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The new GWM engine design is a flat-eight that is configured in a similar manner to Honda’s flat-six Gold Wing design. (GWM/) Imagine you’re an established giant of the global motor industry and want to spread your brand from four wheels to two. How do you make a splash? In the case of China’s GWM group (Great Wall Motor) the answer is to build a pair of flat-eight-powered motorcycles that can outdo even that epitome of two-wheeled luxury, the Honda Gold Wing. Rumors and spy pictures of a pair of flat-eight machines started to circulate in China last year, one resembling a Gold Wing, the other a cruiser reminiscent of the old Honda Rune, but now we’ve had the first semi-official glimpse in the form of a video posted to social media by GWM’s chairman, the billionaire Wei Jianjun. In the footage he’s showing his R&D staff a new Xiaomi S7 electric car that was gifted to him (that’s Xiaomi, the smartphone brand, which has now turned its hand to cars). But in the background—carefully positioned to be in shot and with its cover partially pulled back—there’s a finished-looking example of the upcoming eight-cylinder tourer. At around the same time, Jianjun posted a clip of engine sound to social media which has been interpreted as belonging to the bike. With the Beijing auto show due to kick off on April 25 and this ramping up of publicity, it’s not a huge leap of logic to suggest the first GWM bike might make its debut at the event. Chinese billionaire Wei Jianjun was recently seen on social media with the not-so-conspicuously-hidden touring machine set up in the background. (GWM/) The bike itself is unlikely to go under the GWM brand, which already has multiple arms. The GWM name is used on pickup trucks, while the company uses the brands Haval and Tank on its SUVs, Ora on its electric cars, and Wey on its luxury people carriers. The bikes are expected to get their own distinct brand name when officially launched. Of course, with the new eight-cylinder machines now all but confirmed for production, we’ve had a dig around in the patent filings to see what information is out there. It turns out Great Wall has filed several patent applications for elements of the bikes. The images accompanying the patents clearly show the flat-eight engine, with a design that takes its cues from Honda’s Gold Wing but ups the ante in several areas. The engine capacity is believed to be around the 2,000cc mark, a little higher than the 1,833cc of the current Wing, and of course it has two extra cylinders, but the layout—with the transmission mounted underneath the engine to keep the package shorter than it would otherwise be—is much the same. Just like Honda, GWM intends to use a dual-clutch, semi-automatic gearbox in the bike with a shaft final drive. This complex engine is believed to be around 2,000cc. (GWM/) While the Gold Wing uses a single-overhead-cam layout, the GWM features two cams per head. Along with the extra cylinders and capacity, that should help increase the performance. When it comes to cooling, the engine’s longitudinal crankshaft and flat cylinder layout lends itself to the same solution that Honda uses, which are ducted radiators mounted above the cylinder banks on each side. Unlike the Gold Wing, this engine utilizes double-overhead cams for each cylinder bank. (GWM/) The tourer is the only model seen in Wei Jianjun’s video, and it clearly has a similar shape to the Gold Wing. That’s not surprising given the engine layout, but the Honda tribute seems to go a step further as it appears that the front suspension uses a Hossack-style girder fork rather than a telescopic, just like the latest Wing. The frame, seen in earlier spy pictures, also follows a similar pattern to the Honda’s, and appears to be cast in aluminum. China’s motor industry is well aware that aping the best existing technology is a valuable shortcut when it comes to entering new parts of the market, and it would be no surprise if some real Gold Wings have been reverse-engineered to arrive at similar solutions for the chassis as well as the engine. Like the Gold Wing, the new engine will use a pair of side-mounted radiators that are fed air by ducts on the side of the motorcycle. (GWM/) The second model wasn’t seen in the latest video, but spy shots taken last year showed it had very similar styling to the old Honda Rune. It also has a different chassis to the tourer, with a longer, lower stance and—unlike the Rune—conventional telescopic forks. A second model said to resemble Honda’s Rune from the early 2000s is also thought to be in production. <i>Motorcyclist</i> Magazine We’ll be watching with interest to see where GWM’s motorcycle plans go. It’s a company with no shortage of funds (Wei himself is listed by Forbes as China’s 13th-richest billionaire, with a fortune of $12.2B) and huge R&D and manufacturing resources. While massive flat-eight tourers and cruisers might not be big sellers, they’re an ideal halo product range and instantly one-up rival Chinese companies, many of which are just starting to launch their first four-cylinder bikes. View the full article

The new RSV4 Factory 1100 SE-09 SBK made its public debut at MotoGP weekend at Circuit of the Americas. (Piaggio Group/) It was definitely a fitting background; this past weekend at the MotoGP round in Austin, Texas, Aprilia decided to roll out two tribute bikes to honor one of the quickest and winningest racers in its portfolio, the RSV4. The RSV4 Factory SE-09 SBK special edition was unveiled alongside the equally rorty Tuono V4 Factory SE-09 SBK (though other than having the same engine, it wasn’t clear what the hyper-naked’s relation was here). Be that as it may, both special-edition bikes are adorned in the iconic livery that harkens back to RSV4′s spectacular debut, while also adding up-spec parts like carbon front brake air intakes and a carbon front fender, and a special numbered logo on the fuel tank. The special-edition RSV4 is meant as a celebration of the model’s first World Superbike win in 2009 with Max Biaggi at the helm. On this occasion, it’s Maverick Viñales providing the photo op. (Piaggio Group/) The tribute bikes point back to that fateful July in 2009 when Max Biaggi, on the Brno circuit, piloted the Aprilia RSV4 to its first victory in the World Superbike Championship. Aprilia had never won the WSBK title before and at the time, many thought it rash to try with the new RSV4, but it turned out to be just the start of a win streak for the model in the most important factory-derivative championship in the world. When the smoke cleared, the RSV4 had racked up an extraordinary collection of seven world titles (three rider and four manufacturer), 44 wins, and 102 podiums. Related: Aprilia RSV4 Factory - ROAD TEST The RSV4 and Tuono Factory SBK tribute bikes both sport carbon front brake air intakes and a carbon front fender along with the special black and red livery. (Piaggio Group/) Of course the 2024 version of the RSV4 Factory 1100 has evolved quite a bit from Biaggi’s first-gen 999cc, 180 bhp racer. Obviously, displacement is now up to 1,099cc, which comes with a claimed output of 217 hp at 13,000 rpm, coupled with 92.1 lb.-ft. of torque (for reference, we squeezed 189.9 hp out of the 2019 RSV4 Factory 1100 on our dyno). There are also advanced aerodynamics, electronically adjustable suspension, and updated electronics on the newer bike, but the main focus of the special-edition numbered SBK models, both of which made their public debut during the MotoGP Grand Prix of the Americas in Texas, appears to be in their cosmetic treatments. The RSV4 (foreground) and Tuono (back) at the track. | Photo: Piaggio Group (Piaggio Group/) Two of the current top Aprilia Racing factory riders, Aleix Espargaró and Maverick Viñales, had a hand in introducing the new RSV4 Factory and the Tuono V4 Factory SBK models. The special-edition models both sport the same eye-catching livery made famous by that first-gen RSV4 in its debut on the WSBK stage, dominated by black with the characteristic red and white trim on the top fairing, fuel tank, and unique tail fairing. It’s a simple, powerful scheme that’s instantly recognizable to any fan of the brand from Noale—or Max Biaggi, for that matter. Both bikes also feature a special progressively numbered logo on the fuel tank. (Piaggio Group/) Both bikes will be available at US Aprilia dealers starting in June 2024, with an MSRP of $26,499 for the RSV4 Factory SE-09 SBK and $19,999 for the Tuono V4 Factory SE-09 SBK. For more info, visit aprilia.com. View the full article

What would you like to see this single in? (Ducati/) Ducati has a long and well-deserved reputation as an innovative engineering company, going all the way back to 1954 with Fabio Taglioni (the famous “Doctor T”) and the iconic desmodromic valve-actuation system that has become such an icon of the Italian company. Now, 70 years later, we explore the new Ducati Superquadro Mono 698 single, the latest example of Ducati’s technologic savvy, best evidenced by one principal fact: This 659cc single-cylinder engine revs to 10,000 rpm and more. Today Ducati is a company famous for its V-twin engines, yet the idea for this new engine goes back some five years. At the end of a meeting, Ducati CEO Claudio Domenicali asked if anyone had a suggestion for a new model, and one brave soul dared raise the idea of a single. Of course it would have to be the hottest single on the market, so it’s only natural that the engine’s basic technology derives from the mighty Panigale 1299 V-twin, one of the most advanced and powerful production twins ever. The new Ducati 698 is relatively compact for its displacement, and appreciably light as well. Externally its design is squarish and functional, especially when compared to the elegant, aesthetically harmonious singles Taglioni designed in the 1950s and ‘60s. Generating 77.5 hp at 9,750 rpm in stock form, when fitted with a Termignoni racing exhaust that number surges to 84.5 hp at 9,500 rpm. This is way above any other single, including KTM’s excellent 690 which delivers 74 hp at 8,000 rpm. With a highly oversquare 116mm bore and 62.4mm stroke it’s easy to see why the redline is sky high—at peak power the piston mean speed is 66.3 feet per second, well within the traditionally accepted safe limits of 78–79 feet per second. By comparison, with its 80mm stroke the KTM 690 reaches about 70 feet per second at peak power. While its power numbers are outstanding, the Ducati 698 doesn’t shine as brightly when it comes to torque, producing 46.5 lb.-ft. of peak torque at 8,050 rpm (49.4 lb.-ft. with the Termignoni exhaust). Here the KTM holds a clear advantage: a very strong 54 lb.-ft. at 6,500 rpm. Related: 2024 Ducati Hypermotard 698 Mono First Ride Review A Look Inside, the Crankcase and Cylinder Inside the left side of the crankcase. (Bruno dePrato/) Disassembly reveals the Ducati 698 Superquadro to be a feast for both the art lover and the engineer. As with the Panigale twin, the die-cast crankcase is vertically split. Look carefully at how the cylinder too is split, and incorporated into each crankcase half. This significantly improves rigidity, and bolting the head directly to the crankcase helps eliminate any parasitic vibrations. A 116mm piston moves through 62.4mm. (Bruno dePrato/) The one-piece cylinder liner is a high-tensile aluminum alloy element with a Gilardoni Cermetal bore treatment, the Italian variation of Nikasil. The Piston and Con-rod The bridged-box structure of the Superquadro’s piston. (Bruno dePrato/) The 116mm piston features two rings, a short skirt, and a stiffened bridged-box inner structure. Weight is a positive 649 grams, including the steel wrist pin, the latter with a diamond-like coating (DLC) for minimal friction. The piston derives directly from the Panigale 1299, and is cooled via oil jet. The Superquadro uses a forged connecting rod. (Bruno dePrato/) The con-rod is sinter-forged from powdered metal and weighs 607 grams. Its stem is slightly leaner than the 1299′s rod. The small end is 29.2mm wide and perfectly symmetrical, while on the 1299 it was slightly offset. Compared to the 1299 part, the major difference is in the center-to-center measurement: In the single it’s 109.3mm, while with the twin it’s 110mm. This is because the single’s stroke has grown from the Panigale’s 60.8mm to 62.4mm. Consequently, the rod’s length-to-stroke ratio drops from 1.81:1 down to 1.75:1. The Panigale’s 1.81:1 is already pretty short in relation to the huge bore and high revs, and thus the single’s 1.75:1 ratio is very short given the same bore. Offsetting the piston pin can help with the piston side thrust, but a stroke-rod length ratio below 2:1 always increases secondary-order imbalance and related vibration. With any big single, primary- and secondary-order imbalances are always substantial. Including a pair of balance shafts in the design can cancel a good percentage of the primary-order-imbalance-generated vibrations, but nobody wants to add an additional pair of balancing shafts to kill secondary-imbalance vibrations. Such balancers should turn at twice the crank’s speed—meaning an unrealistic 20,500 rpm in this case. Increasing the rod’s center-to-center length is the most rational solution… But that makes the engine taller. Is it worth the trade-off? Dr. Taglioni thought it was. The Cylinder Head Ducati 698cc Superquadro Mono combustion chamber shows small squish area (Bruno dePrato/) The combustion chamber duplicates the 1199/1299 design, featuring enormous paired 46.8mm intake and 38.2mm exhaust valves, each weighing 49 and 67 grams, respectively. (The 1299 R Final Edition had even bigger valves at 48mm and 39.5mm.) Inlet valves are titanium, sourced from US specialist Del West Engineering, while the exhaust valves are steel. Included-valve angle is 23 degrees, allowing for a 13.1:1 compression ratio with a nearly flat piston top. The combustion chamber is thin and features small squish areas due to the large valves. Seeing valve size dictate combustion chamber shape like this confirms that the Ducati engineers emphasized volumetric efficiency over thermodynamic efficiency. Looking at the torque numbers bears this out: Specific torque here is 70.5 lb.-ft. per liter, much lower than the 84 lb.-ft. per liter generated by the 1299. The moderate specific-torque output is partly made up for by the engine’s ability to rev past 10,000 rpm. The Ports and Throttle Body Looking down the intake ports. (Bruno dePrato/) Compared with the 1299, the single’s inlet-port size is reduced. The oval throttle body is derived from the 959 Panigale twin, and its area corresponds to a round throttle body measuring 62mm. This is down from the 67.5mm throttle body of the 1299, and may partly explain the reduced specific-torque output. The intake runners are set at an average 25-degree angle to the valve stem—very similar to the configuration of the inlet ports in the old two-valve engines, selected here to improve tumble turbulence. Reducing the throttle-body size improves the torque-curve profile by inducing a higher inertia in the incoming charge. Given the profile and the geometric setting of the inlet runners, retarding intake-valve timing might induce a strong swirl turbulence to improve the combustion at middle revs along with the torque curve as well. The Cams Top view of the Superquado Mono’s four-valve head. (Bruno dePrato/) A DOHC four-valve desmo head is always a piece of mechanical jewelry. Here the new 698 Superquadro shares the same basic design as the 1299 Panigale twin. A Morse Hy-Vo chain drives from the crankshaft to an intermediate sprocket, and from there two gears drive the camshafts, each camshaft supported by two aluminum bearings. The closing-cam lobes are duly lightened on the portion unloaded during the cycle. During starting the exhaust camshaft actuates a decompressor system which allows the use of a smaller starter motor. On the right side of the inlet camshaft is the valve controlling transfer of blow-by fumes to the exhaust system. The Crankshaft The Superquadro’s forged crankshaft. (Bruno dePrato/) A short and strong crankshaft. (Bruno dePrato/) The short, massive crankshaft shares some basic dimensions with the 1299, but not all. The stroke has grown from 60.8mm to 62.4mm. Crank-throw journal diameter is 45mm (the same as the big twin, as is the 50mm main-end journal on the primary-transmission side), while the main-end journal on the alternator side has been reduced from 50mm to 45mm. The crank journal and the main-end journals now feature a slightly reduced overlap in the axial view, but at no detriment to rigidity given the reduced width of the crank journal. The crankshaft weighs 3,820 grams (8.42 pounds). The Starter Drivetrain The two balancing shafts are gear-driven. (Bruno dePrato/) The gear driving the balancing countershafts is interference-pressed onto the crank’s left end—a new construction technique for Ducati. The single-piece forged balancing countershafts weigh 578 grams (1.274 pounds) and 489 grams (1.08 pounds), respectively. Layout of the starter system. (Bruno dePrato/) Given the high loads that occur when starting a huge single like this, the 698′s starting system is necessarily deliberate. The starter motor turns a high-reduction-ratio intermediate gear that in turn drives the gear machined into the right-hand balancing countershaft, again with a high reduction ratio. Finally the balancing shaft drives the crankshaft at 1:1 (no reduction). The intermediate gear is driven by the electric starter motor and incorporates a small diaphragm-type clutch that interrupts the connection to the electric starter motor in case of kickback recoil. View the full article

For 2024, the smallest Kawasaki Ninja in the US gets an additional 52cc and updated styling. (Kevin Wing/) Kawasaki has been producing the Ninja sportbike lineup for more than 40 years. That flash of neon green zipping by on the street is so recognizable that the Ninja moniker is known even by mainstream America. For dedicated motorcycle riders, the Ninja name means sport performance. Elbowing its way into the 2024 line is the new Ninja 500. The changes are few between the well-known Ninja 400 and the latest arrival. Most notably the larger displacement—up from 399cc to 451cc. Then there is the styling. The Ninja 500 more closely resembles its racy older siblings with updated bodywork and colors. Finally, the Ninja 500 gets a boost of technology with a fancier LCD display or TFT dash (depending on the model) and connectivity to the mobile devices through the Rideology app. Can the Ninja 500 earn a rightful spot among its ancestral clan of speed machines? Team Green invited us to familiar stomping grounds in Malibu to test the newest Ninja on some of the sportiest roads in Southern California to find out. Never before has the lightweight Ninja offering so closely resembled the big fast bikes, especially so in the KRT racing livery. (Kevin Wing/) 2024 Kawasaki Ninja 500 Ergonomics and Style The already blurry line between EX and ZX models are challenged once again, as the Ninja 500 now sports the same aggressive styling as its larger and badder older brothers. Particularly in the face, the friendlier wider-eyed headlights of the older Ninja 400 is replaced with the furrowed brow of the more serious ZX styling. What Kawasaki calls “full volume bodywork” gives the Ninja 500 a larger presence, essentially puffing up its chest to mimic the size and gravitas of the bigger Ninjas. Kawasaki has redesigned the Ninja 500 seat shape and seat cover. It is a more comfortable ride and the faux leather covering allows for better sliding action compared to grippier materials of the past. (Kevin Wing/) Despite the flashy new body styling, the ergonomics and approachability of the Ninja 500 are the same as the 400. As a shorter than average rider at 5 feet, 4 inches, I find that I can comfortably touch down to the balls of my feet with the seat height at 30.9 inches. With a wet curb weight of 379 pounds, the Ninja 500 is also easy to maneuver at stops or slow speeds. Being a smaller rider, control levers and reach are all important factors. Although not adjustable, the clutch lever and brake lever are easily within reach and featherlight to operate. Many riders will rejoice knowing that nothing has changed about the rider triangle of the Ninja 500 compared to the proven Ninja 400. The Ninjette series has gotten top marks for comfort from riders of all sizes so Kawasaki has made a smart choice here in not changing a good thing just for the sake of change. The aggressive styling is most appreciated in the headlight assembly. Also take note of the taller windscreen, available stock on SE models. (Kevin Wing/) Lastly, in the new perks department is the high-contrast full-LCD instrument with smartphone connectivity to Kawasaki’s Rideology app on the base Ninja 500. The test models made available to ride in Malibu were the Ninja 500 KRT SE editions, which come with a whole smattering of upgrades. The full-color TFT dash and Kipass key fob ignition are the standout additions, but the SE package will also include add-ons like LED turn signals, tall windscreen, radiator screen, frame sliders, seat cowl, tank and knee pads, and USB charger. 2024 Kawasaki Ninja 500 Engine Carrying on with the theme of glowing up the lightweight Ninjette, Kawasaki has taken the approach of a “stroker motor” to bump up the displacement of the parallel twin powerplant from 399cc to 451cc. This means the same bore and a new stroke of 70mm x 58.6mm (up from 51.8) is housed within the same engine casing as the Ninja 400. The intake and exhaust valve diameters have been adjusted, and the balancer shaft, crankshaft, connecting rods, and pistons are all newly designed to better match the enlarged displacement. The Ninja 500 sports a lower 11.3:1 compression ratio compared to the Ninja 400′s 11.5:1, and the redline has migrated from 13,000 to 11,700 rpm. The biggest change? The roughly 50cc bump from 399cc to 451cc on the Ninja 500. Some debate if the naming convention is fair, rounding up all the way to 500 from 450. (Kevin Wing/) The “stroker motor” doesn’t feel like a rocket ship. It instead translates into a faster connection from the wrist to the rear wheel—response feels sharper but not harder. Although we did not get the chance to really stretch the Ninja 500′s legs on the freeway, my past experience on the 2024 Z500 did demonstrate that the new 500 platform is more confidence-inspiring at top speeds. Put simply, the new power performance of the Ninja 500 (51 hp and 31.7 lb.-ft. of torque) is marginal but an appreciable improvement over the 400. Like all the lightweight Ninjas before it, the 500 is an absolute canyon carver. (Kevin Wing/) 2024 Kawasaki Ninja 500 Chassis and Handling Ninja pedigree may come from the racetrack, but the playground of canyon roads in Malibu are also a favorite for sportbikes and cars alike. Tight switchbacks, off-camber hairpins, decreasing-radius turns, and fast sprints in between all speak to the strengths of the lithe Ninja 500. Overall, the chassis of the Ninja 500 is unchanged from last year’s Ninja 400. The same steel trellis frame, 41mm Showa front fork, bottom-link Uni-Trak KYB rear shock, Nissin dual-piston caliper with 310mm floating disc up front, and dual-piston caliper with 220mm disc at the rear all make a return. Another subtle change is Kawasaki’s decision to mount a 150-size tire on the Ninja 500 as compared to the 140 rear tire of choice on the Ninja 400. The same Dunlop Sportmax GPR-300 tires as last year are back for the newest Ninja offering. (Kevin Wing/) Just a few weeks back we got to ride the Z500, and a stiffer front suspension was noticeable onboard the Ninja. A Kawasaki spokesperson confirmed the Ninja has a revised and stiffer suspension setting but was tight-lipped on what the exact changes were. The result is what one would want from a fully faired sportbike: stable and predictable performance. What might have been most pleasing is despite some bumps in the midcorners, the Ninja never waivered or jolted off course but stayed committed to the lean angle and direction. Malibu was also full of surprises after the recent smattering of winter storms that had passed through; so road debris was a constant factor. Dodging piles of loose rock and silty dirt deposits in blind corners called for some fast evasive maneuvers, all of which felt effortless on the Ninja 500. That subtle extra oomph from the 451cc engine helped the Ninja squirt out of the way of danger without any drama. These colors and more are all up for grabs on the new Ninja 500. (Kevin Wing/) Closing Thoughts The new Ninja 500 is a small evolutionary step-up from the Ninja 400. Kawasaki already knows that the lightweight and affordable Ninjas are a beloved fan favorite, and it moves huge volumes of them. All it needed to do was tweak the winning formula with just enough spice to perk up entry-level shoppers. More power, sportier styling, and upgraded electronics and connectivity all check the boxes on Kawasaki’s marketing matrix. Not to mention the flashy newcomer to the scene, the Aprilia RS 457, rekindled the displacement war in the lightweight class. Kawasaki was not shy to meet the challenge. It does create tension in the P-twin Ninja lineup however as the 500 and 650 squeeze closer together in terms of performance and value. Graves Motorsports is a well-known name in the trackday scene. You could drop some major change to get this purpose-built Graves Ninja 500, but Chuck himself said a lot of 400 parts will be an easy swap onto the 500 platform. (Kevin Wing/) For the trackday enthusiast or club racer, Chuck Graves himself was on-site and riding his fully kitted-out Ninja 500. His perspective was that Kawasaki is staying true to the “DIY” racing enthusiast by keeping the Ninja 500 a simple package. One where most of the past efforts in tuning the 400 will transfer over to the 500 when it comes to knowledge and parts. Still, the newest edition will create headaches for racing clubs nationwide as they will need to create new rules and classes to make room for the latest Ninja edition. The Ninja 500 is not an earth-shattering debut, but rather a considered chess move by Kawasaki as it defends its position in the lightweight sportbike segment. In which case, it has produced another Ninja that meets the needs of new riders and enthusiasts. Well played, Kawasaki, well played indeed. 2024 Kawasaki Ninja 500 KRT Edition SE ABS Specs MSRP: $6,399 Engine: DOHC, liquid cooled, 4-stroke parallel twin Displacement: 451cc Bore x Stroke: 70.0 x 58.6mm Compression Ratio: 11.3:1 Transmission/Final Drive: 6-speed/sealed chain Claimed Horsepower: 51 hp @ 10,000 rpm Claimed Torque: 31.7 lb.-ft. @ 7,500 rpm Fuel System: DFI w/ dual 32mm throttle bodies Clutch: Wet, multiplate slip and assist; cable actuated Engine Management/Ignition: TCBI w/ digital advance Frame: High-tensile steel trellis Front Suspension: 41mm hydraulic telescopic fork; 4.7 in. travel Rear Suspension: Horizontal back-link, spring preload adjustable; 5.1 in. travel Front Brake: 2-piston calipers, 310mm semi-floating disc w/ ABS Rear Brake: 1-piston caliper, 220mm disc w/ ABS Wheels, Front/Rear: Star-pattern aluminum 5-spoke; 17 in. Tires, Front/Rear: Dunlop Sportmax GPR-300; 110/70R-17 / 150/60R-17 Rake/Trail: 24.7°/3.5 in. Wheelbase: 54.1 in. Ground Clearance: 5.7 in. Seat Height: 30.9 in. Fuel Capacity: 3.7 gal. Claimed Wet Weight: 379 lb. Contact: kawasaki.com View the full article

Maverick Viñales chased down 10 riders to take the win at COTA, GasGas’ Pedro Acosta was his last victim. (MotoGP/) Human minds are always seeking a pattern. When it looked as though Francesco Bagnaia would repeat last year’s ascent to consistency, we were stunned by Jorge Martín’s leap from King of the Sprint to actually winning on Sunday. As first practice for this weekend began it was natural to imagine a Martín repeat. But no! Instead, two forces in MotoGP, each known for inconsistency, came thunderously together: Maverick Viñales and Aprilia. They won everything with apparent ease while Mr. Consistency, Bagnaia, came fifth and New Superman Martín was fourth. Viñales started ninth, advanced steadily, and took 13 laps to get to the front. So much for those who croak that “MotoGP has no passing!” He won over Pedro Acosta by 1.7 seconds. In the meantime there was plenty of cut-and-thrust. Another set of reasonable expectations was dashed when Marc Márquez, now on a modern motorcycle (Duc), ran in the front group but crashed out. For years, winning at COTA was his standard performance. In the sprint his brake lever had come to the bar, requiring multiple pumps. Confidence-inspiring! In the race it was something else: “We had a front-end problem under braking. I wasn’t comfortable and I struggled. The crash came because of that and there was nothing I could do.” Could it be that his intensive braking caused occasional bottoming? Bagnaia had said, after a poor sprint result, “So we will change just the rear tire and I think everything will be OK.” Heading into turn 1, most thought that the regulars would be on the podium; turns out racing is unpredictable. (MotoGP/) Instead, after battling in the front group for six laps, “…I started to experience some issues. The bike was moving a lot at the front and I was feeling some vibrations at the rear, so I had to ride defensively.” Viñales, whose professional life has been such a roller coaster, set pole, a new lap record, won the sprint, and capped all that with Sunday’s win. He said, “It’s been a lot of long nights thinking and overthinking what I have to do to be back winning races.” As if to demonstrate the coherency of his thinking, he said, “The bike is very competitive in long corners, going into the race in terms of traction, but there are still three points on the track where we have a margin, such as braking at 12, and three right-hand corners where I struggle to pull the bike up quickly.” He had earlier explained finding the right weight “balance I needed to go fast with this bike. We found the right grip on the front.” Martín, fourth on Sunday, had two falls prior to that; being thumped by Mother Earth put a dent in his new perfection. Earlier in the weekend: “Maybe I was too aggressive in the corners and made a mistake. I then returned to the track with the soft tire on the second bike and I lacked confidence. In fact, I ended up falling again.” As with other Ducatis and the Hondas, there were “vibration” issues as well. This year’s talent explosion, Pedro Acosta, was second on Sunday. “You cannot imagine how much fun I had today! This morning in the warmup we decided to go with medium (tire) and then in the race when I led (laps 10, 11, and 12) I was trying to manage my tires, not to make a stupid mistake or [do] anything crazy.” He commented on Márquez’s fall on Sunday: “I think he fell because in that part of the track on the inside there are always small patches of wetness…” Acosta mixed it up at the front for the entire race, finishing second. (MotoGP/) Third was Enea Bastianini (Duc Lenovo), another surprise to the “not enough passing” complainers. After a good start he had the now-usual front-tire temperature trouble while in the pack. After that, his race was like that of Viñales: working his way forward. “In the second part—which is kind of my specialty—I managed to bounce back and be fast, which allowed me to finish on the podium.” Márquez fans want to know why he didn’t win on the track he “owned” for so long. Back in that era, Ducati were trying to win by outdoing Honda in their narrow realm of superiority: late and very hard braking, and early lift-and-accelerate. Now Ducati has abandoned that two-dimensional approach (as former Ducati rider Andrea Dovizioso urged for so long) by building in more and more apex speed capability. Doesn’t that work for Márquez rather than against him, now that he, too, is on Ducati? It’s not so easy for riders—even the most brilliant—to shift styles. He spent years in intimate conversation with the Honda that was built to talk only to him. The Ducati speaks with an unfamiliar accent and it takes time to reestablish quick, unambiguous conversation. To his great credit, Márquez was in the thick of it before crashing out. Not bad to be able to take years off (albeit involuntarily) and then come back, switch bicycles, and still be “in among ‘em.” He is one of the great men of this sport. Marc Márquez took his turn at the front, showing that he’s not washed up or out of the fight. (MotoGP/) To underline the apex speed capabilities of the Ducati, man-on-the-scene Matt Oxley recently showed us a photo of a Ducati with the right upper fairing removed. The engine-hangers are not tubes, round or square; they are long triangles of thin sheet metal, essentially decoupling the engine’s lateral stiffness from the steering head. Back when Suzuki was still racing its inline-four, there was speculation that the engineers had cracked the problem of how to combine braking stability with the lateral compliance required to keep the tires hooked up at high lean angle. It took the secret with it when it left the series. Now it appears Aprilia has made fresh discoveries of this kind. There is wide speculation as to what will change now that Liberty Media, owners of F1, have added MotoGP to its portfolio. That’s all it can be—speculation—ranging from no change (other than whatever is coming in 2027′s tech rules) to assertions that MotoGP must become breakfast cereal in the interest of wider viewership. No one has so far clarified the “unusual vibrations” reported last time, but Johann Zarco, Bagnaia, and Martín all used the word, and Bagnaia even uttered “chattering.” This is another open file that must become a bit thicker before we actually learn anything. Who can blame Fabio Quartararo (Yamaha, 12th on Sunday) for signing a two-year contract? Viñales has made winning on three different marques look, well, achievable, but switching bikes means learning a new language. Years ago, Dale Singleton said to me, “Ah’m jist gittin’ th’ money, Kavin,” and that’s what critics say Quartararo is doing. It’s his business. This weekend he said being out of it has allowed them to try really different ideas rather than continue as before, hoping some little tweak will bring back 2021. Let’s hope a fresh look revives the program. Viñales battled back from 11th place after being bumped out of the way on the start. (MotoGP/) The Hondas, too, are out of it, raising the reasonable question: Might the Japanese pull out of the series, at least for a time? Unknowable, but in the past Honda has hung in there with a less-than-stellar F1 car until it could reclaim the podium. Staying power. One problem that the long-sought close racin’ brings is magnification of details. Not so long ago there were “the aliens” (three riders with superhuman powers) and the rest. Today, the mandated spec ECU and software have brought all riders closer together, making the details more important. Compressing practice to make room for the Saturday sprint denies the teams time formerly applied to creating a solid setup for Sunday. All this magnifies the element of chance, generating surprises. Surprises bring viewers and spectators. Viñales! Aprilia! What next? Jerez in two weeks. View the full article

Indian Motorcycle Factory Rider Troy Herfoss Secures First-Career King of the Baggers Victory (Indian Motorcycle/) Indian Motorcycle Press Release: In what proved to be an exciting weekend at Circuit of The Americas (COTA) during MotoGP, Indian Motorcycle factory rider, and three-time Australian Superbike Champion, Troy Herfoss secured his first-career King of the Baggers (KOTB) class win aboard the S&S Indian Challenger. In his first season racing baggers, Herfoss has proved to be a fierce competitor for the series championship, sitting second overall through four races. Starting the weekend off hot, Herfoss won the Mission Foods Challenge and its $5,000 prize. After two qualifying sessions, Herfoss earned a front row starting position for Race 1. Despite starting third on the grid, Herfoss found himself mid pack early in the race. Having never raced at COTA and learning the track by playing a video game, Herfoss put on a master class, as he maneuvered his way to the front of the pack and into a three-way battle heading into the final lap. Ultimately, it was Herfoss taking the win by .295 of a second. Herfoss was joined on the podium by fellow Indian Motorcycle factory rider and 2022 KOTB Champion Tyler O’Hara, who captured his first podium of the 2024 season. “It’s an honor to be standing here today and get my first win at COTA during MotoGP,” said Herfoss. “It’s early in the season, and I’m getting more and more seat time aboard the S&S Indian Challenger. It’s an incredible motorcycle – fast and smooth, but at 620-pounds, it’s like nothing I have ever raced before. With each lap and every race, I learn something new and gain even more confidence.” While it’s Herfoss’ first move into bagger racing, his S&S Indian Challenger and S&S factory team are no strangers to the competition – having won the 2020 inaugural race and 2022 championship title with O’Hara piloting. Herfoss’ skills, paired with O’Hara’s experience, S&S’ engineering, and the Indian Challenger’s performance, make him a legitimate competitor for the 2024 title. To start his KOTB career, Herfoss has never missed a podium, adding three second place finishes and to his one win. Herfoss is firmly planted second overall, 10 points behind the lead and 24 points ahead of third. MotoAmerica’s Mission King of the Baggers season continues at Michelin Raceway Road Atlanta April 19-21. The S&S Indian Challenger race team is sponsored by S&S, Progressive, Mission Foods, Drag Specialties, Parts Unlimited, and Performance Finance. View the full article

The Rapid K-1988 was shown at the Bangkok International Motor Show. (@RapidThai/) The Kaneda bike from the Akira manga series and the anime movie of the same name has inspired plenty of one-off copies over the last four decades. But relatively recent acceleration in electric-motorcycle technology and manufacturing means something very similar is finally more viable on a larger production scale. Rapid, an electric scooter brand overseen by Thai company Smartech Motor, has unveiled its K-1988 as a production-intended concept bike at the Bangkok International Motor Show, and while it’s white rather than protagonist Shōtarō Kaneda’s red bike, there’s no doubt as to its inspiration. Called the K-1988 (surely that’s “K” for Kaneda and “1988″ to mark the Akira anime movie’s release date), the bike is essentially a big electric scooter but with a distinctly low seat, feet-forward riding position, and retro-futurist styling. The K-1988 has a feet-forward riding position. (@RapidThai/) The electric powertrain includes a 15kW motor (that’s 20 hp in more familiar terms) that allows a top speed of 87 mph, and Rapid’s claim of a 124-mile range seems well within grasp. Although the bike supports a Type 2 charge plug, a standard that’s capable of outputting up to 22kW, there are no outlandish claims as to the recharge speed, with Rapid suggesting a full charge will take two hours. The bike also has ABS and traction control, all pointing toward the prototype being intended as a production model rather than simply an attention-grabber for the show stand. The K-1988 has single-sided swingarms at each end. (@RapidThai/) There’s a single-sided swingarm at the back supported by a conventional monoshock rear suspension system, but also a single-sided front swingarm, similar to that of the Italjet Dragster. Unusual, certainly, but still proven technology that’s well within reach of production bikes. Like the original Kaneda bike, the swingarms are largely covered by cowlings that extend out to the wheel rims to hide the mechanical elements. Front and rear swingarms are nothing new on the Italjet Dragster scooter. (Italjet/) On board are two TFT screens—with one mounted above the bars, as usual, and another lower down between the rider’s knees—and the headlight is tucked behind the windshield, just as it is on the original Kaneda bike design. Is it practical? No. There’s no provision for a passenger or any luggage. But from bobbers to superbikes, a lack of practicality has never been something to hold motorcycles back from sales success. The Kaneda bike from Akira is a cultural icon, recognized well beyond Akira’s own fan base, and if Rapid is successful in manufacturing a showroom-ready version of the K-1988 at an affordable price, it’s not hard to imagine plenty of customers coming forward. View the full article

Harley-Davidson Factory Racer Kyle Wyman Sets a New Track Record and Wins in Texas (Harley-Davidson/) Harley-Davidson Press Release: Harley-Davidson® Factory Racing rider Kyle Wyman made his mark at Circuit of the Americas with a dramatic win, a new class track record, and the MotoAmerica® Mission King of the Baggers points lead. Wyman, aboard his race-prepared 2024 Road Glide® motorcycle, finished the doubleheader race day with second and first place finishes. His Harley-Davidson® Factory Racing teammate, James Rispoli, is third in points after hard-fought fourth and third place finishes. The MotoAmerica Mission King of the Baggers series appeared as part of the MotoGP™ Grand Prix of the Americas weekend on the challenging 3.4-mile, 20-turn Circuit of the Americas road course, adding a uniquely American flavor to the event and making many new fans. The first six-lap race saw Factory Indian rider and pole sitter, Tyler O’Hara, lead a breakaway pack of six bikes, including Wyman and Rispoli, for the first five laps. On the last lap of the race, Wyman made his move, passing O’Hara for the lead. Factory Indian rider Troy Herfoss came with him after fighting his way to the front from as far back as sixth place. Moments later Herfoss dove below Wyman heading into turn 15, forcing Wyman wide. Herfoss held on to cross the finish line 0.295 seconds ahead of Wyman with O’Hara third, Rispoli fourth, and RevZilla/Motul/Vance & Hines Harley-Davidson rider Hayden Gillim fifth, all separated by less than one second. Later Saturday afternoon, the second six-lap Mission King of the Baggers race saw Herfoss and Wyman pass O’Hara on lap two and gradually open a gap over the second group of riders, led by Rispoli. Wyman stalked Herfoss until the last lap before making his move on the brakes going into turn 1. Wyman then laid down a near perfect lap, setting a new lap record for the class at 2:14.8 and a win by 0.677 seconds. “I knew I had some pace on the Factory Harley-Davidson Road Glide and methodically moved my way forward,” said Wyman. “I’m so pumped to get this win for Harley-Davidson. It was a really great race, I’m looking forward to Road Atlanta.” Rispoli enjoyed another successful weekend on the Factory Harley-Davidson team with his third podium finish in four races. “I am so stoked to be on the podium again,” said Rispoli after race two. “There were so many people battling for position, and it was so much work. I tried everything to hang on to third place for my guys who worked so hard this weekend. It’s such a confidence boost for me.” After four of 18 rounds in the 2024 MotoAmerica Mission King of the Baggers series, Wyman leads the championship with 95 points. Herfoss is second with 85 points, followed by Rispoli with 61 points, O’Hara with 46 points, and Gillim with 45 points. Harley-Davidson® Factory Racing returns to action April 19-21 at Michelin Raceway Road Atlanta in Braselton, Ga. during the MotoAmerica Superbikes at Road Atlanta event. The Mission King of the Baggers series features race-prepared American V-Twin touring motorcycles. Harley-Davidson® Factory Racing Road Glide® motorcycles are powered by modified Screamin’ Eagle® Milwaukee-Eight® 131 Performance Crate Engines. The team bikes also feature upgraded suspension components, including Screamin’ Eagle/Öhlins Remote Reservoir Rear Shocks, plus competition exhaust, race tires and lightweight bodywork. Harley-Davidson® Factory Racing is sponsored by Mission® Foods, Rockford Fosgate®, Brembo®, Öhlins®, Protolabs®, SYN3® lubricants, and Screamin’ Eagle® Performance Parts and Accessories. MotoAmerica King of the Baggers Race Results – Circuit of the Americas Race 1 Troy Herfoss (Ind) S&amp;S/Indian Motorcycle Kyle Wyman (H-D) Harley-Davidson Factory Racing Tyler O’Hara (Ind) S&amp;S/Indian Motorcycle James Rispoli (H-D) Harley-Davidson Factory Racing Hayden Gillim (H-D) RevZilla/Vance &amp; Hines Harley-Davidson Rocco Landers (H-D)&nbsp;RevZilla/Vance &amp; Hines Harley-Davidson Bobby Fong (Ind) SDI/Roland Sands Racing Cory West (H-D) Saddleman/Harley-Davidson Kyle Ohnsorg (Ind) RydFast Racing Max Flinders (Ind) Mad Monkey Motorsports Travis Wyman (H-D) Saddleman/Harley-Davidson MotoAmerica King of the Baggers Race Results – Circuit of the Americas Race 2 Kyle Wyman (H-D) Harley-Davidson Factory Racing Troy Herfoss (Ind) S&amp;S/Indian Motorcycle James Rispoli (H-D) Harley-Davidson Factory Racing Bobby Fong (Ind) SDI/Roland Sands Racing Tyler O’Hara (Ind) S&amp;S/Indian Motorcycle Hayden Gillim (H-D) RevZilla/Vance &amp; Hines Harley-Davidson Rocco Landers (H-D) RevZilla/Vance &amp; Hines Harley-Davidson Kyle Ohnsorg (Ind) RydFast Racing Max Flinders (Ind) Mad Monkey Motorsports Cory West (H-D) Saddleman/Harley-Davidson View the full article

Bajaj’s design illustrations show how the single-cylinder engine is laid flat to make room for the compressed natural gas cylinder and backup gasoline reserve tank. (Bajaj/) India’s Bajaj is one of the world’s biggest motorcycle manufacturers with ties to big name brands including Triumph and KTM, and this year it will launch the first production model to be powered by Compressed Natural Gas (CNG). CEO Rajiv Bajaj confirmed plans for a range of CNG bikes earlier this year, with a launch scheduled for June, and prototypes have been spotted on test in India. Now new patent applications from the company reveal more detail of the bikes, showing two distinct designs that are under development. Bajaj already has plenty of experience with CNG. It manufactures several three-wheelers—the sort of auto-rickshaws and three-wheeled trucks that are commonplace in India—with the option of CNG power instead of gasoline, diesel, or LPG, with production numbers as high as 60,000 to 70,000 per month. CNG is widely available in India, and relatively cheap, so transferring the same tech to its motorcycles makes a lot of sense. A view of the bike with the airbox and reserve fuel tank in place. (Bajaj/) CNG is mainly methane, making it significantly less polluting than gasoline or diesel with large reductions in carbon monoxide, unburned hydrocarbons, nitrogen oxides, and particulates. All good, then, except it’s a gas, which makes storing it on board a motorcycle something of a challenge. That’s where the Bajaj patents come into play. They illustrate how large CNG cylinders can be incorporated into a conventional-looking bike, extending almost the full length of the chassis from just behind the steering head to underneath the rider’s seat. It’s a layout that requires a low-profile engine to fit below the CNG cylinder, and the Bajaj designs both use a single-cylinder engine lying almost horizontally to make space for it. The more sophisticated design, which closely resembles prototypes that have been seen on test, has a trellis-style steel-tube chassis and is the main focus of Bajaj’s patents. As well as requiring the frame to be specially designed to house the gas cylinder, the switch to CNG adds extra demands in other areas. There has to be a gas filling system, for instance, and the bikes also have a small auxiliary fuel tank, to be filled with gasoline, as a reserve. Meanwhile, the bulk of the cylinder also means components like the airbox have to be repositioned and redesigned. On the main design, the airbox wraps around the left-hand side of the gas cylinder, behind bodywork that looks like a relatively conventional “tank” and side panel. On the right-hand side, the auxiliary gasoline tank does the same. The result is a bike with a slightly bulbous front section because components that are normally tucked away are forced to the outside. The CNG filler and the cap for the auxiliary gasoline tank are both in the normal spot, just ahead of the rider, sitting side by side. The CNG tank also has a pressure gauge and regulator. The lower performance bike has further difficulty packing the CNG and fuel tanks. Note how the reserve tank is moved back under the right side panel. (Bajaj/) The second design shown in the Bajaj patent appears to be a simpler, lower-cost bike. Like the first it has the CNG cylinder mounted horizontally under the rider’s seat and extending forward below the space where you’d normally have the fuel tank. On this design, the reserve gasoline tank is actually in the right-hand side panel underneath the rider’s seat, and the airbox is in the same position on the left-hand side. The part that looks like a conventional tank in front of the rider is actually luggage space or—according to the patent—can be an optional child seat. Performance isn’t going to be the target of these machines. The CNG tank is likely to add weight and the engines, running on CNG, aren’t expected to be as powerful as gasoline equivalents. They will, however, be cheaper to operate, and in India where there’s a ready supply of CNG at filling stations the bikes are likely to be tempting low-cost transport. View the full article

The Oruga Unitrack doesn’t appear to have steering, and likely turns just by leaning over on the edge of the curved track. (Oruga/)When it comes to motorized off-highway activities, motorcycles already have some pretty strong credentials. As replacements for ATVs there are even more extreme designs like the two-wheel-drive Rokons, but the Oruga Unitrack (under development in Latvia) takes a different approach. According to its developers, the Oruga Unitrack is “the world’s first all-terrain electric monotrack vehicle designed to be versatile, rugged and robust with the environment in mind, and one that is created for use in a variety of terrains, seasons and operations.” It replaces conventional wheels and tires with a single track to spread its weight across more surface area. It’s still arguably a motorcycle—after all, there are two “road wheels,” even if they’re accompanied by a third idler wheel mounted high at the front to help climb large obstacles—but it’s unlike any motorcycle currently in production. Side view of the Oruga Unitrack. (Oruga/)There have been monotrack vehicles before, albeit not in mass production, but the Oruga Unitrack aims to combine that idea with an electric powertrain, and unlike most of the home-built designs we’ve seen before, it features suspension and a curved track surface that allows it to lean into corners. At the moment, Oruga has only officially shown some concept drawings and recently appeared at the Outdoor Riga trade show in Latvia’s capital with scale models of the upcoming machine. However, the design registrations for the finished machine have also been officially published via the European Union Intellectual Property Office, giving a clear look at the intended appearance of the Unitrack. In this view you can see the curved unitrack. (Oruga/)It seems that, despite the use of tracks, it has two sets of conventional tires on each wheel, forming a gap between them for the teeth that stop the track from running off center. The tires will, presumably, also add some cushioning, although the Unitrack has coil-spring suspension at both ends. Despite the presence of handlebars, it looks like they’re there as something to hang onto and a place to put the controls rather than having any steering ability. The curved surface of the track means the machine can be leaned into corners, so moving your body weight is likely to be the main means of turning. The handlebars don’t appear to be attached to any sort of steering system. (Oruga/)There’s no detail yet on the power level of the electric motor, the Unitrack’s range, or its weight. At the Riga event the team behind the machine were polling visitors to get information on where potential customers would like its performance and price balance to be found. The results, as revealed on a video on Oruga’s Facebook page, suggest a top speed of no more than around 60 mph, a demand for a long range of between 60 and 120 miles, and power between 100 and 150kW (134 hp to 200 hp). The company plans to have a full-scale prototype in action later this year and to be preparing for production in 2025. View the full article

Indian Motorcycle Announces Sponsorship of Handbuilt Motorcycle Show in Austin With 2025 Scout Demos (Indian/) Indian Motorcycle Press Release: Indian Motorcycle, America’s First Motorcycle Company, today announced sponsorship of the renowned Handbuilt Motorcycle Show in Austin, Texas, taking place April 12-14. In conjunction with the show, and in celebration of riding season, Indian Motorcycle will kick off its 2025 Indian Scout demo tour, host its first 2024 Rider Series owners ride, and showcase a lineup of artfully designed custom motorcycles. The Handbuilt Motorcycle Show presents an awe-inspiring display of creations from builders and artisans who blend expertise, craftsmanship, and innovation to craft truly unique hand-built machines. This event presents Indian Motorcycle with an opportunity to showcase its legendary and truly iconic machines in the city of Austin, while simultaneously celebrating the city’s iconic motorcycle culture. “As a brand deeply entrenched in motorcycle culture, we are thrilled to be part of the Handbuilt Motorcycle Show in Austin, where riders bond over an electrifying blend of racing, custom craftsmanship and community spirit,” Aaron Jax, Vice President for Indian Motorcycle. “This year, in conjunction with both the Handbuilt Show and King of the Baggers race, we’re excited to welcome and host our legion of owners for our 2024 Rider Series kick off ride in Austin.” Scout Demo Rides From April 12-14, at The Handbuilt Motorcycle Show, showgoers will be among the first to throw a leg over the all-new 2025 Indian Scout lineup. Building upon its rich history, the new 2025 Scout lineup continues its iconic legacy. With five models and three trim levels, the lineup blends authentic Scout DNA with all-new rider centric technology. Packing an all-new, 1250cc SpeedPlus engine, delivering up to 111 horsepower, and the industry’s lowest seat height, the 2025 Scout lineup delivers a legendary balance of power and control. Following The Handbuilt Motorcycle Show, the Indian Scout demo tour will continue at The One Moto Show in Portland, Oregon, April 19-21. For more information about the Scout’s national demo tour and Indian Motorcycle events, please visit Indian Motorcycle’s events page. Indian Motorcycle Rider Series To kick off the 2024 riding season, Indian Motorcycle will begin its Rider Series owner ride in Austin, April 11-13. Owners attending the ride will immerse themselves within Austin’s renowned motorcycle culture, beginning with an exclusive event with live music in downtown Austin on Thursday, April 11. On Friday, the group of riders will depart for a ride through Austin countryside, followed by an event experience at The Handbuilt Motorcycle Show’s opening night. On Saturday, owners will witness history within a hospitality area, as MotoAmerica’s King of the Baggers will serve as the support race during MotoGP’s U.S. round at Circuit of the Americas. Whether a seasoned rider or new to the community, these rides provide a welcoming environment for all participants to connect and enjoy the open road. Indian Motorcycle encourages attendees at the Handbuilt Show to join them for this inaugural ride, which can be signed up for at Indian’s booth at the event. Keep an eye out for upcoming rides that will be added to this new series. Custom Bike Displays Adding to The Handbuilt Motorcycle Show’s full gallery of custom motorcycles are three custom Sport Chiefs. Featured within Indian Motorcycle’s 2023 Forged custom series, each bike was closely documented as three renowned builders, including Carey Hart, Yaniv Evan from Powerplant, and Jake Cutler from Barnstorm Cycles, each handcrafted a stock Sport Chief motorcycle into a rolling piece of art. The custom bikes are amid a custom bike tour, which began at Daytona Bike Week and will continue to The One Moto Show and Sturgis Motorcycle Rally, before making their way to their individual owner, actor Norman Reedus, UFC champion T.J. Dillashaw, and freestyle-motocross rider Jeremy “Twitch” Stenberg. View the full article

Everything is Ready in Pontedera for the Vespa World Days 2024 (Vespa/) Vespa Press Release: With a week to go before kick-off, everything is ready for the 2024 edition of the Vespa World Days. The most spectacular Vespa rally in the world, held for the first time in Pontedera - the town where Vespa was founded and the site of its manufacture since 1946 - promises to be one of the grandest in its seventy-year history, which began with the first event back in 1954 in Paris. Fans representing thousands of Vespa Clubs (with 660 in Italy alone) will flock from countries including Australia, Canada, Japan, the US, Saudi Arabia, Vietnam, the Philippines, China, Pakistan, Argentina, Chile, Colombia, Ecuador, Hong Kong, Indonesia, Kuwait, Morocco as well as all the European nations. Indeed, the eight thousand places available for the parade on Saturday 20 April - the most spectacular event of the rally, which is set to pass through some of the most beautiful places in Valdera - sold out in a flash! It promises to be an incredible sight , stretching for more than 10 kilometres, with the officially-registered Vespas joined by thousands more, many already on their way to Tuscany. Furthermore, during the Vespa World Days, the Piaggio Museum in Pontedera will be celebrating 140 years of Piaggio, which was founded in 1884, with a major exhibition entitled “Vespa all over the World”: brimming with spectacular original material form the Piaggio Historical Archive, it tells the story of Vespa’s spread around the world, tracing the history of its early internationalisation between the late 1940s and the 1960s. Through the reconstruction of an imaginary global assembly line, and thanks to the generosity of the collectors who have lent the exhibition a number of very rare original models, produced and outfitted all over the world, the objects on display narrate the story of the thousands of roads travelled by Vespa, which was being assembled and sold on all continents soon after its conception - decades ahead of the advent of globalisation. The museum auditorium will also be the venue for the Meet & Greet events for Vespa fans, who will be able to hear about the history and origins of the Vespa, directly from those responsible for designing and manufacturing this icon. The ultra-modern Piaggio factory where the Vespa was born will be open to the public on Saturday 20 and Sunday 21 April, with no less than 128 special tours reserved for the Vespa enthusiasts who have registered for the rally, on board comfortable electric trains. For all four days of the event, the Vespa Village in Piazza del Mercato in Pontedera will be at the heart of the action. Here, visitors will be able to find a food and beverage area as well as several exhibition stands, including the official Vespa stand with the entire range on display, in addition to merchandise available to purchase: accordingly, the Vespisti and visitors will be able to come together in the spirit of the Vespa Clubs - and furthermore, on Saturday and Sunday, this is where the Vespa Rally (one of the event’s sporting fixtures) will depart from. The Vespa Village is also home to a technical support area and an official replacement parts shop. There will also be test rides, along with the delivery of 250 limited edition certificates of origin for the event - not forgetting the Concorso di Eleganza on Saturday, another of the most eagerly-awaited events of the Vespa World Days. Meanwhile, the Vespa Village will also host the prize-giving on Sunday 21 April for the winners of the Vespa Trophy, the much-coveted tourist trophy that pits Vespa Club members against one another as they record all the stages of their journey to Pontedera with photos and special stamps in their Travel Book.During the rally, the Vespa Boutique will be open in Piazza Martiri della Libertà in the city centre, selling new and exclusive clothing from the Vespa capsule collection. More generally, the entire city of Pontedera and its most charming corners will present itself to visitors as a huge venue for the festivities and events dedicated to the Vespa, from photography and art exhibitions to the film festival, where three of the hundreds of films that have starred the Vespa will be screened on a loop: the Disney-Pixar production Luca, the legendary Roman Holiday and the TV drama Enrico Piaggio, an Italian dream. View the full article

Kawasaki’s Z500 is the successor to the Z400. For 2024, the platform receives a larger engine and new styling. (Kevin Wing/) A motorcycle can’t be for everyone, right? Is it possible to be approachable and manageable for a beginner but entertaining and capable for an expert? Well, Kawasaki came very close to that magic mix of an easy-to-ride naked with plenty of performance and sportiness to entertain even the most experienced riders with its Z400—and now it delivers those same attributes that made it a Cycle World Ten Best with a slightly larger engine displacement in the Z500 and updated styling. For 2024, Kawasaki utilizes the same engine platform as the Ninja 400 and Z400 but has increased the stroke by 6.8mm resulting in a larger displacement of 451cc. Updates to Kawasaki’s Sugomi styling (described as aggressive and predator-like by the company) include all-new bodywork, a reshaped tank (3.7 gallons), LED lighting, and a new LCD display. The base-model Kawasaki Z500 ABS in Candy Lime Green ($5,599). (Kevin Wing/) For 2024, Kawasaki offers the Z500 in two variants: the base model ($5,599) and the SE model ($6,299). Both models are equipped with ABS. The SE variant receives a full-color TFT display, similar to the one found on the Ninja ZX-4RR, as well as an array of Genuine Kawasaki accessories including a meter cover (Kawi-speak for windscreen), radiator screen, frame sliders, passenger seat cowl, tank pad, LED turn signals, knee pads, USB-C charging port, and an under cowl. Kawasaki Z500 SE ABS in Candy Persimmon Red ($6,299). (Kevin Wing/) Is the 2024 Kawasaki Z500 a beginner bike, or is it a motorcycle for everyone? Kawasaki made it clear the Z500 is aimed at new and beginner riders. Through owner surveys, Kawasaki found that a majority of Z400 owners had one year or less of riding experience before purchasing. So, it is essential to Kawasaki that the Z500 maintains the approachable characteristics that made the Z400 so popular with new riders. That makes sense, the Z500 is Kawaski’s entry into its streetbike lineup. Yes, it has the Z125 and KLX lines, but those are not full-size streetbikes. For new riders looking to get on a Kawasaki and move up through its lineup, the Z500 is the most likely starting point. Another component that makes the Z500 user-friendly is the transmission's “easy neutral finder.” At a stop, the gearbox will not allow the rider to click up from first to second; consistently finding neutral. (Kevin Wing/) What makes the Z500 so approachable for new riders? Of course, price point is one consideration, but really it’s the attitude of the motorcycle. The engine’s smooth, predictable power delivery has enough low-end torque to easily pull away from a stop and chug around town. A slipper/assist clutch adds to the vehicle’s ease of use in stop-and-go situations. The Z500′s 30.9-inch seat height and claimed curb weight of 370 pounds (SE model) make the bike accessible and manageable for most riders; at 5 feet, 8 inches with a 28-inch inseam, I can easily plant both feet on the ground. The bike’s 54.1-inch wheelbase, 24.5-degree rake, and 3.6-inch trail provide agile handling and quick steering in the city but maintain a stable ride on sweeping backroads. When the road becomes twisty, the Kawasaki Z500 is a blast at full gas. (Kevin Wing/) It’s easy to see what kind of picture Kawasaki is trying to present: approachable, accessible, manageable. Sounds clichéd, right? But really, it is just trying to deliver a motorcycle that is easy to ride. Because ultimately, the Z500 is aimed at newer riders. But by no means is the Z500 exclusively a lightweight beginner bike. Its capable chassis and peppy engine are extremely entertaining for experienced riders as well. Local club races filled with fast riders on Ninjas and Z400s proves just that. 2024 Kawasaki Z500 Engine Kawasaki’s Z500 utilizes a 451cc DOHC liquid-cooled parallel twin tied to a six-speed transmission with a slipper and assist clutch. This is the same engine we rode in the 2024 Eliminator. And this is the same powerplant the 2024 Ninja 500 will be equipped with. The Kawasaki Z500 has a claimed 51 hp at 10,000 rpm and 31.7 lb.-ft. of torque at 7,500 rpm. On the Cycle World dyno, the 2024 Eliminator produced 47.2 hp at 10,430 rpm and 29.03 lb.-ft. of torque at 7,510 rpm. Kawasaki’s Z500 utilizes a 451cc parallel twin producing a claimed 51 hp and 31.7 lb.-ft. of torque. (Kevin Wing/) Dual 32mm throttle bodies feed the engine’s 70 x 58.6mm bore and stroke. The compression ratio is 11.3:1. The major design goal for increasing the engine displacement from 399cc to 451cc, via an increase in the stroke measurement by 6.8mm, was to improve low-end torque. Kawasaki’s Z500 has plenty of usable torque down low, great for lugging around town and short-shifting. But what’s most impressive is the engine’s flexibility. The parallel twin offers satisfying power at nearly every rpm. Between the thumpy bottom-end, powerful midrange, and strong top-end, the engine can be utilized anywhere between idle and its 11,000 rpm redline. Despite the engine's larger displacement, the actual blueprint of the powerplant did not increase in size, allowing Kawasaki to utilize the Z400 chassis for the Z500. (Kevin Wing/) Connecting corners on backroads, the engine offers enough low-end torque to drive off an apex while strong midrange and top-end allow the rider to stretch a gear far out of a corner before working the shifter—or even to hold off on a shift completely to stretch to the next turn. This flexibility along with the parallel twin’s quick-revving nature provides plenty of passing power on the highways. The Z500 has legs to run above freeway speeds and easily keep up with traffic. There is some vibration transferred into the rider through the handlebar, seat, and footpegs, but it is not intolerable. The Z500’s low-end torque, a slipper/assist clutch, and agile handling make the lightweight naked bike easy to manage on tight city streets. (Kevin Wing/) 2024 Kawasaki Z500 Suspension and Chassis The chassis is comprised of a nonadjustable 41mm telescopic Showa fork offering 4.7 inches of travel, a bottom link Uni-Trak shock with five-way-adjustable preload providing 5.1 inches of travel, and a lightweight steel trellis frame. The engine is a stressed member; rigid mounts, mounting brackets, and the aluminum swingarm all bolt to the powerplant for optimum rigidity. Out on the road, these efforts are easily noticeable. The 2024 Kawasaki Z500 is rock solid and balanced in every riding scenario. Kawasaki Z500 offers five-step-adjustable preload on the shock that can be tuned via the onboard tool kit. (Kevin Wing/) Through the urban landscapes, the Z500 never feels busy or disrupted by rough pavement or concrete junctures. On twisty backroads, the lightweight naked bike is impressive. The Z500 is extremely planted on the side of the tire and stays glued to the ground even at fast speeds. Wicking up the pace through a set of corners, the chassis and suspension don’t flex or wallow. Muscling the bike back and forth through quick corners, the entire front end is very responsive with direct and intuitive steering. Kawasaki’s Z500 is an extremely confidence-inspiring motorcycle. On the side of the tire, the bike is very planted and predictable. (Kevin Wing/) The suspension components perform equally as well. Suspension damping is tuned on the stiff side and sacrifices some initial comfort on rough surfaces, but when the pavement is smooth, the Z500 is extremely rewarding. The suspension translates positive feedback into the rider as the 17-inch wheels follow the road. There is never a vagueness or uncertainty as to what the Dunlop Sportmax GPR-300 tires are doing. And entering a corner hard on the brakes, the fork doesn’t blow through the stroke. The front end has plenty of holdup for spirited riding. Kawasaki's Z500 is equipped with a 310mm disc and a dual-piston Nissin caliper. (Kevin Wing/) The Kawasaki Z500′s brake system features a 310mm semi-floating disc with a dual-piston Nissin caliper up front and a 220mm disc with a dual-piston Nissin caliper out back. Both components perform well. There is plenty of stopping power from the front brake that is progressive and gradually increases as the rider applies more pressure to the lever. Riding at a fast pace on twisty canyon roads, the front brake sheds speed predictably and consistently without triggering ABS intervention. The rear brake is easy to modulate when rolling up to a stoplight or shedding speed for a corner. Rear ABS will trigger with a heavy foot, especially when combined with excessive engine-braking. 2024 Kawasaki Z500 Ergonomics and Displays Kawasaki’s Z500 has typical naked bike ergonomics: An upright riding position with a one-piece handlebar is comfortable and neutral. The reach to the bar initially feels a little low, but once the speeds increase the rider naturally leans into the wind and that slightly low bar bend becomes very natural. With a seat height of 30.9 inches, the Z500 is fairly compact. For someone 5-foot-8, the rider triangle was comfortable all day and didn’t require any mandatory stretch sessions. But tall riders may feel a little cramped as the distance between the footpegs and seat is sporty and somewhat tight. The Z500's 30.9-inch seat height makes the bike accessible for short riders, but it may compromise some comfort for tall riders. (Kevin Wing/) As with most naked bikes, wind protection is minimal. But, surprisingly, the Z500 blocks a lot of wind below the shoulders. Air rushing at the helmet is unavoidable, but we never experienced any buffeting or turbulence on the SE model which comes equipped with a small windscreen, or “meter cover” as Team Green refers to it in the Kawasaki Genuine Accessories catalog. It should be noted that all of the accessories on the SE model are compatible with the base model. The triple LED headlight design gives the new bike the recognizable Z face that is synonymous with the Z650 and Z900. (Kevin Wing/) Kawasaki’s base model Z500 ($5,599) utilizes an all-new LCD display with a digital bar-style tachometer, speedometer, odometer, dual tripmeters, fuel gauge, remaining fuel range, current and average fuel consumption, coolant temperature, clock, service indicator, and gear position indicator. The base-model Z500 features an LCD display. (Kevin Wing/) The SE model ($6,299) features a full-color TFT display with selectable background colors (black or white). Functions include a digital bar-style tachometer, speedometer, odometer, shift lamp, dual tripmeters, fuel gauge, current and average fuel consumption, remaining range, average speed, total time, coolant temperature, clock, battery voltage, service reminder, oil change reminder, and a gear position indicator. A nice bit of upgrades for the extra $700. Kawasaki's up-spec Z500 SE is granted a full-color TFT display similar to the unit found on the Ninja ZX-4RR. (Kevin Wing/) Conclusion Kawasaki’s Z500 hits the sweet spot for nearly everyone in the lightweight category. Experienced riders will appreciate the performance of this package just as much as new or beginner riders will value the bike’s manageability and overall ease of use. And both customers benefit from the Z500′s flexible engine, Sugomi styling, LED lighting, and all-new information displays. If you are in the market for a lightweight naked bike that does everything extremely well, look no further than the 2024 Kawasaki Z500. The rear brake system features a 220mm disc with a dual-piston Nissin caliper. (Kevin Wing/) Both models feature an LED headlight and taillight. The SE model comes standard with LED turn signals. Base model owners can upgrade to LED indicators through the Kawasaki Genuine Accessories catalog. (Kevin Wing/) Kawasaki's Z500 SE comes equipped with a passenger seat cowl. Both models have a 30.9-inch seat height. (Kevin Wing/) 2024 Kawasaki Z500 Specs MSRP: $5,599–$6,299 Engine: DOHC, liquid-cooled parallel twin; 8 valves Displacement: 451cc Bore x Stroke: 70.0 x 58.6mm Compression Ratio: 11.3:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 51.0 hp @ 10,000 rpm Claimed Torque: 31.7 lb.-ft. @ 7,500 rpm Fuel System: EFI w/ dual 32mm throttle bodies Clutch: Wet, multiplate assist/slipper; mechanically operated Engine Management/Ignition: TCBI w/ electronic advance Frame: Steel trellis Front Suspension: 41mm hydraulic telescopic fork; 4.7 in. travel Rear Suspension: Uni-Trak shock, spring preload adjustable; 5.1 in. travel Front Brake: 2-piston caliper, 310mm semi-floating disc w/ ABS Rear Brake: 2-piston caliper, 220mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in. Tires, Front/Rear: 110/70-17 / 150/60-17 Rake/Trail: 24.5°/3.6 in. Wheelbase: 54.1 in. Ground Clearance: 5.7 in. Seat Height: 30.9 in. Fuel Capacity: 3.7 gal. Claimed Wet Weight: 366 lb. / 370 lb. Contact: kawasaki.com Gearbox Helmet: Arai Contour-X Jacket: Alpinestars GP Plus R v3 Rideknit Leather Pants: Alpinestars Copper v2 Denim Gloves: Alpinestars SP X Air Carbon v2 Boots: Alpinestars Faster-3 Rideknit View the full article

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/) If you are using a flow bench to measure exhaust flow, you have the test cylinder head mounted on a dummy cylinder that is in turn attached to the bench. In the test, you blow air past the partly open exhaust valve and outward through the port. Normally you have built a device to hold the exhaust valve(s) at the desired lift (just as not all real-world flow occurs at full lift, so flow testing must test at various lifts). The strange thing about exhaust flow testing is that if you make a measurement with the bare port exhausting to atmosphere (forming what is called a “free jet”) then test a second time with a crude cone made of rolled-up paper stuck in the port, the flow is about 30 percent greater in the second case. If you sit and think about this a while, you can understand why this is. In the first case, the high-speed jet of air coming out of the bare port is pinched from all sides by inward-pressing atmospheric pressure, reducing the area of the jet and the amount of airflow. This is because the pressure of moving air is less than that of still air—an effect to which the name “Bernoulli’s Principle” has been given. In still air, the molecules of nitrogen (78 percent) and oxygen (21 percent) are rushing in all directions, colliding with each other. Air pressure measures the intensity and number of these collisions. If we now let that air escape into a region of lower pressure, that part of molecular energy that happens to be directed parallel to the flow is subtracted from the randomly directed energy of molecules in still air. Therefore the pressure in the jet is less than the pressure of still air. One way to see this is to blow through a reed valve. Intuitively, it seems that the pressure of blowing into the reed should push the petals wide open. But that’s not what happens: The flexible petals hardly open at all, and the reason is that atmospheric pressure is pushing them closed against the pressure of your breath trying to push them open. By sticking that paper cone into the exhaust port whose flow we are testing, we are protecting the free jet, whose pressure is lower, from the pinch—the inward-directed greater pressure of the surrounding air. And as the high-speed “exhaust” flow travels along the gradually enlarging cone, it gradually slows down and recovers pressure. The cone is therefore called a diffuser: a flow element that converts the kinetic energy of rapid movement back into directionless energy of pressure. It may seem crazy, but if you now cut that cone in half lengthwise and test again with just half of the cone in place, some beneficial effect on flow remains but is reduced from the original 30 percent boost to about 15. In this case, the half-a-cone protects the jet from half the pinch of surrounding air. This is “half-a-diffuser.” If you’ve spent time with airflow people, you’ve probably heard someone say, “The forgotten element of good intake airflow is what happens to the flowing air after it has passed through the valve.” The intake flow emerging into the cylinder from an open valve is a circular free jet, and as such it is subject to being pinched by the surrounding higher-pressure still air. But if that valve is located in a bowl-shaped combustion chamber, the curving surface of the chamber itself acts as half-a-diffuser, just as did the half-a-cone stuck into the bare exhaust port of a head being tested on a flow bench. When the flow emerging from under the valve attaches itself to the bowllike combustion chamber surface, that side of the flow is thereby protected from half of the pinch effect of the surrounding still air. Intake airflow can therefore be increased by as much as 15 percent by this protection. If the valve seat has a sharp edge, this can “trip” the flow, preventing it from attaching to the bowl, resulting in a loss of some flow. I noticed when I first tried flow testing on a four-valve head, that its intake flow coefficient—the flow in CFM per square inch of valve head area—was substantially less than that of single intake valves in bowl-shaped combustion chambers. The reason for this difference, I eventually understood, was that it is much harder or even impossible to get intake flow to attach to the flatter, less-bowllike shape of a four-valve pent roof chamber. Then how do modern four-valve engines out-flow the two-valve designs of the previous era? Notice that specific flow is cubic feet per minute per square inch of valve head. The four-valve achieves its high flow by having a lot of valve head area, not by having high port flow coefficients. The second thing a two-valve chamber can do well is burn its charge quickly. We know that combustion speed depends upon generating charge turbulence that quickly shreds and carries parts of the spark plug’s flame kernel throughout the chamber. That turbulence is achieved by storing the kinetic energy of the fast-moving intake flow in the form of axial swirl. Axial swirl is charge motion around the cylinder axis, and in a two-valve chamber this is easily created by aiming the flow not straight across a diameter, but more on a tangent. We have all had the experience of filling a bucket from a water hose, and have played with this effect to make the water in the bucket rotate. With the fresh charge rotating in this fashion, as the piston approaches top dead center (TDC) the ignition spark occurs, its arc duration creating a streak of flame. As the piston arrives at TDC, charge swirl breaks up into random turbulence that quickly converts the chemical energy of the fuel into heat and pressure. Because fast combustion shortens the time during which heat can be lost to the cooler metal surfaces containing it, a bit more combustion pressure is available to drive the piston. Not all two-valve designs achieve these ideals, but that’s another story. View the full article

Airbag Equipped Harley-Davidson Smart Vest Offers Advanced Protection (Harley-Davidson/) Harley-Davidson Press Release: The new Harley-Davidson® Smart Vest combines comfort and style with advanced airbag protection to offer riders peace of mind. Powered by proven D-air® from Dainese Technology, the Harley-Davidson® Smart Vest is designed to instantly deploy in the event of a collision on the chest and central back area to add potential impact absorption. The Dainese D-air airbag technology is backed by more than 30 years of research. A series of sensors monitor what’s happening around the rider more than 1,000 times per second and constantly process the data in real time. It is designed to deploy instantly on impact in the event of a collision with objects, with other vehicles or in a rear-end collision event. The airbag covers the chest and central area of the back and form-seals with the rider’s helmet. The system is powered by a rechargeable battery with up to 26 hours of life and is charged with a common USB plug. Both the Men’s Harley-Davidson® Smart Vest (P/N 98017-24VM, size S to 2XL) and Women’s Harley-Davidson® Smart Vest (P/N 98021-24VW, size XS to 2XL) feature a black heavyweight cowhide leather perforated shell for cooling airflow and stretch side panels for superior comfort. Both designs feature zippered handwarmer pockets, 3M™ Scotchlite™ Black Carbon reflective material to enhance nighttime visibility, and embossed Harley-Davidson branding across the back shoulders. The slim design limits bulk, and the vest may be worn under or over a riding jacket (if worn under, allow about two inches of space in case of deployment). An indicator light on the left chest reports the status of the jacket. When the vest is zipped and the snap-tab power switch is fastened, the indicator light colors report battery status and flash blue when the vest is ready to trigger the airbag as needed. The vest also vibrates to indicate that it is ready. The vest is activated when it senses the vibration of a running motorcycle engine or speed exceeds 6.2 mph (10 kph) – the vest will not deploy away from a running motorcycle, if the wearer were to trip and fall, for example. If the vest is deployed the airbag and two gas generators must be replaced by a select authorized Harley-Davidson dealer. View the full article

REV’IT! Xena 4 Ladies: AAA-rated Women’s Leather One Piece (REV’IT!/) REV’IT! Press Release: With the launch of the all-new Xena 4 Ladies one piece, REV’IT! is shifting gears to set female riders up to shift the status quo. In sportive road riding, track action, and true racing efforts. Aimed at providing top-tier riding confidence, an outspokenly clean design, and a fit optimized for the female form. Discover the Xena 4 Ladies one piece now at your official REV’IT! dealer and on www.revitsport.com. Pricing and sizing details below. High-speed riding comfort Building on the established Xena Ladies line, this fourth generation may follow in the aesthetic footsteps of its one-piece predecessor, but beneath the skin it is more revolution than evolution. With a focus on providing the high-speed riding comfort you need to ride to the limit, stretch levels have been upgraded all throughout the design, knee slider patches and the underlying knee construction are fully revised to offer riders maximum control, and in terms of safety, it’s up there with the very best in REV’IT!’s racing range. Protection in all the right places Boasting a AAA safety rating and CE-level 2 protection in all the right places, REV’IT! equipped the Xena 4 Ladies with additional stretch, allowing you to wear the Xena 4 Ladies one piece with airbag vest – a contemporary safety must. Mind you, REV’IT! advises going up one size on your regular size to accommodate either an Avertum Tech-Air® or the Tech-Air® airbag vest. Dialed in safety – known good looks On top of dialed-in safety and the Xena line’s known good looks, there’s plenty of ventilation all throughout and simple, yet very welcome, practical features like removable and washable liners, a hydration pack-prepared speedhump, and the same labels and tech REV’IT! applies to all their race-ready suits – and if the Xena 4 Ladies one piece is one thing; it’s ready for the track and ready to race. Colors and specifics The Xena 4 Ladies will be available in the quintessential and stylish Black-White colorway as well as a Black-Blue option that combines a deep, Yamaha-derived blue with carefully weighed pink accents. XENA 4 LADIES ONE PIECE $ 1,099.99 CAD 1,399.99 One piece available in the colors Black-Blue and Black-White Sizes: 34, 36, 38, 40, 42, 44, 46 View the full article

BMW Motorrad USA announces BMW Motorrad Days Americas 2024 (BMW/) BMW Press Release: BMW Motorrad USA is proud to announce the return of BMW Motorrad Days Americas, as part of the storied Barber Vintage Festival, for 2024. The first ever BMW Motorrad Days Americas took place last year and helped celebrate the 100 Years history of BMW motorcycles with record attendance at the Barber Vintage Festival. “Last year’s celebration of the BMW Motorrad Days Americas at the Barber Vintage Festival was so much fun, there is no way we could not be back.” said Luciana Francisco, Head of Marketing and Product, BMW Motorrad USA. “There is no better community than the global motorcycling community and we could not ask for a better host than the Barber Vintage Festival. Seeing so many people, from so many different backgrounds, together, celebrating our passion for riding, is truly a special experience.” Tickets for the Barber Vintage Festival go on sale on May 21, 2024 and 2-wheel enthusiasts will be able to purchase discounted event passes though BMW Motorrad USA. Attendees will have access to the BMW Motorrad Fan Zone with new and vintage motorcycles and partner displays, a kid zone, live music and a biergarten. The BMW Fan Zone also offers a great view of vintage racing on the Barber circuit. In the Proving Ground, on- and off-road demo rides on the newest BMW models will be available, including on the R 1300 GS, F 900 GS, R 12 and the fully electric CE 02. Of course, while enjoying everything that BMW Motorrad Days Americas and the Barber Vintage Festival have to offer, do not miss the opportunity to tour the famous Barber Vintage Motorsports Museum., with over 1,600 historic vehicles on display. “I couldn’t be more thrilled to announce the return of BMW Motorrad Days to the Barber Vintage Festival, said George Dennis, President of ZOOM Motorsports. “It’s a celebration of passion, performance, and the vibrant community that fuels our love for two-wheel adventures.” Event Information Dates: October 11-13 Location: Barber Motorsports Park Address: 6040 Barber Motorsports Parkway, Leeds, AL 35094 View the full article

Is CFMoto ready to take on the big leagues of the ADV world? View the full article

Although these new patents relate to adjustable footpegs, they show that the KTM-powered 1250NK is in fact moving forward. (CFMoto/) The tie-in between KTM and CFMoto has been established for years but the companies’ cooperation has deepened recently with the launch of several KTM-based, Chinese-made machines. The next bike they are collectively working on looks set to be the long-awaited V-twin-powered CFMoto super naked based around the Austrian brand’s LC8 engine. CFMoto’s 800NK uses the LC8c engine that it manufactures for KTM. (CFMoto/) We got our best look yet at the bike back in February when a patent application from CFMoto revealed particularly detailed drawings of the bike’s chassis and styling as well as several individual components. It’s very clearly the logical progression from machines like the CFMoto Ibex adventure bike and 800NK roadster, both based on KTM’s 799cc LC8c parallel-twin engine, as well as the China-only 1250TR-G tourer that uses a highly modified version of KTM’s larger V-twin motor. In patent drawings it appears that this bike uses the 1250TR-G’s 1,278cc, 140-hp V-twin, but it’s possible that the engine could be a more powerful twin like the 1,301cc “1290″ KTM variant or even the latest, 1,350cc “1390″ motor, which puts out nearly 190 hp. CFMoto already uses KTM’s LC8 in its Chinese-market 1250TR-G touring machine. (CFMoto/) What’s very clear from several patents filed by CFMoto over a period of years is that the bike is a direct descendent of the V.02-NK concept the company showed back in 2017—a machine that previewed both the styling direction of more recent CFMoto “NK” models and the growing KTM connection, as it featured KTM’s V-twin engine. The latest in the drip-feed of clues about the bike is an intriguing patent that shows details of an adjustable footpeg system, illustrated on simplified pictures of the upcoming CFMoto V-twin machine. These show a system that allows simple and rapid movement of the pegs and the associated gearshift and linkage on the left-hand side. The brake on the right-hand side isn’t illustrated but the patent says the footpeg adjustment operates in the same way on the right peg. CFMoto has filed multiple patent ideas for its adjustable footpegs. The designs allow the footpegs and shifter and brake pedals to move with the assembly. (CFMoto/) It’s not quite as elegant as the completely tool-free footpeg adjustment system seen recently on another patent from BMW, but the CFMoto design appears to offer a wider range of movement, with the peg and shifter mounted on a pivoting mounting bracket that lets the peg move upward and forward in an arc as it rotates around its main securing bolt. To adjust the peg, the patent says you only need to loosen that central bolt (“153″ in the drawings) and remove the upper fastener (”1523″). Then you can rotate the whole assembly before locking it into place by reinserting the upper fastener and tightening the lower one. The upper fastener sits in a notched slot in the footpeg assembly, allowing multiple different positions to be selected. An exploded view of the assembly. (CFMoto/) A second version of the idea simplifies it further by giving the upper fastener an elongated shape on its shaft, so instead of removing it you only need to rotate it 90 degrees to allow the whole assembly to move. Finally, a third version replaces the upper fastener with a toothed gear that engages on matching teeth machined into the arc-shaped slot. That design gives scope for finer adjustment instead of limiting it to just six positions, like the other versions, and raises the possibility that the gear could even be motorized, allowing on-the-fly changes to the riding position. This variation has a geared cog and toothed track. Could this be motorized? (CFMoto/) View the full article

The Enduro Veloce is the normal production version of the limited-edition LXP Orioli that was released for early 2024. (MV Agusta/) Following in the footsteps of MV Agusta’s limited-edition 2024 LXP Orioli (500 units), first shown at EICMA back in the fall, is the Enduro Veloce that shares most of that model’s components and specs. With a fresh influx of cash and stability from Pierer Mobility AG (owners of KTM, Husqvarna, and GasGas)—who now has a majority 50.1 percent stake in MV Agusta—the door is wide open to get the famous Italian company back to profitability after decades of losses. The Enduro Veloce is the first new model to be revealed following the announcement. Like its special-edition predecessor the LXP, the Enduro Veloce utilizes a new—and unique to the model range—931cc triple, a full suite of advanced electronics, and a chassis with top-shelf suspension and braking components. Of course, MV Agusta takes great pride in its styling and appearance, and the Enduro Veloce looks every bit like an Italian masterpiece. Engine The new liquid-cooled counterbalanced 931cc inline-three has four valves per cylinder and double overhead cams with DLC-coated followers. Bore and stroke measure 81 by 60.2mm with a 13.4:1 compression ratio with forged-aluminum, bridge-box-style pistons. Like the engines in all of MV’s latest-generation triples, the Enduro has a counterrotating crankshaft to cancel out the gyroscopic effects of the rotation of the wheels in an effort to improve handling. Not only is the engine very compact, but it only weighs a claimed 126 pounds. The 931cc inline-three in the Enduro makes a claimed 124 hp at 10,000 rpm. (MV Agusta/) Feeding the engine are a trio of 47mm throttle bodies and a single fuel injector per cylinder, all managed by the MVICS 2.1 system and Mikuni ride-by-wire throttle control. Downstream is a high-performance exhaust system and silencer that utilize a pair of catalyzers and an electronically controlled exhaust valve. Power is transmitted to the rear wheel via a six-speed extractable gearbox and hydraulically actuated wet, multiplate clutch. Standard on the Enduro Veloce is the Electronically Assisted Shift 4.0 system that allows clutchless up- and downshifts. The Enduro Veloce comes standard with an up/down quickshifter. (MV Agusta/) Claimed power from the triple is rated at 124 hp at 10,000 rpm with 75 lb.-ft. of peak torque at 7,000 rpm. MV claims that 85 percent of the peak torque is available at 3,000 rpm. For reference, the 888cc triple in Triumph’s latest Tiger 900 makes a claimed 107 hp/66 lb.-ft. Electronics A complete suite of electronic rider aids is managed by a six-axis IMU and enabled by ride-by-wire throttle. The Enduro Veloce has four riding modes including Urban, Touring, Off-Road, and Custom All-Terrain. There are eight levels of traction control, with five for road use, two for off-road, and one for rain, while the system can also be turned off completely. Additionally, the owner can select in the menus which type of tires they are using (calibrated to either the road-oriented Bridgestone Battlax A41 or knobby AX41), which tailors the traction control specifically for the rubber being used. A view of the MV Agusta Enduro Veloce’s cockpit. (MV Agusta/) Other rider aids include two levels of Engine Brake Control, Launch Control, Front Lift Control, and Rear Wheel Lift-Up Mitigation. The ABS system has a pair of settings: Level 1 has less intervention at the front wheel, no cornering functionality, and the rear is disengaged; Level 2 offers the most intervention with ABS active both front and rear, and utilizing the cornering functionality. ABS can only be deactivated in the Off-Road and Custom All-Terrain modes. Also included is cruise control which can be adjusted via the left control pod in 1 or 5 kph increments and canceled by counterrotating the throttle, so the rider doesn’t have to dab the brakes. The left bar control pod is your gateway to the TFT screen’s menus. (MV Agusta/) A full-color 7-inch HD TFT display resides in the cockpit and offers both Bluetooth and Wi-Fi connectivity. The screen offers multiple display options and allows the brightness to be adjusted. The MV Ride app allows phone connectivity, route recording and sharing, and turn-by-turn navigation. Menu navigation is controlled by the left-bar-mounted control pod. Both control pods have LED backlighting for good visibility in all lighting conditions. The Enduro Veloce is equipped with full LED lighting and comes with keyless ignition. The 7-inch TFT display can be linked to your smartphone and can utilize additional functionality from the MV Ride app like turn-by-turn navigation. (MV Agusta/) Chassis At the center of the Enduro Veloce’s chassis is a double cradle steel frame, removable steel subframe, and aluminum swingarm. The wheelbase measures 63.4 inches, which for reference is almost identical to Ducati’s DesertX (63.3 inches), but substantially longer than new cousin KTM’s 890 Adventure R (60.2 inches). MV Agusta doesn’t list the rake angle in its press materials, but trail measures 4.6 inches (also quite close to the DesertX). Claimed dry weight is 494 pounds, which is roughly 30 pounds heavier than its Bologna rival. The stock seat is adjustable to two heights with the lower setting measuring 33.5 inches and the higher position set at 34.3 inches, while ground clearance measures just a tick over 9 inches. The Enduro Veloce utilizes a steel frame and aluminum swingarm. The shock’s preload can be easily changed via a large remote adjuster. (MV Agusta/) Suspension is handled by Sachs units at each end. Up front is a 48mm inverted fork that is fully adjustable with preload, compression and rebound damping, and has 8.3 inches of travel. Out back, a fully adjustable monoshock features an easy-to-access, remote-preload-adjustment knob; travel is the same 8.3 inches. Off-road-oriented Takasago Excel tubeless rims measure 21 x 2.2 inches up front mounted with a 90/90-21 tire, while a 18 x 4-inch rim and 150/70-18 tire are used at the rear. The standard tire is the aforementioned Bridgestone Battlax A41 (while the AX41 knobby is optional). A pair of Brembo Stylema four-piston, radial-mount calipers are used up front. (MV Agusta/) Braking is handled by a pair of Brembo Stylema radial-mount, four-piston calipers and 320mm discs on the front and a twin-piston Brembo caliper and 265mm disc at the rear. Cornering ABS is managed by a Continental MK 100 system and fed info by the six-axis IMU. The seat can be set to two heights, either 33.5 or 34.3 inches off the deck. (MV Agusta/) Conclusion It will be really interesting to see how the MV stacks up against the packed field of middleweight adventure models. This class has grown in leaps and bounds over the years, with some of the models in this displacement range offering the most balanced performance in the entire ADV segment. Surely, the influx of capital from the Pierer Mobility group will do wonders for the famous Italian brand, but it will be interesting to see if MV Agusta maintains its independence under that umbrella, or eventually inherits platforms from its cousins in the same way Husky and GasGas have from KTM. 2024 MV Agusta Enduro Veloce three-quarter rear view. (MV Agusta/) MV Agusta will offer a wide range of accessories for the Enduro Veloce, including aluminum side cases which come with waterproof inner bags, a range of protection bars, a skid plate, auxiliary lights, and a Termignoni slip-on exhaust silencer. The Enduro Veloce will be available in one color scheme, Ago Red/Ago Silver, and will arrive in dealers in October of this year for $22,998. We’ll have a First Ride Review in the next few weeks after we throw a leg over the bike at its international press launch in Sardinia, Italy. The Enduro Veloce’s upper fairing blends into the windscreen in a seamless manner for a very clean look. Hand guards are standard. (MV Agusta/) 2024 MV Agusta Enduro Veloce’s right bar control pod. (MV Agusta/) 2024 MV Agusta Enduro Veloce head-on view. (MV Agusta/) 2024 MV Agusta Enduro Veloce rear view. (MV Agusta/) There are a pair of USB ports on the side of the dash, USB-C and standard. (MV Agusta/) This isn’t MV’s first foray off-road. (MV Agusta/) 2024 MV Agusta Enduro Veloce. (MV Agusta/) 2024 MV Agusta Enduro Veloce Specs MSRP: $22,998 Engine: DOHC, liquid-cooled inline-triple; 4 valves/cyl. Displacement: 931cc Bore x Stroke: 81.0 x 60.2mm Compression Ratio: 13.4:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 124 hp @ 10,000 rpm Claimed Torque: 75.2 lb.-ft. @ 7,000 rpm Fuel System: Fuel injection w/ 47mm Mikuni throttle bodies, ride-by-wire Clutch: Wet, multiplate; hydraulic actuation Frame: High-tensile steel double cradle Front Suspension: 48mm Sachs USD fork, fully adjustable; 8.3 in travel Rear Suspension: Sachs monoshock, fully adjustable; 8.3 in. travel Front Brake: Brembo 4-piston Stylema calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston caliper, 265mm disc w/ ABS Wheels, Front/Rear: Spoked, tubeless; 21 x 2.15 in. / 18 x 4.0 in. Tires, Front/Rear: Bridgestone Battlax A41 (optional AX41); 90/90-21 / 150/70-18 Rake/Trail: TBA/4.6 in. Wheelbase: 63.4 in. Ground Clearance: 9.1 in. Seat Height: 33.5/34.3 in. Fuel Capacity: 5.3 gal. Claimed Dry Weight: 494 lb. Contact: mvagusta.com View the full article

Triumph’s TF 250-X is the first entry for the brand in the motocross space. It does not disappoint. (Triumph Motorcycles/) In the heart of northern Florida’s legendary Gatorback Cycle Park, the moto world’s eyes are fixed on Triumph’s latest marvel, the TF 250-X. After five years of tireless development and an investment surpassing hundreds of millions of dollars, the TF 250-X is finally ready to make its debut. On the Stand Aesthetically, the TF 250-X commands attention with its unmistakably “racy” design, reminiscent of a finely tuned sports car. From the hand-welded aluminum frame to the polished hubs and Brembo brake system, every detail exudes craftsmanship and precision. Ergonomically, the TF 250-X strikes a balance between comfort and performance, catering to riders of most sizes. Triumph’s TF 250-X has an MSRP of $9,995. (Triumph Motorcycles/) Beneath its sleek exterior lies an all-new 250cc performance racing powertrain. Compact and agile, the DOHC four-stroke single engine boasts a Konig forged aluminum piston and Del West titanium valves with DLC-coated followers, capable of redlining at an impressive 14,000 rpm. With a compression ratio of 14.4:1 and Dell’ Orto EFI system, the TF 250-X is primed to deliver competitive power and responsiveness across its five-speed gearbox. Triumph claims the TF 250-X makes 47.3 hp and 21.1 lb.-ft. of torque, giving it a class-leading power-to-weight ratio. Power is transferred to the five-speed transmission via a Belleville spring clutch hydraulically actuated by a Brembo master and slave. Triumph claims the TF 250-X has the best power-to-weight ratio in the 250 class. (Triumph Motorcycles/) Mounted on the left side of the handlebar, you’ll discover a suite of options: Launch Control (on/off), Quick Shift (on/off), Traction Control (on/off), and Engine Mapping (map 1/map 2). Now, these features might sound familiar, as they are becoming standard fare in the world of dirt bikes. With the desire to craft this bike from scratch, Triumph says it has seized the opportunity to refine and restructure these concepts that other manufacturers have honed over years, giving the TF an edge. The left-handlebar-mounted mode, quickshift, launch control, and TC switch gear is nicely done. (Triumph Motorcycles/) The TF 250-X also has Triumph’s app-controlled engine management that lets riders access a whopping 10 factory maps, as well as fine-tune fueling and ignition setups—all from the convenience of a cellphone. Talk about putting the power in your pocket! A KYB piggyback shock features high- and low-speed compression, rebound, and preload adjustment. (Triumph Motorcycles/) As mentioned, the frame is a hand-welded aluminum single spine fitted with Kayaba suspension at both ends. At the front, a 48mm upside-down coil-spring fork with compression and rebound damping stroking through 12.2 inches. At the back the linkage-equipped suspension provides 12 inches of travel through a piggyback monoshock with preload, high- and low-speed compression damping, and rebound damping adjustment. On the Track Now, let’s talk about track performance. From the moment the TF 250-X was unleashed on the Gatorback circuit, I knew I was in for a wild ride. Thanks to the seamless gear changes facilitated by Triumph’s quickshift technology, blasting through second to fifth is like slicing through butter. First to second is done the old-fashioned way. Charging through deep ruts and pushing the limits through every turn, the TF 250-X is balanced and predictable, even under the strain of heavy braking and high rpm. Suspension settings are excellent right out of the box. (Triumph Motorcycles/) We got the KYB 48mm oil fork and rear shock nearly right on for my 155 pounds right out of the box. After becoming comfortable on the track, just a click here and there got the setup dialed in. On small bumps and sharp edges the suspension has the right amount of softness to be comfortable while still being able to soak up the big hits and jumps at Gatorback. So whether you’re hitting big jumps or railing through rough terrain, the TF 250-X’s suspension setup has got your back—and your front—covered. Triumph’s TF 250-X soaks up big hits with control while being comfortable on small chop. (Triumph Motorcycles/) From the moment of the first click into gear on the track, the TF 250-X’s handling prowess is impressive. Whether hitting big jumps, blasting down high-speed straights, or carving through tight corners, this bike is an extension of the rider. Lap after lap, as we warmed up and learned the track, the TF 250-X just kept getting better. It stays glued to the ground, with the rear end planted firmly and the front end swallowing up everything in its path. Any line you choose, the TF will go there without more than just a thought, yet it is rock-solid stable at speed on chewed-up straightways. Handling is sharp yet stable. (Triumph Motorcycles/) Now let’s talk about those brakes: Brembo components. With a twin-piston caliper up front and a single-piston unit at the rear paired to 260mm and 220mm discs, respectively, the TF 250-X stops on a dime, giving the confidence to push harder and faster in the corners. Triumph fitted the TF 250-X with Brembo braking components. (Triumph Motorcycles/) Conclusion Triumph did it’s homework when it built this machine, and it shows. From the top-of-the-line suspension to the high-performance brakes, every detail has been meticulously crafted to deliver the ultimate riding experience. So if you’re looking for a dirt bike that’s ready to take on anything you throw at it, the Triumph TF 250-X should be high on your list. Triumph’s TF 250-X is a true competitor in the 250cc class. (Triumph Motorcycles/) What’s truly remarkable about the TF 250-X is the amount of time and effort put into building a motocrosser that is competitive right from the start. This isn’t just a “good first effort,” it’s a good bike period. It’s clear Triumph didn’t cut corners and rush into the market. With a price tag of $9,995, Triumph has ensured that the TF 250-X isn’t reserved for the elite few, it’s a dirt bike for everyone. And as we look ahead to spending more time with the TF 250-X, exploring its electronic mapping system and putting it through its paces against the competition, one thing’s for sure: Triumph has unleashed a true competitor, a game-changer for the brand, onto the dirt bike scene. It’s a ride that’s sure to put a smile on the face of every rider who throws a leg over it—and possibly produce some trophies. Ergonomics are just as you would expect from a top-shelf motocrosser: Everything is in the right place without putting your body in any odd positions. (Triumph Motorcycles/) 2024 Triumph TF 250-X Specs MSRP: $9,995 Engine: DOHC, liquid-cooled, 4-stroke single; 4 valves/cyl Displacement: 250cc Bore x Stroke: 78.0 x 52.3mm Compression Ratio: 14.4:1 Transmission/Final Drive: 5-speed/chain Fuel System: Dell’Orto EFI Clutch: Wet, multiplate; hydraulically actuated Frame: Aluminum spine Front Suspension: KYB 48mm fork, compression and rebound adjustable; 12.2 in. travel Rear Suspension: KYB monoshock, fully adjustable; 12.0 in. travel Front Brake: 2-piston Brembo caliper, 260mm disc Rear Brake: 1-piston Brembo caliper, 220 mm disc Wheels, Front/Rear: Aluminum spoked; 21 x 1.6 in. / 19 x 1.85 in. Tires, Front/Rear: 80/100-21 / 100/90-19 Rake/Trail: 27.4º/4.6 in. Wheelbase: 58.7 in. Seat Height: 37.8 in. Fuel Capacity: 1.9 gal. Claimed Wet Weight: 229 lb. Contact: triumphmotorcycles.com View the full article

Voge is already manufacturing the DS900X which is based on partner BMW’s F 900 GS. (Voge/) An image that appears to be from a future product presentation by Chinese brand Voge has emerged online showing ambitious expansion plans between now and 2026 that include the introduction of several BMW-based models, including derivatives of the K 1600 GT and S 1000 RR. The photo shows six new models planned for introduction during 2024, another six with launches in 2025, and a final six due to be presented in 2026. The most intriguing machines will come toward the end of that three-year period. It indicates that the long-running connection between Voge’s parent company, Loncin, and BMW is to get deeper over the next couple of years. Voge even has plans for a sportbike based on the BMW S 1000 RR superbike. (BMW/) Loncin and BMW have nearly two decades of history, with the Chinese company having signed its first agreement with the German brand in 2005 and started manufacturing engines on BMW’s behalf in 2007. A revised agreement in 2015 extended the cooperation, with Loncin manufacturing entire bikes for BMW like the C 400 X and C 400 GT scooters, as well as the parallel-twin engines used in F-series motorcycles. Loncin’s Voge brand is a more recent addition and a key part of the company’s international expansion plans. Voge already offers a growing range of bikes throughout Europe, as well as in parts of South America, Asia, and Africa. Voge’s DS900X adventure model is powered by the same 895cc parallel twin from the BMW F 900 GS. (Voge/) Models due to be unveiled in 2024 include some that we’re already familiar with. Alongside a couple of 150cc scooters come the DS900X, which was unveiled at last year’s EICMA show (an adventure bike built around the 895cc twin from BMW’s F 900 models), and the RR660R, a four-cylinder sportbike that was previewed last year as the RR666S concept. Voge recently type-approved the RR660R in China, with documents including the first pictures and specs of the production version of the bike. That machine is powered by a 100-hp 663cc four-cylinder engine, has relatively high-end suspension, Brembo brakes, and styling that’s much the same as the RR666S concept. Voge’s CU250 is powered by a 27-hp V-twin. (Voge/) Another as-yet-unlaunched 2024 model shown on the plan is the CU250, a 27-hp V-twin cruiser that was also leaked recently via Chinese type approvals ahead of its official unveiling, and a new 350RR sportbike that’s likely to supersede the existing Voge 300RR, using the 40-hp parallel-twin engine from the company’s newer 350AC roadster, instead of the existing 300cc model’s 28-hp design. Moving ahead to launches planned in 2025, are the RR250 sportbike and an intriguing RR460R—the latter of which could be another parallel twin or perhaps a four-cylinder to compete with the likes of Kove’s 450RR and Kawasaki’s Ninja ZX-4RR. There’s also an adventure bike, mysteriously titled “DSXXX” (to give no clues to its capacity), and another adventure model, the DS750 Rally, potentially using a smaller version of BMW’s parallel-twin engine. Finally, are the CU520V cruiser (featuring a V-twin engine) and the SR350 ADV scooter that’s likely to share its powertrain with BMW’s C 400 models (which actually use a 350cc engine despite their “400″ names). The Voge RR660 has an inline-four. (Voge/) It’s in 2026 that the most interesting elements of the BMW tie-in emerge. As well as homebrewed models including an R660-R naked bike based on the RR660R four-cylinder platform, the CU1000V V-twin cruiser and SR500 maxi-scooter, the list includes a 1600GT tourer—illustrated on Voge’s plan with a drawing of a bike that looks exactly like BMW’s K 1600 GT six-cylinder—and an RR1000 superbike that’s illustrated with a drawing of a BMW S 1000 RR. Those two machines show Voge’s intention to compete with rivals CFMoto and QJMotor both in China and internationally. CFMoto already has a BMW-like tourer in the form of its KTM-engined 1250TR-G in the Chinese market, and plans to launch its own V-4-powered, 200-hp 1,000cc superbike. Meanwhile, QJMotor has its own tourer—sold under the Benelli brand as the 1200GT and using a version of Benelli’s big three-cylinder engine—and is borrowing the 1,078cc four-cylinder engine from MV Agusta for its own future superbike. Voge will build a BMW K 1600 GT–based model for 2026. (BMW/) While borrowing existing BMW designs, which will be showing their age by 2026 when the Voge versions are due, shows the brand will remain a step behind its European partner, it’s still a giant leap forward for the company itself, and should those bikes reach export markets with typical made-in-China price tags, then customers will face the decision between buying a used BMW or a brand-new machine with the same mechanical parts but a less familiar name. View the full article

Ask Kevin Cameron (Cycle World/) The tales of woe recited to dealership service writers often begin with the words, “My buddy, he…” We’ve all done it—gone to a higher status rider seeking advice or help, only to discover “knowledge” no better than our own. I did it with gear oil, and was told by a succession of experienced people to use ATF, 20-50 motor oil, or R-40. I tried them all, and in each case was rewarded with pitch-line pitting on the first pinion. A Triumph came into our dealership to “get running.” The owner had managed to crisp his new bike’s wire harness, and his buddy had graciously offered to rewire it. The buddy had only black wire on hand, so every wire was the same color, which meant tracing out every circuit to find the problem. He had also wired everything as short as possible—no extra, as usually allowed, to make it possible to examine circuit elements. Another rider put modern gear oil in the trans of his 30-year-old two-stroke, only to find that the base oil caused his seals to shrink. Drip, drip. He drained the hot new stuff, replaced it with the unexciting low-tech lube its seals had been designed for, and the dripping stopped. Hearsay, especially in oils, can lead to all kinds of issues. Follow the owner’s manual and you can’t go wrong. (Jeff Allen /) A friend returned to club racing after getting his family launched. He was amused by the high wind of advice he received on what two-stroke oil to use. That was in the time when anyone with a storefront and an ad budget was getting into the motorcycle oil biz: Order in base stock, dye it a wacky color (how about a few sparkles or fruity scents?), pour in an additive package from the usual sources, and decant into plastic bottles. War of the words! Fantastic claims! More power, longer life, and better gas mileage! A new and fabulous oil a week! The friend dismissed it all, calling the dozen urgent, shouting brands “mystery oil.” Which among ye shall become believers? So the friend phoned up Ucon and ordered a 5-gallon pail of the two-stroke oil the company was at the time supplying to many of the above. He then bought several quarts of actual Marvel Mystery Oil (improving power and performance since the 1920s) and poured them into a jug, which he set aside (I’ll bet I could find it, somewhere in his dark basement). After solvent-washing the famous black bottles with red lettering, he refilled them with Ucon fluid and went racing. Other riders gathered around, staring as he mixed 5 gallons of gas. “Uh, what kind of oil is that?” “It’s a mystery,” he said, smiling to himself. View the full article

Riding the 2024 Aprilia RS 457 around the Italian racetrack Autodromo di Modena. (Aprilia/) Aprilia’s RS 457 is the newest entry into its sportbike lineup. It features a 457cc parallel twin with a 270-degree crank, makes a claimed 48 hp and 32 lb.-ft. of torque, and weighs 386 pounds. Building completely new from the ground up, Aprilia followed the same design philosophy as the RS 660 for this lightweight sportbike: utilizing the engine as the main structure component of the motorcycle, but developing the RS 457 into a smaller, more accessible package that meets European A2 license requirements. The all-new Aprilia RS 457 in “Racing Stripes”($6,899). (Aprilia/) Recognizing a gap in its lineup between its European-only RS 125 and the widely popular, Cycle World Ten Best–winning RS 660, Aprilia developed the RS 457 to fill this hole and join the 300cc–500cc segment, a highly popular segment that is getting a lot of attention right now. But as much as the Italian manufacturer recognizes the street-focused characteristics of competing models in this class, Aprilia prioritized track performance. After all, it is an “RS.” During our test at Autodromo di Modena the RS 457′s 17-inch wheels were fitted with aftermarket Pirelli Supercorsa V4 SP tires on warmers, adding to the sportbike’s impressive front end feel. (Aprilia/) Before designing the RS 457, Aprilia carefully studied requirements for the A2 license tier with the intention of just barely meeting the power-to-weight ratio limit of 0.2kW/kg. If the bike were any lighter or any faster, it would not meet the A2 restrictions. The approach to designing its MotoGP bike, the RS-GP, is no different. Talk about race DNA. Engine Dual 36mm throttle bodies feed the 69 x 61.1mm bore and stroke inside the RS’ 457cc liquid-cooled DOHC four-valve-per-cylinder parallel twin. This 270-degree-crank equipped mill makes a claimed 47.6 hp at 9,400 rpm and 32.08 lb.-ft. of torque at 6,700 rpm. The six-speed transmission features a slipper/assist clutch and can be fitted with an accessory bidirectional quickshifter. Aprilia’s newest offering utilizes a 457cc parallel twin with a 270-degree crank, making a claimed 48 hp and 32 lb.-ft. of torque. (Aprilia/) Spinning laps around the tight racetrack, the engine’s impressive low-end torque pulls strongly off an apex. Aprilia says it tuned the engine to deliver 82 percent of maximum torque at 3,000 rpm, allowing riders to easily ride a gear high even on the tightest corners—of which this Italian circuit has plenty. Its ride-by-wire system provides a connected and intuitive response without any vagueness when metering the throttle. A strong and broad midrange easily carries the bike from one corner to the next with peak horsepower coming near the bike’s roughly 10,500 rpm redline. Looking at the engine’s dyno chart, the area under the power curve is extremely large, making the 457cc parallel twin flexible on the racetrack. Carrying third gear around the entire track only shifting to fourth and fifth on the straights was easily done on the 2.1-kilometer-long (1.3 miles) circuit. Ripping off an apex or shedding speed for a corner, the accessory bidirectional quickshifter with an auto-blip function worked flawlessly and added to the RS 457′s racy spirit. (Aprilia/) We did not have an opportunity to ride the RS 457 off the racetrack but its bottom-end grunt, powerful midrange, and strong top-end lead us to believe the 457cc parallel twin will perform just as well off the racetrack. The 270-degree crank not only gives the RS 457 a strong, throaty exhaust note but also delivers the familiar engine pulses we have come to love from this engine configuration. Aprilia’s 457cc parallel twin is one of the best in class, delivering a surge of power at nearly every rpm. Chassis and Suspension Similar to the Aprilia RS 660, the 457′s engine is the main structural piece. The cast aluminum frame (the only one in this class) mounts directly to the engine as does the steel swingarm, exhaust, and footpegs; all in effort to keep the sportbike compact, narrow, and lightweight. Aprilia has gained a reputation for developing a sporty, agile chassis in the RSV4, Tuono 1100, and RS 660. The RS 457 is no different. Chassis rigidity was tuned for track performance, providing razor-sharp handling. While loading the front end on corner entry and stressing the rear tire on corner exit, the chassis doesn’t flex or wallow. Aprilia’s RS 457 gives a firm and planted riding experience. The bike’s compact chassis allows the rider to easily change direction when flicking the motorcycle from one side of the tire to the other. Navigating the tight chicanes of the Italian circuit required merely looking for the upcoming apex and the bike easily followed the rider’s intended cornering arc. Aprilia’s all-new RS 457 is not the typical lightweight sportbike. Its performance and capability are reminiscent of the Italian manufacturer’s premium offerings, but in a small-displacement package. (Aprilia/) Suspension components consist of a 41mm inverted fork with preload adjustment offering 4.7 inches of travel and a monoshock with preload adjustment providing 5.1 inches of travel—no damping adjustments to be had. Stiff suspension action was an Aprilia design goal for sporty riding. Both on and off the throttle the bike doesn’t upset the chassis front to back, making for a very stable machine. On corner entry, the front end provides plenty of holdup and feedback letting the rider know exactly what the traction level is at the front wheel. Staying on the brakes hard into an apex, the suspension never felt busy or overloaded despite its lack of adjustments. The Aprilia RS 457′s front end utilizes a 41mm inverted fork and a 320mm disc with a four-piston ByBre caliper. (Aprilia/) The brake system utilizes a single 320mm rotor with a four-piston ByBre caliper up front and 220mm rotor with a dual-piston ByBre caliper at the rear. Aprilia said it experimented with dual discs and calipers on the front end but ultimately went with a single-sided system to reduce the gyroscopic effect on the front wheel. Aprilia claims this decision reduces rotating forces by roughly 15 percent. A sharp response encourages leaving braking late into a corner, and the suspension’s taut damping allows the rider to find their max braking potential lap after lap without drama. Not once during our time circulating the track in Modena did the components diminish or fade in performance. There is no vagueness or squishiness from the brake, fork, chassis, or axles. The entire front end has a sharp, consistent response. Electronics Designed with the rest of the RS lineup in Noale, Italy, even the little 457 benefits from technology and innovation learned in GP racing. Aprilia was the first manufacturer to introduce an electronic throttle to the GP grid. Now, the RS 457 receives the same technology, granting the bike three ride modes (Sport, Eco, Rain), three levels of traction control (ATC 1, ATC 2, ATC 3) as well as off, and two levels of ABS (1: ABS active on the front wheel; 2: ABS active on both wheels). Ride modes and traction control can be adjusted on the fly, delivering a racebike experience, on or off the track. The Aprilia RS 457 comes equipped with a 5-inch TFT display with fonts and layouts similar to the RS 660 and RSV4. (Aprilia/) A majority of our time riding Autodromo di Modena was spent in Sport mode with rear ABS deactivated (ABS 1). Each ride mode has dedicated parameters that can be adjusted, with all three modes utilizing ABS 2 as the default. In order to deactivate rear ABS, the rider must come to a full stop. On the racetrack, Sport mode provided the most aggressive throttle response allowing the RS 457 to pull strongly off of a corner. ABS 1 allows the rear tire to skid and slide into an upcoming corner. Not only did this let us find the maximum braking potential of the rear tire, but provided tons of fun screeching the tire lap after lap into turn 1. We had the privilege of running Pirelli Diablo Supercorsa V4 SP tires on warmers during our time on the Aprilia RS 457 instead of the stock Aprilia-branded TVS Eurogrip Protorq Extreme tires. This limited the need for the more sensitive traction control settings, ATC 2 and ATC 3. Spinning laps in Sport mode (ATC 1) the system was never intrusive allowing maximum forward acceleration but still provided a safety net in case the rear tire suddenly broke loose. The system intervened only one time during our ride on the RS 457 in Sport mode from foolishly whacking the throttle open at a ridiculous lean angle after missing an apex and fading off line. The up and down arrows on the left switch cube allow the rider to adjust ATC (Aprilia Traction Control) on the fly. On the right-hand switch cube, the square button under the start/stop switch allows the rider to cycle through the three ride modes (Sport, Eco, Rain). (Aprilia/) Experimenting with Eco mode and Rain mode made the throttle mapping and traction control intervention clearly noticeable. Eco mode is plenty strong, but has a slower engine response at low rpm and a slightly more intrusive traction control intervention (ACT 2) than Sport mode. Riding the RS 457 in Rain mode, the throttle response below 6,000 rpm is clearly diluted, but once the engine climbs into the top-end, the power comes to life. Rain mode utilizes ATC 3, the most reined-in setting. Rolling on the throttle off an apex in Rain mode, the power is minimal and the traction control intervention is extreme. Of course in perfect conditions with grippy tires, the additional aid was unnecessary. If riding in low grip situations, the reduced power and increased intervention will certainly be appreciated. Ergonomics Aprilia’s RS 457 is a lightweight sportbike; the ergonomics are tight and compact. But Aprilia recognizes the RS 457 has to be comfortable off the racetrack as this likely will be most owners’ only motorcycle. Striking a balance between track performance and road comfort is no easy task. In an effort to create a fairly relaxed sportbike rider triangle without sacrificing cornering clearance and aerodynamics, Aprilia designed the chassis to be slim, narrow, yet somewhat neutral. The rider triangle splits the difference between the aggressive KTM RC 390 and relaxed Kawasaki Ninja 400, according to Aprilia. On the RS 457, clip-on handlebars rise above the fork caps relieving pressure on the wrist. Footpegs are lower than the KTM’s but are brought in toward the center of the machine for improved cornering clearance. Not once did we scrape the pegs on the tarmac during our time riding the RS 457 around Autodromo di Modena. The Aprilia RS 457 has a 53.1-inch wheelbase, 34.2-inch seat height, and weighs a claimed 385 pounds. (Aprilia/) As a sportbike, naturally the rider sits in a position that puts the lower body toward the rear of the bike with their upper body stretching toward the front of the machine. But during cool-down laps and entering pit lane, it was noted that the seat has plenty of room near the tank to scoot forward and sit in a fairly upright seating position—something commuters and street riders will appreciate. Design With a smaller engine displacement, it is more important to reduce drag for greater top speeds. On what is considered a fairly short front straight at Autodromo di Modena, I was consistently seeing speeds above 160 kph or 99 mph in fifth gear. Strategically placed air ducts are positioned on the fairing to draw hot air away from the rider in an effort to improve comfort. The 457′s triple-pod LED headlights give the sportbike its iconic Aprilia RS look. (Aprilia/) Aerodynamics was a big focus during the design of the Aprilia RS 457. A cutout is shaped on the top of the 3.4-gallon fuel tank to allow the rider to squeeze into the bubble for reduced drag on straightaways. A flat contour on the back of the tank is designed to allow the rider to rest their chest on the bike in a tucked position for a moment of rest and recovery. During laps spent without a GoPro on the helmet chin bar, fitting behind the bubble while still being able to see through the windscreen and read the 5-inch TFT display is easy. Another big point of emphasis when designing the RS 457 was style and appearance. Aprilia wanted the 457 to aesthetically match the rest of the RS line. It wanted the 457 to be unmistakably an Aprilia. Full LED lighting and backlit switch cubes makes the RS 457 fully modern as we enter the mid-’20s. The triple-pod LED headlights give the 457 its signature Aprilia RS face. Seeking the apex on the Aprilia RS 457. (Aprilia/) The 2024 Aprilia RS 457 will be available in North America later this year for $6,799 in Opalescent Light and Prismatic Dark. An additional $200 dollars will get you the GP-inspired livery, Racing Stripes. Conclusion Aprilia’s RS 457 is the newest entry into the lightweight sportbike segment—primarily targeted at new and beginner riders. Many of the competing models focus on rider comfort and ease of use. Aprilia didn’t neglect those characteristics, the RS 457 is certainly rider-friendly. But as a brand with an impressive racing pedigree, Aprilia didn’t forget its past and future: The primary objective of the RS 457 was to design a lightweight sportbike with class-leading performance that still qualifies for A2 licensing in Europe. The 457cc parallel twin provides an impressive powerband that makes the motorcycle extremely flexible. An aluminum chassis and taut suspension offer razor-sharp handling. And the electronics package is more expansive and adjustable than any other model in the class. Because the RS 457 model is so sporty and capable, new riders won’t quickly outgrow the bike and experienced riders will appreciate the RS 457′s premium characteristics. It’s a win for everybody. The steel swingarm mounts directly to the engine and the rear brake system utilizes a 220mm disc with a dual-piston ByBre caliper. (Aprilia/) 2024 Aprilia RS 457 Specs MSRP: $6,799 Engine: DOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl. Displacement: 457cc Bore x Stroke: 69.0 x 61.1mm Compression Ratio: 10.5:1 Transmission/Final Drive: Manual 6-speed/chain Claimed Horsepower: 47.6 hp @ 9,400 rpm Claimed Torque: 32.1 lb.-ft. @ 6,700 rpm Fuel System: EFI w/ dual 36mm throttle bodies, ride-by-wire Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: N/A Frame: Twin-spar aluminum Front Suspension: 41mm inverted, preload adjustable; 4.7 in. travel Rear Suspension: Monoshock, preload adjustable; 5.1 in. travel Front Brake: ByBre 4-piston radial calipers, 320mm floating disc w/ ABS Rear Brake: ByBre 2-piston caliper, 220mm disc w/ ABS Wheels, Front/Rear: Alloy; 17 x 3.0 in. / 17 x 4.5 in. Tires, Front/Rear: 110/70-17 / 150/60-17 Rake/Trail: 24.1°/4.0 in. Wheelbase: 53.1 in. Seat Height: 34.2 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 385 lb. Contact: storeusa.aprilia.com View the full article

Push The Limit Season 2 (Harley-Davidson/) Harley-Davidson has today released a preview of Push the Limit: Harley-Davidson Racing Season 2, a dramatic new docuseries on YouTube that follows the Harley-Davidson Factory Race Team and other racers during the 2023 season of the MotoAmerica Mission King of the Baggers series. The adrenaline-fueled docuseries puts fans behind the scenes and right in the middle of the wheel-to-wheel action, showcasing the excitement of King of the Baggers racing and providing a behind-the-scenes perspective of the immense effort these racers and teams make to achieve victory. The six-episode docuseries will be released episodically, with a new episode debuting each week, beginning Friday, April 5 at 10am CT on the Harley-Davidson App for members, followed by a YouTube release on Monday, April 8 at 7pm CT. Push the Limit: Harley-Davidson Racing Season 2 follows select King of the Baggers racers throughout the 2023 season, including the most successful racer in MotoAmerica King of the Baggers history, Factory Harley-Davidson pilot Kyle Wyman. Wyman won seven races during the 2023 King of the Baggers season and finished third in the season championship. Wyman has won 14 of 26 events since the start of the series in 2021 and earned the 2021 championship. King of the Baggers 2023 and defending champion Hayden Gillim, and racers James Rispoli, Travis Wyman, Cory West, Jake Lewis, Patricia Fernandez-West, Frankie Garcia, and others also appear in the docuseries. The MotoAmerica Mission King of the Baggers series offers exciting competition between American V-Twin touring motorcycles prepared for competition and equipped with a fairing/windscreen and saddlebags. The 2024 season was expanded to 18 races over nine double-header weekends held in conjunction with the MotoAmerica Superbike Series. The season’s first races were held in Daytona the first weekend of March. For the 2024 season, the Harley-Davidson® Factory Race Team is sponsored by Mission® Foods, Rockford Fosgate®, Brembo®, Öhlins®, Protolabs®, SYN3® lubricants, and Screamin’ Eagle® Performance Parts and Accessories. 2024 MotoAmerica Mission King Of The Baggers Remaining Schedule (Two races each weekend) April 12-13: Circuit of The Americas - Austin, Texas (Red Bull Grand Prix of The Americas) April 19-21: Michelin Raceway Road Atlanta - Braselton, Ga. May 31-June 2: Road America - Elkhart Lake, Wis. June 14-16: Brainerd International Raceway - Brainerd, Minn. July 12-14: WeatherTech Raceway Laguna Seca - Monterey, Calif. August 16-18: Mid-Ohio Sports Car Course - Lexington, Ohio September 13-15: Circuit of the Americas - Austin, Texas September 27-29: New Jersey Motorsports Park - Millville, N.J. View the full article