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Brixton has filed type-approval documents for its Storr adventure bike, which was first shown in prototype form back in 2022 at the EICMA show. (Brixton/) Back at the EICMA show in Milan in November 2022 Brixton showed off its Storr concept bike, a 500cc twin-cylinder adventure bike with a style not that dissimilar to that of the Husqvarna Norden 901. Now the showroom version has broken cover in new type-approval documents that confirm its specifications and that it’s on the verge of production. The Brixton brand isn’t sold in the USA yet but the company’s website claims that a Stateside dealer network is “coming soon.” When it does, the company’s rugged-looking Crossfire 500 models and the big Cromwell 1200 and 1200 X—which are like a cut-price Triumph Bonneville and Scrambler—are likely to be its spearhead. The Brixton Cromwell 1200 is clearly going after Triumph’s Bonneville range. (Brixton Motorcycles/) The company is an unusual collaboration between Europe and China. Based in Austria as part of the KSR Group, its bikes are built in China by Gaokin. Its name is borrowed from Brixton, a district in London (even though the brand’s bikes aren’t currently sold in England) and the Storr takes its title from The Old Man of Storr, a towering rock formation on the Isle of Skye, off the Scottish coast. Documents included this image of a near-production version of the Storr. (Brixton/) When the Storr concept was first shown, technical details were few and far between, but the new type-approval confirms all the bike’s key dimensions and details. The engine is the same Gaokin-built, 486cc parallel twin that’s used in the Crossfire 500 models, with a peak of 47 hp. It’s one of many Chinese copies of the Honda CB500 motor, similar to the Honda both visually and in performance, and clearly positions the Storr as a rival to the Honda NX500 (the bike formerly known as the CB500X). The Brixton engine is an obvious knockoff of Honda’s CB500 engine. (Honda/) The engine sits in a steel tube chassis with suspension that appears to be made up of KYB components borrowed from the existing, scrambler-style Brixton Crossfire 500 XC. The type-approval paperwork puts the Storr’s wheelbase at 56.7 inches and the weight at 461 pounds wet. Brixton’s other models use brakes from Brembo subsidiary J.Juan, and the Storr is likely to do the same, with a single front disc and radial-mount four-piston caliper, assisted by Bosch ABS. The Brixton Crossfire 500 is very popular in Europe. (Brixton Motorcycles/) The bike’s styling is clearly tied to the Crossfire range, sharing the same horizontally split headlight design but adding an upper fairing and screen. That headlight bears the “Brixton” name in its center despite the Gaokin name on the side panel, and like the Crossfire models has Brixton’s signature “N, E, S, W” compass points around its edge. The windshield is missing in the images accompanying the type approval, but its X-shaped mounting bracket is clearly visible. Like the original concept version, the production Storr uses unpainted black plastic for much of its upper front bodywork, preventing scratched paintwork, and the same parts form hollows on either side of the tank that can be filled with purpose-made soft storage bags, as demonstrated by the 2022 concept version. Differences from the concept bike are few and far between, but we can see that the final model has new mirrors, a redesigned radiator cowl, and slight alterations to the bellypan protecting the exhaust. What doesn’t change is the portrait-oriented TFT dashboard, and some interesting elements including auxiliary lights built into the lower front edges of the fairing. With no US dealers yet, it’s going to be a while before the Storr reaches these shores, but with the right price it could be an interesting addition to the market. View the full article

Indian’s all-new, five-bike Scout lineup marks a turning point for one of the brand’s most successful (and important) models. (Indian Motorcycle/) Indian Motorcycle has gone back to the drawing board and reemerged with an all-new Scout lineup for 2025. Dubbed the “Next Evolution of Indian Scout.” Referred to as the most important lineup since the brand was relaunched in 2013, the new family consists of the Scout Classic, Super Scout, Scout Bobber, Sport Scout, and 101 Scout—five uniquely styled machines that share similar bones, but a different look and feel. Five 2025 Models: Scout Classic: Where heritage-inspired design meets the needs of today’s American cruiser rider—chrome, flared fenders, and wire wheels paired to a low seat height and relaxed ergonomics. Super Scout: Indian’s light touring option, the Super Scout follows in the Scout Classic’s tire tracks but adds saddlebags, a windshield, and passenger pegs for added highway comfort. 2025 Scout Classic (left) and Super Scout (right). More chrome and swoopy fenders here. Also worth mentioning is that the Super Scout’s windscreen is removable with a quick release. (Indian Motorcycle/) Scout Bobber: Blacked out front to back with chopped bobber fenders and headlight casing, the Scout Bobber leans into the “everything you need, nothing you don’t” ethos of traditional bobbers. Big changes from an ergonomic and performance standpoint include a bobber-style seat and slammed, 2two-inch suspension. Sport Scout: The replacement for Indian’s mini-faired <a href="https://www.cycleworld.com/story/motorcycle-reviews/indian-scout-rogue-first-ride-review-2022/">Scout Rogue</a>, the Sport Scout is inspired by the West Coast scene and features 6six-inch moto-style handlebar risers and handlebars attached to machined triple clamps. Sportier handling and looks come from a taller, sport-style seat, quarter fairing, and larger, 19-inch front wheel. 2025 Scout Bobber (left) and Sport Scout (Right), which replaces the Scout Rogue. The Scout Bobber has shorter rear shocks with 2.0 inches of travel, vs. 3.0. (Indian Motorcycle/) 101 Scout: An homage to the original 101 Scout, this performance-first version gets dedicated ECU tuning for more power, plus a fully adjustable front fork, adjustable piggyback rear shocks, and dual Brembo front discs. Other premium touches include a custom-stitched seat and exclusive paint. Like the Sport Scout, the 101 gets a 19-inch front wheel, plus six-inch moto style risers with machine highlights, machined triples, and moto handlebars. 2025 Indian 101 Scout. Notice the inverted, fully adjustable fork and 19-inch front wheel. (Indian Motorcycle/) The majority of 2025 Scouts will be available in three trim levels: Standard trim: Includes ABS, LED lighting, and an analog gauge with fuel level and fuel economy readouts. Not available on the Super Scout and 101 Scout. Limited trim: Adds to the Standard trim with premium badging and more tech, including traction control, cruise control, and a USB charger. Three selectable ride modes are available, including Sport, Standard, and Tour. Not Available for the Super Scout and 101 Scout. Limited + Tech trim: Indian’s top-of-the-line trim package adds a push-button keyless ignition and 4-inch, round touchscreen display with Ride Command, which opens the door to turn-by-turn navigation and more. Available on all models. If you like American cruisers, and you like options, you’ve come to the right place. Only there’s a lot more to the bikes than just a few category-shifting styling touches, with Indian having revamped the chassis and engine that’s shared across the entire lineup. This is where all-new really takes shape. Upgrading to the Limited + Tech trim gets you access to the 4-inch touchscreen display (left), which takes the place of the analog display that comes standard (right). (Indian Motorcycle/) 2025 Indian Scout Overview Saying the Scout is an important model to Indian Motorcycles would be a gross understatement. More than 100,000 models have been sold globally; Indian claims that 93 percent of Scout owners are new to Indian and 28 percent are new to motorcycling. “This is often the first interaction with our brand,” says Ben Lindaman, Product Director at Indian Motorcycle. “If we get [customers] into our brand, and we give customers and riders a great experience, we know they’re going to stick with us. A lot of [our] growth is driven off the back of Scout.” To better understand those customers and changing needs, Indian talked to owners, dealers, and customizers ahead of the Scout’s redesign. The takeaway? The new bike needed to stick to its iconic American styling while offering a balance of power and control while incorporating rider-aid technology—something that wasn’t heavily emphasized when the first-gen Scout was developed. Importantly, all of this needed to be done while keeping the bike simple and easy to customize, with a focus on the engine and keeping the newly added electronics simple and in the background. This is an American cruiser that’s meant to be simple and straightforward, but still a step forward in terms of performance and tech. The Scout’s liquid-cooled SpeedPlus 1250 has a larger bore (104mm vs. 99mm) and a higher compression ratio (12.5:1 vs. 10.7:1). It makes 111 hp in 101 Scout trim, but 105 hp on all other models, due to different ECU tuning. (Indian Motorcycle/) 2025 Indian Scout Engine The redesign starts at the Scout’s larger, SpeedPlus 1250 engine, which produces a claimed 111 hp on the 101 Scout and 105 hp on other models, but 82 lb.-ft. of torque across all versions. That is a 5 to 11 hp bump compared to the outgoing, 1,133cc engine, with each version making a claimed 10 lb.-ft. more torque. Indian says that it’s been able to smooth the torque curve so that there are no dips. The difference between the 101 Scout and other versions is solely in ECU tuning, meaning that any of the other four Scout models can be updated at the dealer to produce the full 111 hp. No word on costs for that just yet. Even on the performance-focused 101 Scout, a lot of consideration went into the low seat height and a narrow stand-over. (Indian Motorcycle/) There are more changes internally and externally, with the SpeedPlus 1250 engine getting a cleaner, less industrial look. A slip/assist clutch reduces clutch lever effort and sound quality is said to be improved. Importantly, Indian has been able to reduce the radiator size by as much as 20 percent, making it appear visually lighter and cleaner. 2025 Indian Scout Chassis Designers were able to take even more visual weight away by moving to a steel tube front frame and redesigning the aluminum center piece, the latter tasked with hiding more technology than before but offering an overall cleaner look. Out back you’ll find a new subframe, which is common across all models, making it easier to build accessories that fit across the lineup. That steel tube component is important to the Scout’s design not only because of the visual impact but because of how much easier it’ll make customizing the bike. “That’s something we heard again and again, from customizers but also customers that do a lot of work on their own bikes,” says Ola Stenegard, Director of Industrial Design for Indian Motorcycles. “An aluminum frame can be pretty daunting if you want to do custom work to it.” The Scout’s new frame consists of a steel tube section, redesigned aluminum mid-section, and a subframe that’s shared across all models. (Indian Motorcycle/) Indian also touts size and approachability, claiming that the Scout has the lowest seat height in the class (25.7 inches for most models) and narrow stand-over, which will make it easy for shorter and new riders to feel comfortable on the Scout. The base package is 10 pounds lighter than the outgoing Scout, which also helps. The lightest option is the 522-pound Scout bobber, and the heaviest the 571-pound Super Scout. Wheel sizes split the range: the Scout Classic, Super Scout, and Scout Bobber roll on 16-inch wheels front and rear, but the 101 Scout and Sport Scout get a 19-inch front. All bikes have a single, 298mm front brake disc, except for the 101 Scout, which gets dual 320mm discs. Attention to detail on the 101 Scout. (Indian Motorcycle/) The story is much the same as you move over to the suspension, with the Scout Classic, Sport Scout, and Super Scout are fitted with a 41mm fork with 4.7 inches of travel and dual, preload adjustable shocks with 3.0 inches of travel. The Scout Bobber uses the same fork but has dual shocks with 2.0 inches of travel, while the 101 Scout gets a fully adjustable, 43mm inverted fork with 5.9 inches of travel and fully adjustable, dual piggyback shocks with 3.0 inches of travel. 2025 Indian Scout Styling and Features A newly designed tank and rear fender add new lines without losing the Scout identity. Stenegard says designers were “obsessed with the details—with the fit and finish of the bike.” The result is a premium finish for a lot of the outwardly visible components plus cables and wires that are tucked away. “We added a lot of technology, but we wanted to do it in a way where you didn’t see that technology,” Stenegard adds. As mentioned, specific features do vary depending on model and trim package, with bikes like the Sport Scout and 101 Scout getting small, quarter fairings, and the Super Scout a pair of saddlebags to go with its quick-release windshield. Behind the modern-but-simple controls of a 101 Scout with Limited + Tech trim. Indian says it went to great lengths to hide cables and wires as much as it could. Notice adjustable front fork on the 101 Scout. (Indian Motorcycle/) Upgrading to the Limited trim gets you the aforementioned traction control, ride modes, and USB charger, while the Limited + Tech trim moves you from analog to a fully modern touchscreen display. Consider also that the bike is now available with mid controls, Indian adding that there are a total of 32 ergonomic combinations across the Scout lineup and when dipping into its accessories catalog. There are over 100 family accessories available—in case you need more options. Given the concept of easy customization, it’ll also be interesting to see what future custom builds will look like. Surely, we won’t have long to wait. (From left to right) Scout Bobber, Scout Classic, 101 Scout, Sport Scout, and Super Scout. (Indian Motorcycle/) Five versions and three trim levels for nearly all models means it’s possible to get into the Scout lineup for a wide range of prices. (Indian Motorcycle/) 2025 Indian Scout Classic Specs MSRP: $13,999 - $16,699 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 3.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Wire; 16 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Pirelli Night Dragon; 130/90B-16 67H / 150/80B-16 77H Rake/Trail: 29.0°/4.8 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Weight (As Shipped): 536 lbs. Contact: indianmotorcycle.com 2025 Indian Super Scout Specs MSRP: $16,499 - $16,699 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 3.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Wire 40-spoke; 16 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Pirelli MT60RS; 130/90B-16 67H / 150/80B-16 77H Rake/Trail: 29.0°/4.8 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Weight (As Shipped): 571 lbs. Contact: indianmotorcycle.com 2025 Indian Scout Bobber Specs MSRP: $13,999 - $16,699 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 2.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Cast 8-spoke; 16 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Pirelli MT60RS; 130/90B-16 67H / 150/80B-16 77H Rake/Trail: 29.0°/4.9 in. Wheelbase: 61.5 in. Ground Clearance: 4.3 in. Seat Height: 25.6 in. Fuel Capacity: 3.4 gal. Claimed Weight (As Shipped): 522 lbs. Contact: indianmotorcycle.com 2025 Indian Sport Scout Specs MSRP: $13,499 - $15,699 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 3.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Cast 8-spoke; 19 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Metzler Cruisetec; 130/60B-19 61H / 150/80B-16 77H Rake/Trail: 29.0°/4.8 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Weight (As Shipped): 528 lbs. Contact: indianmotorcycle.com 2025 Indian 101 Scout Claimed Specs MSRP: $16,999 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 111 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 43mm inverted fork; fully adjustable, 5.9 in. travel Rear Suspension: Dual outboard shocks; 3.0 in. travel Front Brake: Dual 4-piston calipers, 320mm discs Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Cast 5-soke; 19 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Metzler Cruisetec; 130/60B-19 61H / 150/80B-16 77H Rake/Trail: 29.0°/4.8 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Weight (As Shipped): 529 lbs. Contact: indianmotorcycle.com View the full article

Kymco has filed patents related to its upcoming LiveWire S3, which it will manufacture in partnership with Harley-Davidson’s LiveWire. (Kymco/) Back in December 2021 Harley-Davidson spun off LiveWire as a separate company and announced its plans for the modular Arrow electric motorcycle platform that would form the basis of the S2 Del Mar and the newly launched S2 Mulholland. At the same time the company revealed that Taiwan’s Kymco would partner on a scaled-down S3 version of the Arrow platform. Recently a patent has emerged from Kymco showing a bike based on the LiveWire components. Kymco isn’t just helping out. The Taiwanese company put $100 million into LiveWire, with a matching contribution from Harley-Davidson, when the company was turned into a separate entity. While Harley still owns the lion’s share of LiveWire, Kymco took a 4 percent stake, and its own planned electric motorcycles—the delayed RevoNEX and SuperNEX that were first shown back in 2018 before being reworked as 2022 concepts—are likely to borrow substantially from the joint development of the smaller LiveWire S3 models. The Arrow chassis platform is the basis for the S2 Del Mar and S2 Mulholland LiveWire models. (LiveWire/) The Arrow platform that underpins the current LiveWire S2 bikes is designed to be adaptable. In keeping with the latest EV motorcycle trends, it uses an aluminum battery case as its main frame structure, with removable front and rear subframes that allow the same center section to be used in multiple styles of bike. LiveWire also says the Arrow platform can be used with various different motors and batteries, either air-cooled or liquid-cooled, to cover a broad range of performance and price points. The patent filed relates to the location of the ECU on the upcoming LiveWire S3. (Kymco/) While we’ve yet to see the first LiveWire S3 model, the product portfolio released when LiveWire was set up as a separate entity in 2021 showed they’re going to be made in partnership with Kymco, “scaling down the Arrow architecture to a platform of lightweight 2-wheelers.” Kymco’s RevoNex concept bike. (Kymco/) The new Kymco patent shows an Arrow-style chassis, motor, and swingarm, all under the silhouette of the original RevoNEX concept bike from 2018. That’s likely to be a red herring—the original RevoNEX had a completely different, conventional chassis, and was superseded by a second concept in 2022 that changed not only its style but also its mechanical layout. The new Kymco patent relates very specifically to details of the positioning of an IMU in the bike’s chassis, suggesting that the Arrow platform seen in the images is truly representative of the under-skin layout of a future Kymco/LiveWire model. The LiveWire S2 Mulholland uses the Arrow platform. (LiveWire/) Notable changes include a completely different seat subframe (one of the modular elements of the Arrow platform) that’s unlike either the existing LiveWire S2 Del Mar or S2 Mulholland’s designs. Since this is where the IMU that the patent relates to is mounted, it’s likely the drawings are accurate, showing the underpinnings of an as-yet-unlaunched, Arrow-based Kymco model. View the full article

CFMoto’s Ibex 450 isn’t just a good bike for $6,500, it’s a good bike. Period. (CFMoto/) If you were to draw a Venn diagram of the adventure bike category, CFMoto’s Ibex 450 would sit in the overlap between long-legged, tech-laden adventuring-touring giants like BMW’s R 1300 GS and lighter weight, less adventurous options like Kawasaki’s Versys-X 300, which act as an entry into the adventure-touring world. This is known in the motorcycling world as the ADV sweet spot—a place where midsized engines and svelte builds are paired with modern tech, a more affordable price tag, and at least some off-road chops. It’s where adventures become more exciting, but not yet overwhelming. It’s also a place where, up until recently, you’d have found large holes in manufacturer lineups. There was no bridge between bigger, multicylinder rippers and simpler, less-refined small-displacement ADVs; you were either all in or just toes deep, with a chasm between options. Ibex 450 in Zephyr Blue. Dimensions are more similar to a full-size adventure bike than a small, entry-level one, giving the bike a grown-up look. (CFMoto/) Bikes like KTM’s 890 Adventure, Aprilia’s Tuareg 660, Honda’s Transalp, Yamaha’s Ténéré 700, and Suzuki’s V-Strom 800DE have narrowed the gap, proving that less can in fact be more when it comes to off-road adventures. But if less is more, what’s a little more less? Can a 450cc twin narrow the gap even further without falling into the category of low-budget, entry-level ADV? And can a manufacturer really deliver what you need for just $6,500? If the pearly whites peaking through our dust-covered grins are proof of anything (other than that it’s dry season in the Philippines), it’s that the Ibex 450 is anything but a cheap, low-budget alternative. Related: CFMoto Ibex 450 First Look Ibex 450 in Tundra Gray. Note: The Ibex 450 is known as the 450MT in other parts of the world. Ibex (the name used for CFMoto’s entire adventure lineup) was enlisted to ensure no overlap with Yamaha’s MT lineup in the States. US models will also come with the low front fender. (CFMoto/) 2025 CFMoto Ibex 450 Engine Key to the Ibex 450′s less-is-more design is its 449cc parallel twin with 270-degree crank—a modified version of what’s used in CFMoto’s 450NK and 450SS on-road bikes, with dedicated camshaft design, airbox, and exhaust for improved midrange. In Ibex form, CFMoto claims 44 hp at 8,500 rpm and 32.5 lb.-ft. of torque at 6,250 rpm, while touting a short-but-peaky torque curve compared to the NK’s flatter curve. For better reference, KTM claims roughly 44 hp and 26 lb.-ft. for its to-be-confirmed 390 Adventure, and Royal Enfield 40 hp and 30 lb.-ft. for its 452cc single-cylinder Himalayan. Honda’s current-gen CB500X twin made 42 rear-wheel horsepower and 29 lb.-ft. when strapped to our Dynojet dyno, while the Ténéré 700 is a step up with a measured 61 hp and 42 lb.-ft. on that same dyno. Kove’s FSE 450R Rally is somewhere in the middle, with a claimed 52 hp and 31 lb.-ft. of torque. We mention each of these bikes because the Ibex could realistically be considered alongside any; the whole point here is to bridge gaps. Parallel twins with 270-degree crankshafts offer a mix of character and good midrange performance. This 449cc twin has both, in spades. (CFMoto/) Part of the 450′s flexibility comes from CFMoto’s beautiful-sounding twin, which makes sufficient power for light-to-moderate highway riding but has a more tractorlike power delivery compared to the 450NK we recently tested, making it better suited to off-road riding. There’s a slight hesitation from the cable-actuated throttle, but fueling is crisp beyond the initial opening and smooth, tractable power is laid down from as low as 3,000 rpm. This helps with lugging through deep sand or up hills without having to stress the engine, or yourself. To drive that point home, CFMoto led us to a nearby off-road park and started layering obstacles on top of us. Tight, sandy turns pointed up a steep grade aren’t our definition of fun when it’s hot, humid, and dry, but the Ibex 450 powered through the stuff in a way that genuinely made us laugh. We had no business getting through the stuff as easily as the Ibex allowed us to—credit surprising amounts of traction and smooth power delivery. Plenty of pep for second- and third-gear wheelies. This is a fun motorcycle to ride. (CFMoto/) Is the powertrain perfect? No, but the only real concern we had was with the clutch lever, which has a light, forearm-friendly pull but very little feedback at the engagement point. For newer riders and technical off-road riding, more feedback would be preferred to help find the friction zone. Even if it comes at the expense of a slightly heavier pull. On the plus side, you get adjustable clutch and brake levers—nice touches on a $6,500 bike. 2025 CFMoto Ibex 450 Chassis More nice features come in the form of a fully adjustable KYB fork and preload/rebound-adjustable shock, each offering 8 inches of travel. Tubeless wheels are a thankful addition for anyone who didn’t grow up changing tubes trailside (or doesn’t want to) and come in 21- and 18-inch sizes, another nod to the Ibex’s off-road intentions. The chassis is all-new, CFMoto suggesting that it borrowed at least some ideas from the KTM 790 Adventure, thanks to its partnership with Pierer Mobility AG, highlighting the cross-pollination between CFMoto and PMG. Similar to the Ténéré 700, the lower part of the Ibex’s frame can be removed for when working on the bike or if it was damaged on a ride and needs to be replaced. Related: 2024 Royal Enfield Himalayan First Ride Review UPDATED w/Pricing Fully adjustable KYB fork is nice to have, but stock tuning is stiff and causes the bike to deflect off rocks or sharp edges. (CFMoto/) There are a couple of other tricks behind the Ibex’s fairings, including a two-position shock linkage, which enables you to lower the rear of the bike and drop the seat height from 32.3 to 31.5 inches. A taller accessory seat raises seat height to 34.3 inches. Packaging and overall dimensions are more like the full-size Ténéré 700 than the smaller KTM 390 Adventure, with handling somewhere in between. The bike is lightweight, neutral, and easy to steer through ruts or slick, dusty corners, with plenty in reserve to make quick line changes when a rock (or stray dog) suddenly emerges from the dust. Both regular occurrences in the hills outside El Nido. In technical, slow-speed riding, the bike is balanced and easy to stay on top of. It’s fun and lively, but not in an on-edge way. CST Ride Ambro A4 tires are quite good on and off-road, with especially good feedback and traction under acceleration. (CFMoto/) On the other hand, stock suspension isn’t refined and is too stiff in the initial part of the stroke, causing the bike to deflect off rocks and sharp-edged bumps. This lessens as the pace picks up and you put more load into the suspension, but you never get rid of the “busy” sensation caused by the fork. Expect to spend time getting the suspension dialed in if you plan on doing much off-road riding. The story is pretty much the same on the road; the bike is agile and capable of being ridden all day without wearing your body out, but rides low in the rear and is a few suspension tweaks away from giving you the front-end confidence needed to rail through corners. The broken-up asphalt sprinkled around El Nido, Palawan, didn’t encourage aggressive riding, and we politely obliged. Here we have an off-road park. Dried out with steep climbs, deep sand, and sharp turns. The Ibex 450 took it all in stride. (CFMoto/) An added benefit of the mellow speeds we toured El Nido at is that the riding never overwhelmed the J.Juan brakes, which consist of a single four-piston caliper and 320mm disc up front, and single-piston caliper biting on a 240mm disc out back. Braking power is plenty good for casual riding, but a numbness through the initial part of the lever pull zaps some confidence during spirited riding. While the bike is lightweight, stock suspension keeps the Ibex 450 from being really fun on the pavement. (CFMoto/) 2025 CFMoto Ibex 450 Electronics and Other Features Rider aids include switchable ABS and traction control, both of which can be turned off via an easy-to-reach switch on the left side of the handlebar or adjusted independently of one another through the 5-inch TFT. There are no ride modes or cruise control, meaning fine-tuned performance comes down to your throttle hand. ABS intervention leans toward aggressive, but the traction control system is nice in that it reacts quickly and efficiently once the tire breaks loose. These are things you have to get right in 2024, and for the most part CFMoto has, even if there aren’t layers of settings for either system. Related: 2024 Yamaha Ténéré 700 First Ride Review Things you did not used to expect on a $6,500 motorcycle: a 5-inch TFT, toolless adjustable windscreen, and USB connector. (CFMoto/) Kudos also go to the easily adjustable windscreen and folding mirrors, which can be rotated inward so that your arms don’t hit them while standing up. Doing so is actually encouraged, it seems; whereas the rider triangle for most entry-level and on-road adventure bikes makes standing up feel awkward, the Ibex’s pegs and handlebar are nicely positioned for any type of riding. The only ergonomic-related problem was that for us, at 6-foot-3, our knees were in constant contact with the far-reaching (and sharp) edges of the wide, 4.6-gallon tank. Moving back in the saddle was a Band-Aid, but easy enough to get used to, and in every other way we appreciated the space and layout of the Ibex’s cockpit. Comfort, fit and finish, and styling transcend the price. Switches have a KTM feel to them and are quite intuitive, though admittedly, there’s not a lot to adjust on the Ibex 450. No ride modes, but you do get switchable ABS and traction control, which are easily cycled via this switch on the handlebar. (CFMoto/) Final Thoughts CFMoto’s Ibex 450 has more going for it than just an attractive price tag. It’s a fun and capable motorcycle—period—with the ability to make adventure riding more accessible to more people. Is the bike perfect? No, but the engine is entertaining and the chassis quite good, with only a few hardware tweaks needed for the bike to go from filling a void in the category to completely disrupting the space. Already, it sits closer to the larger and more expensive middleweight adventure bikes than you might expect, with enough character and performance to keep you entertained for much longer than less adventurous, entry-level machines. That right there is the beauty of a smaller bike playing in the ADV sweet spot. Our steed for the ride around El Nido, an Ibex 450 equipped with engine guards and an accessory tall seat. (CFMoto/) 2025 CFMoto Ibex 450 Specs MSRP: $6,500 Engine: DOHC, liquid-cooled, four-stroke parallel-twin; 4 valves/cyl. Displacement: 449cc Bore x Stroke: 72.0 x 55.2mm Compression Ratio: N/A Transmission/Final Drive: Manual 6-speed/chain Claimed Horsepower: 44.0 hp @ 8,500 rpm Claimed Torque: 32.5 lb.-ft. @ 6,250 rpm Fuel System: N/A Clutch: Wet, multiplate slipper Frame: Steel tube Front Suspension: USD KYB fork, fully adjustable; 8.0 in. travel Rear Suspension: Multi-link, KYB monoshock, spring preload and rebound damping adjustable; 8.0 in. travel Front Brake: 4-piston J.Juan caliper, 320mm disc w/ Bosch ABS Rear Brake: 1-piston J.Juan caliper, 244mm disc w/ Bosch ABS (switchable) Wheels, Front/Rear: 21 in./18. in. Tires, Front/Rear: CST Ride Ambro A4; 90/90-21 / 140/70-18 Rake/Trail: 26.0°/4.2 in. Wheelbase: 59.3 in. Ground Clearance: 8.7 in. Seat Height: 32.3 in. / 31.5 in. (lower linkage mount) Fuel Capacity: 4.6 gal. Claimed Dry Weight: 386 lb. Contact: cfmotousa.com Mirrors fold at the elbow so that they can be positioned out of the way when standing up over the front of the bike. (CFMoto/) Rubber footpeg inserts are easily removed, revealing studded footpegs that are plenty aggressive for some spirited off-road riding. (CFMoto/) Before the dry, there was rain. (CFMoto/) And before the dust, there was clean gear. That didn’t last long. (CFMoto/) Gearbox Helmet: Arai XD4 Jacket: Rev’It Tornado 2 Pants: Rev’It Tornado 2 Gloves: Spidi X-Force Boots: Alpinestars Tech 7 Enduro Drystar View the full article

We recently grabbed shots of KTM’s 2025 1390 Super Duke GT testing. (Bernhard M. Hohne/BMH-Images/) The debut of the KTM 1390 Super Duke R as the flagship of the Austrian company’s 2024 lineup never left much doubt that other models featuring the old “1290″ version of the LC8 V-twin engine would be hot on its heels with similar revamps. Now the next KTM 1390 has been seen on test, the 1390 Super Duke GT. We’ve already ridden the 2024 KTM 1390 Super Duke R powered by the same engine that will be used in the GT model. (KTM/) Before we get too deep into the details, let’s remind ourselves what that “1390″ engine entails. First up, like most KTMs, the number is only a vague approximation of its actual capacity. The 1390 motor measures in at a genuine 1,350cc, and since the smaller “1290″ motor is really 1,301cc the increase is just 49cc—less than half as much as the engine designations might lead you to believe. It’s achieved via a 2mm increase in bore, up from 108 to 110mm, combined with the same 71mm stroke as before. Conversely, the performance increase of the 1390 engine is more than you might expect from such a small change, with peak power upped from a claimed 177 hp to an impressive 188 hp. That’s largely thanks to the company’s new variable valve timing and lift system, which is similar to BMW’s ShiftCam and the system used on several Audi cars. It works by sliding the intake camshafts laterally during operation to bring a second, wilder cam profile into action when the ECU decides it’s necessary. The change increased the engine’s peak revs from 9,500 to 10,000 rpm and brought an increase in torque from 103 to 107 lb.-ft. Historically the Super Duke GT has had the same engine tune as the Super Duke R, so it’s no wild leap of logic to assume the same will apply to this new 1390 Super Duke GT. The 2025 KTM 1390 Super Duke GT’s brakes look up to any task. (Bernhard M. Hohne/BMH-Images/) A bigger change, at least from the GT’s perspective, comes in the chassis. The current 1290 Super Duke GT is still based on the tubular steel frame from the pre-2020 1290 Super Duke R, not the latest version. It’s a much more substantial-looking trellis that puts less emphasis on using the engine as a structural component. For the upcoming 1390 Super Duke GT, KTM has finally decided to adopt the 2020-and-on Super Duke R’s chassis, which is around three times as rigid as the earlier design, while helping slice around 5 pounds from the bike’s weight. As well as the new main frame, the 1390 Super Duke GT gains a cast aluminum subframe, again mirroring the changes made to the Super Duke R from 2020. The subframe isn’t simply carried over from the R, though, as the GT needs more pillion comfort and luggage-lugging capability, so it gets its own, unique casting. Below it, there’s the same updated single-sided swingarm that debuted with the Super Duke R’s 2020 revamp, and the suspension appears to be the same electronically adjustable, semi-active “third gen” WP Apex kit that’s used on the current 1390 Super Duke R Evo. Similarly, the Brembo brakes and the wheels are straight carryovers from the Super Duke R. The current KTM 1290 Super Duke GT. (KTM/) When it comes to styling, KTM has long concentrated on distinctiveness over delicacy, often opting for brutally sharp creases and unusual proportions and shapes. The 1390 Super Duke GT is no exception, and if anything, ups the ante with a confusing combination of angles and flat planes in the styling. The matte-black finish of the prototype means those shapes evoke the F-117 Stealth Fighter, but a less charitable view might be that it looks like the low polygon-count graphics from a PlayStation 1 game. Up front the headlight is a development of the idea used on the latest Super Duke R, with LED running lights mounted in “floating” panels that bracket the main lamps. At the back even the passenger grab rails follow the sci-fi theme of the rest of the styling, looking like something that should be sprouting from a Star Destroyer, or the sort of boomerang TV antennas seen on 1980s limos. Everything about the 2022 KTM 1290 Super Adventure R is big, including the roost it leaves in its wake. (Jeff Allen/) Given the near-finished appearance of the bike, and the fact that KTM is known to be preparing a new sport-tourer as part of its 2025 model range, we can be all but certain that the 1390 Super Duke GT will make its official debut sometime between now and the end of this year as a key component of the company’s ‘25 lineup. Beyond that, it doesn’t take Nostradamus to see that the Super Adventure is also likely to be revamped with the 1390 engine, and we already know that a high-end Brabus 1400 R is in the works as a successor to the Super Duke R-derived 1300 R. Combine all those with an array of new “990″ models derived from this year’s 990 Duke parallel twin and it’s clear KTM is going to be busy with new model launches over the next year or so. 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/) Liquid-cooling made four valves work in the early days, and it makes them work now. Proven in applications like Fiat’s giant pre-1914 racing cars, four valves were soon the majority choice for the water-cooled aircraft engines of World War I. Problems arose when four valves were tried in air-cooled engines. The reason was the intensive heating of the narrow “exhaust bridge” between paired exhaust valves. Because air-cooling was unable to rapidly pull heat out of this bridge, it could thermally expand with force sufficient to compress and permanently yield the metal around it. Cooling after shutdown then left the bridge material in tension. Given enough heating/cooling cycles, a crack would appear. Removing heat from the area between the exhaust valves is imperative to cylinder heat longevity. (Courtesy of Harley-Davidson/) This is just what happened when Rudge, a long ago English manufacturer, went racing with four valves in a cast iron cylinder head. In early development its power was low enough to cause little trouble, but as the design matured, cracks appeared, either between the exhaust valves or from one exhaust to a spark plug hole. A switch to a bronze head material of higher heat conductivity helped (especially since valves could be seated directly upon it) but continuing power increases were also forcing the two-valve competition to seek improved cooling. In the late 1930s (when Rudge’s winning days were over) cooperation with Rolls-Royce led to sand-cast heads made of the aluminum alloy RR50, which was a good compromise between ease of casting and the high hot strength necessary to retain shrunk-in valve seat rings. The coming of WWII put an end to Rudge development. In November of 1918 a four-valve air-cooled radial engine (soon to become influential), the “Jupiter” nine-cylinder, was first run. To solve the problem of valve seating its cylinders were capped with a steel plate into which the valve seats were cut. The aluminum cylinder head proper was bolted atop this plate, and contained the ports, rocker mechanism, and cooling fins. Heat conduction between plate and head depended upon a good fit and the tension of bolts. This unlikely lash-up required “re-bedding” every 200–300 hours. In 1929 this “poultice” construction was abandoned in favor of a forged aluminum head. Classic two-valve British racing singles of the 1930s dealt with the increased heat output of growing power through a sequence of head constructions. First came cast iron, excellent in durability, poor in head conduction. Next came bronze heads—a modest improvement. Even more power forced adoption of bronze “skull” construction (sometimes called “spectacles” or “bi-metallic”) with a finned aluminum head cast onto it. This preserved durable valve seating and spark plug hole threads, but could loosen. It is often said that Velocette right after WWII showed advantage over Norton in the 350 class because Velo had converted to all-aluminum heads of highest conductivity, while Norton until 1950 continued with bronze skull construction. In 1959 Honda went racing in a big way, developing its first air-cooled in-line four-cylinder race engine, the RC160. To get around the problem of retaining valve seat inserts in the aluminum cylinder heads, Honda adopted austenitic iron skull construction (austenitic iron’s coefficient of thermal expansion is close to that of aluminum). When air-cooled production bike engines were given four valves from 1980, two obvious adaptations appeared. First, to limit the temperature rise of the head (and in particular of the exhaust bridges), air-cooling was too slow. Therefore extra thickness of aluminum was added above the combustion chamber to act as a prompt heat sink. Famously, when Harley’s direct-speaking racing manager Dick O’Brien and detail designer/draftsman Piet Zylstra were laying out the classic two-valve XR-750 dirt-track engine, O-B said, “I want an inch of goddamn aluminum on top of that combustion chamber!” Zylstra, properly conscious of weight, talked him down to 3/4 of an inch. Cutaway revealing the amount of material in a Harley XR-750 aluminum head. (Harley-Davidson /) The second peculiarity was the need to make the vulnerable exhaust bridges as wide as possible, to be “heat highways” to speed the flow of heat out of this vulnerable area. This required making the exhaust valves and ports as small as possible (the late Jim Feuling made serious $$ in Detroit, proving to doubting automakers how well this worked) and locating them as far apart as the intakes and bore diameter permitted. Air-cooling, by being unable to guarantee a constant cylinder head temperature in summer heat, made engines more vulnerable to detonation (engine knock or ping), which is heat-driven. Air-cooled engines were therefore protected against deto by being given lower compression ratios (which reduce torque and somewhat increase fuel consumption). Water-cooling is prompt because fresh cooled liquid from the radiator is constantly being pumped across hot surfaces. What really works in liquid-cooling is velocity, giving modern engines that “shrink-wrapped” look. What coolant velocity does is constantly replace the water in contact with every hot surface, not letting it slow down enough to overheat and boil. Formation of steam bubbles essentially stops cooling at that spot. And yes, engineers do perform either CFD studies or make see-through test rigs to eliminate such stagnation. Liquid-cooling (in blue) around the exhaust valve seats and bridge in Harley-Davidson’s Milwaukee-Eight Big Twin engine. (Courtesy of Harley-Davidson/) When Porsche wanted to replace its venerable 911 by a more modern design with less quirky handling, Porsche lovers refused to have anything to do with it—they loved the 911. Something similar has applied pressure on builders of beloved big twins; the manufacturers want the torque-broadening ability of four valves, but their riders refuse to do without cooling fins. A compromise has been struck by circulating a coolant through the exhaust bridges of four-valve big twins from Harley and BMW. All this, and, heaven, fins too. View the full article

Flying Eyes Optics Expands into New Markets with Innovative Eyewear (Flying Eyes Optics/) Flying Eyes Optics Press Release: Flying Eyes Optics, the world’s most comfortable eyewear made specifically for use under helmets and headsets, is excited to announce its expansion into new markets beyond aviation. With a strong reputation for quality, comfort, and durability, Flying Eyes Optics is introducing innovative eyewear to cater to a wider audience. New markets include motorcycling, motorsports racing, cycling, equestrians, competitive firearms, and even gamers. The similarity between these groups is that they must wear either headsets or helmets, and Flying Eyes’ patented temples fit under them without any pressure, pain or noise leaks. Each market requires additional features for ideal function, and Flying Eyes is delivering unique solutions to each of them. These products, along with an updated website, showcase the company’s commitment to delivering a smooth experience across these new demographics. “Based on demand, we are branching out to many new categories beyond aviation. While all of them must wear headsets or helmets, they each have additional unique requirements. So, we’ve created a new website which allows each user to quickly find the ideal eyewear for their activity,” said Dean Siracusa, founder of Flying Eyes Optics. The website features an intuitive interface and a sleek design. Customers can now quickly find the perfect eyewear for any activity, from motorsports to aviation. The website also offers a range of new and exciting products, including prescription lenses and much more. “Flying Eyes Optics is committed to providing our customers with the best quality eyewear and user experience. Our new website will enable us to reach even more people and expand our reach to new industries,” said Siracusa. To learn more about Flying Eyes Optics and its wide range of products, visit the company’s website at www.flyingeyesoptics.com. View the full article

Suzuki Hayabusa Anniversary Celebration Coming to Concord, NC (Suzuki/) Suzuki Press Release: Coming off the success of the inaugural Hayabusa Homecoming held at the National Hot Rod Association’s Pomona World Finals in November, Suzuki Motor USA invites Suzuki owners to join another Hayabusa Homecoming, a commemoration of the 25th Anniversary of the legendary Suzuki Hayabusa. The Homecoming will be held during the NHRA Four-Wide Nationals at the NHRA Drag Racing Series at zMAX Dragway in Concord, NC on April 27th. Pre-registered owners of Suzuki motorcycles will receive free grandstand entry on Saturday, April 27th, and complimentary VIP Suzuki parking for the day - if they ride to the Homecoming on their Suzuki motorcycle. Hayabusa Homecoming activities will be at the Suzuki display in the NHRA midway from 9:30 AM – 3:00 PM EDT. Planned activities include: Free grandstand entry for Saturday at the Four-Wide Nationals to the first 200 Suzuki motorcycle riders who register online. Free VIP Suzuki motorcycle parking near the NHRA Midway (Suzuki&nbsp;owners only.) The first 200 Suzuki Hayabusa riders to register will also receive an exclusive Hayabusa 25th Anniversary gift pack commemorating the famed sportbike. An appearance by the Moore Mafia’s Chris Moore, a renowned drag bike builder and YouTuber who will be running his custom Turbo Hayabusa on the epic zMAX&nbsp;Dragway track, showcasing the jaw-dropping performance of the Suzuki Hayabusa. Exclusive Q&amp;A Session and fan interaction with Chris Moore and the RevZilla/Motul/Vance &amp; Hines Suzuki Pro Stock Motorcycle team members: Current NHRA Pro Stock Motorcycle World Champion&nbsp;Gaige Herrera. Four-time Pro Stock Motorcycle NHRA World Champion Vance &amp; Hines Crew Chief Eddie Krawiecz. Six-time Pro Stock Motorcycle NHRA World Champion Vance &amp; Hines Crew Chief Andrew Hines. RevZilla/Motul/Vance &amp; Hines Suzuki rookie phenom and XDA/NHDRO/SEMDRA/ManCup title holder Richard Gadson Vance &amp; Hines Hayabusa and Chris Moore’s custom 25th Anniversary Suzuki Hayabusa drag bike on hand at the Suzuki display. Attendees can have their photo taken on a real Vance &amp; Hines Pro Stock Hayabusa. NHRA Pro Stock Motorcycle class autograph session with Suzuki racers. See all the latest Suzuki models on display, get Suzuki swag, and more. Hayabusa Homecoming attendees will experience not only world-class Hayabusa NHRA drag racing competing on the incredible four-wide zMAX Dragway track, they will also celebrate the Hayabusa’s redefinition of motorcycle performance since 1999. Watch for more information and updates at SuzukiCycles.com or follow Suzuki’s social channels @SuzukiCycles. April 27th approaches as quickly as the Hayabusa so do not miss out on the Hayabusa Homecoming in Concord, NC. It will be a great day for all Hayabusa and Suzuki enthusiasts! Attendance for this exclusive celebration is extremely limited and is free to Suzuki motorcycle and Suzuki Hayabusa owners. Hayabusa Homecoming registrants will also receive access to exclusive Suzuki NHRA general admission ticket pricing to purchase additional Four-Wide Nationals tickets directly from the NHRA. View the full article

Husqvarna Motorcycles Offers Warranty Extension on 2024 Street Motorcycles (Husqvarna/) Husqvarna Press Release: Husqvarna Motorcycles is offering purchasers of the 2024 Norden 901, Norden 901 Expedition and Svartpilen 801 models the chance to double up on their standard 24-month factory warranty. To extend the two-year warranty to four years, riders around the globe simply have to get their motorcycle serviced at an authorized Husqvarna Motorcycles dealer. Additionally, the warranty period for Husqvarna Motorcycles Spare Parts and Technical Accessories for all street models will be extended to 24 months. Best of all, these warranty extensions come at no additional charge. The warranty period is automatically extended, provided regular services are done according to the service schedule at an authorized Husqvarna Motorcycles dealer. All that customers need to do is have the official services performed within the 24-month warranty period to prolong the warranty until the next service, up to a maximum of four years. The terms and conditions are identical to those of the initial manufacturer’s warranty. Additionally, the Husqvarna Motorcycles manufacturer’s warranty is linked to the motorcycle and can be transferred to a new owner should the original owner sell their motorcycle. This is conditional on the next owner being registered on the official Husqvarna Motorcycles dealer platform. Registration can be done at any Husqvarna Motorcycles dealer. Valid from the initial date of purchase, all official Husqvarna Motorcycles Spare Parts or Technical Accessories used on all 2024 street motorcycles will also have a full 24-month warranty. This warranty extension applies to Spare Parts and Technical Accessories bought from January 2024 onward. Jens Tuma – Senior Head of Customer Service: “We always advise our customers to use the official Husqvarna Motorcycles network to get their motorcycles serviced, purely because the staff are trained on those particular models and use approved parts and accessories where applicable. This way we can ensure best possible quality and value preservation of the bikes and it’s also a big reason why we’re really happy to make this warranty extension offer for customers of Husqvarna Motorcycles around the world.” View the full article

The BD250 has shown up in documents, showing it is almost ready for production. (Benda/) Late last year we revealed that Benda—one of the more interesting of the new breed of Chinese motorcycle brands—has registered VIN decoding documents with the NHTSA to complete a vital step toward bringing its bikes to the US market. Now, a new small-capacity bobber from the company has emerged in Chinese type-approval documents giving a glimpse of the sort of bike we might expect from the company if it in fact enters our market. Benda’s recent launches have been notable for breaking with the norm. The company first came to international attention with the crazy-looking LF-01 concept bike in 2020, and then surprised everyone by putting it, unaltered, into production as the LFC700 a year later. It has also debuted China’s first homegrown V-4-powered bike, as well as working on a variety of other ideas including a blown 300cc sportbike. Its new BD250 bobber might not be quite that wild but it’s still an unusual machine that doesn’t appear to have any direct rivals. Benda’s LFC700 was preceded by the LF-01 concept bike and then quickly followed by the production model. (Benda Motorcycles/) You only have to glance at it to see that it’s not the sort of penny-pinching, stripped-back 250 that puts cost saving above everything else, instead featuring styling that wouldn’t shame a much more expensive, large-capacity bike (and looking a whole lot like Confederate’s G2 P51 Fighter). While the V-twin engine and steel-tube frame fit expectations for traditional bobbers, there are plenty of unusual elements to see. Benda’s Napoleon 500 Bobber has a similar front suspension that looks like a girder fork, but really has traditional fork stanchions behind the side plates. (Benda/) The chassis is a Softail-style design with a triangulated swingarm at the rear that mimics the shapes you’d expect to see on a hardtail, but instead of a hidden rear shock there are visible suspension units that appear to be mounted to the swingarm via some sort of rising-rate linkage. But the front suspension is even stranger—at least at first glance. It appears from the single available photo that it’s intended to look like a girder-style fork, but on closer inspection there are conventional telescopic fork tubes behind those girders. This is a trick that Benda has already used on the Napoleon 500 bobber it launched last year, which completely encloses its fork in girder-style outer cases, but the new design is more complex, with what appear to be spring units mounted between the fork stanchions and the girder sections. Honda’s Rebel 300 appears to be the Benda’s closest competitor. (Honda/) The type-approval paperwork does reveal key details of the bike including its peak power of 25.5 hp from a 249cc liquid-cooled V-twin. That’s pretty close to the output of the slightly larger engine in the Honda Rebel 300, which makes 28 hp from its 286cc parallel twin. With an all-in weight of 401 pounds, the Benda is a fair bit heavier than the Rebel though, with the Honda tipping the scales at 364 pounds. Unlike the Rebel, which has 16-inch wheels, the Benda uses 18-inch rims with a 130/80 front tire and a 160/70 rear, and its wheelbase is 2 inches longer than the Honda at 60.8 inches. There’s a single front disc with a Benda-branded, four-piston radial-mount caliper, with the company’s own BD01 ABS system. Like most Chinese bikes, and other goods for that matter, the Benda’s biggest advantage over rivals is likely to be price. It’s too early to know whether it will be able to undercut established rival brands by enough to persuade buyers to opt for such an unknown quantity, but that question will be answered as and when Benda makes its planned entry to the US market officially. View the full article

Who's ready to go fishing?View the full article

One of them is adaptable for all types of weather, and the other one’s all about airflow. View the full article

Triumph’s 2025 Daytona 660 in Carnival Red. (Triumph/) Ups Fantastic inline-three engine. Priced at just over $9,000. Beautiful and modern styling. Downs Suspension has only minimal adjustability. Those looking for “Supersport” performance will be disappointed. A bit on the heavy side compared to competition. Verdict Triumph sportbike enthusiasts looking for a fully faired machine haven’t had too many options over the past few years, but the Hinkley-based company has jumped back into the market with the Daytona 660. This real-world middleweight model forgoes the hardcore Supersport-homologation formula and attempts to make a sportbike that’s as happy commuting or running errands as tackling fun twisty roads. Triumph hasn’t built a normal production Daytona sportbike since 2017. (Triumph/) Overview The Daytona 660 is largely based on the naked Trident 660 with a similar frame and chassis. And although the two bikes share a similar engine platform, the unit in the Daytona has been upgraded for more power and torque than the one in the Trident. The two bikes also differ in terms of chassis geometry and dimensions, while the Daytona’s ergonomics are much more sportbike oriented. The Carnival Red paint adds $125 to the base price. (Triumph/) Updates for 2025 The Daytona 660 is a brand-new model available in April of 2024 as an early release 2025 model for the US and Canadian markets. Pricing and Variants For 2025, the Daytona 660 is available in three colors: Snowdonia White/Sapphire Black ($9,195), Carnival Red/Sapphire Black ($9,320), or Satin Granite/Satin Jet Black ($9,320). The standard Snowdonia White/Sapphire Black color lists for $9,195. (Triumph/) Competition The middleweight sportbike class is exploding with a new generation of practical models that are designed to be more versatile than the hardcore Supersport bikes that ruled the class for 30 years. Bikes like the new Suzuki GSX-8R, Yamaha YZF-R7, Aprilia RS 660, Kawasaki Ninja 650, and Honda CBR650 are the Triumph’s primary competitors. Powertrain: Engine, Transmission, and Performance The engine that powers the brand-new Daytona 660 is similar to the units in the Trident 660 and Tiger Sport 660, but has been altered for this application. In an effort to generate more performance than the unit in the Trident, a new crankshaft, new pistons and wrist pins, a new cylinder head with larger exhaust valves, and a different exhaust cam provide more lift than the unit in the Trident. The Trident’s single throttle body is replaced by a trio of 44mm units and a larger airbox. According to Triumph, these changes, and its increased redline (now set 20 percent higher at 12,650 rpm), have bumped horsepower to 94 at 11,250 rpm, which is a 17 percent increase over the Trident. Torque is also up, now at 51 lb.-ft., peaking at 8,250 rpm. The 660cc inline three in the Daytona produces a claimed 94 horsepower. (Triumph/) “The 660 instantly shows what a versatile and flexible engine it is,” Editor-at-Large Blake Conner said in his First Ride Review. “Torque is easily accessible right off the bottom, requiring very few revs to get rolling as you feed out the light, cable-actuated clutch lever. In this environment the engine purrs along smoothly and is incredibly easy to ride in urban stop and go. With such a flat torque curve, you can short-shift through the gearbox for a super-relaxed ride. “But don’t let the engine’s mellow low-rev nature fool you; snap the bike up out of a corner when a straight opens up in front of you and it wakes up instantly. Revs build in a very smooth but aggressive manner when you grab a handful of throttle. This engine really provides the best attributes of its parallel-twin competition down low, but pulls and spins much more aggressively than those machines do up top.” Chassis and Handling The Daytona 660 is a much more simple machine than the last-generation 2017 Daytona 675R, with a steel frame and fabricated steel swingarm instead of the R’s aluminum unit. The Daytona has a 56.1-inch wheelbase with front end geometry measuring 23.8 degrees of rake and 3.2 inches of trail. Suspension includes a Showa SFF-BP fork without any provisions for adjustment, while at the rear is a Showa monoshock with preload adjustability. Travel measures 4.3 inches front and 5.1 at the rear. A Showa SFF-BP fork is used up front. (Triumph/) “Around town where broken pavement, speed humps, and potholes are aplenty, the suspension provides a soft and forgiving ride,” Conner said. “In this environment, there is very little to complain about. The bike is comfortable without dishing out the type of overly harsh ride quality that trackworthy suspension sometimes delivers. The same can be said once you hit a twisty road at a moderate pace where the suspension still offers a comfortable ride. Get really aggressive and you start to find the limitations of the suspension setup.” Brakes The Daytona 660 gets a pair of house-branded radial-mount four-piston brake calipers with 310mm discs and stainless steel brake lines up front. At the rear are a single-piston caliper and 220mm disc. ABS comes as standard and isn’t switchable. “Overall, the braking system, like the suspension, performs well right up to the spiciest of attack modes,” Conner said. “Around town there is nothing to complain about; it’s only when you dial up the aggression that you yearn for just a bit more power and bite from the front calipers.” Fuel Economy and Real-World MPG We haven’t had the opportunity to record fuel-mileage as of this writing. Ergonomics: Comfort and Utility The Daytona 660′s riding position is very comfortable for a sportbike, with the handlebars mounted above the top triple clamp and providing a more upright seating position that doesn’t dump your weight onto your wrists. Compared to the Trident’s even more upright cockpit, the Daytona’s bars are more than 4 inches lower, narrower, and set a bit more forward. The standard seat height is set at a reasonable 31.9 inches, offering a comfortable and not overly cramped relationship with the footpegs, which put your knees at a gentle bend. In the Triumph accessory catalog there is a low seat option that drops the height to 31.3 inches. The Daytona 660 has sporty yet comfortable ergonomics. (Triumph/) “The cockpit is roomy, allowing you to move around to get comfortable but to also position your body and hang off when cornering,” Conner added. “Around town, the seat is low enough, and the bike narrow enough between the knees to allow a firm footing at stops, at least for this 5-foot-11 tester. Like the bike’s overall target, the ergonomics are sporty without being unforgiving and purely track focused, which in this class is the new standard.” Electronics The Triumph Daytona 660 has a simple but effective rider-aid suite. It utilizes ride-by-wire throttle control, enabling three different ride modes: Sport, Road, and Rain. Additionally, the Daytona has switchable traction control and two options for the throttle map including Road and Sport. The dash is a combination of LCD and TFT displays. (Triumph/) “If there is a consistent fact about European roads, it’s that you can pretty much guarantee that roundabouts will be slick with diesel fuel residue,” Conner said after his ride in Spain. “Thankfully the Daytona 660′s traction control effectively intervenes when necessary otherwise we’d likely have been skittled off to the ditch on a couple of occasions.” Warranty and Maintenance Coverage Triumph includes a standard 24-month warranty with its on-road models. Quality Despite our limited time with this bike so far, fit and finish and the quality of components specified for the Daytona 660 appear to be very good considering the bike’s budget-oriented focus. The 2025 Triumph Daytona 660 in Satin Granite/Satin Jet Black ($9,320). (Triumph/) 2025 Triumph Daytona 660 Specs MSRP: $9,195 Engine: DOHC, liquid-cooled, four-stroke inline-three; 4 valves/cyl. Displacement: 660cc Bore x Stroke: 74.0 x 51.1mm Compression Ratio: 12.1:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 95 hp @ 11,250 rpm Claimed Torque: 51 lb.-ft. @ 8,250 rpm Fuel System: Multipoint sequential electronic fuel injection w/ ride-by-wire electronic throttle control Clutch: Wet, multiplate slip/assist; cable actuation Engine Management/Ignition: Electronic Frame: Tubular steel perimeter Front Suspension: Showa 41mm inverted Showa separate function big piston (SFF-BP) fork; 4.3 in. travel Rear Suspension: Showa monoshock, preload adjustable; 5.1 in. travel Front Brake: 4-piston radial-mount calipers, floating 310mm discs w/ ABS Rear Brake: 1-piston caliper, 220mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 23.8°/3.2 in. Wheelbase: 56.1 in. Ground Clearance: N/A Seat Height: 31.9 in. Fuel Capacity: 3.7 gal. Claimed Wet Weight: 443 lb. Contact: triumphmotorcycles.com View the full article

Luca Martin, Hubert Trunkenpolz, Filippo Bassoli. (MV Agusta/) On March 22, 2024, Pierer Mobility took formal and full control of MV Agusta when new leadership was officially announced and moved into office. Now MV Agusta’s CEO and chairman is Hubert Trunkenpolz, member of the executive board of Pierer Mobility AG. Trunkenpolz is a member of the Austrian family that originally gave life to the KTM Motor make—the “T” in KTM Dr. Luca Martin takes the role of deputy CEO and managing director. Filippo Bassoli has been appointed chief marketing officer and managing director. Former MV Agusta CEO Timur Sardarov remains in the company as vice-chairman, brand ambassador, and consultant. Sardarov will maintain joint control and a 49.9 percent stake in the company. In his passionate farewell message as CEO, Sardarov underlined the successful completion of a five-year plan to revitalize the company and start a progression that now, under the guidance of the Pierer Mobility Group, will finally produce a profit after decades of losses. Sardarov said: “MV Agusta embodies passion and a unique sense of romance that captivated me from day one. As I continue to serve as a dedicated vice-chairman, I am committed to supporting the company and its ongoing success.” No doubt that the acquisition of MV Agusta by KTM will shake up the European motorcycle industry—from many points of view the two are going to create a most complementary team. On one side, the Italian finesse and search for supreme performance but mastered for too long by a very naïve management. On the other, the rigorous strategy of the most successful and most rationally managed brand—one that has not missed one beat for years, becoming a top European motorcycle manufacturer in output and profit. MV Agusta is the one of the most legendary names in motorcycling; no other make conquered a similar number of GP championships, and this gives it a sort of magnetic power. Yet its position on the market has been evanescent for too long, even when its models became extremely attractive. Count Domenico Agusta (center) died in 1971. (MV Agusta/) The essence of the story is, somehow, MV Agusta happened to primarily be a love affair for each owner who stepped on the floor. Its founder, aviation industry tycoon Count Domenico Agusta, loved motorcycle races and invested enormous amounts of money in MV Agusta Racing Department to make it the dominating team in the sport for years, while production models never were supported by an adequate marketing strategy and sales organization. There was no connection of any kind between those world-conquering racers and production models. And even when MV Agusta was resurrected by Claudio Castiglioni, his focus was on the image of the myth, but no management strategy was ever launched because in his enthusiasm Claudio thought that the return of the brand would automatically generate a massive success on the market. Castiglioni’s enthusiasm even messed up the project of the first new MV Agusta model: the immensely elegant F4 750 designed by Maestro Massimo Tamburini. While breathtakingly beautiful, the bike was plagued by grave mechanical flaws due to the cheap (yet very expensive for MV Agusta) project for which Claudio had contracted no less than Ferrari, because it sounded logical to associate that legendary automotive name to the return of MV Agusta in the domain of superbikes. It took years to solve the problems and sales went down the drain. The last F4 was produced in 2018. (Courtesy of MV Agusta/) So while Pierer Mobility forged its superstrong position on the market by its rigorous management strategies, MV Agusta remained a blatant contradiction. While being celebrated for its superb collection of GP achievements and for the creation of absolute icons of refined Italian design, like the glorious 750 Sport and the 750/1000 F4, it never grew to the status of a real company. It remained an overgrown artisan shop, run with great love, passion, and pride, but with amateur business policy that led it to the limit of bankruptcy. MV Agusta was in the sights of Mr. Stefan Pierer from around 2015 and the final transaction was consolidated in 2022. In November 2022 Pierer Mobility acquired 25.1 percent of the MV Agusta stock. On November 15, 2022, Pierer Mobility appointed Dr. Martin member of the board of MV Agusta, but in reality put him at the helm of the company. Martin is an Italian-born, 42-year-old certified mechanical engineer who accumulated a very strong experience in his 16 years of professional career with some of the most relevant makes in the domain, including BMW and Ducati. He was hired by Pierer Mobility six years ago to take over the managing role in the KTM factory in the Philippines. His solid experience, engineering competence, and rationality allowed him to conquer positions of high responsibility, and now Pierer assigned him the mission of turning MV Agusta into a superefficient and productive top-class brand. At Pierer Mobility it was well known that MV Agusta had been sailing wobbling routes consequent to obvious lack of well-focused policies. On the other hand, what Dr. Martin rapidly acknowledged was that inside of MV Agusta there is pride and great dedication to support the personality of the brand and its winning tradition. That represented a potentially strong asset to work on. The determination of every single member of MV Agusta to constantly try to improve the quality level of “their” production bikes, from the R&D stage to the final execution on the assembly line, was obvious. This is one of the factors that was considered a priority that needed to be further strengthened to create a solid foundation in which to duplicate the highly professional Pierer Mobility business managerial structure and related strategy at MV Agusta. Timur Sardarov (right) retains 49.9 percent stake in MV Agusta. (MV Agusta/) The MV Agusta workers were given full and final assurance that the rumors circulating about Pierer Mobility planning to relocate MV Agusta are false; MV Agusta will stay where it is now, a few miles from where it was founded by Count Domenico Agusta. In January 2023 all dealer contracts were terminated and a good percentage not renewed. This caused a decline in the sales for 2023, but allowed Dr. Martin to create a much more efficient and responsive dealer network that would duly follow the policy that contributed to make Pierer Mobility so strong and productive. Martin agrees that MV Agusta can be made profitable with a production of 10,000 units per year, or even less. In the past there were cases of dealers who delayed payments of bikes in their inventory, reducing the cashflow back to the company with negative consequences for the whole financial turnaround of MV Agusta. That is no longer possible since MV Agusta dealers now share the same contract and financial procedures in force with all the Pierer Mobility Group dealers. An integration of the dealer networks with KTM is foreseen to strengthen the whole sales policy. The model range might keep rolling on as it is now, with 800cc derivatives that are going strong and confirmed the solidity of the project and of the production quality. Pierer Mobility already invested big in the creation of a totally new, 100-bikes-a-day production line. Martin confirmed that the top-range models will be the priority, and big investments are planned to make them the most refined bikes in their segments. Pierer and Martin are determined to make MV Agusta what its image deserves to be, the absolute reference name in terms of performance, refinement, and all-around quality. It will take massive efforts in R&D and advanced technologies. Hyper-technology, though, will never overshadow the MV Agusta workers, whose dedication and passion represent the main capital of the brand. The next-generation MV Agusta 1,000cc four models will come at a price, but Martin underlined that the waiting list for the Ferrari Purosangue is four years long and thus there is a market also for the best of the best on two wheels, which does not mean hair-raising performance alone, but all aspects of the man-machine interface. Can MV Agusta deliver that with pride, great dedication, and that special aura of the most legendary marque in motorcycling history? Odds have improved dramatically. There’s no denying that MV Agusta’s motorcycles are some of the most beautiful to ever be put into production. (MV Agusta/) While there will be technology transfers from KTM to MV Agusta and back, MV Agusta will always maintain its unique legendary personality. Martin confirmed that the CRC research and development center in San Marino Republic will be maintained and improved, while a specific customer care department will be created to offer top-class courtesy service that the owners of what will be intended as the most prestigious bikes in production deserve—a lady recently made a special gift to her husband: a new MV Agusta Superveloce. She asked to have the bike delivered at the factory. In response to the request, MV Agusta prepared a special welcome event, with champagne and all—the Rolls-Royce way. Given the winning tradition of MV Agusta, the final question about the racing came naturally, and Martin confirmed there is a dream for a return to the top class. MV Agusta is finally back for real, courtesy of the precious support and management by Pierer Mobility Group. MV Agusta may finally have what it needs to succeed. View the full article

Suzuki is working on a new VVT design for its small-displacement engines. (Suzuki/) Variable valve timing and lift systems have had a slow start in motorcycles but their numbers have grown exponentially over the last couple of years as brands like BMW and most recent KTM jump onto the technology—showing that despite rumblings about the death of the internal combustion engine it’s still getting improved year after year. Now Suzuki looks set to join the fray with a new small-capacity VVT twin following the publication of patent applications showing its design. Suzuki already has experience of variable valve timing on motorcycles. The company’s most recent GSX-R1000 design, introduced in 2017, employs an unusual all-mechanical cam-phasing system that relies on centrifugal force to alter the valve timing as engine revs increase. It’s a design the company came up with to skirt MotoGP rules that specifically ban electronic and hydraulic VVT, and having proved its worth on track, was adapted for the road-going superbike. We’ve also seen patents suggesting Suzuki is working on a more conventional hydraulic cam-phasing system for future versions of the Hayabusa, using the same sort of tech that’s already been adopted by companies like Ducati. A closer look at Suzuki’s VVT valve train. (Suzuki/) But those cam-phasing VVT systems only alter the valve timing, shifting it a few degrees forward or back to boost performance or reduce emissions. More advanced VVT setups also alter valve lift (how wide the valve is opened) and duration (how long it remains open) by switching between two completely different cam-lobe profiles. We’ve seen this sort of tech adopted at the higher end of the market with cam-shifting systems like BMW’s and the one KTM has now added to the new 1390 Super Duke, which slides the inlet camshaft sideways to change which lobe is acting on the intake valves. Further down-market, we’ve also seen variable timing and lift systems appear, notably Yamaha’s VVA system as used on the latest MT-125 and YZF-R125. These lower-end systems, built for SOHC engines, use two-part rockers to actuate the intake valves, and it’s this design that Suzuki is now working on for a new small-capacity parallel twin. The basics of the idea are already well proven in production. The single camshaft has three lobes for each cylinder: one exhaust and two different intake lobes, one a high-lift, long-duration profile, the other a low-lift, short-duration version. The cam lobes act on the valves via rockers and the VVT system is based on a two-part intake valve rocker that allows the valves to be opened by either intake-cam lobe. A metal pin is inserted using oil pressure to lock the two halves of the intake-valve rocker together when the more extreme, high-lift profile is needed, and retracts to unlock them to return to the milder cam profile. Suzuki’s new patent dabbles at the details of the system and how the pin is operated, aiming to reduce wear and make it more compact than other designs, but it’s essentially the same setup that Yamaha’s VVA engines use. The same basic 248cc parallel twin that Suzuki is developing its VVT for is used in the GSX250R. (Suzuki /) What the patent does exhibit is that Suzuki is actively engaged in developing this sort of variable valve timing and lift system, and that it’s been developed with the firm’s 248cc parallel-twin engine in mind. The illustrations show the engine, which has appeared on several bikes over the years including the GW250 Inazuma, the V-Strom 250, and the GSX250R, quite clearly. The bottom end is unchanged, and the cylinder head still houses a single camshaft, driven by a central chain between the two cylinders, but now with the addition of the variable valve system. The same engine design is also used in 298cc form in several models made by Suzuki’s Chinese partner firm, Haojue, which is also responsible for manufacturing the V-Strom 250 and GSX250R for Suzuki. At the moment, those models aren’t offered in Europe thanks to strict emissions limits, leaving Suzuki with a gaping gap in its streetbike range between its 125cc GSX-R125 and the SV650 and V-Strom 650, so a revived 250cc lineup, made emissions-friendly via VVT, would be a welcome addition. View the full article

Jorge Martín took the win on Sunday in Portugal. (MotoGP/)At Qatar there was nothing wrong with the image of Francesco Bagnaia (factory Ducati) as having serene confidence in his crew’s ability to solve problems in the time available, giving him only the task of calmly leading, just out of reach, pushing a bit harder if one or another pursuer advanced, then resting his tires. Simple! Start first, lead every lap, finish first. Ducati has a unique advantage: Eight bikes generating data from which high-confidence setup solutions can be derived. All eight are of a design that has won two titles in a row. Meanwhile, the clamoring others fall victim to the usual misadventures of racing. “I got a wooden tire, my front pressure spiked in three laps, I didn’t feel well, we’re only here for the data we hope to collect.” Instead: variety! Intense, brilliant Jorge Martín took Bagnaia’s role, staying just out of reach of second-placeman Enea Bastianini (Ducati Lenovo) to win by 0.882 second. And Pedro Acosta, MotoGP’s dramatic new variable? He (on GasGas/KTM) kept his tires sweet this time to come third after passing legendary talents with casual ease. The Saturday Sprint Aprilia’s promise—so tantalizing—was realized by Maverick Viñales in winning Saturday’s sprint. “The sprint was pretty fast [3 seconds shorter than last year]. But the rear tire didn’t go down, so I could push,” Viñales said. Current champion Bagnaia, as expected, led the sprint: “I started well. Was attacking. Then I could open and manage the gap, so everything was perfect. “But I didn’t consider the fact of the fuel consumption (the bike was light, carrying just half a tank) and that the first corner is a bit strange because the steep downhill makes the rear [light]. And I was braking…the same. The rear being unweighted at the hill crest, with a light fuel load while braking were too much. “Then I just tried to avoid a crash by going wide, but I lost everything.” Francesco Bagnaia’s weekend was turbulent, to say the least. (MotoGP/)Marc Márquez Version 2.0 (now on Ducati) is strong but is still insisting his ambitions are tempered by being on an unfamiliar bike and by no longer being a young trier whose every lap was ridden “like qualifying.” Despite this, he was able to get past Martín for second. Acosta’s reaction to the sprint? “I’m not fully comfortable in this situation because you see these guys going wide open from the beginning and not caring about anything. “In Qatar…I struggled a lot at the end of the race.” On Sunday afternoon he said, “…today I was learning a lot from Pecco on how he was moving his body and how he was playing with the angle of the bike. “I saw that he plays a lot with his [position on the bike], rotates his feet in a strange way, and gains in the first meters of acceleration. I also tried to do that.” Maverick Viñales’ win on Saturday shows promise for the Aprilia team. (MotoGP/)Sunday GP In the race, Martín went to the front, passing Bastianini before turn 1, while Bagnaia, third, yielded to Viñales and Márquez, who attacked him in turn. Bastianini said later, “Jorge was on top, and I was behind Maverick. “For the rest of the race I tried to overtake Maverick but he was really fast, especially in the last sector, so it was impossible for me to try to attack him. “I think Jorge was perfect throughout the race.” With Viñales second, Acosta moved up, passing Brad Binder, then Márquez on lap 8, and got to work on Bagnaia. Acosta’s first try at turn 1 was repelled by the senior man, but Acosta was under him at turn 3. Aprilia and KTM have taken turns looking like possible real competition for Ducati. The KTM is powerful and the Aprilia so often looks like it could gel into the bike that is tops at everything. Possibly important too was Takaaki Nakagami on Honda, fifth in the sprint. Something cooking? Or a lucky day? Now Márquez and Bagnaia disputed fifth at turn 5 and both men fell. Some discussion and finger-pointing ensued but no foul was found. Bagnaia said, “When Marc arrived, he tried to overtake. He went wide. I crossed the line. He crossed his line. And we collided.” Marc Márquez and Bagnaia both went down, colliding midcorner. (MotoGP/)This describes the common outcome of a pass attempt: The attacking rider makes the pass, then runs wide, opening an inside path for a repass. Marc said, “For me, it was a mistake from Pecco, but not just the incident. Because in the end he tried to come back [inside] and, OK, was too optimistic, but contact can happen. “And he was suffering a lot with the tires, especially with the rear tire.” No one—no matter how calm—is immune to misadventure. Viñales, second, who had been able to close somewhat on Martín, hit a gearbox problem. “From the sixth lap I could tell that something wasn’t working right with the gearbox. [Upshifting] from fifth to sixth it didn’t go in.” Despite this, his lap times remained good just using fifth and extra revs. “All the race I thought I could fight for victory [but] every time the gearbox got worse and worse.” The final result was a high-side out of turn 1. Viñales noted that the gearbox never locked up, which is among the greatest of rider fears—because pulling the clutch cannot release the back wheel. Binder (fourth) said, “Every time I tried to push on I would lose the front. When I picked up the gas I had a lot of pumping [weave].” Martín said, “I was really committed to take the lead and I knew it was the key today. Being in the lead on lap 1 was the key to the win. “I was able to manage the rear tire a bit in the first few laps, and the small gap. “Then as soon as I started to push I saw that the gap was always the same. But I knew that I had some margin to slowly make the gap bigger and bigger.” Then he uttered a forbidden word—chatter—to describe what he and others had encountered in preseason testing and at Qatar. Some are saying it’s not the classic 20–25 cycle chatter of the 1980s, but more like rear wheel hop. Here is another if: If there is a tuned mass damper in the oddly shaped Ducati seat backs, it is probably tuned to pull energy out of 20–25 cycle chatter, and so could be useless against a different frequency. The normal chatter frequency is associated with the frequency at which the tire as a whole can oscillate from side to side on its rim, with its flexible sidewalls acting as the “spring.” Martin continued: “We need to understand why, but we suffer much more when we push at the beginning than when we can be smooth in the first laps.” Bagnaia said, “Today I had chatter. It started on lap 7. We didn’t expect it.” He went on to describe his efforts to cope with the speed of the leaders. “I tried to have different lines. I tried to have the same corner speed as them. But I was always going wide.” Valentino Rossi’s 2006 season was delayed by chatter, as the big new Michelin rear tire requested by Honda that year (a low-pressure “footprint monster”) chattered on his Yamaha, keeping him off the podium multiple times until a solution could be found. In his second Grand Prix start, Pedro Acosta secured a podium finish. (MotoGP/)Aside from the rear tire’s action as a lateral spring, there is also the designed-in lateral flexibility of the swingarm as a possible source of a grip-and-release cyclic behavior. Stefan Bradl, a frequent stand-in when a rider is out of action, had interesting things to say about how a MotoGP lap time is achieved: “The MotoGP bikes have so much power. The best way to use it is to get the bike upright and spend as little time as possible on the tire flank. You want to finish the corner in the shortest possible time. You can straighten the Ducati up a little and you’ll feel it moving forward. The Honda has to be much more upright to find the grip, up to the point where the aerodynamics come into play.” Remember Dani Pedrosa doing just this? Getting the turning done in a hurry at a sharp apex, suddenly pushing the bike up and shooting away? Bradl continued: “The decisive factor is how you accelerate out of the corners, how much grip you have from second to third gear and in the first part from third up to fourth gear. That’s where the lap time comes from.” Portimão’s events suggest a possible hectic season for everyone: Ducati’s chatter/hop, Pedro Acosta looking like a second coming, Martín trying to put perfection into mass production, and the rest opportunistically ready to scale the podium if only, by some accident, one of them gets everything just right—the ride, the setup, the tires. Could be just the thing for spectators. The USGP at Austin/COTA is next, April 12–15. What the hell—enjoy now, pay later. Drive impulsively to the airport, give ‘em your credit card, and go. View the full article

The Moto Guzzi California appears to be returning, as the company has filed trademark renewals for its use in the US. <i>Moto Guzzi</i> The Moto Guzzi California name has adorned generations of bikes aimed squarely at the US market dating back to the early 1970s, but since 2020 the name’s been conspicuously absent from the company’s lineup following the demise of the 1,380cc “Big Block”–powered machines in the face of tightening emissions rules. Now a new bike carrying the same branding looks likely following an application to renew Moto Guzzi’s trademark rights on the name in the USA. There are plenty of companies that endlessly hoard old trademarks or file speculative applications for marks they might or might not use in the future. Triumph tends to keep a grip on unused model names, including Hurricane and Thunderbird, for instance, and BMW has regularly made trademark applications to cover broad arrays of alphanumeric combinations in line with its naming policies just to make sure nobody else snaps them up. Moto Guzzi’s patent firm Piaggio does the same and owns trademark rights on the Moto Guzzi California name in Europe until well into the 2030s. But the new application, filed on 1st March 2024, is in the USA where it’s not as easy to simply trademark brands on the off chance they might be useful in the future. Here, there must be a definite intention to use a trademark, and while the new application for the Moto Guzzi California trademark is based on the fact that the company already owns the name elsewhere, the application filed by Piaggio is also specific that the company has “a bona fide intention, and is entitled, to use the mark in commerce,” suggesting a new Guzzi California model is part of the company’s plan and leaving a question over how the company will go about it. The 2015 Moto Guzzi Audace. <i>Moto Guzzi</i> The last-generation California used the company’s “Big Block” V-twin, although its 1,380cc capacity doesn’t seem vast these days in comparison to some rivals. BMW’s R 18 might be the most obvious competitor, also featuring a longitudinal engine with cylinders poking out on each side, and it’s substantially larger both in engine size and outright dimensions. To compete with that machine, or similarly huge V-twins from Harley-Davidson or Indian, Guzzi would need to go back to the drawing board and develop a completely new engine aimed specifically at the California and perhaps successors to its spin-off models, the Audace and MGX-21. The 2017 Moto Guzzi MGX-21. <i>Moto Guzzi</i> But that might not be the direction the company takes. Earlier iterations of the California were much smaller, with 850cc to 1,100cc versions of Guzzi’s signature V-twin and Guzzi’s latest engine—the 1,042cc liquid-cooled DOHC design used in the V100 Mandello and Stelvio—sits well within that bracket. It also slides neatly into current trends for liquid-cooled, smaller-capacity cruisers like Harley’s Nightster and Sportster S, and Indian’s Scout models. Launching the V100 platform, Moto Guzzi promised multiple models across different styles of bike over a five- to six-year period. We’ve seen the sport-touring Mandello and the adventure-style Stelvio (another revived name from Moto Guzzi’s past), so a V100-based California makes a lot of sense going forward. View the full article

Indian Motorcycle Racing and Reigning Champion Jared Mees Secure First Victory of 2024 (Indian Motorcycle/) Indian Motorcycle Press Release: Indian Motorcycle Racing had a stellar showing at round three of the 2024 American Flat Track series in Senoia, Georgia, for the Senoia Short Track. It was nine-time champion Jared Mees scoring his first victory of the year aboard his Indian FTR750, moving him into third in the championship. Fellow Indian Motorcycle-supported racer Brandon Robinson rounded out the top three aboard his Indian FTR750 privateer ride. After a slow start to the season, Mees, the reigning champion, made a strong statement in Senoia that he’s still at the top of his game and the rider to beat. Despite an unwanted starting position, he used it as motivation to rocket his FTR750 off the line when the green flag waved to take over the lead quickly. Mees was overtaken a short time later but maintained his speed and stayed within striking distance to regain the lead a few laps later. Once out front, Mees didn’t look back throughout the remainder of the 36-lap race, taking the checkered flag and winning by 1.6 seconds. “This was a solid showing for Jared and the Indian Motorcycle team, securing the win and keeping him within striking distance in the chase for his 10th-career championship,” said Gary Gray, Vice President of Racing & Service for Indian Motorcycle. “Although the weekend didn’t go completely how he’d like, it was important for him to get this win under his belt. There is still a lot of racing left this season, and this victory provide him and his team momentum going next month’s race in Texas.” “It was a challenging start to the season so to come away with the win tonight is incredible,” said Mees. “I struggled throughout the day and during qualifying so was a little worried but after making some changes to the bike it performed phenomenally in the Main event. Everything I had been wanting it to do all day, finally came to me and it paid off. I can’t thank the Indian team enough for the support. After three rounds, Mees sits third in the championship chase with 54 points, a mere 10 points off the lead. Currently tied with Scottie Parker with the most career championships, Mees is looking to secure his spot in the history books as the all-time greatest flat track racer with a 2024 championship, earning him 10-career titles. Of his nine-career championships, Mees has five while piloting the Indian FTR750, coming in 2017, 2018, 2021, 2022, and 2023. The 2024 American Flat Track season continues on April 27 for the Texas Half-Mile in Fort Worth, TX. View the full article

Distinguished Gentleman’s Ride - Rider Registration Now Open (Triumph/) Triumph Press Release: Registration now open for The 2024 Distinguished Gentleman’s Ride Top overall fundraiser to win iconic Thruxton Final Edition Team Triumph to ride ‘side by side, worldwide’ with DGR X Triumph clothing prizes for top five fundraisers Registration is now open for The Distinguished Gentleman’s Ride (DGR), taking place simultaneously on Sunday, May 19th, 2024 across the world. The world’s largest charity event for classic and vintage motorcycle enthusiasts will be supported by Triumph Motorcycles for the 11th year, helping to raise awareness and funds for men’s mental health and prostate cancer research. This year, the DGR is calling on riders from across the globe to join forces for a monumental push towards hosting 1,000 rides, in line with its “Side by Side, Worldwide” campaign. To help reach this goal, Triumph is working with its global dealer network to host, and participate in, even more rides this year. To inspire all riders to raise as much money for Movember’s men’s mental health and prostate cancer initiatives as possible, Triumph will reward the top fundraiser with an iconic Thruxton Final Edition; a rare opportunity to own a piece of motorcycling history. The epitome of café racer style, and the perfect motorcycle to turn heads at the DGR, the Thruxton Final Edition is the result of generations of Thruxton development. Beautifully finished in an exclusive Competition Green paint scheme, with hand-painted gold lining and signed by the artist, the Thruxton Final Edition blends the style and traditional elegance of the RS, paying homage to the Thruxton’s rich racing heritage. Set to become a desirable collectors’ item, the Thruxton Final Edition will come with a certificate of authenticity featuring the bike’s unique VIN number, signed by members of the Thruxton 1200 design team and Triumph’s CEO, Nick Bloor. A unique Final Edition engine badge with a gold-finished surround and ‘Final Edition’ graphic infill will also be included. A new clothing range featuring both the DGR and Triumph brands has been launched to support this year’s ride, and 2024 sees the launch of Team Triumph, a dedicated riders group, so all participants have the chance to join Triumph’s global community while raising money to promote men’s health. Triumph X DGR clothing prizes are available for the top five fundraisers in the group. Paul Stroud - Chief Commercial Officer, Triumph Motorcycles “We share the DGR’s ambitious goal for 2024; to bring even more riders together, in more places around the globe, to raise even more money for men’s mental health and prostate cancer. We are working side by side with the DGR and our growing global dealer network to help achieve 1,000 Rides. This year, we will be rewarding the highest fundraiser with an iconic motorcycle; the Thruxton Final Edition, as well as donating five exclusive clothing prizes to Team Triumph fundraisers. In this way, we hope to unite and inspire Triumph riders across the world on May 19th to join Team Triumph, dress dapper, raise money and enjoy the ride. Mark Hawwa – Founder and Director, The Distinguished Gentleman’s Ride “In 2024, we have set ourselves the goal of reaching 1,000 cities around the world. We have ridden with each other on the same day all around the world since 2012. Our community is one that comes together, despite borders and oceans, riding side by side to raise increasingly critical funds and awareness for men’s mental health and prostate cancer. DGR 2024 is the year that we celebrate our fellow gentlefolk around the world that we ride alongside, united by a passion, and driven by the cause.” Hedon Helmets, ELF Lubricants, and Quad Lock will also be rejoining the classic inspired charity event, further rewarding the efforts of the year’s fundraisers. View the full article

The 2025 Triumph Trident Triple Tribute. (Triumph/) When Triumph released the new Trident for 2021, it revived one of the most famous model names in its history. To pay more respect to its glorious past, Triumph is now releasing a special-edition Trident that pays homage to Slippery Sam, the works production-racer T150 Trident that claimed five consecutive production-class victories at the Isle of Man TT from 1971–1975. The 2025 Triumph Trident Triple Tribute features a Slippery Sam–inspired white, blue, and red color scheme, in addition to a bellypan, color-matched fly screen, and a bidirectional quickshifter as standard. The Trident Triple Tribute will be produced for one year only. At $8,595, it’s—amazingly—the same price as the current base model. The tank covers wear the number 67 in honor of Slippery Sam, Triumph’s historic TT-winning T150 Trident. (Triumph/) We think the color scheme looks mint and is a nice tip of the hat to the most famous Triumph roadracer of all time. One of three works production racers built in 1970, Slippery Sam earned its nickname at the Bol d’Or 24 Hours thanks to a malfunctioning oil pump that coated its rider and tires in the slippery black stuff. A British motorcycle leaking oil in the 1970s was, umm, not exactly unheard of, but Sam’s somewhat dubious nickname would soon become the stuff of legend. In 1971, with the great Tony Jefferies behind the bars, Sam lapped the Snaefell Mountain Course with a best lap average of 98.38 mph, earning its first of five consecutive wins. A rule change after the 1975 TT outlawed models older than five years old, ending Sam’s run, but not its legacy. A color-matched fly screen sits atop the circular headlight. (Triumph/) Ironically, Slippery Sam’s glory came at the nadir of the British motorcycle industry’s sufferings. Norton Villiers Triumph (NVT), who owned Norton, BSA, and Triumph, was put into receivership at the end of 1975. And just like that, the Trident legacy abruptly ended. When Hinckley Triumph revived the Trident name, it began to write the missing chapters of a story that ended prematurely. So far, it’s been a great narrative. According to Paul Stroud, Triumph’s chief commercial officer, the Trident 660 has sold more than 35,600 units worldwide since its introduction. The 660cc triple produces a claimed 81 hp at 10,250 rpm and 47 lb.-ft. of torque at 6,250 rpm. With a 31.7-inch seat height and a claimed wet weight of 417 pounds, the Trident immediately found its lane in the supercompetitive middleweight streetbike category. The 660cc engine is a shorter-stroke version of the triple that once powered Triumph’s 675 supersport. In this lower-performing application, maintenance intervals are stretched to 10,000 miles. (Triumph/) The Trident uses a tubular steel frame, Showa front fork and Showa monoshock (adjustable for preload), and Nissin-branded brakes to maximize bang for the buck. Cast aluminum 17-inch wheels come wrapped in Michelin Road 5 tires. In terms of electronics, the Trident doesn’t disappoint: ABS, switchable traction control, two ride modes, and an LCD and TFT display help bring an old name into the modern era. Despite costing under $9,000, Triumph doesn’t skimp on the detailing and fit and finish. (Triumph/) Hinckley Triumph has consistently done a good job of capitalizing on the brand’s history, drawing lines from its storied past to endow its current models with a strong identity. Even for customers who may not be interested in racing history, the Trident Triple Tribute comes with value added. And that paint scheme is sure to stand out on the showroom floor. The Trident uses a nonadjustable Showa fork and a preload-adjustable shock. (Triumph/) 2025 Triumph Trident Triple Tribute Specs MSRP: $8,595 Engine: DOHC, liquid-cooled inline three-cylinder; 12-valve Displacement: 660cc Bore x Stroke: 74.0 x 51.1mm Compression Ratio: 11.95:1 Transmission/Final Drive: 6-speed/chain Fuel Delivery: Fuel injection w/ 38mm throttle bodies Clutch: Wet, multiplate slipper/assist; hydraulic actuation Engine Management/Ignition: N/A Frame: Steel tubular perimeter Front Suspension: 41mm Showa inverted fork; 4.7 in. travel Rear Suspension: Single shock, spring preload adjustable; 5.3 in. travel Front Brake: 2-piston calipers, 310mm discs w/ ABS Rear Brake: 1-piston caliper, 255mm disc w/ ABS Wheels, Front/Rear: Cast alloy; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Michelin Road 5; 120/70-17 / 180/55-17 Rake/Trail: 24.6°/4.2 in. Wheelbase: 55.2 in. Ground Clearance: N/A Seat Height: 31.7 in. Fuel Capacity: 3.7 gal. Dry Weight: 417 lb. Contact: triumphmotorcycles.com View the full article

2024 Honda Grom. (Honda/) Ups Save the planet. Ride a Grom. Honda claims it achieves 166.5 mpg. Light weight, low seat height, and less than 10 hp make it Neverland’s moto of choice. At $3,599, you can afford it from cash earned on your summer paper route. Downs The lighthearted Grom may pressure you into acting like a kid. It’s not the only minimoto on the block anymore. Verdict The little Grom is a big deal. It sells in huge numbers, it’s cheap, and gets, like, three times better gas mileage than a Toyota Prius. Plus, it’s so fun to ride that it appeals to every demographic. Overview Ten years ago, Honda all but started the modern minimoto phenomenon with the introduction of the Grom, a cutesy get-about with 12-inch wheels, a sub-10 hp single-cylinder engine, and ergos designed to fit an adult. You’d think that would be a recipe for a niche product if ever there was one…but no. Between its introduction in 2014 and its most recent update in 2022, Honda sold more than 750,000 of them worldwide. If one were to identify the most significant trends in motorcycling of the last decade, the proliferation of minimotos would definitely make the list. By tapping into the unserious side of motorcycling, the Grom resonates with a broad demographic. It’s as easy to imagine a college student rushing to class on one as it is a bunch of retired boomers spending their wintry weekends racing them in a homegrown ice racing championship. The Grom is as approachable as any motorcycle currently on the market. But in the case of the Grom, “approachable” is a euphemism for rowdy. Seriously, it’s so, ahem, “approachable” it may turn you into a subversive hooligan. That’s because light weight, a low seat height, and a no-thank-you helping of horsepower inspire youthful exuberance. If altruism is more your bag, Honda claims the Grom achieves 166.5 mpg. So, yeah. Save the planet. Ride a Grom. And then do burnouts in front of Al Gore’s earthship. Updates for 2024 The third-generation Grom, introduced in 2022, is unchanged for 2024. Pricing and Variants The Grom is available in three versions. The base model ($3,599) is available in three colors: Blue Raspberry, Pearl White, and Nitric Orange. For $100 more, the Grom SP includes a special graphics package. The Grom ABS ($3,799) includes ABS, but is only available in Pearl White. Honda also offers a series of accessory graphics kits, including a Grom-ish riff on HRC livery. Competition The Grom’s success has inspired lots of competition, chief among them the Kawasaki Z125 Pro ($3,649–$3,849). There’s not a lot between them, but the Honda does have a lower seat height (30.0 inches compared to 31.7 inches), and a five-speed transmission (the Kawasaki has a four-speed box). Compared to the Honda, the Kawasaki’s 125cc engine is oversquare (larger bore, shorter stroke), but performance figures are very close between both bikes. The Z125 Pro is currently not available with ABS. CFMoto brings two 126cc minimotos to the party. The Papio CL ($3,299) is a scrambler version complete with 12-inch knobby-ish tires, while the Papio SS ($3,299) is a retro-sport version that has some serious 1985 GSX-R750 vibes. Both bikes have six-speed transmissions, but at 251 pounds (claimed), they’re roughly 27 pounds heavier than the Grom, though part of that is down to the 0.3 gallon of extra fuel sloshing around in the larger fuel tank. ABS comes standard. The Benelli TNT 135 ($3,199–$3,269) is the brute of the minimoto world with a 134.7cc engine, producing a claimed 11.3 hp and 7.4 lb.-ft. of torque. While the quoted torque figure is about the same as the competition, the horsepower number is 1.3 more than the Honda’s. There’s no replacement for displacement, even in the minimoto realm. Including a full 1.9-gallon fuel tank, the Benelli weighs a claimed 255 pounds. Benelli, an iconic Italian marque, though now owned by China’s SSR Motorsports, gives the TNT 135 its own style with a trellis frame and upswept exhaust. The Grom faces serious competition from within its own ranks. Honda has expanded its minimoto lineup to include the Z50A-styled Monkey ($4,299); the Super Cub C125 ($3,899), the latest version of the highest-selling motor vehicle of all time; and the nostalgic Trail125 ($4,099), all of which are powered by the Grom’s 124cc SOHC engine. The Monkey, however, is the only one that shares the Grom’s shrink-wrapped style and 12-inch wheels (after all, it’s basically a restyled Grom). The other models are mini in displacement and weight, but compete less directly with the Grom. And then there’s Honda’s Navi, which undercuts the whole lot of them. Under being the operative word here. If the Grom is minimoto, the Navi is micro-moto. At $1,807, it’s by far the least expensive motorcycle here. At a claimed 234 pounds it’s (just barely) the lightest. And its 109cc engine is the smallest-displacement engine in the club. The Navi’s no-shift automatic CVT transmission ups the accessibility factor, but may make it less appealing to the enthusiast crowd. With a plastic cubby where a larger engine would typically reside, the Navi is oddly practical despite its size. With loads of competition, the Grom is almost a victim of its own success. Except as the progenitor of the modern minimoto phenomenon, the Grom name arguably carries the most cachet. Plus, loads of aftermarket options and easily removable bodywork make it a go-to for customization. The SP version is a base-model Grom with this special livery. It costs $100 more than the base model. Honda also offers graphics kits in its accessory catalog. (Honda/) Powertrain: Engine, Transmission, and Performance The Grom uses a SOHC 124cc four-stroke single that produces a claimed 9.7 hp at 7,000 rpm and 7.7 lb.-ft. at 5,500 rpm. Beginning with the 2022 version, Honda updated the engine to make it more fuel efficient and easier to maintain for novice wrench spinners. A slightly longer stroke and smaller bore, as well as a compression ratio bump from 9.3:1 to 10.0:1, increases the engine’s torquey feel and responsiveness. The addition of a fifth gear and revised final drive gearing helped boost roll-on performance while making top-speed cruising more comfortable. Win, win. In real-world testing, the new fifth gear feels almost like an overdrive. Maintaining momentum up steep hills will require downshifting to fourth—or even third—gear. On level ground, with an average-sized rider on board, the Grom will hit around 60 mph. While 9.7 hp isn’t a lot, as we noted in our first ride review of the original Grom, it’s “plenty to get the holeshot on unsuspecting Camrys.” The Grom’s 124cc single-cylinder engine. Modest performance figures belie the potential for seriously good times. 2022 model pictured. (Honda/) Chassis and Handling The Honda Grom uses a nonadjustable 31mm inverted fork with 3.9 inches of travel and a single preload-adjustable shock with 4.1 inches of travel. At around-town speeds, the suspension is perfectly adequate. But as the engine reaches its speed limit, so does suspension performance. But you really can’t complain, considering the Grom costs less than $4,000. For the average use case, the setup works just fine. If you’re the kind of person who’s taking your Grom to a local kart track, you’re probably planning on replacing suspension components anyway. Check out the passenger footpegs. Yup, you can go two-up on a Grom. (Honda/) Brakes The Grom has a dual-piston caliper and a 220mm disc in the front, and a single-piston caliper and 190mm disc in the rear. Given the bike’s light weight, its dual-piston caliper grips the front rotor with plenty of strength that gives a solid feel at the lever. ABS models feature an Inertial Measurement Unit (IMU). Fuel Economy and Real-World MPG Honda claims the Grom achieves 166.5 mpg. Our tester averaged 103 mpg, but he was admittedly heavy-handed with the throttle and weighs nigh on 200 pounds. The Grom in Nitric Orange. This third-generation Grom revives the “cuter” styling of the original, backtracking from the second gen’s more aggressive, cyborg look. (Honda/) Ergonomics: Comfort and Utility With a 30-inch seat height, the Grom is one of the most approachable motorcycles on the market. The 2022 update included a more comfortable seat. Despite its small stature, the ergonomics aren’t shrunken so even tall riders can get comfy. The Grom is one of the most economical bikes to own. It’s inexpensive to buy new, cheap to run, cheap to maintain, and cheap to insure. We’re not saying that a 124cc single-cylinder engine is the answer to the world’s energy crisis, but if we replaced all of Silicon Valley’s Teslas with Groms, the world would be, if nothing else, more fun. The Grom’s slim saddle means its 30-inch seat-height is ultra accessible. 2022 model pictured. (Honda/) Electronics With fuel-injection, an LCD dash, and available ABS, the Grom has all it needs. H2: Warranty and Maintenance Coverage The Grom has a one-year unlimited-mileage warranty with extended coverage available through HondaCare Protection Plan. Quality From lawn mowers and generators to decades of XRs and CRFs, Honda’s little air-cooled singles are practically a backbone of modern civilization. That might be a stretch, but seriously, Honda is renowned for building bulletproof small-capacity engines. The Grom is reliable and backed by a robust dealer network. Fit and finish isn’t flashy, but it’s tidy and built to last. 2024 Honda Grom Specs MSRP: $3,599 (base) Engine: SOHC, air-cooled single; 2 valves/cyl. Displacement: 124cc Bore x Stroke: 50.0 x 63.1mm Compression Ratio: 10.0:1 Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 9.7 hp @ 7,000 rpm Claimed Torque: 7.7 lb.-ft. @ 5,500 rpm Fuel System: PGM-FI Clutch: Wet Engine Management/Ignition: Electronic Frame: Steel mono-backbone Front Suspension: 31mm telescopic fork; 3.9 in. travel Rear Suspension: Single shock; 4.1 in. travel Front Brake: 2-piston caliper, 220mm disc Rear Brake: 1-piston caliper, 190mm disc Wheels, Front/Rear: 10-spoke cast wheels; 12 in. Tires, Front/Rear: 120/70-12 / 130/70-12 Rake/Trail: 25.0°/3.3 in. Wheelbase: 47.2 in. Ground Clearance: 7.0 in. Seat Height: 30.0 in. Fuel Capacity: 1.6 gal. Measured Wet Weight: 228 lb. (non-ABS) Availability: Now Contact: powersports.honda.com View the full article

Yamaha has been working on HUD helmet displays and AR technology since it showed this version back in 2015. (Yamaha/) Virtual reality and augmented reality—when VR elements are overlaid on the real world—have had a faltering start over the last few years. However, the launch of heavily promoted devices like Apple’s Vision Pro or Meta’s Quest suggest they’re maturing into genuinely useful technologies, and inevitably there are suggestions they could somehow be incorporated into motorcycling. Augmented reality is essentially a development of what used to simply be called a head-up display, overlaying information over your normal field of vision. That idea has been tried several times with helmets before. BMW showed an AR motorcycle helmet back in 2016, and this year revealed prototype AR driving glasses, but the slow pace of development is illustrated by the fact that the German company demonstrated prototype AR glasses more than two decades ago in 2003 and an AR automobile windshield in 2011. As long ago as 2002, it experimented with HUD helmets for drivers in its F1 race team. The technology is there, but questions remain over whether the customers are. That isn’t stopping Yamaha from working on the same concept, though, and a new patent shows how it’s considering incorporating AR into a motorcycle helmet. Yamaha’s interest in AR also dates back several years. In 2015, the PES2 electric sportbike concept was accompanied by an augmented reality helmet that worked rather like the passthrough of the Apple Vision Pro. It incorporated a Sony mixed-reality headset that covered the rider’s eyes and used stereo cameras to convey images of the outside world to screens inside, adding AR graphics where needed. But that was nearly a decade ago and there’s still no Yamaha AR helmet available for purchase (or a Yamaha electric sportbike, for that matter). Yamaha’s current patents show a system that utilizes rider-facing cameras in addition to a passthrough view that allows the computer to overlay the info where the rider is looking in their line of sight. (Yamaha/) The company’s latest patent around the idea thankfully ditches the idea of completely covering your eyes with screens. Computers crash occasionally, and if that type of AR headset did so at highway speeds then you would crash too. Instead it’s taking a more HUD-like approach, with clear lenses that you look through but which can also carry computer-generated images and information in your line of sight. It’s that “line of sight” element that the new patent takes aim at, because Yamaha recognizes that you don’t keep your head still. Lean forward on a sportbike and you’ll look through the upper part of the visor. Sit back on a cruiser and you’ll see through a section much lower down. And additionally we are constantly moving while riding, which makes life even more inconvenient for HUD designers. If AR images are to be successfully overlaid onto your vision, not only must the helmet have external cameras to monitor what’s happening in front of it, but internal ones to check where your eyes are focused. This view shows how different placements are necessary for different types of helmets. (Yamaha/) Yamaha’s design has as many as four tiny cameras pointing back toward you (two for each eye) mounted in the rim of the AR glasses behind the visor. These work in conjunction with infrared light to figure out where each eye is looking so the system can decide where to position the images it’s superimposing on the outside world. The patent doesn’t go into detail about the type of information that would be conveyed, but it is specific about the design being aimed at motorcycle use and shows several configurations for different helmet types, both open-face and full-face. It also says that other helmet wearers—from pilots to baseball players—might be able to benefit from the technology, but only in passing to ensure the patent’s coverage is as wide as possible. Are consumers ready for an AR helmet? (Yamaha/) Are AR helmets just around the corner then? The technology is, without doubt, progressing to the point where it’s possible, but whether customers are really willing to reach into their wallets to buy it is much less certain. View the full article

Royal Enfield’s 2024 Shotgun 650 is now available in North America, with a base price of $6,899 US. (Royal Enfield/) After months of silence, Royal Enfield has announced that its 2024 Shotgun 650 is at last available in the US. The brand simultaneously released pricing for the new “custom-inspired” 650 model, and it’s better than we thought. The Shotgun 650, introduced back in December at a global launch in LA, will retail starting at $6,899 (9,199 Canadian dollars) for the base model in Sheet Metal Grey. At the launch, we speculated that the Shotgun’s pricing would be near or above the related and already-available Super Meteor cruiser, which goes for $6,999 in base trim, so we’re pleasantly surprised it’s less. That’s well below competitors like the Kawasaki Vulcan S ($7,349), and only a little more than the smaller Honda Rebel 500 ($6,499). The Shotgun 650 comes in four colors: Stencil White, Plasma Blue, Drill Green, and Sheet Metal Grey, available in all markets. As with the Super Meteor, pricing varies with the color option selected. The Shotgun 650 in this Stencil White scheme retails for $7,099. (Royal Enfield/) That bit of good news was followed up by welcome updates to Enfield’s Continental GT 650 and INT 650, which now has six new colors as well as LED headlights, improved tires, and a more comfortable seat with new foam-mesh material. Both bikes also receive aluminum switch cubes, handlebar grips, and adjustable brake and clutch levers similar to the ones that first appeared on the Super Meteor and Shotgun bikes. The 2024 Continental GT 650 will start at $6,349 (C$8,499), and the INT 650 will retail at $6,149 (C$8,199). Both are available now. 2024 Royal Enfield Continental GT 650 and INT 650 models also get minor updates this year, and include four brand-new blacked-out variants. This GT 650 with spoked wheels and chrome finishes has a starting MSRP of $6,349. (Royal Enfield/) With this latest development, it looks like Enfield is continuing its steady, focused march into the North American market. In January, the brand had announced that it would be introducing the 2024 Bullet 350 to the Canadian market, albeit in a very limited run of just 100 units. The 2024 INT 650 model gets six new colors for 2024, including this new Black Ray option which has a blacked-out engine and exhaust. Price is $6,849, and it is available now. (Royal Enfield/) Although that’s an extremely low volume, the Bullet 350 brings a certain cachet, being the only motorcycle in continuous production for over 92 years and a cornerstone of Royal Enfield’s 123-year history as one of the company’s most popular bikes. The 2024 Bullet is powered by the same 349cc fuel-injected air/oil-cooled single-cylinder engine found in the newest versions of Royal Enfield’s Meteor, Classic, and Hunter models. The 2024 Bullet 350 in Standard Black, retails for $4,499. (Royal Enfield/) The Canadian market gets two variants: the Bullet Standard in Standard Black or Standard Maroon, finished with hand-pinstriped tanks embellished with chrome and gold badges. Retail is C$5,899. The second variant, the Bullet Black Gold, gets copper pinstriping and blacked-out engine and components, and has an MSRP of C$6,199. View the full article

Francesco Guidotti, Red Bull KTM Factory Racing team manager. (KTM/) “Ready to race.” For KTM this is more than a slogan; it’s a philosophy, a way of thinking, of working, living, and racing. In all the disciplines the company has competed in, the Austrians have won. So what’s next? After having dominated in the off-road with Dakar Rally, MXGP and enduro, and the GPs junior classes, the ultimate goal now is the golden crown of MotoGP. Second in the constructors’ standing last year, with South African Brad Binder fourth after a 1-2-3 Ducati championship finish, KTM aims at making another step this year. Is it the new alternative to Ducati in the premier class? As the MotoGP circus lands in Portugal this weekend for the second round of the 2024 season, we talked with Francesco Guidotti, team manager of Red Bull KTM Factory Racing. We’ve moved from the Qatar desert to the shores of Algarve in Portugal—a scenery, continent, and track change—but Ducati remains the bike to beat. “Ducati takes the start with an advantage. It’s the winning bike from the past two years, but KTM and Aprilia are getting closer.” Can KTM be considered Ducati’s main opponent? “From a company point of view, our goal is clearly to win the title as soon as possible, but we don’t want to be the anti-Ducati. I like to think that it is rather a new cycle that sees the European manufacturers at the forefront after 25 to 30 years of domination by the Japanese giants.” Guidotti says that now is the time for the European manufacturers to be leading the MotoGP championship. Brad Binder was near the front at round 1, and looks to continue his strong finishes this weekend in Portimão. (KTM/) Talking about the bike. What are the strengths that Brad Binder and Jack Miller can count on? “We are very satisfied with the work done. The bike is very balanced. We are also happy with the engine. We have improved in all the areas, also thanks to the electronics and aerodynamics.” Growth has been consistent throughout the 2023 season. “Yes, we continued to bring material until Valencia, even structural pieces. For example, the carbon frame used by wild-card Dani Pedrosa at Misano was adopted by factory riders starting from the Japanese GP. The evolution then continued over the winter in preparation for 2024.” Guidotti says he’s never seen determination like that of Binder. (KTM/) How do you see the Desmosedici GP24? “I don’t see any weaknesses in the bike. Their strength lies precisely in the bike-rider combination. Pecco knows the bike like his pockets; he is in his sixth season and since he switched to the factory team, the development has been based on his input. Binder is also in his fifth season with us, but has ridden different bikes.” You have worked with Pecco. Is he unbeatable? “I see him very mature and he seems to have everything under control. He won two consecutive titles in different ways: in 20223 with an incredible comeback over Fabio Quartararo, in 2023 in a duel with Martín while then managing the points. Pecco seems to suffer a little on Friday—but then on Sunday he is there.” What about Jorge Martín? You worked with him too. “Jorge has a different temperament. He is extremely fast and explosive, he is riding aggressively. It’s a strength, but he is also more exposed to the risk and the mistake.” And your riders? “Brad (Binder) has such an extreme determination that I haven’t seen in anyone. He is fully dedicated starting with the training, the diet, and the mindset. He has an aggressive riding style that he has refined, becoming the ace that we see. And then Jack (Miller): He is fast, experienced, but sometimes he makes too many mistakes. On the other hand, he is a true leader in the team and fully believes in the project.” Jack Miller is seen as a leader on the Red Bull KTM Factory Racing Team. (KTM/) And then a very talented rookie: Pedro Acosta in the GasGas Team—the new guy to follow! “Pedro had a good feeling with the bike from the very beginning, and that is crucial. He is learning very quickly. He made a perfect debut in Qatar. He did everything he had to do: He was fast but without overdoing. It was important to finish the sprint and the race with a good result. In a word, he made the most of the situation he found himself in, doing half a race with the top five.” Another talented guy made his debut with you in 125cc: a guy called Marc Márquez. “Yes I have worked with so many riders that are competing on the MotoGP grid.” Miller may make too many mistakes, but he is thrilling to watch. Here he flies his 2024 RC16 during Friday practice at Portimão. (KTM/) How special is he? And do you see some similarity with Acosta? “To be in MotoGP you need to be fast, so I give this for granted. What I like about Marc is his passion for racing. He lives racing as pleasure. In that, Pedro is very similar to Marc.” From one to 10 how would you rank each manufacturer after the opening round in Qatar—which can also be indicative for this weekend Portimão? “Ducati: 9, because they won on Saturday and Sunday with two different riders. “KTM: 8 “Aprilia: 6.5. They did amazing in qualifying and sprint race, but on Sunday they got lost. “Honda and Yamaha: We know that they are struggling and need time, but I’m sure that thanks to the concessions they will be part of the game too. It’s only a question of time.” What is KTM’s goal for 2024? “Last year we won several sprint races, we need to improve that. The target is to win as many races as possible, especially on Sundays. This is a fundamental step if we want to fight for the title.” KTM needs more than sprint race wins to secure the title. (KTM/) We are only on the eve of the second race, but the rider market is already a hot topic. There are a lot of rumors about Marc Márquez on an orange ride in 2025. “Who wouldn’t want to have Marc in the team? There has been a lot of talks about it, but things are always more complex. Nothing is impossible, but I see it as difficult; it would be the third bike change in three years for him.” Binder/Márquez or Márquez/Acosta would be a dream team. “Binder and Acosta are already with us so we can make a dream team even without Marc, but as I said: Who wouldn’t want to have Marc in the team?” View the full article

MV Agusta held its first International Women’s Day Ride and has plans of reaching more female riders through marketing and activations. (@sstaceyfilms and @Gp_r1m/) International Women’s Day (IWD) is devoted to celebrating the achievements of women and the continued pursuit of gender equality across the globe. This simple day of activism was founded over a century ago in 1911, and thanks to social media its awareness has grown to massive proportions. The motorcycle industry has taken notice, and this year MV Agusta launched its inaugural ride to mark the occasion. For MV Agusta, this is an unexpected and welcome departure from its previous depictions and attitudes toward women in its marketing campaigns. In the not-so-distant past, MV Agusta produced a risque commercial for the Superveloce 800 that inflamed women riders for what many called flagrant sexism and objectification. What has inspired this new approach to women riders for the boutique Italian marque? How can a brand best known for its exclusivity reinvent itself for a more inclusive future? MV Agusta was center stage in the main lobby of Pierer Mobility USA for International Women’s Day. (@sstaceyfilms and @Gp_r1m/) New Management and New Beginnings In November of 2022, KTM AG (a subsidiary of Pierer Mobility AG) inked a deal with MV Agusta for North American distribution and a 25.1 percent stake in the company. Fast-forward a year later and KTM AG took over supply chain and purchasing along with distribution rights for MV Agusta worldwide in 2023. In March of 2024, KTM AG has sped up the timetable and exercised its right to acquire a majority stake in MV Agusta. Pierer Mobility AG’s press release states that “This means that KTM AG will take over the majority and also the industrial management of MV Agusta Motor S.p.A. In the medium term, an annual production volume of more than 10,000 MV Agusta premium motorcycles is planned at the site in Varese.” Furthermore, former CEO Timur Sardarov will be stepping down to vice chairman and replaced by Hubert Trunkenpolz, member of the executive board of Pierer Mobility AG. A corporate cultural shift more aligned with that of Pierer Mobility AG is inevitable, and happening fast. The North American arm of MV Agusta is also shifting gears and making big changes in how the company operates and markets itself. When asked why host an International Woman’s Day Ride, MV Agusta replied that it “aims to achieve greater inclusion within the riding community, especially with women. The initiative with our International Women’s Day Ride is just the beginning to us growing our female motorcycle community. Moreover, we want to continue to develop motorcycles with designs that emphasize beauty and craftsmanship coupled with ergonomics that cater to a wide range of riders especially to the average female rider.” Related: International Female Ride Day The 2024 Dragster RR America edition stands out from its counterparts on the showroom floor. (@sstaceyfilms and @Gp_r1m/) The day started with a tour of the Pierer Mobility USA headquarters in Murrieta, California—a newly finished modernist facility embodying the very essence of the Austrian powerhouse, angular and spotless. MV Agusta’s presence here is sparse, but the organic artful forms of the machines that are there make for an interesting juxtaposition in the museumlike space. It is an interesting visual that defines the new relationship between the two brands: KTM providing structure and organization, and MV Agusta focusing on art and the emotion of the brand. The women of Pierer Mobility USA gather for a group photo to celebrate International Women’s Day. (@sstaceyfilms and @Gp_r1m/) After the tour, Pierer Mobility USA brought all the women of the company together for a luncheon. There are close to 30 women working at the HQ across all departments, and it is heartening to see this show of force at a motorcycle company. Furthermore, a sizable bunch of them also geared up to join the afternoon ride around Temecula Valley wine country on the MV Agusta press fleet. Riding Motorcycle Art With a Pack of Women It is undeniable that MV Agusta makes beautiful machines. The model lineup twinkled in the bright afternoon sunlight like red and silver Swarovski crystals. Due to time constraints, I was only afforded two bikes to try on the roughly two-hour-long demo route. Which would you choose from these Italian beauties? (@sstaceyfilms and @Gp_r1m/) My first choice was the Superveloce S, the main character (or perhaps more accurately, the supporting character) of the commercial that had rankled so much ire in 2019. As MV Agusta had extended the olive branch to participate in its IWD ride to kick off a new era, it only seemed fitting to ride this forsaken bike into that future. It is perhaps difficult to fault MV for wanting to convey that the Superveloce is “sex on wheels.” It has curb appeal of course, but it also carries that design sophistication into the rider’s view from the saddle. The premium leather seat, gas tank leather strap detail, and clean cockpit are all indications of an elevated attention to detail. Thumbs-up from strangers in cars along the ride was also proof that the Superveloce has presence wherever it goes (or perhaps a pack of ponytails waving in the breeze is a crowd-pleaser too). The Superveloce S is a breathtaking machine, both in looks and performance. (@sstaceyfilms and @Gp_r1m/) The riding experience is visceral. The sound of the three-cylinder 800cc engine is intoxicating, and led to plenty of “look-at-me” revs at stoplights egged on by my compatriots. The powerband is much higher in the rev range than the suburban afternoon traffic would afford, however, and the Superveloce felt tense with pent-up frustration as it grumbled along at a crawling pace. This is a bike that wants to be WFO (wide flippin’ open) on long sweepers or at the racetrack, but I still enjoyed it for the short parade on the street. I hopped on the Dragster RC SCS for the second half of the ride. I may have enjoyed flossing on the super-sporty Superveloce, but the upright-wide-grip riding position of the Dragster was a welcome reprieve for my shoulders and wrists. The Dragster is a surprisingly nimble and easy-to-maneuver motorcycle. (@sstaceyfilms and @Gp_r1m/) The “Smart Clutch System” piqued my curiosity. Many bikes considered to be “automatic” get a bad rep for being lifeless or, worse, terrible at shifting on their own. The Dragster however still keeps all the fun of shifting the motorcycle with the foot selector but saves the rider from a tired clutch hand, something I appreciated in the rush-hour commute back to the office at the end of our ride. The Dragster was toggled into its sportiest riding mode, and the responsiveness of the throttle at low range was cracking. My little time on the MV Agusta Superveloce and Dragster taught me this: These bikes will awaken all your senses. They are not docile commuting appliances. They live up to the credo of “Motorcycle Art” in both form and function. Rebirth of an Icon Our day concluded with dinner at Doffo Winery, famous for its collection of vintage Italian motorbikes and bold red wines. The food and libations were outstanding, but it was the conversation with both Olivia Goheen (MV Agusta marketing manager) and Luca Dovesi (head of MV Agusta North America) that was the most satiating. They described a future of MV where its previous pain points (a weak dealer network, scarcity of parts, and little brand awareness) are remedied by the new partnership with KTM. When it comes to the transformation of the brand in terms of marketing ethos, Dovesi summed it up best with his quote that “Diversity inspires innovation, and we want more of that.” Photographic proof that women also enjoy the Superveloce S fully clothed and geared up. (@sstaceyfilms and @Gp_r1m/) I asked if they had any statement to make on that infamous Superveloce commercial, and they provided the following: “We respect women, we love women, and we believe women have the freedom to do what they want with their bodies. Art is subjective and that advertisement can be taken as such. The company direction is to enable women to get closer to the brand making them feel respected and included at 360 degrees, our actions will reflect this direction. One thing that’s for sure, MV Agusta will continue to create and think outside the box to reach minds and hearts of all people in the right way.” I followed up asking for some insights on what might come next from MV Agusta North America and Dovesi was happy to talk about it. “With MV Agusta under new management, female riders can expect exciting developments in the future. We have plans for marketing activations throughout North America, highlighting the brand’s dedication to engaging with riding communities. In addition, we will establish our own motorcycle clubs across North America, and we are also enthusiastic about increasing representation of women in our brand’s assets, videos, and overall portfolio.” This first year consisted of an intimate group of six motojournalists on the ride, but MV Agusta looks to grow this event for future years to come. (@sstaceyfilms and @Gp_r1m/) Like any holiday celebrating a movement, accusations of virtue signaling are thrown around during International Women’s Day. The best way to quiet that negativity is not with more words, but action. If MV Agusta truly delivers on its promises for the future, and its inclusion of women riders, then perhaps the misgivings of their female portrayals in the past can be laid to rest. This inaugural group ride is a good start. Now it is time for the real work to begin. View the full article