Seiemmezzo SCR Trek comes with The Best Warranty in Motorcycling, 3 years, unlimited miles so you can ride with confidence. The Seiemmezzo SCR Trek is the perfect blend of Italian style, comfort, performance, high quality, and affordability with an MSRP of $7,599. Available in Platinum Black, Cobalt Slate and Boot Camp Green. Premium quality, Italian-designed Seiemmezzo luggage and accessories are also sold separately with more options available. For more information on the loaded SCR Trek or to see the full line of inspirational motorcycles and accessories, visit your local Moto Morini dealer or click MotoMoriniUSA.com. View the full article

For 2024 Honda is renaming the CB500X the NX500, and giving it a fresh look, less weight, and new electronics. (Honda/) Honda’s midsize CB500 series shares the same engine, electronics, and most chassis components, so it’s no surprise that when updates arrive, they carry over across most of the bikes—as they did back in 2022. Big Red is also now marking 2024 as a time for new improvements, and the on-road made-in-Thailand trio—which consists of the CBR500R sport model, the CB500F naked, and the adventure-ish CB500X—are getting notable changes, including the fact that the CB500X will now be known as the NX500. Although the NX500 is different enough that it receives a few unique additional tweaks, all three get improvements to lighting, styling, and electronics equipment, and all models are available in dealers now. Related: 2022 Honda CBR500R ABS & CB500F ABS Ride Review It packs the same 471cc parallel-twin engine and steel tube frame as the outgoing CB500X, but the 2024 NX500 also gets a new 5-inch TFT screen and traction control. (Honda/) 2024 Honda NX500 Despite the new NX prefix and subtle styling tweaks, the outgoing CB500X retains much of its rough and tumble character for 2024. Honda says “NX” means “New X-over,” and the new bike is 7 pounds lighter than its CB predecessor, gets new suspension settings, and adds a new LED headlight as examples to emphasize the change. The NX’s diet plan consists mostly of new cast aluminum wheels, which went from a conventional Y-shaped seven-spoke design to a Y-shaped five-spoke unit, helping bring curb weight down to 432 pounds. The reduction of unsprung weight combined with the revised suspension settings for the preload-adjustable single shock and 41mm Showa SFF-BP inverted fork are meant to improve handling and feel in all situations, according to Honda. As before, the 19-inch front wheel is matched to a 17-inch rear, with both wearing trail-pattern tires. In the cockpit is a brand-new 5-inch TFT screen inherited from the XL750 Transalp—-which uses optical bonding to improve visibility in bright sunlight, a first for a Honda motorcycle—from which riders manipulate a simple, backlit four-way toggle switch to get into the settings menu. There they’ll find Honda Selectable Torque Control as a standard feature, which gives them ways to manage rear-wheel traction, or just have HSTC turned off completely. On the other side of the restyled fairing and taller, narrower shield is a brand-new LED headlight with a wider throw for better nighttime visibility, while out back rides a new LED taillight, with all other lighting also being LED. Mechanically, however, you won’t see many changes, save for an ECU update to improve acceleration feel; the NX500 retains the liquid-cooled parallel-twin engine acting as a stressed member, a steel tube frame, and the same suspension specs of its CB500X forebear, with a seat height of 32.8 inches and 5.9 inches of travel up front, along with a 4.7-gallon fuel tank. Still, the new tweaks will make an already well-liked machine all the more manageable for more riders, and with only a slight increase in price. The new 2024 NX500, which will be available in Matte Black Metallic, comes with an MSRP of $7,399. New CBR1000RR-R-inspired styling, an ECU update, and new 5-inch TFT screen with HSTC are the main tweaks to the 2024 CBR500R. (Honda/) 2024 Honda CBR500R Honda’s twin-cylinder midsize sport offering gets a more subtle but still noticeable refresh for 2024. It keeps the same 500R nomenclature, but dials up the sporting angle, adding sharp, Fireblade-inspired styling cues that include aero bits like a new fairing with winglets to improve handling and front-end grip. Other styling tweaks are more subtle, with the fuel tank, seat, and side panels featuring a narrow profile and smoother surfaces, giving riders a better grip on the bike with their knees to improve control. As with the other CB500s, the CBR500R also gets an ECU update to punch up acceleration feel, and new dual LED headlights with wider light distribution as well as a new taillight, and the new toggle-switch-operated 5-inch TFT display offering Honda Selectable Torque Control as standard equipment. There are no changes to the 471cc eight-valve liquid-cooled parallel-twin engine, Showa 41mm inverted SFF-BP fork with 4.7 inches of cushion stroke, or preload-adjustable single-tube shock absorber, and seat height remains 31.1 inches, with a curb weight of 421 pounds. The dual 296mm petal-style rotors and radial-mounted Nissin four-piston calipers that were part of the 2022 upgrade are still standard. The 2024 CBR500R, with its new CBR1000RR-R-inspired bodywork, will be available in Grand Prix Red and Matte Black Metallic, and will carry an MSRP of $7,399. Honda’s CB500F gets a sharper new look for 2024, and has all the same updates as its stablemates, with a new TFT screen, HSTC traction control, LED lighting, and ECU update. (Honda/) 2024 Honda CB500F Honda’s entry-level naked bike returns with a few tweaks for 2024, mainly in the form of more aggressive styling, as well as most of the updates you’ve already read about on the other 500s. The 2024 CB500F’s fresh streetfighter-inspired styling is stronger than in past years, with sharper angles in the fairing that also incorporate headlight side ducts to channel airflow around the upper fuel tank. The side shrouds interlock with the fuel tank to emphasize the engine, while the compact front fender is drawn directly from the CB650R. We’ve already mentioned the new sharply chiseled LED headlight design which aims to throw out a wider light beam, with all lighting elsewhere on the bike now LED as well. The new 5-inch TFT screen shows vital info, with navigation through the settings being intuitive thanks to the backlit four-way toggle switch located on the left side of the handlebar, and Honda Selectable Torque Control is included. The system compares front and rear wheel speeds to monitor rear slip, and when detected, the fuel injection will smoothly reduce torque. HSTC can be turned off completely too. The CB500F also gets the ECU update to improve acceleration, but otherwise is unchanged in terms of engine, frame, and suspension specs (it shares suspension, wheels, and brake components with the CBR500R). The 2024 CB500F will be available only in Matte Black Metallic, and will have an MSRP of $6,899. View the full article

A look inside BMW’s new ASA transmission. (BMW/) Despite multiple attempts over the years, there’s still no standard form for semi-automatic motorcycle transmissions. However, BMW is about to join the fray with its own system and yet another different approach. For decades cars have followed an unspoken industry standard, with the P-R-N-D auto shifter pattern becoming the norm and allowing drivers to jump from one vehicle to another with no learning curve. On motorcycles, the automatic transmission has never managed to get the same sort of dominance, and as a result, there’s still no established convention on how they should work. Sure, there are twist-and-go scooters, with centrifugal clutches and belt-operated CVT transmissions, but as soon as automatic gearboxes are transferred to larger and faster bikes, it becomes a free-for-all in terms of tech. Over the years we’ve seen Honda’s Hondamatic bikes of the 1970s, with just two foot-selected ratios and no clutch lever, we’ve seen Aprilia’s Mana with a scooter-style CVT, we’ve seen Honda at it again with its fiendishly complex dual clutch transmission (DCT), and Yamaha take a simpler route with the FJR1300 YCC-S. Then there are semi-auto systems like MV Agusta’s SCS smart clutch system and, most recently, Honda’s new E-Clutch on the CB650R and CBR650R, giving the rider the choice between completely conventional operation of the clutch or letting the bike take care of it instead, while leaving a conventional, mechanical foot shifter. Oh, and then there’s Honda’s DN-01 with its all-hydraulic transmission, and probably a dozen other short-lived attempts to eliminate the convention of a left-hand clutch and left-foot shifter, with the goal of making riding a simpler prospect. Related: Automatic Bikes You Can Buy in 2023 MV Agusta’s SCS smart clutch is used on the Dragster RR SCS. (Jeff Allen/) Given BMW’s openness to alternative ideas, whether in the form of Telelever or Duolever suspension or its full-blooded embrace of unconventional engine layouts from boxer twins to inline-sixes and laid-flat triples and fours, it’s surprising that we’ve had to wait until 2024 for the Bavarian brand to leap into the semi-automatic transmission game. But later this year, the company’s new Automated Shift Assistant (ASA) will be available, initially on an as-yet-unconfirmed boxer-powered machine. The system itself is perhaps closest in spirit to the setup used by Yamaha on the YCC-S-equipped FJR1300. There’s a conventional hydraulic clutch and six-speed transmission, but they’re both operated by electromechanical actuators rather than having any direct mechanical connection between the rider and the ratios. The two actuators appear to be the same—each is a rotary motor that rotates when commanded by the system’s computer. The clutch actuator spins a gear with a spiral groove carved in its face, a pin running in this spiral groove is attached to a “swivel arm” (essentially a surrogate clutch lever) that pivots as the gear turns, smoothly operating the hydraulic clutch master cylinder. Spin the actuator one way and the clutch engages, turn it the other direction and the clutch disengages. The gearshift has a conventional-looking shift drum, but instead of using a ratchet system attached to a foot-operated gear lever to change ratios, the second electromechanical actuator turns a Geneva drive mechanism that turns the shift drum into defined positions that correlate with the engagement of each ratio. Related: Where Are The Motorcycles With Automatic Transmissions? A look at the left handlebar pod shows the D/M mode button that allows the transmission to be switched between D and M modes. (BMW/) In semi-auto M mode (selected via a single, bar-mounted button) you shift gears manually using a conventional-looking, conventional-feeling foot lever, but it has no mechanical connection to the gearbox. Instead it acts on switches that send signals to the transmission control unit (TCU), which in turn operates the clutch and gearshift actuators to follow your commands. Hit the button again and it switches to D mode, giving the TCU full control over gear shifts, with information coming from an array of sensors—throttle position, lean angle, revs, riding mode, and more are considered—to decide when to shift ratio. Why is BMW leaping into the semi-auto fray? The answer probably lies in the growing success of Honda’s DCT. Around half of all Africa Twins are optioned with DCT now, and more than two-thirds of Gold Wing buyers tick the same box, so it’s clear there’s a growing appetite for automatics. For some customers it’s likely that the semi-auto is the deciding factor when it comes to choosing an Africa Twin over a BMW GS, so it makes sense for BMW to offer its own equivalent. Related: The TRUTH about Automatic Motorcycles and DCT Half of Honda’s Africa Twin are optioned with DCT. (Jeff Allen /) Finally, there’s the question of which bike will get the system first. BMW demonstrated the ASA system on an R 1300 GS and BMW’s illustrations show how it’s integrated with the new boxer-twin engine used on that bike. However, the photos of the bar controls give a blurred glimpse of a red bike with black tank sides and a two-tone red-and-black seat. It’s not a paint scheme that matches this year’s options for the R 1300 GS, and the black panel on the side of the tank doesn’t match the shape of the one on the R 1300 GS. So which bike is it? The chances are that this is a subtle preview of the expected R 1300 GS Adventure, which is expected to debut later this year. In time, the 1,300cc engine is sure to spread to more models like an R 1300 R, R 1300 RT, and R 1300 RS that are all surely on the way, as well as the R1300 GS Adventure. With them the ASA system is likely to become an option across a broad array of different market niches. View the full article

#WeRideAsOne Celebrated Around the World (Ducati/) Ducati Press Release: Over 18,000 Ducatisti came together for #WeRideAsOne From New York to Rio de Janeiro, and New Delhi to Mexico City, the passion for Ducati and motorcycles has been extended around the entire world thanks to the events organized by Ducati Official Dealerships and the Ducati Official Clubs To revisit the most significant moments of the day, a highlighted collection of images and videos of the participants is available on the official Ducati Instagram profile This past Saturday, May 4, #WeRideAsOne was celebrated worldwide as a homage to passionate motorcyclists who share enthusiasm for the brand. For the third year in a row, official Ducati dealers organized local group ride events that hosted more than 18,000 Ducatisti from more than 50 nations worldwide. From adrenaline lovers on the track to curious travel-lovers who explore new horizons, from off-road adventurers to those who prefer more relaxing routes, the goal was only one: to celebrate and share the same passion for the Borgo Panigale manufacturer. Once again, this year, the Ducati and Scrambler Ducati parade painted the roads with Ducati Red, leaving an indelible mark for every mile traveled. Ecuador, New York, Palermo, Glasgow, Warsaw, Rio de Janeiro, Hawaii, Ningbo, Medellín, Mexico City, Auckland, and New Delhi are just some of the cities that were the setting for the #WeRideAsOne parade, a truly world-class event. On its official Instagram channel, Ducati documented the activities that took place worldwide in real-time, sharing photos and videos sent directly from the participants in stories. Anyone who wants to relive the day’s highlights can find content in the #WeRideAsOne featured collection. Ducati is the only motorcycle brand in the world to offer an international event of this size. In fact, since its first edition, the event has established itself as a unique format, becoming a fixed appointment in the Italian motorcycle manufacturer’s calendar and all enthusiasts’ calendars for every first Saturday in May. The event embodies Ducati’s mission to offer unforgettable experiences, combining fun on two wheels with stunning locations and conveying a sense of belonging to a vast community that embraces Ducatisti, Ducati Official Clubs, Dealers, and Company employees. What distinguishes #WeRideAsOne is the ability to overcome geographical borders and, on the same day, make all enthusiasts feel part of the same big family, regardless of their city or time zone. View the full article

Moto Guzzi USA Announces 2024 Northeast Dealer Demo Tour (Moto Guzzi/) Moto Guzzi Press Release: Moto Guzzi USA is thrilled to announce its Northeast Demo Tour, giving passionate motorcyclists across the region the chance to experience the thrill of riding one of the 2024 Moto Guzzi range firsthand. Experience New Roads with Moto Guzzi The tour will visit dealerships throughout the Northeastern region, with event dates scheduled below, and more to be added. May 18 Wide World Motoplex West Chester 315 Westtown Rd, West Chester, PA 19382 May 29 – June 2 Americade 48 Canada St, Lake George, NY 12845 June 14 Blackmans 4911 Buckeye RD, Emmaus, PA 18049 June 15 Flemington Powersports 300 US-202, Flemington, NJ 08822 June 21 North American Warhorse 1000 Dunham Dr, Dunmore, PA 18512 June 22 BMG Powersports 2677 NY-17M, Goshen, NY 10924 July 13 Peake Offroad 6551 Pratt Rd, Williamson, NY 14589 July 19 Xtreme Machines 700 NJ-33, Millstone, NJ 08535 July 20 Moto Richmond 6000 Midlothian Tpke, Richmond, VA 23225 July 27 Hamlin Cycles 44 Grassy Plain St, Bethel, CT 06801 August 10 Seacoast Powersports 19 Lafayette Rd, Hampton Falls, NH 03844 August 17 Razee Cycles 730 Tower Hill Rd, North Kingstown, RI 02852 September 14 Kissel Motorsports *In Conjunction with 2024 PA Moto Guzzi Rally* 5165 E Pleasant Valley Blvd, Tyrone, PA 16686 The Complete Moto Guzzi Experience Attendees will have the opportunity to get behind bars of the newest Moto Guzzi models, including the new Moto Guzzi Stelvio which has returns for 2024 and is ready for your next adventure, the iconic V7 range, with a namesake that extends more then 50 years offering a character-rich, classic style, and with the technologically advanced arrival of the Moto Guzzi V100 Mandello, there’s a Moto Guzzi for every riding style. Expert Staff on Hand Knowledgeable Moto Guzzi staff will be on hand at every location to answer questions, provide expert advice, and lead guided rides. This is the perfect opportunity to learn more about the Moto Guzzi brand and discover the perfect Italian machine for your next adventure. For More Information on the Tour and Locations, Please Visit: https://www.motoguzzi.com/us_EN/moto-guzzi-world/news-moto-guzzi/northeast-demo-tour/ View the full article

Yamaha’s latest MT-09 gets sportier. (Joseph Agustin/) It has been 11 years since Yamaha did the unexpected with the debut of the MT-09 (back then known as the FZ-09). The result was sportbike performance, dressed down to a naked streetfighter, and showcasing an exciting triple powerplant from Japan. The torquey-ness, upright riding position, and general hooliganism of the MT attracted a cult following quickly. Ready to rumble—the MT-09 is even sharper and more angular with the new tweaks to the gas tank and bodywork. (Joseph Agustin/) Fast-forward to 2024 and the MT-09 is all grown up. This year’s model features an updated 5-inch TFT dash with a multitude of settings and prebaked riding modes along with phone connectivity. Yamaha has reoriented the rider triangle into a sportier position, stiffened the suspension, refined the rigidity and balance of the chassis, and reworked the overall aesthetics of the machine. While the changes may not seem major, they do hint at a new philosophy infiltrating Yamaha’s “Dark Side of Japan” models. Each new face-lift of the MT-09 becomes more and more polarizing in the riding community. They certainly aren’t forgettable! (Joseph Agustin/) 2024 Yamaha MT-09 Ergonomics and Style Yamaha’s dedication to unveiling expressive and intriguing headlight assemblies continues with this year’s MT-09. Older generations had uncanny similarities to the look of sinister robots like Transformer Decepticons, but the newest MT-09 looks much more at home within the Marvel Cinematic Universe. It is difficult to unsee the Iron Man face mask resemblance in the MT-09 after comparing the two. On paper, the changes to the rider triangle sounds drastic but in reality it still closely resembles the neutral upright position the MT has always had. For the petite riders out there: I am on my tip toes at stops since the MT-09 has a seat height of 32.5 inches. (Joseph Agustin/) Some changes are more than just cosmetic. For instance: The resculpted gas tank not only looks sharper but is also 30mm (1.2 inches) lower and 60mm (2.4 inches) wider compared to last year. Yamaha has also pushed the riding position into a “forward weight” orientation, increasing the steering angle, lowering the handlebar, and pushing the footpegs higher. All of these tweaks to the rider triangle nudges the MT-09 closer to the “sporty” end of the sport-naked spectrum. There was some concern at first about all-day riding comfort, but the test ride in Northern California revealed that the changes made were incremental and not so severe as to snap wrists and break backs when putting down miles. It’s back—the CP3 engine that gives the MT-09 much of its clout is the same as last year's edition. (Joseph Agustin/) 2024 Yamaha MT-09 Engine and Electronics Yamaha’s 890cc DOHC CP3 inline-triple returns untouched to this newest edition of the MT-09. Already well known for its sound and character, there wasn’t much to change about the midrange bugle. Instead, Yamaha has been searching for ways to enhance the presence of the venerated powerplant with acoustic amplifier grilles and adjustments to the transmission. Specifically, the transmission has seven new gears with redesigned drive dogs for smoother shifts and reducing backlash. The newest MT-09 also benefits from the latest-generation “all quadrant” quick-shift system that has a larger operating window than the previous model. The MT-09 has a sensitive throttle, a trait well known to Yamaha’s triple streetbikes. Once the throttle hand recalibrates itself, the quick engagement is exhilarating and the MT-09 leaps corner to corner in NorCal’s redwood forests. Low in the rev range the MT-09 is well mannered, but when it hits around 5,000 rpm, the induction whine and blast of the triple is addicting. Dancing through the gears in search of the sweet spot where that tenor tune would play the longest finds the rider jumping from second to third back to second in the tight winding roads heading to Santa Cruz. The new quickshifter doesn’t just work as advertised, it dazzles with its efficiency. A preview of the rider-aid matrix on the MT-09 user interface. (Joseph Agustin/) New for this year, the six-axis Inertial Measurement Unit (IMU) riding-aids menu involves less guesswork in offering riders three standard riding modes (Rain, Street, Sport) along with two customizable maps. This is an extremely helpful upgrade, as endlessly scrolling through the variety of rider aids and individually toggling them could become tedious. While the Rain mode is predictably gentle for inclement conditions, the differences between the Street and Sport mode are more nuanced. Sport mode has a slightly punchier throttle response but Street mode is smoother while still offering the same peak power. Go ahead, lean it over some more; the MT-09 is more than ready to ride the edge of the tire. (Joseph Agustin/) 2024 Yamaha MT-09 Chassis and Handling Agility has always been a calling card of the MT series. In the pursuit of cornering perfection, Yamaha has made evolutionary changes to the suspension and frame of the newest MT-09. Yamaha may have pushed the suspension to stiffer limits, but the KYB 41mm front fork and rear shock are fully adjustable. (Joseph Agustin/) Yamaha increased the spring rate in the front fork, and new linkage settings in the rear shock are all designed to be stiffer and to reduce pitching during hard aggressive riding. They also made some changes to the frame, moving brackets and rebalancing the overall rigidity of the design so the MT-09 has better stability at high speeds. The subframe has also been revised to be narrower and, you guessed it, stiffer. The MT-09 is shod in Bridgestone Battlax Hypersport S23 tires and the SpinForged Aluminum wheels really pop in the cyan coloring. (Joseph Agustin/) I am at the lighter end of the rider weight spectrum, so all of these changes to the MT-09 are noticeably stiff when riding. The front fork is progressive in both compression and rebound damping, and well composed under heavy braking. Rocketing out of corners the weight transfer of the MT is well balanced. The only places the suspension and hardened-up chassis is irksome is through rough patches of road and potholes. As for stopping power, the updated Brembo radial master cylinder for the four-piston caliper, dual disc brakes were plenty adequate on the MT-09. In juxtaposition to the twitchy throttle, the brakes are far more forgiving and won’t bite a rider feeling out its limits. Cruising, carving, chaos—the MT-09 is a versatile motorcycle up for any of it. (Joseph Agustin/) In Conclusion A subtle shift is lurking in the new MT-09. Why create a more aggressive riding position? Why rebalance the frame and stiffen the suspension settings even further? On the scale of purebred sport versus naked hooligan machine, the dial has been turned back toward the former. From all angles, the MT-09 looks the business. (Joseph Agustin/) As the MT-09 makes its debut into the MotoAmerica Hooligan class this season—and the rumor mill buzzes with more gossip of a possible R9—the calculated micro adjustments back to the realm of sport all begin to make sense. Yamaha’s newest MT-09 is possibly the most sophisticated and well-balanced iteration yet, brimming with features and competency well beyond its affordable price tag. The “Dark Side of Japan” might be taking a step back into the light, and I don’t think it’s a bad thing. Not one bit. 2024 Yamaha MT-09 Specs MSRP: $10,599 Engine: DOHC, liquid-cooled, inline three-cylinder; 12 valves Displacement: 890cc Bore x Stroke: 78.0 x 62.1mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Fuel System: Fuel injection w/ YCC-T, ride-by-wire Clutch: Wet, multiplate, slipper/assist Engine Management/Ignition: Transistor-controlled ignition Frame: Control-filled die-cast aluminum Front Suspension: KYB 41mm USD fork, fully adjustable; 5.1 in. travel Rear Suspension: KYB monoshock, preload and rebound adjustable; 4.6 in. travel Front Brake: 4-piston calipers, dual 298mm discs w/ ABS Rear Brake: 1-piston caliper, 245mm disc w/ ABS Wheels, Front/Rear: Spin-forged aluminum; 17 in. Tires, Front/Rear: Bridgestone Battlax Hypersport S23; 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 24.7°/4.3 in. Wheelbase: 56.3 in. Ground Clearance: 5.5 in. Seat Height: 32.5 in. Fuel Capacity: 3.7 gal. Claimed Wet Weight: 425 lb. Contact: yamahamotorsports.com View the full article

KTM has announced that the prototype 990 RC R will go on sale early in 2025 as a normal production model, not a limited edition. (KTM/) It’s been more than 15 years since KTM last produced a street-legal, fully faired production sportbike. The last model to fill that slot in KTM’s lineup was the 1190 RC8/RC8 R which was last sold in 2016. In the time frame since then, KTM has only produced the very limited edition, track-only RC 8C. If you were lucky enough to get your paws on one of those unicorns, good on you. But for 2025, KTM has announced plans to return to the class with the brand-new 2025 990 RC R. With a growing demand from its customers for such a bike and its ever increasing success in the MotoGP world championship, the time is ripe to get back into the fray. There will be a couple of versions within this new family, including the standard road-ready 990 RC R, and then later in 2025 the 990 RC R Track edition, the latter of which will be a stripped-down version more akin to the RC 8C. Related: KTM Serious About Sportbikes Right-side view of the 990 RC R prototype. (KTM/) KTM knows for a fact that the demand is there based on how quickly the two production runs of the $39,599 RC 8C were snapped up by consumers. The first run of 100 units that was released in 2021 sold out in just four and a half minutes. While the 200-unit run in 2023 sold through in just half that. The RC 8C was only produced in two limited runs. (KTM/) “The KTM 990 RC R is a groundbreaking innovation for those who live for the thrill of cornering,” said Riaan Neveling, head of KTM global marketing. “It’s for those who lean close to the road, almost brushing their knees, and then push the limits, dragging elbow to the tarmac on the racetrack. This bike offers power and prestige without the exorbitant price tag.” KTM LC8c 990 Engine We already know that the bike will utilize a version of the LC8c engine that is currently used in the 990 Duke. That model uses the brand-new 947cc iteration which in the Duke produces a claimed 123 hp at 9,500 rpm and 76 lb.-ft. of torque at 6,750 rpm. Bore and stroke in the “990″ measure 92.5 x 70.4mm with updates including new pistons, rods, crank, cam timing, and exhaust system. While we assume the version that will power the 990 RC R will be similar, we also know the 889cc version in the last RC 8C produced a claimed 135 hp. That engine used titanium connecting rods and intake and exhaust valves, and had a higher 14:1 compression ratio and larger throttle bodies. So we’ll have to wait for more information to confirm the final output and specs. One of the small details included in the press release is that the bike will come standard with a shifter that can easily be reversed to a racing shift pattern for track usage. We expect the 990 RC R will come with a full suite of rider aids as standard, with optional modes and features available with the purchase of Performance and Track modes, as found on the Duke. We also expect the latest 5-inch TFT display that is used on the 990 Duke and Husqvarna Svartpilen 801. Chassis, Ergonomics, and Aerodynamics Chassis details from KTM’s press release are limited, but we do know that the 990 RC R will use a steel frame with a fixed 25-degree rake angle. The Duke has 24.2 degrees of rake and 3.9 inches of trail, while the RC 8C has a steep 23.3-degree angle and the same trail. From its description we can confirm that the frame will be similar in design to the naked model’s unit with a die-cast aluminum subframe. This is quite different from the early prototype that we spied back in December testing, which used a trellis subframe while engineers were settling on positioning for the passenger pegs and other details. Related: NEVER STOP! KTM 990 RC R Development, Chapter 1 – Design | KTM Left-side view of the KTM 990 RC R prototype. (KTM/) The bike will use WP’s 43mm Apex open-cartridge fork and shock. On the Duke the fork has provisions for rebound and compression damping, while the shock has provisions for preload and rebound adjustability. Will this more track-ready model get full adjustability front and rear? Or will that be saved for the Track version? The RC 8C had fully adjustable Apex Pro units, so we’ll have to wait and see here too. Lightweight cast aluminum wheels will be wrapped in Michelin rubber. From the images we can see that the front end sports a pair of blacked-out, radial-mount four-piston Brembo calipers with wave-style brake discs in place of the Duke’s J.Juan units (the RC 8C got Brembo Stylema units). We’ll have to wait to see if the 990 RC R gets this setup, or if the model pictured here is the Track model with a different spec. The prototype 990 RC R in action. (KTM/) The press release mentions that engineers have spent a lot of time working on the ergonomics to ensure that riders will be comfortable on the street. But the seating position will also be sporty enough to ensure control on the track, with a new tank used to help achieve this. We can also see that the wind-tunnel-developed aero wings will be utilized, at least on the Track version. The prototype we spied at the end of 2023 utilized a fairing with a single headlight and no winglets, so there are more questions than answers at this point in terms of final spec on each variation. “At last, we can unveil our KTM 990 RC R and introduce a truly exceptional motorcycle to dealerships in early 2025, fulfilling the anticipation of countless riders and race enthusiasts,” adds Neveling. “Our Duke range and other street products have garnered a loyal following for their distinct character; we believe the KTM 990 RC R will quickly attain cult status because it excels at the two things it was designed for so remarkably well. Success will be evident on the track, but the unparalleled experience for customers on the road will truly set it apart.” View the full article

Folds of Honor and Indian Motorcycle Announce Charity Ride (Indian Motorcycle/) Indian Motorcycle Press Release: Indian Motorcycle Owners Around the Country Come Together to Raise Funds for Nonprofit Organization Supporting the Families of Military Service Members & First Responders Folds Of Honor Provides Educational Scholarships to the Spouses and Children of U.S. Military Service Members and First Responders Who Have Fallen or Been Disabled While Serving Our Country and Communities Indian Motorcycle to Giveaway Custom Indian Springfield to Individual Who Raises the Most Funds, Additional Product & Prizes Offered for Various Levels of Donations Indian Motorcycle, America’s First Motorcycle Company, today announced a fundraising effort in partnership with Folds of Honor, a non-profit organization dedicated to providing families of fallen or disabled service members and first responders with life-changing educational scholarships. Rallying its owners’ community, Indian Motorcycle is coordinating regional owners’ rides around the country on August 24, 2024. Indian Motorcycle owners can donate and register to participate before midnight on August 24, 2024. The fundraising effort encourages Indian Motorcycle owners’ groups from around the country to get involved by donating to the cause and participating in the Folds of Honor charity ride. Every contribution, regardless of size, fuels its mission of making a meaningful impact in the lives of the families of fallen or disabled service members and first responders. As a special incentive, Indian Motorcycle will gift the individual who raises the most funds with a brand-new, custom Indian Springfield. Additional product and prizes will be offered at various levels of contributions. “Supporting U.S. military service members and first responders has always been core to our brand, which is why we’re excited to be partnering with Folds of Honor and rallying our owners to give back and support those families in need,” said Aaron Jax, Vice President for Indian Motorcycle. “As riders, we understand the power of community and the joy of giving back, and with our legion of owners all around the country, we are beyond excited to make an impact for such an important cause.” For nearly 20 years, Folds of Honor has provided educational support to the families of fallen or disabled service members and first responders. Folds of Honor has awarded more than 52,000 educational scholarships totaling approximately $244 million in educational impact. Providing 45% of all scholarships to minority students, the organization is significantly impacting educational opportunities by fostering diversity and empowerment within academia. “We are grateful to the team at Indian Motorcycle and to the proud patriots who ride,” said Lt Col Dan Rooney, Founder and CEO of Folds of Honor. “The individuals who participate in these nationwide rides have made a choice to never forget the sacrifices made by these American heroes and to help provide academic scholarships to their spouses and children.” The Folds of Honor charity ride serves as one of many events featuring the Indian Motorcycle Riders Group (IMRG). With approximately 137 chapters and 7,500 riders from around the country, IMRG hosts hundreds of rides and events each year for members and general motorcycle riders alike. View the full article

The Exclusive Aprilia Pro Experience is Back in Misano on June 9 (Aprilia/) Aprilia Press Release: THE EXCLUSIVE APRILIA PRO EXPERIENCE IS BACK IN MISANO ON JUNE 9 — A UNIQUE OPPORTUNITY AND DREAM DAY FOR ANY ENTHUSIAST ON THE TRACK WITH THE APRILIA SPORTBIKES, RIDDEN BY GREAT CHAMPIONS, EXTRAORDINARY TALENT, ACTING AS COACHES: SIX-TIME WORLD CHAMPION AND MOTOGP LEGEND MAX BIAGGI AND MOTOGP RIDERS MIGUEL OLIVEIRA AND LORENZO SAVADORI SPECIAL GUESTS INCLUDE APRILIA RACING MOTOGP RIDERS ALEIX ESPARGARÓ AND MAVERICK VIÑALES The Aprilia Pro Experience is back, a dream day that allows a limited number of enthusiasts to get on the track with some of the best riders in the world as coaches. The event will take place at Misano World Circuit on Sunday, June 9, following the 2024 edition of Aprilia All-Stars — the enthusiast event starring the riders and bikes which have produced the most victories in World Championship GP Motorcycling with Aprilia — which will liven up the Romagna track on Saturday, June 8. Aprilia Pro Experience is not “just” a limited track school, it is an extremely high level racing experience — a dream come true for any motorcyclist — on one of the few tracks in the world that is a venue for both MotoGP and WSBK. The lucky participants will climb into the saddle of the extraordinary Aprilia RSV4 Factory ridden by three exceptional “super coaches”: MotoGP legend Max Biaggi, four-time 250 class World Champion and two-time World Superbike Champion, 5-time MotoGP Grand Prix race winner Miguel Oliveira, current Aprilia rider on team Trackhouse, and Lorenzo Savadori, Aprilia Racing MotoGP rider and tester. Aprilia Racing MotoGP riders will also be present: the two factory riders, Aleix Espargaró and Maverick Viñales, as well as Raúl Fernández, Oliveira’s teammate on team Trackhouse. The Experience event, open to just 20 participants, will last the entire day. The key moments will of course be the track sessions, for a total of six, twenty-minute sessions. Each of the three coaches will follow a small number of riders in turn, in order to be certain that they’ll be able to dedicate full attention to each rider and to ensure each participant at least one session with each of the super coaches, even during the garage training activities. The Aprilia RSV4 Factory bikes available to the participants will be the most technologically advanced version of the bike which has won seven WSBK titles, and they will be shod with high-performance Pirelli Diablo Superbike compound tires — the ideal choice for track days. There will be a briefing and debriefing ahead of and following each session with analysis of the onboard videos obtained thanks to cameras installed on each bike. This exclusive event will also include lunch in the Aprilia hospitality area and a dedicated photo shoot. Additionally, the exclusive package also includes a lap around the track as passenger to one of the Aprilia Racing riders on the Aprilia RSV4 two-seater, and one of the sessions entering the track directly from the Aprilia Racing MotoGP garage. During the day, the participants will also be able to see the Aprilia RS-GP prototype start up, protagonist in the 2024 MotoGP World Championship. The Aprilia Pro Experience in Misano is available at a price of €2,950. All information and how to book and participate are available at this link at https://www.aprilia.com/en_EN/aprilia-pro-experience View the full article