Hugh Janus

Yamaha’s Y-AMT semi-auto transmission uses electro-mechanical actuators to clutch and shift the ratios. (Yamaha/)Back in April we revealed patents showing Yamaha was developing a semi-automatic transmission for its MT-07 and YZF-R7 models. Now the company has officially confirmed the system, calling it Y-AMT and says it’s heading for a whole range of bikes in a variety of styles. The Yamaha system comes hot on the heels of announcements from BMW and KTM about their own semi-auto transmissions, suddenly turning the battle for self-shifting supremacy into a key one as we head toward the 2025 model year. It’s a market that, until now, Honda has dominated thanks to its DCT (Dual Clutch Transmission) system, which has been available since 2009 in a variety of models. Today, Honda’s DCT machines often match or even outsell their manual equivalents despite carrying a substantial weight and cost penalty, showing that customers are increasingly embracing the idea of semi-auto bikes. Honda’s new E-Clutch, launched on the 2024 CBR650R and CB650R, promises to be even more popular thanks to its low price and insignificant added weight. Yamaha’s 2006 FJR1300AE featured a semi-auto transmission that was controlled by hydraulic actuators. <i>Motorcyclist Archives</i>It would be wrong to suggest Yamaha is late to the semi-auto game as it’s actually one of the pioneers of the field, having offered the YCC-S (Yamaha Chip Controlled Shift) on the FJR1300 tourer since 2006. The new Y-AMT setup follows a similar design route to YCC-S, in that it’s an automated version of a conventional manual transmission with bar-mounted buttons to control its shift operation and no clutch lever, but where YCC-S used hydraulics for its computer-controlled clutch, Y-AMT has an electromechanical actuator for the clutch and another for the shifter. A view of the new control pods that house the shifters and mode buttons. (Yamaha/)The huge improvement in motorcycle computing power since 2006, allied to the near-universal adoption of ride-by-wire throttles and vast arrays of sensors, means a modern take on the automated manual transmission should be very nearly as smooth as the truly seamless shift that Honda’s DCT achieves. Yamaha’s Y-AMT has three modes: two fully-auto settings and one semi-auto option. The standard auto mode, dubbed “D,” is a relaxed self-shifter, selecting gears automatically without any rider input. Just twist the throttle and go. A “mode” button on the right bar selects “D+” (essentially a sport setting) that holds on to gears longer and downshifts earlier to keep the revs on the boil while another right bar switch changes to the system’s manual setting. The left-bar-mounted control pod houses the trigger shifters that can be used to manually change gears. (Yamaha/)In manual mode the clutch operation is still fully automated, but gearshifts are achieved via a set of buttons on the left-hand bar. These give two gear-changing options. You can either use a forefinger trigger to shift up and a thumb-operated button for downshifts, or you can use your forefinger for both operations—pull the paddle to shift up, push it forward to change down, letting you keep your thumb wrapped around the bar. Even when the bike is in “AT” mode, with shifting done automatically, the left-hand shift buttons will override the computer and let the rider choose their own gear. On the right bar pod there is a switch that allows the rider to toggle between automatic (AT) and manual (MT) operation. (Yamaha/)Yamaha points out that with no foot-operated shifter, riders have more freedom when it comes to positioning themselves correctly on the bike for corners, and the automated clutch and shifting lets them concentrate on other aspects of riding. Unlike Honda’s DCT, which adds around 24 pounds to the weight of each bike it’s fitted to and uses a complex system of dual clutches and hydraulics to operate, Yamaha’s Y-DCT is claimed to weigh just 6.2 pounds, and since its electromechanical actuators operate the clutch and shifter from outside the transmission, it should be relatively easy to adapt it to almost any conventional manual-transmission bike. The mode button allows the rider to choose between D mode, which is a straightforward auto mode, and D+ mode, which is a sportier mode. (Yamaha/)While Yamaha isn’t confirming which models will get the system first, the patents we’ve already seen show the system on the MT-07 and YZF-R7 (both due to be refreshed for 2025 anyway), and the company says it has been developed to “enhance the purity of sports riding” and will be offered on sportbikes, and bikes that are ideal for touring and commuting. The company also says the system maximizes the power characteristics of its crossplane-concept engines. In Yamaha’s current range those include the MT-10 and YZF-R1, both with Yamaha’s four-cylinder CP4 crossplane engine; the MT-09 and its spinoffs, all using the three-cylinder CP3; and the MT-07, YZF-R7, and others that use the twin-cylinder CP2 motor like the Ténéré 700. Source

The 2024 Harley-Davidson Fat Boy 114 is a cornerstone of The Motor Company’s cruiser offerings. (Harley-Davidson/)Overview Since its introduction in 1990, the Harley-Davidson Fat Boy has been a pillar of The Motor Company’s cruiser lineup—maybe somewhat surprisingly given an easy-to-mock name like Fat Boy. But what’s behind its staying power? As CW said in its review of the original Fat Boy back in January of 1990: “What’s different is the Fat Boy’s monochromatic paint and beefier styling, making it seemingly more solid than any other machine in the H-D lineup.” The Fat Boy’s sweeping handlebars, wide aluminum-dish wheels, and, ahem, “husky” proportions have persisted through three-plus decades of development. The latest-generation model, introduced in 2018 was available with 107ci or 114ci Milwaukee-Eight engines until 2020, when the full-fat M-8 114 engine became the only option. The M-8 114 is, amazingly, the smallest-capacity Big Twin currently in the lineup, and produces a claimed 94 hp at 4,750 rpm and 119 lb.-ft. of torque at 3,000 rpm. So even though the Fat Boy doesn’t use the 117ci engine like other models in the cruiser lineup (e.g., Breakout 117, Low Rider S, Low Rider ST), it hardly feels like a blight on its copybook. While it’s an intentionally bare-bones motorcycle, ABS and cruise control come standard. To quote David Edwards’ parting thoughts from 1990: “But it still has a silly name.” In the long run, it doesn’t seem like that’s hurt it. The Fat Boy uses the proven Milwaukee-Eight 114 engine. (Harley-Davidson/)Pricing and Variants The 2024 Fat Boy 114 in Billiard Gray for $21,999. Opting for Vivid Black adds $350; Red Rock, $525; or Sharkskin Blue, $650. Lakester disc wheels aren’t the solid discs that the Fat Boy debuted with in 1990, but help the motorcycle be less affected by crosswinds. (Harley-Davidson/)Competition: Indian Chief, $14,999Harley-Davidson Breakout 117, $22,499News and Reviews: <a href="https://www.cycleworld.com/story/bikes/2020-harley-davidson-fat-boy-30th-anniversary-first-look/">2020 Harley-Davidson 30th Anniversary Fat Boy First Look</a><a href="https://www.cycleworld.com/harley-davidson-motorcycles-new-milwaukee-eight-big-twin-engine/">Harley-Davidson’s New Milwaukee-Eight Big Twin Engine</a>2024 Harley-Davidson Fat Boy 114 Claimed Specs MSRP: Starting at $21,999 Engine: 114ci (1,869cc), 45-degree V-twin; 4 valves Bore x Stroke: 102.0 x 114.3mm Transmission/Final Drive: 6-speed/belt Fuel Delivery: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate w/ slip and assist function Engine Management/Ignition: Electronic Frame: Tubular steel w/ rectangular-section backbone Front Suspension: Dual-bending valve 49mm telescopic; 5.1 in. travel Rear Suspension: Monoshock, preload adjustable; 3.4 in. travel Front Brake: 4-piston caliper, 300mm disc w/ ABS Rear Brake: 2-piston caliper, 292mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 18 in. / 18 in. Tires, Front/Rear: Michelin Scorcher 11; 160/60-18 / 240/40-18 Rake/Trail: 30.0°/4.1 in. Wheelbase: 65.6 in. Ground Clearance: 4.5 in. Seat Height: 26.6 in. Fuel Capacity: 5.0 gal. Wet Weight: 699 lb. Contact: harley-davidson.com The Fat Boy 114 in the Red Rock color ($525 extra). (Harley-Davidson/) The Fat Boy’s base-price color is Billiard Gray. (Harley-Davidson/) The ’57 Chevy-esque headlight nacelle and “beer can” fork covers give the Fat Boy a pure Americana look. (Harley-Davidson/)Source

The Souo S2000GL weighs a scale-tipping 1,016 pounds. (Great Wall Motors/Souo/)Great Wall’s new Souo motorcycle brand is one of the most ambitious launches we’ve seen in years, leaping straight in at the deep end with an eight-cylinder tourer aimed squarely at the Honda Gold Wing. Now we’ve finally got some figures for the performance and weight to see how it stacks up against that lofty benchmark. If you missed the launch of the Souo S2000ST and S2000GL tourers (which rival the Gold Wing and Gold Wing Tour, respectively), you can catch up on our previous coverage here. The short version is that they use the world’s first purpose-made flat-eight motorcycle engine in a package that aims to outdo the Gold Wing on every front. More cylinders, more capacity, an eight-speed dual-clutch transmission instead of the Honda’s seven-speed. Wherever Souo has been able to take it up a notch, it’s attempted to do so. But while the official launch confirmed much of the bike’s technology, it lacked key figures for the bike’s power and weight. Now those numbers have emerged thanks to Chinese type-approval documents, which show the two versions of the S2000 have been given the green light for use on the road in advance of production starting, which is expected in the next couple of months. The Souo S2000ST forgoes the top case just as standard Honda Gold Wing does. (Great Wall Motors/Souo/)So how much power does a 2-liter, eight-cylinder motorcycle make? The answer is 152 hp. Not, perhaps, as much as you might expect in a world where liter superbikes are passing the 200 hp mark, but the Souo’s engine is clearly designed for low-end grunt rather than screaming peak power. The engine’s code name, GW8P68MYL, contains clues to its internal layout. The “GW” shows it’s made in-house by Great Wall Motor, while the initial “8″ is the cylinder count (eight of them). The second figure, “68,” represents the cylinder bore in millimeters, and combined with the engine’s capacity of 1,999cc means we can work out that the stroke is a fraction under 69mm. A nearly square set of dimensions that show the motor is tuned toward torque rather than peak power. The Gold Wing also has a square bore and stroke, 73 x 73mm, for the same reason, and puts out 125 hp from its 1,833cc capacity. Honda’s Gold Wing has stood the test of time for almost 50 years. (Honda/)So the Souo is more powerful than the Gold Wing. But it needs to be, as it’s also bigger and heavier than Honda’s behemoth. Let’s start with the weight. Like the Gold Wing, the S2000 comes in two forms: the ST, with side cases but no top box, and the full-dress GL complete with an armchair of a pillion seat and a top case to rival the Gold Wing Tour. The lighter ST weighs in at 992 pounds ready-to-ride, which is 190 pounds more than a standard Gold Wing, and the full-on GL version comes in at 1,016 pounds, 171 pounds more than the 845-pound Gold Wing Tour. According to the approval documents, the flat-eight engine can hurl all that mass down the road at 130 mph. The rest of the dimensions explain how it reaches that weight. Both versions of the S2000 are larger than a Gold Wing, with an overall length of 104.7 inches, 1.8 inches longer than the Gold Wing Tour, and a wheelbase of 71.3 inches, which is 4.4 inches more than a Wing. They measure 37.4 inches wide, 1.8 inches more than the DCT version of the Gold Wing, and 60.6 inches tall, 4.2 inches more than the Honda. The type approval also confirms that the bikes run on the same wheel and tire sizes as a Gold Wing with a 130/70-18 front and 200/55-16 rear. Whether bigger really is better remains to be seen, but it’s going to be interesting to see how the world’s first flat-eight motorcycle lives up to a yardstick like the Gold Wing. And will Honda feel the need to respond by reestablishing the Wing as the biggest bike out there? Source

New look, who’s this? The 2025 Grom promises the same good times as before but wears new body panels to separate itself from last year’s bike. (Honda/)Twelve-inch wheels and a 124cc engine aren’t considered exciting things in the world of motorcycles. Fortunately, nobody ever told Honda that. And so in 2013, it introduced the Grom. This—the 2025 Grom—is not significantly different from that iconic first model and even less so from the third-generation Grom that it’ll replace. Actually, the 2025 Grom is identical to the previous model in terms of running equipment and only differs in tweaks to the following body panels: Headlight coverFront cowlLeft/right shroudsFuel tank coverTank cap coverLeft/right side coversThat, folks, is called sticking with a proven recipe. The 2025 Honda Grom lineup. Base-model Groms are available in blue, white, or red color options. Grom ABS models are available in white, and the Grom SP in Matte Black Metallic. (Honda/)New Look and More, Kind Of… There’s a reason for the changes to the 2025 Grom however; Honda says its goal is to reach customers who might not have been drawn to last year’s look and the oversized “washers” that called attention to its easy-to-replace panels. If it’s not broken, don’t fix it. But also, if you think you can do better and reach more people, might as well try. This is Honda trying, despite the Grom already being its bestselling streetbike. There are other small attempts at attracting new customers, the first being a lower cowl that comes standard on the Grom SP but is available as an accessory for the base-model Grom and Grom ABS. Related: 2024 Barber Small Bore Photo Gallery One small fairing for Grom SP, one giant leap for the Grom platform. OK, that’s a bit of a stretch, but people are definitely excited to see the Grom SP come with an under cowl. That cowl will be available for purchase as an accessory for Grom and Grom ABS models. (Honda/)The third and final shift in Honda’s approach is a new, more expansive lineup of accessories that can be purchased as part of its Hyper, Adventure, and Scads collections. Accessories include a windscreen, hand guards, side bags, and a seat bag, which should add a little versatility for anyone who uses the Grom as their errand runner. The rest of the bike is, again, unchanged, which leaves you with a 124cc fuel-injected engine, 31mm inverted fork, and LCD dash. Big changes made in 2022 include a five-speed transmission, larger 1.6-gallon tank, thicker seat, and replaceable oil filter—things that are just as nice to have now as they were then, regardless of how you plan to use the Grom. You aren’t exactly going to throw yourself over the bar with this brake package, but like the rest of the Grom’s hardware, parts are nice quality with plenty of performance for the job at hand. This doesn’t ride like a cheaply built bike. (Honda/)Honda Grom, on the Street Few people leave a Grom stock for any amount of time based on what we’ve seen around town and especially at the 2024 Barber Small Bore event, where Honda tossed us the keys to a 2025 Grom and said, “Have fun.” Or maybe it was “Please don’t do anything stupid.” We mostly succeeded in that and were able to get some street miles in to remind ourselves what makes the bike work for so many people, even in stock trim. New riders will appreciate the manageable seat height, light clutch pull, and the crisp throttle that makes it easy to wrap your head around riding a motorcycle. Taller riders will appreciate the surprisingly accommodating rider triangle and the fact that there’s enough room on the flat seat to move around. Riders over 6 feet tall sit closer to the passenger seat than the tank, but their knees fit nicely in the tank cutouts and arms settle in at a neutral bend. This is not as cramped a bike as you might think. The Grom’s rider triangle is surprisingly accommodating for taller riders, even if it means sitting way back in the flat seat that Honda transitioned to for the 2022 model year. (Drew Ruiz/)The Grom can be willed to an indicated 66-ish mph when in a tuck and drafting your friend down a slight decline, but it runs a more comfortable 60 mph with anyone over 200 pounds riding normally on flat ground. Leep in mind: You don’t buy a minimoto for top speed, you buy it for getting comfy on two wheels, having fun, or for around-town convenience. More specifically, you buy a Grom because it’s a Honda and because the platform has proven bulletproof since rolling onto the scene in 2014. With those Honda badges you’re also getting a bike with great fit and finish and components that would be at home on a full-size machine; switch gear, levers, and various hardware don’t come off as cheap or as afterthoughts. The only negative, perhaps, is that we’d love for the Grom to have been outfitted with sleeker turn signals and a small TFT display. Crazy request? Maybe, but other manufacturers have started putting beautiful displays on small, inexpensive bikes, proving that it’s a manageable task. A svelte-looking TFT would help modernize the Grom while still focusing on style and presence. Plus, there’s the cool factor… The Grom’s LCD display does everything that’s asked of it but a nicer TFT unit would give customers more of a reason to purchase the latest model. If Honda is (rightfully) not going to offer bigger and faster models, then a little extra tech and styling could go a long way in encouraging riders to upgrade. (Drew Ruiz/)Honda Grom, on the Track Speaking of cool factor, Honda race-prepped a handful of Groms for a semi-official, three-hour endurance race at Barber Motorsports Park’s Barber Proving Grounds. Actually, there were lap timers, trophies, and champagne bottles, so maybe semi-official isn’t the right word. Let’s call it the most serious, multi-team minimoto endurance race we’ve run this year. Even if it was our only. The bikes were equally as serious, Honda having tasked the infectious folks at MNNTHBX with building tasty-looking—and well performing—racebikes. Upgrades included everything from an Öhlins front fork cartridge kit and rear shock to triple clamps and clip-on handlebars. A Yoshmiura exhaust and Woodcraft rearsets added performance and cornering clearance, while Kenda tires offered the grip needed to throw the bike up the inside of your buddy with confidence that it’d stick. Nine times out of 10 it did, but there was definitely some shoulder rubbing too. Related: 2021 Honda Trail 125 Review Racebikes! MNNTHBX track-prepped five Groms for a little endurance racing action. Notice the reservoir for the Öhlins shock, Kenda tires, and clip-on handlebars mounted to new top triple clamp. Not shown is an Öhlins cartridge kit and Yoshimura exhaust, all things that made these Groms an absolute blast around a track. If you haven’t tried minimoto racing, you absolutely should! (Drew Ruiz/)The hilarity and battling were nonstop, making the three hours of racing (split between three teammates, per team) absolutely fly by. There were muscle aches and moments when we asked, “Should I have promised to do this long of a stint?” But none of that took away from the pure enjoyment that came from pushing these sub-10-hp bikes to their limits. As for those limits, they were a lot higher with the up-spec hardware we were rolling on, which helped us be more comfortable in “race mode” and kept the bike settled when hard on the brakes, or even harder on the throttle. The bike moved around in all the ways you’d expect a machine to when you’re squeezing the most out of it, but learning how to ride around the bike’s intricacies is what makes racing a minimoto so much fun. The takeaway? It doesn’t require much to have a devilishly good time on a Grom. You can cruise around in stock trim, or throw a handful of parts at it and have an entirely different kind of fun at the kart track with friends. All this, of course, through a very low barrier of entry in terms of cost and commitment. Beneath those helmets are a mix of smiles and red mist. It’s hard to not have fun riding a minimoto at the track with friends, but it’s also hard to not take it at least a little seriously. (Drew Ruiz/)Final Thoughts We’ve been saying that since the birth of the Grom back in 2013 and not a lot has changed since then, hold for a few manufacturers trying to kick Honda off its minimoto pedestal. Those attempts have been largely unsuccessful—and without Honda having to completely reengineer the Grom. That continues to be the case here. So no, the 2025 Grom is not a bigger, more technologically advanced remake of last year’s bike. But it continues to be fun, stylish, and begs to be modified in whichever way works best for you. Whether that’s as a racebike, stunt bike, showbike, or anything else that you can dream up. And it’s hard to not be excited by that. Fun things come in small, track-prepped packages. (Drew Ruiz/) The Grom has evolved slowly over the years through careful tweaks to the design and only a handful of mechanical changes. In many ways, Honda has let the aftermarket take the lead in development and after-sales direction. (Honda/) Special shout-out to the Grom’s younger, smaller counterpart—the Navi. This urban commuter once overtook the Grom as Honda’s bestselling streetbike, and even if it relinquished the title since, this scooterlike minimoto remains an incredibly affordable and practical form of two-wheel transportation. The 2025 model is available in nonpainted white for $1,999, and painted colors for $2,099. (Honda/)2025 Honda Grom Specs MSRP: $3,599 / $3,699 (Grom SP) / $3,799 (Grom ABS) 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 w/ 24mm throttle body 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, w/ optional ABS Rear Brake: 1-piston caliper, 190mm disc Wheels, Front/Rear: 10-spoke cast; 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: 224 lb. (non-ABS) / 227 lb. (ABS) Availability: Now Contact: powersports.honda.com Source

The type-approval documents for CFMoto’s new 675SR show a lot of final details that weren’t previously available. (CFMoto/)CFMoto has been dropping details about its upcoming 675SR three-cylinder sportbike since last September, and revealed a near-production version just a few days ago. But now the real thing has appeared in Chinese type-approval filings ahead of its official launch. As well as revealing the final look of the bike, which is expected to be the first of several models to pack CFMoto’s new triple, the documents include key specifications including its power, weight, and dimensions, and it’s a mixed bag. An early teaser of the 675SR. (CFMoto/)Perhaps the most anticipated number is the power figure, which isn’t as high as expected at 94 hp. That’s a surprise, as when CFMoto unveiled the engine at EICMA in Milan last year it promised “over 100 hp” This appears to be an indication that the type-approved bike in the new documents is a restricted version. The 94-hp figure (or 70kW to use the metric measurements of the type approval) happens to match the maximum allowed under convoluted European rules for riders with a restricted A2 motorcycle license rather than a full-power endorsement. Those A2 bikes are only allowed to make 35kW (47 hp) and if they’re restricted versions of more powerful bikes, those base models can’t have more than 70kW (94 hp). As a result, many manufacturers make specific 70kW versions of bikes, purely so they can then be further restricted to 35kW and ridden by riders with A2 licenses. This is one of those instances where bureaucracy accidentally creates a whole subcategory of motorcycles. CFMoto recently showed its preproduction 675SR-R sportbike, which will be a higher-spec version of the platform. (CFMoto/)Since CFMoto already makes multiple tiers of its other, smaller sportbikes, with higher-spec “SR-R” variants alongside the standard “SR” models, it makes sense that the same will apply to the 675SR. The near-finished version previewed recently in Aspar race team colors and fitted with track-only parts was called the 675SR-R, hinting that name will be adopted by a high-spec variant. However, the bike in the new type approval, code-named CF650-10, appears to be the base 675SR. In the US market, CFMoto tends to use the “SS” suffix instead of SR, so it’s likely to be marketed as the 675SS here. Compared to the 675SR-R, this variant lacks the extended side winglets on the fairing, and features a lower tail with a pillion seat and passenger footrests, as well as being complete with road-going addenda like mirrors, a license plate bracket, and full lighting. That means we get to see that the final bike’s turn signals will be mounted in the mirrors, while the headlights, as expected, are tucked away underneath the more prominent, whoosh-shaped LED running lights on the nose. The front brake cooling ducts seen on the earlier prototypes remain, though, feeding air to J.Juan four-piston calipers. Further specs confirmed in the approval document include the engine’s precise capacity, 674cc, and a code name of “372MT” for the engine. That name indicates three cylinders and a 72mm bore. In turn, that means the stroke must be around 55mm, giving a slightly smaller bore and longer stroke than 675cc triples made by the likes of Triumph (73mm bore) and MV Agusta (79mm bore). CFMoto’s 800NK. (CFMoto/)The rest of the bike is as expected, with what appears to be a fully adjustable KYB fork similar to those on the CFMoto 800NK, plus an aluminum swingarm. Dimensions confirmed in the type approval include a wheelbase of 55.1 inches, making it a bit shorter than the likes of Honda’s CBR650R, and an overall length of 79.5 inches. Weight, including fuel, comes in at 429 pounds, and the bike runs on 120/70-17 front and 180/55-17 rear tires. Top speed is rated at 136 mph, although if this is a restricted version of the bike, as the power figure seems to suggest, it’s likely that the full-power variant will be faster. Source

Harley’s first Softail was the 1984 FXST, a pure cruiser that offered clean lines and a hidden suspension. The bike was also equipped with H-D’s new Evolution V-twin. (Harley-Davidson/)Forty years on the planet is a long stint for any major manufacturing company, but if you’re talking about production runs for a motorcycle platform alone, that’s a pretty rarified group. And there’s now a new addition to the likes of esteemed classics like the Royal Enfield Bullet 350 and Harley-Davidson’s Sportster, and it’s another Harley series: the Softail. Making its debut back in 1984 as the FXST Softail, the hardtail-looking model cleverly integrated a hidden rear suspension and unique swingarm design that gave its frame a clean, uncluttered profile. That first Softail would go on to become the foundation for a number of iconic factory custom models over the next four decades, so Harley’s popping a champagne cork to commemorate the milestone anniversary is totally understandable. Related: 2023 Harley Homecoming Celebrates Motor Company’s 120th Anniversary The hidden rear shocks on the first Softails were tucked horizontally beneath the transmission, allowing for an uncluttered bike profile and a lower seat. (Harley-Davidson/)To be sure, the Softail design has evolved significantly since the introduction of that early FXST, but the platform does manage to retain the same classic lines as the original. Back then, Harley engineers perfected the hidden shock concept they had acquired from independent engineer Bill Davis, and rolled it out in the first Softail model, touting the combination of clean styling, classic “hardtail” lines and the comfort and handling served up by a full rear suspension. Key to that suspension was the location of horizontal, gas-charged shock absorbers beneath the transmission, which also gave the bike a lower seating position. Also appearing on that 1984 Softail model was the all-new Evolution V-twin powertrain, which would go on to replace the aging Shovelhead engine in the Big Twin lineup. It proved to be a winning combo at a difficult time for Harley, and would help make the brand competitive once again in the marketplace, with former Chief Styling Officer Willie Davidson himself writing, “...I realize how critical this great new engine and chassis were to our survival.” The Terminator’s classic scene in the movie was aboard a Softail model, specifically a heavily modified 1990 FLSTF Fat Boy. (Harley-Davidson/)Not only was the Softail platform good-looking and comfortable, but it was versatile, which allowed it to be used on a slew of new designs in a wide range of styles, many of them becoming bestsellers for The Motor Company. The 1990 Fat Boy has got to be one of the most recognizable moto models in the world, to both hardcore Harley riders and streetwalking civilians alike. You can blame the fact that the 1,340cc FLSTF was the Terminator’s bike of choice in Terminator 2: Judgement Day, but the bike’s exposed engine, solid cast-aluminum wheels, and its massive chromed-out presence are several reasons it was an instant bestseller and remains in the company’s cruiser portfolio to this day. The Springer model revived the ultracool front suspension from the 1950s that made it instantly stand out from the crowd. (Harley-Davidson/)Another classic is the 1988 Springer Softail, which, at the time, was notable for its resurrection of that awesome-looking Springer front suspension––an arrangement that lost its luster back in the 1950s once hydraulic forks made the scene. In 1998, though, this bike was considered a bold styling move. Ten years later, the 1999 Softail Deuce factory custom introduced a new “stretched” gas tank, sleek chrome fork sliders, all-new rear fender, and the new Twin-Cam 88B engine. Another decade after that, the radically vintage 2008 Cross Bones bobber also brought back a Springer front end but added wide tires on black rims, a sprung solo seat, and half-moon footboards, making for an updated twist on the genre. Alas, none of those models are still with us. Pure vintage bobber styling with a Springer front end and the introduction of flat Denim paint on the 2008 Cross Bones Dark Custom. (Harley-Davidson/)Like we said up front, the Softail design has evolved a good deal in 40 years, and the current chassis, introduced in 2018, serves as the foundation for the nine models that make up Harley’s fairly diverse 2024 cruiser lineup. These days it features a rear monoshock design, with the coilover shock absorber located below the seat to retain that “hardtail” profile, and where it’s also easy to reach for preload adjustments. All the current Softails are also powered by the latest Milwaukee-Eight V-twin engines, which are rigid-mounted and feature dual counterbalancers to eliminate primary vibration at idle. Long live the Softail. The current Softail line has come a long way from 1984. Case in point is the long and lean 2024 Breakout model, which flexes with a Milwaukee-Eight 117 engine pushing ponies to a fat 240mm rear tire. (Harley-Davidson/)Source

When a total of 22 national teams - including six women’s and 16 men’s teams - with a total of 60 riders compete for the coveted trophy at the BMW Motorrad International GS Trophy 2024 Namibia from September 15-20, 2024, they will rely on the new BMW R 1300 GS Trophy Competition Bike as they cross Namibia.The R 1300 GS Trophy Competition Bike has been developed exclusively for this event and is equipped with accessories to excel in the competition. The large GS, with its powerful boxer engine, is fitted with handlebar risers, engine protection bar, skid plate and frame guard, adjustable gear shift and brake levers, GS Vario rider footrests, enduro hand levers, headlight protection guard and white handguard extensions. The aggressive off-road tires on black cross-spoke wheels and solo seat are designed to cope with the difficult terrain of the BMW Motorrad International GS Trophy 2024 Namibia in East Africa. BMW Motorrad presents the R 1300 GS Trophy Competition and F 900 GS Trophy Marshal Bikes for the BMW Motorrad International GS Trophy 2024 Namibia. (BMW/)The R 1300 GS Trophy Competition Bike is very close to the R 1300 Style GS Trophy available at your BMW Authorized dealer. Although the BMW Motorrad Competition Bike is not available for sale in its exact form, it is very closely based on the R 1300 GS Style GS Trophy model with the optional Enduro Package Pro, with the exception of a few details such as the stickers. The Racing Blue metallic color says it all: with its red and white stripes and lettering, combined with the matte white metallic painted rear frame, the R 1300 GS Style GS Trophy literally whets the appetite for sporty off-road riding - just as the 22 teams will experience on their R 1300 GS Trophy Competition Bikes in September. In the spirit of high off-road adventure, the Style GS Trophy models is equipped with standard radiator guards to protect against damage. The robust black cross-spoke wheels are part of the Style GS Trophy equipment package. They can be ordered in optional gold color as well. The BMW F 900 GS Trophy Marshal Bike - the sporty, mid-size, off-road BMW GS for the GS Trophy Marshal Team. The GS Trophy Marshals, who will guide the participants safely through Namibia’s challenging terrain, will be able to rely on their own unique and very capable off-road motorcycles. Based on the new F 900 GS, the F 900 GS Trophy Marshal Bike is BMW Motorrad’s premium offering in the mid-size Adventure segment. With 105 hp and a significantly wider range of abilities thanks to greatly enhanced off-road qualities and a drastic weight reduction of 22 lbs. compared to its predecessor, the sporty, F Series representative of the GS family - like the R 1300 GS Trophy Competition Bike – will feel at home in Namibia. Source

The 2024 Honda Gold Wing Tour Airbag Automatic DCT. (Honda/)Ups The sixth-generation Gold Wing is one of the most refined, comfortable, and capable luxury tourers ever built.Automatic DCT transmission is amazingly precise.Hossack-style front suspension helps the Gold Wing hustle through corners like it doesn’t know it weighs over 800 pounds.Downs More compact design decreases luggage capacity compared to the gen-five Wing. Weird-shaped side cases make matters worse.Lack of adaptive cruise control and blind spot detection are the first signs that technology has moved on since the 2018 introduction.Heavier and underpowered than the competitionVerdict The Honda Gold Wing is the gold standard of maxi-tourers. With nearly five decades of development beneath its fairings, the Wing is the ultimate in comfort, refinement, and road-going poise. Overview The Gold Wing name is one of the most iconic names in motorcycling for good reason. It’s not just because it’s been around for nearly five decades and casts a long shadow (both literally and figuratively). No, it’s because underneath it all, the Gold Wing is an exceptional motorcycle by nearly any metric. It’s refined, fast, handles amazingly well, and that flat six-cylinder engine feels like a Porsche-beater. The Gold Wing’s extensive history has been the result of continual refinement over 49 years, with the engine going through six generations of development—from a 999cc eight-valve flat four-cylinder in 1975 to a 1,832cc 24-valve flat six-cylinder powerplant in 2018. Ironically, the original Gold Wing didn’t even come with a fairing or hard luggage. It wasn’t until the introduction of the Gold Wing Interstate model in 1980 that the Wing became what it was destined to be. Before that, it was up to owners to hit up the aftermarket and hope they didn’t ruin what Honda got right to begin with. In 1978, CW equipped its long-term Wing with all manner of touring appurtenances—to the tune of 75 extra pounds. And when loaded with luggage and a passenger, it treaded dangerously close to the load capacity of the OE tires. Wise to the act, Honda endowed subsequent Gold Wings with all the features and accessories riders could ever want. While the original 1975 model scaled in at 584 pounds dry, by 1987 the first flat-six-engined Gold Wing weighed just short of 800 pounds dry. But the Gold Wing has always remained very nimble despite its weight, in part due to the transmission being located underneath the crankshaft to keep the center of mass as low as possible. In 2018, Honda introduced the sixth-generation GL1800, complete with a more powerful four-valve per cylinder engine, a new die-cast twin-spar aluminum frame, a double-wishbone Hossack-type front suspension, and the latest electronic rider aids and convenience features. At the same time, Honda whittled away 90 pounds and made the entire bike more compact. The Gold Wing remains the gold standard of long-distance, two-up motorcycle touring. Not only is it one of the most comfortable motorcycles on the market, its performance is downright impressive. The thing slays twisty roads and rushes from apex to apex with aplomb. The latest refresh may be six years old, but the Wing still feels mostly fresh and forward-looking. Updates for 2024 The Gold Wing is unchanged for 2024, which is no surprise. The fourth- and fifth-generation GL1500 and GL1800, introduced in 1988 and 2001, respectively, endured practically unchanged for a combined 29 years! Tremendous costs associated with developing and manufacturing such a complicated motorcycle prohibit Honda from making frequent changes. Happily, prescient engineers gave the Wing advanced tech that is still up to date. Pricing and Variants The Gold Wing and Gold Wing Tour are each available in several trims. The Gold Wing, distinguished by its lack of top box, bagger-style, is available with a six-speed transmission ($24,700) and with an automatic DCT transmission ($25,700). The Gold Wing Tour, which includes a top box—really what most people picture when they think of a Gold Wing—comes in three versions: the base model ($28,700), which has a six-speed manual transmission; the automatic DCT version ($29,700); and a DCT version that comes equipped with an airbag ($33,000). Competition With its domination of the luxury tourer market, all of the former Japanese competition to the Gold Wing has long since vanished. The most obvious challengers to the Gold Wing Tour are the BMW K 1600 GTL (starting at $27,295) and the K 1600 Grand America (starting at $28,130). The trunkless wonder Gold Wing competes with BMW’s own truncated (trunk-ated?) K 1600 GT (starting at $24,295) and K 1600 B (starting at $22,945). The BMWs compare favorably with a host of ride modes, 10.25-inch TFT displays, and convenience features. They’re also lighter and more powerful across the board. BMW claims the GTL, for instance, weighs 789 pounds (compared to 845 pounds for the Gold Wing Tour Automatic DCT) and produces 160 hp at 6,750 hp and 132.7 lb.-ft. of torque at 5,250. The Gold Wing may not look as impressive on the spec sheet, but it shines in the real world. The base-model Honda Gold Wing lacks a top box, which brings total luggage capacity down to 60 liters. (Honda/)Powertrain: Engine, Transmission, and Performance The Gold Wing is powered by a SOHC 1,833cc horizontally opposed flat six-cylinder engine. Last time it was on the CW dyno it produced 97.9 hp at 5,500 rpm and 108.4 lb.-ft. of torque at an amazingly low 1,250 rpm. The DCT Automatic transmission model recorded figures of 90.0 hp at 5,420 rpm and 102.5 lb.-ft. of torque at 1,370 rpm. With over 100 lb.-ft. of torque coming in so low in the rev range, the Gold Wing gives instant low-rpm thrust and smoothness. The flat-six’s carlike powerband is linear and silky smooth, which makes it ideal for long stints behind the bars. At the same time, the thing hauls. Two-thirds of Gold Wing buyers are now opting for the Automatic DCT gearbox, and for good reason: “... it matched almost every riding condition with appropriate and expected shift points with just-right ride-by-wire throttle response,” CW Editor-in-Chief Mark Hoyer said in his review of the 2020 Gold Wing Tour DCT model. “The mapping is exceptionally thorough and takes into account many elements as it decides when to shift and how to control the engagement of its two clutches (one for odd gears and one for even).” For the other third of riders who opt for manual transmission, we’d like to see Honda equip the Wing with a quickshifter to stay with current tastes. Honda’s twin-A-arm front suspension is a signature of the sixth-generation Wing. 2023 model pictured. (Honda/)Chassis and Handling The latest-generation Gold Wing chassis is characterized by its twin-A-arm front suspension, a version of Norman Hossack’s invention from the 1980s. The advantages compared to a conventional telescopic fork are fourfold. First, it’s virtually frictionless, so bumps are better absorbed. Second, it’s tunable (at the design level) so it can eliminate the pro-dive tendencies of the telescopic fork, allowing softer springing without bottoming under braking. Third, Honda has set it up for neutral response under braking—neither pro- nor anti-dive—which means the front wheel travels straight up and down in its travel, rather than rearward as on conventional telescopic forks. This allows the engine to be placed forward. Fourth, as only the front wheel and upright turn during steering, and because the upright is pulled in tight to the steering axis, there’s less inertia in the steered mass than with a conventional fork. The impulse the rider feels from the front wheel going over a bump is reduced by 40 percent at the handlebar and the steered mass inertia by 30 percent. On the freeway, the Gold Wing is as stable and planted as a Volkswagen. Once the road folds in on itself and lean angles increase, it feels just as planted and secure as it does bolt upright. Stability doesn’t come at the cost of maneuverability. For an 800-plus-pound motorcycle, it’s remarkably effortless to flick from side to side. The chassis is so competent that it’ll goad you into pushing the envelope—or booking a trackday to see if you can shave off the entirety of the peg feelers. Check out the stealthy black finishes on the mufflers, suspension, and trim. The sixth-generation definitely looks like a Gold Wing, but a more compact design gives it a more modern and agile look. (Honda/)Brakes The Gold Wing uses 320mm discs and six-piston brake calipers up front, and a single 316mm rear disc and single-piston caliper in the rear. Whether the rider uses only the front brake lever or rear brake pedal, Honda’s Combined ABS system intervenes to optimize front and rear bias based on chassis pitch and vehicle speed. The system works so well that the 2020 Gold Wing Tour’s 126.6-foot stopping distance from 60 mph is among the best of any bike CW has tested. “Overall braking performance of the combined ABS is some of the most sure-feeling and confidence-inspiring we have tried,” Hoyer raved in his 2020 Gold Wing Tour DCT review. Fuel Economy and Real-World MPG The 2019 Gold Wing Tour with standard six-speed transmission achieved 37.1 mpg during a CW comparison test. The base-model Gold Wing has a shorter windscreen for a sportier look. (Honda/)Ergonomics: Comfort and Utility One of the main reasons to buy a Gold Wing is comfort. Ergonomically, the Gold Wing offers an ideal rider triangle for long days in the saddle. The seat is plush and supportive and the fairing and electrically adjustable windscreen coddle the rider in a cocoon of still air (there are vents to direct airflow on hotter days). With an incredibly smooth engine and electronically adjustable suspension that can be set up for touring comfort, riding a Gold Wing is simply less fatiguing than most motorcycles. Like buying an Africa Twin and never taking it off-road, riding a Wing without a passenger ignores half of its reason for being. You buy a Wing because you want your partner to want to ride on the back of your motorcycle. In 2021, Honda upgraded passenger accommodations, relaxing the backrest angle slightly with padding, and adding height to provide even more comfort. While the sixth-gen Gold Wing is 90 pounds lighter than its predecessor, the weight savings didn’t come without sacrifice. Initially, luggage capacity dropped from 140 liters to 110 liters. Weird-shaped side cases didn’t help matters, but at least Honda listened to customer complaints and for 2021 upped the top box capacity by 11 liters, bringing up total capacity to 121 liters. Honda also decreased fuel capacity by 1.1 gallons (to 5.6 gallons) compared to the fifth-generation model. However, Honda claims that between the fairing’s smaller frontal area, which produces less drag, and the engine’s improved efficiency, touring range is about equal. The Gold Wing’s dash mixes a TFT display with analog gauges and LCD displays. While it’s very functional, a larger TFT display could simplify the cockpit and streamline the UX. (Honda/)Electronics The Gold Wing features an array of rider aids and convenience features that improve safety, comfort, and performance. Standard features include Honda’s Combined ABS, ride-by-wire throttle, and four ride modes (Tour, Sport, Eco, Rain) with individually tailored throttle response, traction control, and power delivery. Suspension spring preload can be electronically set to four different settings (single rider, rider with luggage, rider with passenger, and rider/passenger with luggage). Hill start assist momentarily holds the bike in place on an incline if you’ve released the brakes prior to applying throttle. All Gold Wing models come with heated grips and seats (both rider and passenger), cruise control, and smart key fobs. The windscreen is electrically adjustable, with the Tour version moving through a 4.9-inch range, and the non-tour model through a 4.1-inch range. Maneuvering the big Gold Wing into a parking space is aided by the reverse “gear” on the standard transmission models, and Walking Mode on the DCT Automatic transmission models that slowly rolls the bike forward or backward. The Gold Wing Tour Airbag DCT model is the world’s only production motorcycle equipped with an airbag, helping prevent rider injuries in the event of a frontal collision. A full-color 7-inch TFT infotainment display allows riders to view and control settings. The system supports Apple CarPlay and Android Auto, enabling riders to use their favorite apps for navigation, music, and calls via their Bluetooth motorcycle headset of choice. A small, locking compartment just in front of the rider provides storage for a smartphone, with a USB port for charging. The Gold Wing also has an on-board sound system. All Gold Wings are equipped with a stand-alone navigation program, but some riders complain it feels dated and sluggish. While the Gold Wing is fully loaded by most standards, it lacks some of the latest technologies debuting on other touring motorcycles, namely adaptive cruise control, blind spot detection, and wireless phone charging. Warranty and Maintenance Coverage All Honda Gold Wings come with a three-year, transferable, unlimited-mileage warranty. Additional extended coverage up to eight years is available through Honda’s HondaCare Protection Plan. Quality Fit and finish is top-shelf. Any company that backs its long-distance touring product with a three-year/unlimited mileage warranty obviously has confidence in its build quality. 2024 Honda Gold Wing Tour DCT Claimed Specs MSRP: $29,700 Engine: SOHC, liquid-cooled, horizontally opposed six-cylinder; 4 valves/cyl. Displacement: 1,833cc Bore x Stroke: 73.0 x 73.0mm Compression Ratio: 10.5:1 Transmission/Final Drive: 7-speed automatic DCT/shaft Cycle World Measured Horsepower: 90 hp @ 5,420 rpm (2020 model) Cycle World Measured Torque: 102.5 lb.-ft. @ 1,370 rpm (2020 model) Fuel System: Fuel injection w/ 50mm throttle body, throttle-by-wire Clutch: Automatic dual clutch Engine Management/Ignition: Full transistorized Frame: Aluminum twin-spar Front Suspension: Double wishbone type; 4.3 in. travel Rear Suspension: Pro Arm single-sided swingarm w/ Pro Link single shock, preload electronically adjustable; 4.1 in. travel Front Brake: Hydraulic; dual 320mm discs w/ ABS Rear Brake: Hydraulic; 316mm disc w/ ABS Wheels, Front/Rear: Cast aluminum Tires, Front/Rear: 130/70-18 / 200/55-16 Rake/Trail: 30.5º/4.3 in. Wheelbase: 66.9 in. Ground Clearance: 5.1 in. Cycle World Measured Seat Height: 29.4 in. Fuel Capacity: 5.6 gal. Claimed Wet Weight: 845 lb. Availability: Now Contact: powersports.honda.com Source

Triumph’s new T120 Elvis Presley Limited Edition, based on the modern-gen T120 model, packs on some not-so-subtle details and nods to the King of rock ’n’ roll. (Triumph/)We’re all familiar with the connection between celebs like Steve McQueen and Keanu Reeves and their beloved Triumphs, but now we’re hearing that Elvis, too, was keen on Bonnevilles. You heard that right; despite the many photos of the King astride Harleys—from the sporty KH early on to his preference for beefier FLHs later in life—apparently Elvis and his Memphis Mafia crew were fans of Triumph 650s back in the day. Now the Brit brand is looking to solidify that link further with the release of the new T120 Elvis Presley edition, a modern T120-based bike that combines current features with a detailed Elvis-forward design scheme. The bike will be an exclusive numbered limited edition, with only 925 available worldwide. Carnival Red color scheme has been seen on other Triumph models in the portfolio, but here it’s contrasted with Aluminum Silver tank stripes. Hand-painted gold line detailing and graphics further distinguish the Elvis bike. (Triumph/)To the uninitiated, the story goes something like this: Sometime back in 1965, Elvis and company were unwinding at his Bel Air home in Los Angeles after a film shoot, when Mafia member Jerry Schilling rode in on a new T120 650 Bonneville he’d just ordered from a local dealer. Intrigued, bike-crazy Elvis asked if he could take it for a spin around the neighborhood and was so impressed, he instructed his transportation manager to “order one for all the guys” so that they could ride together. The dealership managed to deliver nine machines shortly thereafter, and Elvis and his posse made the most of their downtime from filming riding the Pacific Coast Highway on Sundays. The motorcycles’ purchase was confirmed by the discovery of the original checks for the bikes signed by the King and further corroborated by Schilling himself. Related: Sold! A Unique Presley Triumph Motorcycle and Gibson Les Paul Guitar Raise Thousands for Charity The King’s signature (or a facsimile thereof) appears on the tank and side panels. (Triumph/)While a lot of other details are still sketchy—none of the bikes have formal records after the summer of ‘65—it’s believed that they were likely 1964 models of Triumph’s game-changing 650 TR6 and 650 Bonneville T120—essentially the same machine with one or two carburetors and different states of tune. The ‘64 Bonneville came in Gold and Alaskan White colors, and the TR6 was done up in the distinctive “Hifi Scarlet and Silver Sheen” with gold pinstriping with a black frame and fork. The 1964 US-spec Bonnie, with its higher bars, is now considered to be a desirable classic. As there’s no clue to the whereabouts of the original machines, Triumph is on the hunt to track them down, with several leads already adding to the file of evidence. Customers with any information relating to the lost bikes are asked to contact elvistriumph@triumphmotorcycles.com. Twin dials and integrated multifunction LCD screen carry over from stock T120 models, but the Elvis bikes also have a special numbered handlebar clamp with laser-etched Elvis Presley signature. (Triumph/)At its core, the new special-edition Elvis Bonneville is a 2025 model-year bike based on the current-generation T120, but piles on a trove of Presley-related touches, with details like Hollywood-style “Elvis” gold lettering (representing movie set lights, according to Triumph) and a re-creation of Presley’s signature on the tank and side panels. Die-hard fans will recognize the subtler cues, including a discreet “Taking Care of Business in a Flash” emblem on the front fender—Elvis’ personal mantra and the design worn on necklaces presented to each of his Memphis Mafia. The 2025 T120 Elvis bike’s Carnival Red color scheme is said to be inspired by last year’s J Daar custom Bonneville (created to raise money for the Elvis Presley Charitable Foundation), while tank stripes in Aluminum Silver complement the striped fenders, which are further accentuated by hand-painted gold line detailing. A deep chrome finish on components like the sweeping headers and classic peashooter mufflers add yet another layer of pop to the limited-edition model. High-quality chrome finishes on the exhaust add a rich, premium touch to the Elvis bikes. (Triumph/)As with all Bonneville T120s, the Elvis Presley Limited Edition features twin dial instruments, with an analog speedometer, tachometer, and integrated multifunction LCD screen, but this model also sports a special numbered handlebar clamp with laser-etched Elvis Presley signature. Returning classic details such as the three-bar tank badge and machined engine fins stay faithful to the iconic 1959 model. This gold 1964 Triumph T120 is similar to what the Mafia would have ridden back in the day. US-spec Bonnies of the time had higher bars. (Triumph/)Limited to 925 units worldwide, the Elvis bikes will be presented along with a Sony gold disc, in an exclusive Elvis Presley and Triumph Motorcycles record sleeve, encasing a bespoke certificate of authenticity, signed by Triumph’s CEO Nick Bloor and Jamie Salter, founder, chairman and CEO of ABG, Elvis Presley Enterprises. Meanwhile you’d have a hard time distinguishing this mint red TR6 from the modern models at a distance. (Triumph/)Source

Souo’s flat-eight powered cruiser is very reminiscent of Honda’s Rune. (Souo/)We already know that the new S2000GL and S2000ST tourers from the new Great Wall Motors Souo brand are just the first halo models from a company that’s serious about having a global presence on the motorcycle market. They’ll be followed by a cruiser based on the same insane engine, but a new patent shows it won’t be a direct carryover. Early prototypes of Souo’s cruiser model, sporting the same 2-liter flat-eight engine as the recently announced S2000GL and S2000ST, have already been spotted undergoing tests. Photos circulating Chinese social media show a bike that’s clearly inspired by Honda’s F6C and Rune, just as the S2000ST is intended to rival the Gold Wing and the S2000GL goes up against the Gold Wing Tour. Honda’s F6C touring cruiser. (Honda/)The styling of the cruiser sits halfway between the Rune and the late, 2014-to-2016 F6C, with a front section reminiscent of the Rune—the headlight, fuel tank, and radiator shrouds are similar to the older Honda—while the rear end has a cutoff fender that’s closer to the shape of the F6C. The exhausts, meanwhile, are copies of the Rune’s distinctive design, expanding toward the rear and ending in an oversized, slash-cut exit on each side. Unlike the touring models, which use a Hossack-style fork suspended on double wishbones and a front monoshock, the cruiser has conventional telescopic front suspension. Honda’s Rune was based on the Gold Wing’s flat-six engine. (Honda/)The S2000 models aim to outgun their Honda inspiration mechanically, adding two cylinders, two more camshafts, and a couple of hundred cubic centimeters to the formula to create the world’s first flat-eight motorcycle engine, driving through an eight-speed dual-clutch transmission that’s one-up on Honda’s seven-speed version. The cruiser follows the same pattern but with a version of the motor that’s specifically reengineered for its new home. New patent applications from Great Wall Souo show that the company is concerned that an engine designed specifically to be smooth and unobtrusive in a touring bike will lack the character and sound that cruiser customers crave. They also set out how Souo intends to solve that problem. Souo’s patent describes the problem, saying: “A powertrain often needs to be used on different models. For example, a horizontally opposed eight-cylinder engine needs to be installed in a cruiser. However, the idle exhaust sound of this multi-cylinder engine is smooth and low, which cannot satisfy the requirements of the cruiser. The demand for personalized sound waves reduces the application models and usage scenarios of multi-cylinder engines.” Souo’s patent shows how cylinder deactivation will change the sound of the engine at idle for a more cruiserlike sound. (Souo/)The answer is something that’s already used elsewhere: cylinder deactivation. Companies including Harley-Davidson, Indian, and Ducati have all offered bikes that cut the fuel and spark to at least one cylinder under certain conditions—normally at idle or low speed—but they do it to reduce fuel consumption, emissions, and engine temperatures. Souo plans to use the same idea, but purely in pursuit of character. The patent goes on to explain that two cylinders of the eight-cylinder engine will be deactivated when the engine is idling, but only under the correct conditions. The engine needs to be up to operating temperature, the catalytic converter needs to be below another predetermined temperature, and when all the conditions are right, the two cylinders are cut out. That results in an engine with an off-beat idle sound that’s intended to be more appealing and distinctive than when all eight cylinders are firing as normal. Is it necessary? Absolutely not. But nor is the excess of a 2,000cc flat-eight motorcycle in the first place. What’s intriguing is the length that Souo is going to in its effort to establish itself in the motorcycle market. We’ve seen plenty of other Chinese bike brands emerge through the usual route—via scooters and small-capacity singles, before expanding to larger, multicylinder machines and international markets—but Souo’s intention to arrive at the very top of the tree without making that gradual climb is completely new. As it’s part of a major automotive manufacturer, Great Wall Motors, which already oversees multiple brands and even has a joint venture with BMW—Spotlight Automotive—that manufactures the Mini Electric in China, Souo already has both a financial and technological head start compared to most new motorcycle brands. Can that be converted into real-world success? It’s going to be interesting to find out. Source

Petersen Returns to Podium in Superbike Race 2 at Brainerd (Yamaha/)Yamaha Press Release: Attack Performance Progressive Yamaha Racing’s Cameron Petersen returned to the podium with a third-place finish in yesterday’s MotoAmerica Superbike Race 2 at Brainerd International Raceway. His teammate Jake Gagne salvaged points on a tough weekend in Brainerd, Minnesota, with a seventh-place finish. In Sunday’s Race 2, Petersen got another great start from the second row of the grid to the runner-up spot. The South African rode a strong pace but was passed on Lap 7. He stayed on the heels of the competition for most of the race and ultimately rode on to score third for his fifth podium finish of the season. Petersen’s efforts advanced his position to fourth and within 28 points of the top spot in the hotly contested title chase. After another less-than-ideal start, Gagne found himself sixth and was shuffled to seventh on the second lap. Despite being unable to ride to his full potential with arm pump issues, the defending three-time MotoAmerica Superbike Champion did what he could to salvage points with a seventh-place finish. As the series approaches the halfway mark, Gagne remains within reach of the championship lead, trailing fellow Yamaha rider Bobby Fong by eight points. The Attack Performance Progressive Yamaha Racing team returns to action in two weeks’ time as racing resumes with MotoAmerica Superbike Round 5 at The Ridge in Shelton, Washington, on June 28-30. Richard Stanboli – Attack Performance Progressive Yamaha Racing Team Manager ”Not much to say really. We lost this round, but we’ll move on and smash them at The Ridge.” Cameron Petersen – Attack Performance Progressive Yamaha Racing #45 ″It was not a bad weekend for me and the team. I’m happy with the podium in the second race and we’re still right in the hunt for the championship. I will go back to work and show up stronger for The Ridge so we can put up more of a fight. I have to give a massive shoutout to the whole team for all their hard work.” Jake Gagne – Attack Performance Progressive Yamaha Racing #1 ″It was another rough day with hand issues, which was definitely a bummer because the bike was awesome here. I’ll get it sorted and back where we belong!” Source

We built a Suzuki V-Strom 800DE to take on the NORRA Mexican 1000 Rally. (Jeff Allen/)“Everything that could have happened…did.” It’s a quote attributed to longtime Cycle World Editor-in-Chief Cook Neilson by our own boss Mark Hoyer. No matter how it goes verbatim, the sentiment perfectly sums up six days of rally racing on a 2023 Suzuki V-Strom 800DE in Baja, Mexico. There were unbelievable highs punched out by the lowest of the lows, which were then replaced by more shining moments. Rinse and repeat for 144 hours. Now, back home and still removing cactus barbs from my skin, the lows don’t seem that bad, the highs feel momentous, and I’m ready to do it all again. This is how I achieved a dream of rally racing and fell in love with a Suzuki V-Strom of all things. This whole story starts in the ‘90s. See, I was a teenager who scooped up every bit of dirt bike media I could get my hands on. Motocross, off-road racing, flat track, hill climbs, you name it, I wanted to do it. Then one day I saw coverage of the Paris-Dakar on “MotoWorld”—the weekly TV show with Dave Despain. It was wild and so foreign: Huge twin-cylinder beasts ridden half a world away by riders with names I couldn’t pronounce. But the desert looked much like that of what I saw every day growing up in Nevada. The closest I ever got to Paris-Dakar was desert racing in the American Southwest. And I figured that’s how it would go for me. DR Big Dreams Suzuki’s 2023 V-Strom 800DE bears a striking resemblance to its DR Big rally racer from the late ‘80s and early ‘90s. The more I looked at the 800DE, the more I imagined it with Camel Racing Team graphics. I had also been aware of a rally race on my side of the world for a few years: the NORRA Mexican 1000 Rally. In January, I wondered if I could put the V-Strom and the Mexican Rally together and live out my DR Big dreams. Turns out this dream was bigger than just me and folks signed up to help one after another. Soon we had a yellow V-Strom 800DE in the CW shop. Our V-Strom 800DE DR Big after racing the NORRA Mexican 1000 Rally. (Jeff Allen/)A mad, two-month build ensued, which I chronicled here. While the V-Strom is a great do-it-all adventure bike, racing in Baja would require some special parts due to the speed that we would be traveling over what could be very rough terrain. We needed to be ready for anything, so we added more suspension travel, beefed up the wheels, cut weight, and threw on more protection. Then there was the specialized rally equipment along with changes to the ergonomics. In the end, this DR Big tribute is one of the most aggressive V-Stroms ever built. How would our V-Strom 800DE fare against lighter dirt bikes? We’d soon find out. (Jeff Allen/)While I had plans to finish the bike a week or so ahead of the race, it took nearly every available hour before the racing began to complete our DR Big V-Strom racer. That meant testing would have to wait until after tech inspection in Baja the day before the start of the rally. Not ideal, but as long as my ideas and plans for the V-Strom 800DE were on target, we’d have a bike that performed well. But there’s always the chance for errors when you strip a bike and then build it back up. How To Rally: A Primer NORRA’s Mexican 1000 Rally is a six-day race that requires the use of a paper roadbook, just like the Dakar Rally. Front and center, you have your mission command: a motorized roadbook holder, two rally computers (often just called a tripmeter), and a NORRA supplied Stella tracking unit. The Stella conveys all of the important rally info just like the trip computers, but is directly linked to the racing organization to keep track of your location and time while warning you of danger. Using these tools, you navigate the daily course from waypoint to waypoint using just mileage points, drawings of the terrain and roads, and special notes that signal speed zones, dangers, and important info. No GPS maps allowed, and you don’t get the roadbook until 20 minutes before the start each day. This scroll of paper called a roadbook is the only information you have to find your way each day during the rally. (Jeff Allen/)The rally consists of special stages and transfer stages. Special stages or just “specials” are the timed racing portion of the event. Time is kept for each of these on a paper timecard you carry as well as on a decal on your fender. Time penalties are assessed for missing waypoints (20 minutes), speeding (rated on a scale of the infraction), and outside assistance. There is also a maximum penalty if a major mechanical failure happens—but you can restart the next day. Transfer stages are just what they say they are: a way to get from one special to the next; they do not count to your time—unless you arrive after the allotted time to cover said transfer. Then it’s a penalty. Two tripmeter computers tell you the mileage (left) and compass heading and speed (right). With the info from the roadbook, you must find your way to the finish. (Jeff Allen/)I’ve never raced a rally, and my schedule didn’t allow me to attend a rally school. So how was I going to learn the art of roadbook navigation in just two months without the ability to physically do it? First was the use of flashcards to learn the abbreviations used in the notes. Then Rebel X rally owner Manuel Lucchese told me to use the Dakar Desert Rally game in the pro mode. In this mode, you have to read the roadbook and navigate each stage—except the notes and turns come faster to shorten the playing time, only taking about 10 seconds for a kilometer. The fast and furious pace helped me learn the skills I needed quickly. But how would it translate to real life? A short shakedown ride confirms that the choices we made on our DR Big racer are correct. (Jeff Allen/)After we passed the technical inspections, I was able to finally ride the bike in the dirt, just 18 hours before the green flag dropped for the first time. To my relief, the bike handled great, the suspension needing just a few tweaks, and the engine was running strong. Suzuki, please take notes on what I built; an 800DE R model would be one hell of an adventure bike! Day 1: Hard Lessons in Rally Racing All that was left to do was race. Day 1 runs from the northwest port of Ensenada to San Felipe on the Sea of Cortez covering 360 kilometers (223 miles, rally racing is always done in kilometers) with two specials and three transfers. I can get assistance from the team only during the second and third transfer; the rest of the time I am on my own. And we’re off and racing! The first order of business is to get out of Ensenada and into the desert. (Jeff Allen/)At the start of the first special, I took off like a bolt and, thanks to my XBox training, finding the way was easier than I thought. I was catching the bikes that started in one-minute intervals ahead of me and I was feeling great. About 50 kilometers in, the Stella unit fell out of its mounting bracket multiple times. No problem, just a few minutes to fix it with a big zip-tie and I was back up and running. As we moved into the mountains around Ojos Negros, the navigation got tricky, and soon I was lost—really lost. So much for XBox Rally University. Twenty to thirty minutes later I was back on track, but I was now way behind. I finished the first special stage in 23rd place—one hour down on the leader. Not the start I wanted, but the first stage was done and I only moderately blew it. But I don’t want to make a habit of it. The V-Strom 800DE is faster than my ability to navigate on Day 1. (Jeff Allen/)Special Stage 2 would go much better despite deep sand and a self-induced rear tire issue. The V-Strom was fast on the wide-open sand washes, and I let the DR Big eat. When I hit El Diablo dry lake bed I was feeling good and the V-Strom was running about 110 mph. Big mistake. We put Mousse Balls in the tires to ensure we didn’t get flats, but I was so blinded by making up time I forgot that speed makes heat, big power makes heat, and traction makes heat. And prolonged heat is the enemy of any tire mousse. I enjoyed blowing past the competition, but would pay for it at the end of the stage when the tire became unbalanced due to the damage I caused on the dry lake bed two hours earlier. Luckily the Mousse Balls held on valiantly until the finish line, but everything came apart on the 40-kilometer (25-mile) transfer section. The heat on the pavement was the final insult to the mousse, the tire came off the rim with 20 kilometers (12 miles) to go. After an hour of limping down the pavement into San Felipe, I vowed not to make that mistake again. Speed kills—tires. (Jeff Allen/)Despite making the huge mistake I was 4th fastest in Special 2, finishing 12th for the day. Day 1 was a crash course in rally racing, and I had some tough lessons. I’d be sure to remember my mistakes for the rest of the rally. We didn’t have any more tire or mousse failures for the rest of the rally, and I didn’t get big-time lost ever again. Day 2: We Needed More Testing Starting in San Felipe and racing to Guerrero Negro on the west coast of Baja, total race distance for Day 2 is 501 kilometers or 311 miles. There’s one long special bookended by two road transfer sections. As I’m racing in the Amatuer class, transporting the bike on some transfer stages is allowed. So we decided to take the start, move the bike into the van, and drive the bike to the special stage start. This would limit wear and tear. On gas right out the gate on Day 2. (Jeff Allen/)An hour later, I was off and racing through sandy, fast desert, alternating between sand washes, rocky dirt roads, and open sandy spaces. The riding quickly became more difficult than Day 1 and the navigation was tricky, but I made it to the gas stop in one piece and there’s only a half dozen riders ahead of me. It wasn’t easy, but it was going better. In the fast sand wash sections the V-Strom 800DE is stable and easy to ride. (Jeff Allen/)After a quick fill-up, there’s less sand as the course heads for the Pacific Ocean. A small riding error on a steep hill threw me off line and into a ravine, and the chain hit a boulder, knocking it off the rear sprocket. A repair on the hill took 15 minutes as a handful of bikes passed me. Back up and running, the course becomes rougher with rocks and whoops. I was really beginning to enjoy this DR Big and its ability to run through hard-packed desert like a smaller, lighter dirt bike. I marveled at the vast beauty of Baja on the flatter, easier dirt roads. Long races might test your stamina, but they also give you time to experience the solitude of the desert. Feeling the Baja flow and pushing the DR Big harder as the day wears on. (Jeff Allen/)About 50 miles from the finish of the stage, our custom-built rally tower cracked. A design error led to a weak spot, and racing in Baja will find every weakness. I had QuikSteel, but disassembly of the front of the bike would take longer than the time I would lose if I limped into the finish. So that’s what I did. The going was slow, but again, I reached the finish line. This time I was 14th for the day and 11th overall. The people of Baja love racing, and will help whenever and however they can. Within an hour of arriving in Guerrero Negro our new friend Jose was adding material and welding up our rally tower, stronger than it would ever need to be. We left Jose with a CW DR Big T-shirt, 20 USD, and a big handshake. The team had grown by one. Jose even has the right color welding helmet. (Jeff Allen/)Day 3: Tough but Fun Would the 401-kilometer or 249-mile run from Guerrero Negro to San Ignacio be more difficulties or had the two previous two days shook out all of the mechanical mistakes I had made on this build? NORRA Motorcycle Race Director Jimmy Lewis promised a fun day, but Jimmy’s idea of fun usually involves pain, exhaustion, and more pain. Finding the way through the soft sand dunes outside of Guerrero Negro proves to be difficult thanks to tricky navigation. (Jeff Allen/)Immediately the course headed into the sand dunes just outside of town. The sand was soft and deep, and any small navigation error would lead to every form of Lewis’ fun. Here, camaraderie among racers was the norm, not the exception, as we helped one another get unstuck, upright each other’s bikes, and find the way through the dunes as a group. Each day we have found a new unique aspect of rally racing, but this one was one of my favorites. Turns out getting stuck in the sand dunes with competitors-turned-friends is fun. Helping the competition is common in the Mexican 1000 Rally. And I am thankful to help and be helped. (Jeff Allen/)Out of the dunes, survival turned back to competition and the DR Big and myself had much to prove. Navigation had become easier, and rougher the course, the better the V-Strom performed. A small issue with a stuck starter solenoid cost a handful of minutes, but overall the day was trouble-free. We reached San Ignacio in 5 hours, 29 minutes, and 15 seconds. That was good for an eighth-place finish for the stage and eighth overall for the rally. I rolled into San Ignacio eighth for the day, moving me up to eighth place overall. (Jeff Allen/)We had plenty of time for some good food, a much needed shower, and bike maintenance in the shade of our campground pit. Stories of the day were swapped and embellished as the sun went down. This evening I knew I was hooked on rally racing. As I drifted off to sleep I wondered if Dakar could be in the cards in 2026 for my 50th birthday. Day 4: Fast and Happy Day 4 of the Mexican 1000 Rally is the shortest of the rally. (Jeff Allen/)Days 4 and 5 of the Mexican 1000 are marathon stages. That means the team cannot give any assistance until the second transfer stage on Day 5. If anything goes wrong, I have to fix it myself. The course for today is short—just 122 miles/196 kilometers—and it seemed like it was custom built for the DR Big. The terrain was fast and rough; the excellent suspension, strong Dubya wheels, and Mousse Balls allowed me to just hammer through the chunk and sandy whoops. Before I knew it, I was in the fishing village of San Juanico crossing the finish line. Today was the best stage so far with a fifth overall. Day 4 felt like it finished before it even started. The course riding is fast and fun. (Jeff Allen/)Nothing needed to be done to the V-Strom before checking it into the impound where I couldn’t touch the bike until the start of the next day. Great thing about racing an adventure bike is it’s made to cover long distances with long maintenance intervals. I was confident the bike was ready for a solid run to La Paz. One of these things is not like the other… Bike tucked in for the night at impound. (Jeff Allen/)Day 5: Heartbreak on the Beach Day 5 was the second longest of the rally, but I was riding high from the day before and was ready to race the two special stages from San Juanico to Baja Sur’s capital city of La Paz. Right from the start the pace was fast as the course dropped us onto the first beach run of the race. I am looking forward to getting on the beach and letting the V-Strom 800DE stretch its legs. (Jeff Allen/)Blasting down a beach on a racebike is something I’ll never forget. It is rare to mix such beauty with racing, this is what Baja and rally racing is all about. The course turned away from the beach for a quick section through the dunes. Just before turning back onto the next beach section, I make the first mistake of several that would spell disaster. A slight hesitation as I hit a sand bank turned into a very struck V-Strom. I struggled to get unstuck for what felt like forever, in reality it was maybe five minutes. But in those five minutes I abused the clutch hunting for traction and drive—mistake number two. Eventually, a fellow racer gave me a few big pushes and I was unstuck. And here is where I made my final mistake of the day—although I wouldn’t know it for about 20 kilometers. Not much farther down the beach my race day is done. (Jeff Allen/)After abusing the clutch, I didn’t check the lever freeplay. As I blasted down the beach for the next 20 kilometers, the clutch was slipping and burning. As I turned off the beach, the clutch gave up as multiple fiber plates shattered from the heat and strain. Just like that the race day was over. I was heartbroken; how could I have been so stupid?! Why did I abuse my new favorite bike like that? I let everyone involved down. I know better, and I didn’t pay attention. It might have been my hardest lesson of the rally. I blow it, and with it any chance of a solid finish for the DR Big. (Jeff Allen/)Now I just had to get to La Paz and fix the bike for the last day of racing. NORRA assessed the maximum time penalty for the day, and we got last place for the day. It dropped us to 16th place overall. After replacing the clutch plates, springs, and pressure plate, the DR Big was as good as new. The plan for the last day was to go all out—we had nothing to lose now. Replacement of clutch plates, springs, and pressure plate is all that is needed to get the DR Big up and running again. (Jeff Allen/)Day 6: Redemption and Jubilation The last day of racing ran from La Paz to the southern tip of Baja: San José del Cabo. There was only 248 kilometers/154 miles to go with two special stages that started with a 60-kilometer/37-mile transfer ride. The weather was surprisingly cold for May as I reached the start of the first special stage shivering. That passed quickly when I set off with the 15 riders ahead of me. I attacked with everything I had, and everything the V-Strom had. I rode harder than I ever had on the DR Big, and it just smashed through every bump, rock, and jump. Riders ahead were dispatched quickly with a beep of the horn and a thumbs-up as I backed off the throttle just for a few seconds so I didn’t injure anyone with the spray of boulders coming off the Dunlop knobby. Day 6 is my last chance to show just how good this V-Strom 800DE is. (Jeff Allen/)Just before the stage end I jumped into a whoop section and somehow kicked the shock reservoir hose with my heel, knocking off the retaining clip. Two whoops later, all of the fluid had been expressed from the shock, and I had no rear damping. Still, I pressed on and reached the stage finish with a third fastest overall time, just minutes back from the race leaders. Despite losing damping in the rear shock, the V-Strom is still fast thanks to its stability at speed. (Jeff Allen/)Encouraged, but cautious, I pushed as hard as the rear suspension allowed in the last special stage of the race. The mountain path dropping down into San José del Cabo was twisting, rocky, and fast. As the finish drew closer the number of race fans on the side of course increased, their cheers spurring me on to wheelie and wave. Of course I obliged. What an experience! Making it to the finish line, even after the days of failure before, has me hooked on rally racing and the DR Big. (Jeff Allen/)The last few miles were emotional. I never thought I’d get to race a rally and now I was nearing the finish with some of the greatest riding experiences of my life behind me. And now I’m deeply attached to this DR Big tribute. In a career of riding a huge number of very special motorcycles, I also didn’t quite expect the V-Strom to become so special to me. I love it. Its capability is far beyond what I thought would be possible. As I crossed the line in eighth place on the last special for a 15th-overall finish, the high fives and hugs and congratulations were constant and numerous. But all I could think about was how damn good this DR Big is and when I could race it again. Every day since, I have the same thoughts. So what’s next for DR Big? Rally Racing isn’t an individual sport. Thanks to the crew for getting me across the line! (Jeff Allen/) Back home with the dirt and dust from the last day of the NORRA Mexican 1000 Rally. What’s next? (Jeff Allen/) Proof of battles won and lost. Our DR Big is dirty and well used, but it will see a refresh. I promise. (Jeff Allen/) A black space on the official time keeping sticker tells the tale of Day 5. (Jeff Allen/) Can you figure out the significance of “323″? (Jeff Allen/) The last roadbook note of the NORRA Mexican 1000 Rally. (Jeff Allen/) End of day rest for the riders and bikes in San Ignacio. (Jeff Allen/) Start of Day 2 in San Felipe. (Jeff Allen/) Just because the racing ended doesn’t mean the work is finished. (Jeff Allen/) When can we do it again? (Jeff Allen/) Source

American Flat Track’s newest class is called AdventureTrackers, and is open to large-displacement adventure bikes with engines of 1,000cc or more, like H-D’s Pan America 1250 Special. (Harley-Davidson /)If you already thought MotoAmerica’s King of the Baggers was an oddball series for a racing circuit environment, then get ready for another bee in your bonnet. We’re talking about adventure bike racing—a new AdventureTrackers racing series is coming our way very soon thanks to American Flat Track, an outfit that famously runs its competitions on unpaved dirt ovals. The official rule book and other details about the new series came out last week, telling us that AdventureTrackers will make its splashy debut as a featured attraction of AFT’s inaugural Sturgis TT event in the South Dakota city on August 11. Here’s what else we know. Triumph’s Tiger 1200 should do well in the class, though only the Explorer trim is available in the US for 2024. (Jeff Allen/)It began last December, with a paragraph buried at the bottom of an AMA Pro Racing press release about the inaugural Spirit of Sturgis TT, set to run during the 2024 Sturgis Motorcycle Rally. The organization explained that, in conjunction with the Spirit of Sturgis TT (now called just the Sturgis TT), there would also be another unique contest; the AFT AdventureTrackers race. We were told that “this new category will introduce the latest production-based adventure bikes… and has sparked considerable interest among manufacturers,” but no other details were forthcoming. With last week’s release, AMA Pro Racing announced the governing rules for the newest addition to the Progressive American Flat Track series. According to the American Flat Track website, the machines entered in AdventureTrackers must have engines over 1,000cc, and be production-based racebikes that remain as close to stock as possible. Unlike the heavily modified King of the Baggers racebikes, these race-prepped adventure machines must keep the stock OEM bodywork, engines, main frames, swingarms, fuel tanks, and more. The rules go on to say, “As adventure bikes are specifically designed to be supremely versatile machines, these rules have been constructed to showcase the inherent capabilities of the bikes when piloted by professional racers, all while minimizing costs.” (The list of items approved for modification is short too, with only things like slip-on mufflers, brake pads, air filters, and clutch assemblies allowed. For details, see the rule book.) KTM has two models that qualify—the 1290 Super Adventure and the 1390 Super Adventure. (Jeff Allen/)To put a finer point on it, AFT AdventureTrackers is a professional racing class for large-displacement adventure bikes with engine configurations of two, three, or four cylinders, over 1,000cc. As it stands, that includes a very impressive list of motorcycles spread out over nine manufacturers, all with somewhat similar power-to-weight ratios (minimum weight is set at 480 pounds): <a href="https://www.cycleworld.com/story/buyers-guide/2020-bmw-r-1250-gsadventure/">BMW R 1250 GS</a> and <a href="https://www.cycleworld.com/motorcycle-news/bmw-r-1300-gs-design-analysis/">BMW R 1300 GS</a><a href="https://www.cycleworld.com/motorcycle-reviews/ducati-multistrada-v4-rally-review/">Ducati Multistrada V4 Rally 1158</a><a href="https://www.cycleworld.com/story/motorcycle-reviews/2021-harley-davidson-pan-america-1250-special-first-ride-review/">Harley-Davidson Pan America 1250</a><a href="https://www.cycleworld.com/story/buyers-guide/2020-honda-crf1100l-africa-twin/">Honda Africa Twin 1100</a><a href="https://www.cycleworld.com/story/buyers-guide/2020-kawasaki-versys-1000-se-lt/">Kawasaki Versys 1000</a><a href="https://www.cycleworld.com/story/buyers-guide/2021-22-ktm-1290-super-adventure-r/">KTM 1290 Super Adventure</a> and <a href="https://www.cycleworld.com/motorcycle-news/semi-automatic-ktm-1390-super-adventure/">KTM 1390 Super Adventure</a><a href="https://www.cycleworld.com/story/bikes/suzuki-v-strom-1050de-first-look-2023/">Suzuki V-Strom 1050</a><a href="https://www.cycleworld.com/motorcycle-reviews/triumph-tiger-1200-first-ride-review/">Triumph Tiger 1200</a><a href="https://www.cycleworld.com/story/buyers-guide/2020-yamaha-super-tenere-es/">Yamaha Super Ténéré 1200</a>As for format, AMA Pro lists the following for AFT AdventureTrackers events: One practice session of five lapsTwo qualifying sessions of five laps eachTwo heats of 12 riders each, completing six laps per heatTop eight finishers in each heat transfering to the main event, which will consist of 16 riders going from a standing startIt looks like the Sturgis event is the only scheduled race on the calendar so far, but otherwise there’s no word on the type of course, terrain, surface, or its layout. (For example, the Sturgis TT will be run on the streets of downtown Sturgis.) Whether or not AdventureTrackers draws eyeballs remains to be seen, but given the unexpected success of the King of the Baggers series, there’s reason to believe the sight of burly adventure bikes backing into the corners and coming out sliding sideways will endear flat-track fans to the ADV genre, which, we might add, is one of the fastest growing and fiercely competitive segments of the global motorcycle market. For more info, see americanflattrack.com/#news. Source

BMW Motorrad’s F 900 GS now has more power, is lighter and slimmer, and handles better. This is the middleweight GS we always wanted. (BMW/)As the middleweight ADV class advances with an ever increasing focus on more and better off-road performance, power has risen, weight has dropped, ergonomics have become more off-road focused, and suspension travel has grown. Yet BMW, the brand credited with starting the adventure bike segment with the 1980 R 80 G/S, didn’t exactly keep up with the times with its F 850 GS models. But now, the latest generation of its F model parallel-twin-powered ADV, the F 900 GS, is 31 pounds lighter and has gained 10 hp. Has the Gelände Sport advanced enough to make it a serious contender in the middleweight adventure bike segment? 2024 BMW F 900 GS Chassis One look at the 2024 F 900 GS makes it clear that BMW has sharpened, refined, and shrunk its middleweight twin ADV. It’s thinner from nearly every angle, and it projects purpose and intent lacking in the previous model. Only 20 percent of the F 850 GS’s parts have been used on the F 900 GS and BMW has used the opportunity to shave weight from just about everywhere. A new plastic fuel tank is 9.9 pounds lighter (but loses a quarter gallon of capacity); the new slimmer subframe and tail cuts another 5.3; and the Akrapovič muffler further shaves 3.7 pounds. Now the wet weight for the standard F 900 GS is a claimed 482 pounds. BMW 2024 F 900 GS looks slimmer and trimmer, and that’s because it is. (BMW/)The F 850 GS’s stamped steel and welded bridge-type frame is unchanged and uses the engine as a stressed member. But essentially all that is attached has become lighter and trimmer. A narrower, 5-pound-lighter steel subframe (with provisions for luggage) holds a flatter, more aggressive seat. At the front, a fully adjustable 43mm Showa inverted fork has 9.1 inches (230mm) of travel, adding an inch of travel versus the F 850 GS. A half-pound-lighter monoshock strokes the rear wheel through 8.5 inches (215mm) and has a remote hydraulic preload adjustment along with rebound damping adjustment—no compression clicker here. But fret not, BMW has the hardcore off-road covered. The optional Enduro Pro Package adds a fully adjustable ZF Sachs shock with 20 percent more damping, increased bottoming resistance, and a wider adjustment range. Along with that upgraded shock, the Showa fork grows to a more rigid 45mm unit with the same travel, but has titanium nitride coating for increased sensitivity thanks to its slipperier surface. Additional bits to the package include 24mm bar risers and an M Endurance chain. Spoiler alert: The Enduro Pro Package is a must-buy. 2024 BMW F 900 GS Engine BMW utilized the DOHC parallel twin from the F 900 R and F 900 XR in the F 900 GS, bumping the displacement 42cc with a 2mm-larger bore to a total of 895cc. Now the F 900 GS produces a claimed 105 hp at 8,500 rpm and 68.6 lb.-ft. of torque at 6,750 rpm. That is 10 more horses than the outgoing 850 with nearly a pound-foot more of torque. Displacement alone didn’t give the F 900 GS more power; new forged pistons and a new cylinder head bump the compression ratio to 13.1:1. BMW has increased its parallel twin to 895cc and has given the F 900 GS more power and torque. (BMW/)Two riding modes are standard: Road and Rain, both with BMW’s Dynamic Traction Control. Optional Ride Modes Pro adds Dynamic, Enduro, and Enduro Pro modes. Four of these modes can be added to the quick selection menu at a time. We preferred Dynamic, Enduro, Enduro Pro, and Rain as our selections during our ride on the F 900 GS. Each mode gets an optimized traction control, ABS, and throttle response setting. Take the Enduro Pro mode: ABS is off at the rear, and the throttle response is fairly punchy with plenty of wheel slip. Of course, you have the options to turn off and tailor as you see fit. 2024 BMW F 900 GS Ergonomics Additional power, improved chassis, and lighter weight elevate the F 900 GS, but without the ability to use those new abilities, it’s all for naught. BMW has reworked the foot controls of the F 900 GS. Previously the F 850 GS’s shift lever and brake lever were positioned too low, even at their highest adjustment, to be easily operated while standing off-road. The F 900′s shift lever now sits at a usable position for on- and off-road work, and the toe lever is adjustable to accommodate street and moto boots. Actuation of the rear brake lever no longer requires contortion of the ankle and knee while standing; the lever also features a flip-out riser for quick adjustment for off-road and on-road usage. Ergonomics of the F 900 GS are improved greatly over the previous F 850 GS. (BMW/)The standard handlebar position is now a half-inch taller than before, placing the hands at very comfortable reach and height for this 5-foot-10 rider’s frame. Both the clutch and brake levers are adjustable for reach with plenty of range. With the Enduro Package Pro the handlebar is raised an inch and makes standing up easy, however the bar is placed a tad too close to the rider. This is really only an issue when climbing rocky hills on the gas, causing extra energy to be expended holding yourself forward with your arms rather than your legs. The bend of the bar is just straight enough to give plenty of leverage on and off-road without inducing any hot spots on the hands. BMW’s Enduro Package Pro includes taller bar risers and upgraded suspension. (BMW/)Seat height is stated as 34.2 inches—adventure bike standard. BMW has a host of optional seats to fit many body types and comfort needs, and you may just need an option. BMW absolutely sharpened the F 900 GS, perhaps too much in the seating area. The new seat on the slimmer subframe is firm, and after just 30 miles it becomes uncomfortable. An adjustable shift lever helps accommodate a wide variety of boot types. (BMW/)Wind protection from both the tall and low windscreens is passable, but at highway speeds the tall screen will induce some annoying buffeting on a helmet with a visor. At least with the low screen the flow of air is constantly in your face. Taller or shorter riders may have a different experience. As always, the aftermarket will solve this bit quickly. On the Street BMW had two F 900 GS setups for our one-day ride through the mountains above Malaga, Spain: São Paulo Yellow machines fit with the Premium Package (Ride Modes Pro, Gear Shift Assist Pro, TPMS, cruise control, keyless ride, and GPS unit prep) and street-focused tires for the first half of the day that hit most of the best roads southern Spain has to offer. Later in the day we were plied with the white, blue, and red GS Trophy style that also had the Premium Package and the Enduro Package Pro with upgraded off-road suspension—tasty-looking bits—but we would have to wait and experience the standard suspension first on the street. In the early morning, the coastal roads around and above Malaga are cold and dirty, perfect for a test of Road mode. Roundabout after roundabout are chained together with snaking, shoulderless paths; even here, it’s evident that the F 900 GS is an improved machine with a notable rush of power over the F 850 GS. No need to make an extra downshift for tight corners or to make a pass on a sleepy local in their Fiat Panda, there’s plenty of torque to jump ahead. Hold it on and the power builds with an intensity that a modern parallel-twin ADV ought to have. In fact, horsepower numbers are on par with the new Triumph Tiger 900 and KTM 890 Adventure. Front-end grip and feedback is exceptional on the F 900 GS. (BMW/)Engine response from the as-standard Road mode is immediate but not abrupt—excellent for everyday use around town and up in the hills. Switch over to the optional Dynamic mode (available with Enduro and Enduro Pro modes in the Premium or Off-Road packages) and you get a snappy character that makes leaps forward with an urgency not afforded in Road. Even with the snappiness, fueling is excellent on partial and on-off-on throttle openings. While the F 900′s R 1300 GS big brother gets electronic suspension adjustment, it is a manual affair here—even with the optional Dynamic mode. Up front, a black anodized 43mm Showa fork provides compression and rebound damping along with preload adjustment. The rear shock forgoes compression damping adjustment, featuring a rebound damping adjustment screw and a knob tucked under the right side of the seat for increasing and decreasing preload. The TFT dash is bright and easy to read. Navigation through menus and settings is logical and fairly straightforward. (BMW/)For my 230-pound weight, the fork was excellent in the standard settings, however, the rear shock needed fettling to get into shape. As delivered, the F 900 GS sits too low in the stroke and moves to the bottom of the stroke too quickly on big bumps. This then pops the rear upward on rebound, overpowering the stock damping setting, resulting in a bouncy, pogolike ride. Good news is that there is plenty of adjustment left in both the rebound circuit and preload to remedy the situation. Running the rebound screw in 1.75 turns negates the oscillation up and down, and three turns of preload sorts the ride height, giving the shock more stroke to work with before reaching the bottom. One quick coffee-stop adjustment was all it took. Some adjustment to the standard rear shock is necessary to get the most out of it on the road. Omission of a compression damping adjustment is one of the few misses on the base bike. (BMW/)In the mountains above Malaga on the way toward the famed city of Ronda, the roads are a mixture of second- and third-gear switchbacks connected by fast and flowing sweepers. Perhaps the most impressive trait of the F 900 GS is not the weight reduction, or the slimming, or the new styling, but the absolutely magnificent front-end feel. The roads in this section of the world don’t always have the most grip, but with the F 900 GS, you know exactly how much grip you have and what the tire is doing. It’s better than most superbikes, no exaggeration. If you want a confidence-inspiring ADV on the road, this is the one. Off-Road For the second half of our ride day, we rode the white, blue, and red GS Trophy Style F 900 GS, a color scheme that adds $595. GS Trophy Style also adds aluminum hand guards, skid plate, and gold wheels. With this style there are multiple package choices, two of which add serious off-road capability to the bike: Off-Road Package and Enduro Package Pro. 2024 F 900 GS with GS Trophy style, Enduro Package Pro, and Premium Package. (BMW/)Off-Road Package brings some of the Premium Package features (Gear Shift Assist Pro, Ride Modes Pro, M Endurance chain) along with all of the Enduro Package Pro’s upgraded 45mm Showa fork and fully adjustable Sachs ZF rear shock. Cruise control, tire pressure monitor, and GPS Prep from the Premium Package are not available with the Off-Road Package. Only this color combo is available with the Off-Road Package—no Black Storm Metallic or São Paulo Yellow (Style Passion). However you can order any color choices with the Premium Package ($1,750) combined with the Enduro Package Pro ($1,495) to get all of the Off-Road Package and then some. The only option boxes left to check are off-road tires and BMW’s SOS button: Intelligent Emergency Call. Fully optioned, MSRP is $18,390. Enduro Pro mode allows the rear tire to spin and slide. (BMW/)Our units were equipped with the latter, more expensive configuration giving us all the available options. I will say it right now: This is the F 900 GS to buy. While the standard model’s suspension is a step up from the 850, once you ride the upgraded suspension, standard is no longer an option. It’s that good. The Enduro Package Pro’s ZF Sachs shock is worth the upgrade. (BMW/)The ride to the off-road sections of our test let us try out the setup on the street, and it has the same excellent handling with unbelievable front-end grip but with a more controlled rear suspension thanks to that compression damping circuit. In the dirt the front end gets even better. You can place the front tire where you want it and know it will stay where you ask. Even on marbly gravel, it sticks. It’s game-changing for this middleweight GS. A sand-wash photo session allowed for the most aggressive riding of the day, and the upgraded 45mm fork with its titanium nitride-coated lowers and ZF shock eats up bumps and whoops despite not offering any additional travel from the standard units. BMW finally has a true off-road ADV ripper. BMW’s F 900 GS’s planted front end lets you charge hard. (BMW/)While Enduro mode is an option for off-road use with the ability to slide the rear wheel on the gas while offering reduced lean-angle-sensitive ABS intervention, the Enduro Pro is really the only way to fly in the dirt. This mode allows you to turn off the ABS at the rear for a more dirt-bike-like brake-slide ride style. Traction control can be disabled in any mode with just the press of a button. A larger 45mm Showa fork provides the same travel as the standard 43mm fork but is more controlled and planted at all speeds. (BMW/)Braking power from the front Brembo twin-piston calipers is strong, with connected and communicative feedback. At the rear the new adjustable brake pedal makes actuation while standing and sitting a breeze, and the single-piston caliper provides great modulation and feel. Conclusion BMW listened to the market and its riders, and clearly targeted KTM. The F 900 GS is improved in nearly every single aspect that makes it competitive in the middleweight ADV class. There are very few misses—the lack of compression damping on the standard shock, whereas the gains and improvements are substantial. More power and a much lighter weight are both solid achievements, but its newfound on- and off-road handling prowess that really makes the difference in the F 900 GS, allowing it to be ridden to its full potential. And potential is what the GS has always been about. 2024 BMW F 900 GS Specs Starting MSRP: $14,190 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 895cc Bore x Stroke: 86.0 x 77.0mm Compression Ratio: 13.1:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 105 hp @ 8,500 rpm Claimed Torque: 68.6 lb.-ft. @ 6,750 rpm Fuel System: Electronic fuel injection; ride-by-wire Clutch: Wet, multiplate slipper; cable actuation Engine Management/Ignition: BMS-X Digital engine management system Frame: Bridge type, steel shell construction Front Suspension: Showa 43mm USD fork, fully adjustable; 9.1 in. travel Rear Suspension: Showa shock, preload and rebound adjustable; 8.5 in. travel Front Brake: Brembo 2-piston floating caliper, dual 305mm discs w/ BMW ABS Pro Rear Brake: 1-piston caliper, 265mm disc w/ BMW ABS Pro Wheels, Front/Rear: Aluminum spoked; 21 x 2.15 in. / 17 x 4.25 in. Tires, Front/Rear: 90/90R-21 / 150/70R-17 Rake/Trail: 28.0°/4.7 in. Wheelbase: 62.6 in. Seat Height: 34.2 in. Fuel Capacity: 3.8 gal. Claimed Wet Weight: 482 lb. Contact: bmwmotorcycles.com Source

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/)Motorcycle engines contain gear drives. Primary drives (engine-to-gearbox) have the highest meshing speed among them. When the camshafts are gear-driven (racing or near-racing applications) there can be torques 10 times greater than a back-of-an-envelope calculation would suggest. Transmission gears—providing typically five or six speeds—have the highest tooth-to-tooth pressures because the torque reaching them is engine torque multiplied by the primary ratio. There may also be gear-driven accessories such as oil and water pumps or, less often, a gear-driven alternator. There are three basic sources of friction loss in gear drives: Tooth-to-tooth sliding contact: Tooth profiles are designed to minimize sliding, but some sliding between teeth does occur. Because tooth-to-tooth pressure can be very high, even a small amount of sliding consumes power, turning it into heat.Oil churning: Any but the slowest-moving and lightly loaded gears require lubrication, and in fast-spinning gears the power consumed in rapidly pumping-out oil trapped in the mesh and in flinging oil about in the gear case can be significant. This loss raises lube oil temperature. Dyno operators from the old days of Harley racing have spoken of gearboxes too hot to touch after a test session.Bearings: Friction torques occurring in the bearings supporting the gears.The simplest way to lubricate gears is by “splash,” which means filling up the gear case at least until the largest gears dip into its surface. This was the “system” employed on popular two-stroke production bike engines of the 1970s. Related: Journal Bearing in Motorcycle Engines Gears in a motorcycle engine are a source of friction, but some surprising things happen when those teeth come together. (Jeff Allen /)Allowing gears to churn masses of oil eats some power. Racers of the 1970s discovered their engines could reach a few hundred rpm higher on top-end if they reduced gearbox oil level after first practice. Back in 1961 Yamaha engineer Noriyuke Hata had decided to do something about such losses in that company’s earliest GP roadracers. He added a tiny oil pump, supplying gear oil to a gallery running across the gearbox, just above the gear meshes, from which a tiny oil jet was directed down into each mesh. To lubricate the free-spinning gears on their shafts, the shaft centers were also supplied with oil and the shafts were radially drilled to lead that oil where needed. The gearbox oil level was far below. For mesh speeds above 12,000 feet/minute gearing texts suggest use of air-oil mist, applied on the opening side of the mesh. As to loss from tooth-to-tooth sliding, in early days gear engineers were able to calculate that a complete hydrodynamic oil film could not possibly exist under the pressures they knew to be present between the meshing teeth of heavy-duty truck gears. Why didn’t they immediately fail by scuffing and scoring (surface-to-surface welding and tearing)? Much later a fantastical explanation was discovered: That under extreme tooth-to-tooth pressure, some unknown mechanism was multiplying the viscosity of oil by hundreds of times until the “fluid” becomes a nearly solid lubricant. This is given the name “elastohydrodynamic” lubrication because part of the picture is that curved tooth surfaces flatten elastically against each other under load, increasing contact area. Computer simulation has suggested that under such pressure, the carbon chains of oil molecules align parallel with each other, making escape from the loaded zone extremely difficult. The result in well-designed gears is protection of tooth surfaces from scoring failure. Related: TECH ESSAY: Separate Gearbox Oil? The work of overcoming friction is force times distance. Here, distances are short (the sliding in tooth contacts) but the forces are large. An example of modern power gearing is the compact star-type reduction set driving Pratt & Whitney’s Geared Turbofan (GTF) engine. At takeoff, the gearing sends 13,000 hp to the fan with an efficiency of 99.3 percent. They are able to get sufficient oil into contact with the gear teeth to carry away excess heat, while pulling the oil out of there to prevent much larger loss from oil churning. Star gearing looks like planetary gearing, but with the planet carrier held stationary. The rotating bearings associated with gearboxes present the usual sources of friction torque. Plain or journal bearings use oil’s viscosity to allow the rotating part to drag oil into the loaded zone. This is effectively pumping of oil into a high-pressure zone and so consumes a small amount of power. Rolling bearings can be tricky; when long-ago Norton race chief Joe Craig was studying the big-end roller bearing of the company’s Manx racing engine, he found that increasing oil delivery to the bearing drove its temperature up faster than a decrease by a similar amount. Too much oil forces the rolling elements to rapidly squish raceway oil ahead of them, generating heat in familiar oil-churning fashion. It’s like the sharp deceleration you feel when you drive your car into standing water on the roadway: Some of the momentum of the car is consumed by rapidly accelerating the liquid aside. Source

Spy shots of KTM’s 990 Adventure shows an all-new chassis housing the 947cc parallel twin used in the Duke 990. (Bernhard M. Hohne/BMH-Images/)Adventure bikes are at the heart of KTM’s road-going offerings, and its parallel-twin 790 and 890 Adventure models have introduced the brand to a whole new market since the first parallel-twin version appeared in 2018. Now that midsize offering is on the verge of its biggest revamp yet as the company prepares to launch the new 990 Adventure using the same second-generation LC8c engine that powers the 2024 990 Duke. Despite sharing the “LC8c” name as the original 799cc “790″ version and the 889cc “890,” the 990—which actually measures 947cc—is essentially a completely different twin. Bigger in both bore and stroke compared to the previous twins, almost every component inside and out is changed, in the 990 Duke allowing for a peak power of 121 hp. In the new 990 Adventure it’s likely to be detuned for a lower outright peak horsepower and broader spread of torque, but even so it’s certain to be a substantial upgrade over the current 890 Adventure’s 103 hp maximum. In the new 990 Adventure, that engine is bolted to a clean-sheet-design steel tube frame, unlike either the current 890′s chassis or that of the 990 Duke. Instead of the round tubes of previous KTMs, the new bike looks to use oval-section steel for the main frame rails, with a bolt-on subframe made from thinner round tubing at the back. The suspension and brakes are more familiar, with the usual WP upside-down fork at the front, four-pot calipers similar to the current 890 Adventure’s, and a swingarm that looks like the design from the new 990 Duke. The rear shock, WP again, is longer than the Duke’s and appears to be mounted on a new linkage with a wishbone-shaped aluminum casting visible below it and appearing to connect the frame to a short rocker at the rear end of the shock. However, it’s the bike’s new look that’s likely to dominate discussion. For all their abilities, the old 790 and 890 Adventure models have had unusual proportions. Their low-mounted twin fuel tanks, one each side of the engine, might help with weight distribution and give a smaller “tank” ahead of the rider for a longer, flatter seat and narrower feel, but they’re visually jarring, particularly since they don’t merge smoothly with the nose fairing. On the new 990 Adventure, those visual clashes are largely resolved with a slightly more conventionally shaped front fairing that also appears to ditch the signature vertically split headlight of the previous model. We don’t know for sure what the new bike’s final light will be like—the ones on these prototypes appear to be stopgaps rather than the finished design—but the shape of the fairing suggests a much smaller headlamp unit will be used. Related: New KTM Engine for Future 990 Models A resemblance to KTM’s 450 RR rally racer and original 990 is apparent in the new 990 Adventure. (Bernhard M. Hohne/BMH-Images/)The fuel tanks on the new 990 Adventure are also intriguing, appearing to take their cues from Dakar bikes like KTM’s own 450 Rally Replica. These pictures show twin fillers, one on each side, indicating that the main tank is still split into two, but there’s less low-down bulk than the current 890 Adventure, and more mass higher up, suggesting the fuel has been redistributed upward. The spy photos also give the impression that there may be a third fuel tank under the rider’s seat: a translucent white plastic box is visible just above the rear shock, with its underside sculpted to leave space for the suspension to move. This looks like an additional tank. Dakar bikes like the 450 Rally Replica also have a third, rear-mounted tank, so there’s precedent for a triple-tank setup and a cool link to the KTM’s competition machines. A third tank would further help reduce the bulk of the side-mounted front tanks without reducing outright fuel capacity. Although the twin fuel fillers on these prototypes look appealingly like the ones of the 450 Rally Replica, giving overtones of competition bikes, they may not be the final design. They’re not lockable, for a start, and it looks like the prototypes are all missing a section of bodywork that should go over the top of the tank area. It’s likely that the finished bike will have this additional panel as well as pipework to connect the front tanks, allowing for a single, locking filler cap to be used. On board the bike you’re unlikely to be looking at the fuel filler, though, as the view ahead is dominated by a vast, iPad-style color screen, mounted in portrait orientation. This layout is something that’s also expected to be used on the upcoming 1390 Super Adventure, and the screen positioning will lend itself perfectly to detailed, map-based navigation systems—potentially via a phone link like Android Auto or Apple CarPlay. The windshield ahead of the instrument panel is sure to be swapped for a transparent version on the production bike, although the sheer size of the dashboard means most of it will be obscured. A large TFT dash is oriented vertically on the 990 Adventure. (Bernhard M. Hohne/BMH-Images/)As with the current 890 Adventure, the new 990 Adventure is likely to be offered in at least two forms, with an “R” variant as well as the base model, but both will have substantial off-road ability with a 21-inch front and 18-inch rear wheel. In the longer term a supermoto-style 990 SMT might also be added to the lineup, but the existing 890 SMT is still relatively new and unlikely to be replaced for a while. Source

Suzuki’s GSX-8R is the brand’s new entry into the supersport segment and has been homologated for the MotoAmerica Twins Cup. Derived from the GSX-8S chassis and engine, the 2024 Suzuki GSX-8R offers everyday flexibility and trackday performance. Having one engine platform that can be shared across a range of models is a strategy Yamaha has been successful with for years in the Ténéré 700, MT-07, and YZF-R7. Suzuki aims to storm the middleweight market by employing this same strategy with the GSX-8R, GSX-8S, and V-Strom 800DE. The 2024 Suzuki GSX-8R utilizes a 776cc parallel twin with a 270-degree crank attached to a six-speed transmission featuring a bidirectional quickshifter. A basic electronics suite provides three power modes (A, B, C) and four levels of traction control (1, 2, 3) including the option to turn it off. The 8R’s chassis is nearly identical to the 8S. Both models feature a steel backbone-style frame and a steel bolt-on subframe. Braking components, geometry, and wheel sizes remain unchanged from the GSX-8S. Where the bikes differ is in the suspension department. Suzuki fitted the GSX-8R with a nonadjustable Showa SFF-BP (Separate Function Fork-Big Piston) fork and a preload-adjustable Showa shock. The GSX-8S utilizes KYB componentry. 2024 Suzuki GSX-8R Dyno Chart (Robert Martin/)Before rolling onto our in-house Dynojet 250i dynamometer, the GSX-8R weighed 453 pounds on our automotive scales. On the Cycle World dyno, the 2024 Suzuki GSX-8R produced 72.75 hp at 8,120 rpm and 51.73 lb.-ft. of torque at 6,630 rpm. For reference, the 2023 Suzuki GSX-8S produced 74 hp and 52.3 lb.-ft. of torque and the 2023 Suzuki V-Strom 800DE produced 72.2 hp and 50.2 lb.-ft. of torque. Comparing the dyno charts against one another, all three models have nearly identical power curves. And this is why we have seen a surge of parallel twins from nearly every manufacturer. They are versatile. Throw it in an adventure bike, naked bike, or sportbike, and it just works. The 2024 Suzuki GSX-8R provides a rich amount of low and midrange torque that is equally exciting when commuting to work or chasing lap times. Source

KTM’s 2024 RC 8C is a highly focused track weapon. (KTM/)If you love your trackdays and have $1,000 lying around, you may want to get down to your local KTM dealership extra pronto. That’s because a thousand bucks is the minimum deposit for the revamped and seriously exquisite KTM RC 8C, the most focused and uncompromised production machine built for the racetrack. Why so focused? As a track-only bike, it was never intended to be homologated for the road. Free of the compromises necessary to build a sportbike for the public highway, the Austrian manufacturer, working in partnership with race specialists Krämer Motorcycles, could focus on one design target only: cutting awesome lap times on track. Every detail, right down to its adjustable steering head angle and special aero wings, exists to make it quicker apex to apex. And, as we shall see, that makes for a ride unlike anything you can experience on a fully homologated, Euro 5+, road-legal sportbike. Even if track-only scalpels aren’t your bag, this updated version of RC 8C takes on a wider significance since KTM recently revealed outline details of the 990 RC R that will go on sale in 2025. The 990 will be KTM’s first pure road-going sportbike since the withdrawal of the much-loved RC8 and, while the two machines’ engine capacities will differ and many of the RC 8C’s race details will be exchanged for required road equipment, both bikes will share similar power and torque outputs, chassis design, dimensions, and geometry. Going price for a 2024 KTM RC 8C: $41,499. (KTM/)We headed to one of the wildest tracks in the world, Portimão in Portugal, for a tryout of not only the most focused production bike in the world but the bike that will underpin KTM’s reentry into the sportbike market. KTM RC 8C Recap The first-generation 2021 KTM RC 8C (and Krämer GP2-890R sister bike) featured a version of the eight-valve LC8c parallel twin normally found in the 890 Duke, albeit with a different airbox and exhaust. That original RC 8C made 128 hp and 73.8 lb.-ft. of torque and was 8 horses up on the standard Duke. 2024 Model Technical Details The 2024 iteration uses the same 890cc power unit with a tune that nudges peak power up to 135 hp and, more importantly, revs to 12,000 rpm instead of 10,500 rpm. Using titanium valves and con-rods, two piston rings per cylinder, and larger 48mm throttle bodies, KTM has essentially lightened the engine internals, upped the compression ratio, and added more fuel to the mix to make it punch harder and rev higher. An extra oil cooler manages the resultant heat and two (full power) throttle maps can be quickly selected on the move. KTM’s RC 8C was developed in partnership with Krämer Motorcycles. (KTM/)One press of the race starter button on the right bar, and the compact and sweetly balanced LC8c barks to life. The race switch gear isn’t labeled, so there’s a brief moment of familiarization, while the barely silenced full titanium Akrapovič exhaust drenches the pit lane in racy vibes. Note to trackday riders visiting circuits with noise testing: KTM offers a noise-canceling insert and even a quieter exhaust that drops the measured noise level to 98 decibels. Once underway, the clutch is now redundant thanks to a standard up-and-down quickshifter and auto-blipper. Cruising down Portimão’s pit lane, a quick look down at the new dash (complete with GPS and datalogger) reveals the settings of the new-for-2024 rider aids. Lean-sensitive traction control has nine levels plus off, and there’s wheelie control, which for my first session was active. On preheated Pirelli race slicks we could attack from the pit lane exit. On the Track Immediately you feel the RC 8C’s lightness, plus a clarity and sharpness you won’t find on even the most focused road-going sportbike. The KTM also has a wide spread of torque, and in the softer fuel map the power delivery is reasonably easygoing. It’s not pillow-soft, just forgiving, allowing you to ride that smooth and urgent midrange rather than immediately having to switch on the more manic revs and power. There is an insert available for the exhaust when decibel limits are imposed. (KTM/)Exiting Portimão’s last turn in fourth gear, however, you dab down on the seamless race-pattern quickshifter into fifth before crossing the start-finish line and grabbing top. This is where you feel the difference of the new, higher-revving engine and its extra serving of power. The new bike is more willing to rev than the old; you can hold on to the gears longer, rev the engine harder—and on open sections of track the new RC 8C is noticeably faster. It’s not a crazy blur of arm-stretching power like a 200-plus horsepower Ducati Panigale or BMW M 1000 RR, but with only 313 pounds to accelerate, it’s certainly lively. Both engine maps feel similar once the throttle is beyond 30 percent open; it’s the initial pickup that changes, and the second map is sharper in this regard. The new over-rev facility and the map’s aggressive delivery allow you to push for lap times, driving harder between apexes as you hold onto gears longer. The LC8c unit is slim, light, and above all, flexible. Usable drive lower down and through the midrange makes it easy to ride when you are learning a track or riding tired at the end of a trackday. And its free-revving top-end fizz delivers in spades when you’re hunting down those superbikes or chasing a lap time. Chassis Wizardry Harnessing all this urgency is a Marcus Krämer–inspired, multi-adjustable chassis that’s race-ready from the crate. The fuel tank is where you’d expect to find the rear subframe and an airbox where there’d normally be a fuel tank. Almost every part of the chassis is adjustable to optimize and personalize either chassis geometry or rider fit, including the steering head angle and fork offset, as well as the high-end WP Apex Pro suspension. Both seat height and ride height can be changed, along with the bar position and even the brake lever bite point. Nearly every bit of the 2024 KTM RC 8C is adjustable. (KTM/)A “Ready to Race” spec also includes Brembo Stylema calipers and 290mm discs, which have a smaller diameter than that of many road bikes as they only have to stop 313 pounds and are among the strongest brakes I have ever used. Lightweight forged-aluminum Dymag wheels and Pirelli slicks are standard along with lightweight fiberglass bodywork—used instead of carbon fiber because it’s cheaper to replace. You might expect a bike that weighs the same as a road-legal 125 commuter is going to be tiny, but it isn’t. It’s light but also spacious. The adjustable bars are wide and racy but not radical. There is enough room between the pegs and the seat to stop knees seizing. The screen is tall enough to get in behind and the whole cockpit is roomier than a conventional supersport 600′s and perhaps even roomier than some superbikes. KTM’s RC 8C has a fairly roomy cockpit considering its mass. (KTM/)Crucially, the RC 8C is 66.1 pounds lighter than the race-ready Yamaha GYTR R6 and 112 pounds lighter than a road-legal Panigale V2—and on the move you immediately feel that lightness. Those undersized discs and light Dymag rims minimize both unsprung mass and steering inertia and help make the bike flickable in a way no road machine can match. Until you recalibrate to its lightning rate of turn it’s all too easy to turn too early to the apex. Handling is quick on the RC 8C but also stable. (KTM/)But don’t be fooled into thinking the RC 8C is a flighty beast because it’s as stable in high-speed corners as much heavier sportbikes I’ve ridden at Portimão—and far more accurate. Those distinctive aero wings probably contribute, as does the adjustable Hyperpro steering damper, and despite my best efforts to destabilize the RC with my clumsily shifting bodyweight, I couldn’t provoke a moment of protest from the unflappable chassis. Electronic Aids The first-generation RC 8C didn’t come with rider aids but now lean-sensitive traction control is standard. There’s a wet setting optimized to wet tires, and another setting designed specifically for slick rubber, while you also have the option to turn off the TC entirely. With only 135 hp on tap and a chassis that feeds you with so much feel and grip, TC is a bonus rather than an essential. For the final session of our test, though, I switched it on and enjoyed tailoring its intervention level to the changing needs of wearing tires and how I wanted to ride. For club and national racers, the adjustability of the chassis and the electronics will be invaluable; for simply enjoying the RC 8C on a sunny trackday, however, it’s far less critical as the rider is given such forensic feel. There’s no vagueness or moments of uncertainty. The bike tells you exactly what the tires are doing. The anti-wheelie control is either on or off, and around the undulations of Portimão it is a helpful tool. The combination of torque and lightness means the front Dymag wants to lift over the track’s roller-coaster crests. With TC on, the system intervenes in a soft and tapered manner, controlling the power just so. Wheelie control is either on or off, nothing in between. (KTM/)The RC 8C is one of those rare bikes that builds your confidence with every lap. It helps you push harder and feel what the tires are doing in relative safety. I made a slight change to the rear shock’s setting via the remote preload as I’m a little on the heavy side, but otherwise I wouldn’t want to touch anything. I should also add that I don’t think I’ve ever braked so late for Portimão’s turn one—the braking power is phenomenal. As you’d expect from a $41,499 motorcycle, the level of finish is high and quality components are used throughout. The 5-inch TFT display comes with an integrated data recording and GPS function. Live lap times are displayed, meaning you can see if you are down or up on sectors as you ride your real-life video game. Speed, lines, lap times, throttle, and other engine data can be logged and later analyzed. What helps make the RC 8C special is a level of attention to detail you normally only find on a well-sorted racebike. Oil and fuel drain screws, for example, are lockwired, as are the oil filter and even the caliper bolts, and there’s a covering of crash protection on the spindles, frame, fuel tank—even the swingarm has small protector plates behind the race pegs so the pegs don’t dig into it in a crash. Rubber steering stops prevent the frame from getting damaged at full lock, a brake lever guard is standard, and even a one-touch rain light is at the back. Connection between the rider and tires is beyond the realm of mort sportbikes. (KTM/)A 4.2-gallon fuel tank is at the rear and is accessible via the cap just below where a conventional pillion seat would be. Just over 4 gallons should be enough for a few track sessions, 80 to 90 miles, and for those who want to go racing there’s a clever drain plug at the bottom of the tank, which allows you to drain the fuel completely and therefore measure the precise amount of fuel before each race. Verdict The RC 8C stops, turns, and goes like a factory-built racebike because it is a factory-built racebike, one we would be happy to race right out of the box. The steering is blissfully light and accurate, you can get on the power incredibly early, and the corner speeds and lean angles it can carry are breathtaking. Thankfully, it doesn’t require the skills of a MotoGP rider. It’s easy to ride, has forgiving chassis, an easy power delivery, and an abundance of helpful midrange torque. There’s now extra safety from the new lean-sensitive rider aids, and the relatively roomy riding position means it can accommodate a variety of sizes. Racers, meanwhile, will welcome the increase in rpm and performance, especially on fast tracks where the old bike struggled a little. They will be able to dive deep into the multi-adjustable chassis to create a bike that meets their specific demands. The attention to detail on KTM’s RC 8C is undeniable. (KTM/)Its price tag means the RC 8C is for the extremely committed, and a limited production run will make securing one for your garage a challenge in itself. But with the road-going 990 RC R due next year, the RC 8C gives us an indication of what to expect from the KTM’s first sportbike for many years. And we cannot wait. 2024 KTM RC 8C Specs MSRP: $41,499 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 889cc Bore x Stroke: 90.7 x 68.8mm Compression Ratio: 14.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 135 hp @ 11,000 rpm Claimed Torque: 72.3 lb.-ft. @ 8,250 rpm Fuel System: Electronic fuel injection w/ 48mm throttle bodies, ride-by-wire Clutch: Wet, multiplate, anti-hopping slipper; mechanically operated Engine Management/Ignition: Bosch EMS Frame: Chromoly steel trellis Front Suspension: WP Apex Pro 43mm inverted fork, fully adjustable; 4.7 in. travel Rear Suspension: WP Apex Pro shock, fully adjustable; 4.7 in. travel Front Brake: Brembo Stylema radial-mount 4-piston calipers, 290mm discs Rear Brake: Brembo 2-piston caliper, 230mm disc Wheels, Front/Rear: Dymag forged aluminum; 17 x 3.5 in. / 17 x 6.0 in. Tires, Front/Rear: Pirelli Diablo Superbike slicks; 120/70-17 / 180/60-17 Rake/Trail: 23.3°/3.9 in. Wheelbase: 55.1 in. Ground Clearance: 7.5 in. Seat Height: 32.3 in. Fuel Capacity: 4.2 gal. Claimed Dry Weight: 313 lb. Contact: ktm.com Source

Jonny Aubert rode the KTM AMT at the Erzbergrodeo, giving spectators a first look at the upcoming new motorcycle. (Future7Media/KTM/)For decades the idea of a motorcycle with an automatic transmission has been anathema for most riders—a performance-sapping, enjoyment-leeching piece of unrequired complexity that does a disservice to their ability to shift their own cogs. But it’s a technology that’s now come of age and started to steal large volumes of sales from conventional bikes, so KTM is joining BMW by introducing its own automatic transmission in the 2025 model range. KTM’s 1290 Super Adventure is set to be superseded by a redesigned 1390 Super Adventure range in 2025, and the company has given the first official glimpse of the bike at the Erzbergrodeo in Eisenerz, Austria, at the start of June, with Johnny Aubert at the helm. While largely matching spy pictures caught earlier this year, the machine in Eisenerz differed in one key aspect, it lacked a clutch lever. A dazzle-camouflage disguise wrap that incorporated the letters “AMT” (for automated manual transmission) and bar-mounted “Up” and “Down” triggers, operated by the left thumb and forefinger respectively, remove all doubt of the bike’s technological innovation. Related: Automatic Bikes You Can Buy in 2023 A view of the cockpit clearly shows the transmission controls on the left-bar pod, and the lack of a clutch lever. (Future7Media/KTM/)We first revealed KTM’s plans for a semi-auto transmission on its big LC8 V-twin models back in February 2023, when patents emerged showing intricate details of the gearbox. Those documents, which included CAD drawings clear enough to show part numbers on some components, revealed that the bulk of the semi-auto box is shared with the manual version, but adds an actuator to move the selector drum and an interlocking pawl to provide a “park” setting, locking the transmission so the bike can’t roll off its stand when you park on a slope. Patent drawings of the KTM’s transmission, which features an interlocking pawl to provide a “park” function. (Future7Media/KTM/)The electronics of the transmission allow it to operate in either fully auto or semi-automatic modes, and unlike designs from BMW and Honda, the patent says it uses a centrifugal clutch to connect the engine and the gearbox. That gives twist-and-go control, like a scooter, and removes the need for an additional clutch actuator and its associated electronics, but also means that at rest the clutch defaults to a disengaged position, hence the need for a locking mechanism inside the gearbox as there’s no way to simply leave the bike in gear. A look inside BMW’s new ASA transmission. (BMW/)KTM’s Erzbergrodeo prototype featured a foot-operated shifter as well as the bar-mounted triggers, suggesting two modes for the transmission’s operation, and the patent says there’s a fully auto setting as well. Some versions of Honda’s DCT (dual-clutch transmission) also use a foot shifter option, and BMW’s upcoming ASA (Automated Shift Assistant) that’s coming on the R 1300 GS and the as-yet-unseen R 1300 GS Adventure in 2025 also uses a foot shifter. Honda’s halfway-house semi-auto alternative, the E-Clutch that’s been introduced on the 2024 CB650R and CBR650R, has no automated shift but a clutch that can operate in an automatic mode, again allowing a conventional foot gear change but without the need to touch the clutch lever, even when starting and stopping. Honda’s E-Clutch is an ECU-controlled system uses a pair of motors to engage and disengage the clutch directly on the clutch-release shaft. (Honda/)Figures from Honda’s existing range, where DCT is optional on a growing number of models including the Africa Twin, show that the semi-auto box is hugely popular. More than half of customers tick the DCT option box on some models, including the Africa Twin Adventure Sports, despite a hefty price and the significant weight penalty that the transmission brings. Although figures for the E-Clutch bikes aren’t yet available, it’s a much cheaper option (equivalent to around $125 in the markets where it’s already available) and only adds around 4 pounds. It also retains the ability to use the clutch completely normally, so it’s likely that most customers will choose to add it. Those Honda sales figures are likely to be behind the interest that the technology has sparked from other companies now. If half the customers of Honda’s Africa Twin are prepared to pay handsomely for a semi-auto, logically a similar proportion of R 1300 GS and 1390 Super Adventure buyers will likely make the same decision. More than half of all Africa Twins are ordered with the DCT transmission. (Jeff Allen /)Like the prototypes spotted on test near the KTM factory recently, the Erzbergrodeo bike features all-new bodywork with KTM’s signature angular styling, and the headlight—while blanked off on the prototype here—is in line with the company’s latest family style. The bikes spied at the factory included a road-biased 1390 Super Adventure S with 19-inch front and 17-inch rear alloy wheels, as well as a “Rally” version with a 21-inch front, high-mounted mudguard, and wire wheels. The Erzbergrodeo bike had those off-road-oriented wheels and mudguard, but the nose of the “S” version. A road-only tourer based on the same chassis but with 17-inch wheels at both ends is also expected. KTM’s website includes a dedicated page for the new bike here that includes a countdown to an official launch at the end of September this year. Source

Kymco has totally changed direction with its RevoNEX and SuperNEX concepts after partnering with LiveWire. It will now build the electric motorcycles on LiveWire’s Arrow platform. (Kymco/)Kymco has been planning to launch a pair of large electric bikes for years—having originally shown its SuperNEX electric sportbike at the 2018 EICMA show in Milan. Finally the project is coming close to fruition with some huge changes from the original design. Originally, Kymco wanted to go it alone with its electric motorcycle project, showing the SuperNEX in 2018 and following it with the naked RevoNEX roadster concept in 2019. Both were intended to use a bespoke electric platform with the unusual inclusion of a conventional manual transmission and clutch to add another layer of rider involvement, and Kymco wanted to set up a factory in Italy to manufacture them. The new patent illustrations clearly show that the new generation of Kymco electrics are based on LiveWire’s Arrow platform. (Kymco/)That original plan has now fallen by the wayside, and in 2022 Kymco showed second-generation concept bikes carrying the same RevoNEX and SuperNEX names but looking very different, having inked a deal with Harley-Davidson-owned LiveWire to codevelop the upcoming LiveWire S3 models. The S3 will use a lower-performance, lower-cost derivative of the same “Arrow” modular platform that underpins the existing LiveWire S2 Del Mar and Mulholland machines and it’s now increasingly clear that the RevoNEX and SuperNEX will also be based on LiveWire components. Earlier this year Kymco filed a patent application showing the LiveWire Arrow platform under the silhouette of the original, 2019-shaped version of the RevoNEX. Now it’s added a further patent, but one that relates directly to the bike’s bodywork and shows the shape of the 2022 RevoNEX concept on top of a LiveWire chassis and powertrain. LiveWire’s S2 Mulholland. (LiveWire/)The 2022 RevoNEX and SuperNEX concepts were so covered in bodywork that it’s impossible to see their frames or power units, but it looks very much like they actually hid LiveWire S2 parts under the skin. The new patent shows how perfectly the LiveWire Arrow chassis, battery, and motor fit underneath the RevoNEX’s outline, notably the sloping forward edge of the lower fairing, behind the front wheel, which the patent makes clear is sculpted tightly around the LiveWire’s electronics box. What’s particularly interesting about the new patent application is that it’s not about the bike’s electric powertrain but specifically relates to an element of its bodywork—namely the flap that covers the charging socket, just below the rider’s seat on the right-hand side. It shows a design that’s slightly reworked compared to the 2022 concept, with a more practical shape and one that suggests the concept bike’s distinctive bodywork, which featured a second, outer layer covered in hexagonal holes like a honeycomb, will be simplified for production. The patent seen here deals with the charging port cover which conceals a Type 2 AC charging socket. (Kymco/)The charging port cover itself is set to be mounted on a parallelogram linkage, allowing it to swing forward to expose the port but without sticking out too far when it’s open. A second cover underneath it flips open conventionally to expose a Type 2 AC charging socket. Type 2 chargers operate at 3.7kW or 7kW on single-phase AC, or as much as 22kW when connected to three-phase infrastructure. The port shown on the patent doesn’t appear to have any provision for rapid DC charging. Although the patent drawing shows the RevoNEX’s naked outline, it’s worth noting that it features the low, dropped bars of the SuperNEX faired machine, hinting that both models are still under development. It’s not clear how much the LiveWire S3 models, which are also based on the S2′s Arrow platform (but downscaled and developed in partnership with Kymco), will differ from the S2 in terms of performance and range. On announcing the platform, and the Kymco deal (including a 4 percent stake in LiveWire), in 2021, LiveWire said the S3 will be the basis of a range of lightweight two-wheelers, suggesting it will feature smaller batteries and motors than the S2. Whether the RevoNEX and SuperNEX will feature the S2 or S3 platforms is also not clear yet. The images here show something that looks identical to the S2, but we can’t rule out the possibility that the S3 chassis will be visually the same as the S2. Kymco earlier filed patents showing its intention to create a simulated gearbox with conventional appearing shift and clutch levers. (Kymco/)One concept that Kymco is pursuing and seems likely to differentiate its LiveWire-based bikes from LiveWire’s own machines is the idea of a manual transmission. Rather than the physical multi-ratio gearbox that was used on the original 2018 and 2019 concept bikes, the latest idea is to use a simulated manual transmission. There’s still a clutch lever and a foot-operated shifter, but they’re both connected to the bike’s computer system rather than anything mechanical. With the right programming, operating the clutch and shifter will be able to mimic the behavior of a conventional gearbox by altering power delivery depending on the “‘gear” that’s selected and connecting or disconnecting drive when the faux clutch lever is operated. The result promises to be a greater level of rider interaction and more control, but without the weight or complexity of a real clutch and gearbox. Source

It’s official: Marc Márquez will race on a factory Ducati in 2025 and 2026. (Marc Marquez/)Now, it’s official: Marc Márquez will join the factory Ducati team starting 2025 on a two-year deal. The announcement arrived Wednesday morning, following a Sunday afternoon decision at Mugello. Francesco Bagnaia won in the home GP in front of a fantastic effort by Enea Bastianini and Jorge Martín. Márquez took fourth for the day and third in the world championship, 35 points back from leader Martín. Despite Ducati’s promise to Martín in Barcelona that he would race in red if Márquez was not world champion at the end of the 2024 season, the situation radically changed during the Italian GP race weekend. Borgo Panigale made a 180 and bet everything on 93. Putting Márquez in factory colors would be a massive storyline and a commercial opportunity for Ducati worldwide—this isn’t new information. But at the same time Martín is leading the world championship, as he did in 2023 to finish second only in the grand finale in Valencia. “In the past months and days I have changed my mind several times,” Ducati Corse general manager Luigi Dall’Igna said to Italian TV Sky. “It was a complicated decision taken on Sunday afternoon at Mugello after the race,” Gigi admitted, but “Márquez can make the difference with the Ducati. Our bike has reached incredible levels, so having two riders like Márquez and Bagnaia in the factory team increases the chances of winning the world championship, which is our goal. As Max Biaggi used to say, anything can happen in racing, so having two riders capable of fighting for the title is the best thing.” As for the choice of the six-time MotoGP champion, he added: “The choice was purely sporting, even if there are those in the company who look at marketing. In the world, Marc has many fans, perhaps less in Italy.” He added, “Marc is divisive: There are those who love him a lot and those who hate him a lot. But with him we’ll have the best team in the history of Ducati and more chances to win the world championship. Bagnaia and Márquez will fight it out on equal terms.” Márquez and Bagnaia: teammates in 2025. (MotoGP/)For sure, Márquez joining Ducat is the biggest move that will have consequences in 2025. We talked with team manager Davide Tardozzi, who will have the difficult task of managing two roosters in the henhouse that together count 11 world titles. First of all, congratulations for the lineup. Ducati’s decision turned the 2025 MotoGP rider market inside out over 24 hours at Mugello, creating a domino effect: Martín signed for Aprilia, Bastianini with KTM. “We are really sorry to lose Martín and Enea, two strong riders in which we believe a lot. Jorge is leading the championship and Enea did great things with us: first in the satellite team and then in red. But he was unlucky last year with the incident he had in the first race and couldn’t fully recover until the end of last season. We would love to keep them, but in the end we had to make a choice.” What was Pecco’s reaction to this news? “Pecco has often repeated that he hopes to keep the existing harmony in the garage, so his concern is there will be situations that could damage this atmosphere in the garage. This is also our priority. We don’t think that Marc’s presence can create problems inside the Ducati garage. We think we are able to manage two champions like Marc and Pecco.” Can you explain the timeline with this rapid-fire change of positions? “In reality we have always said that we will make an announcement once the decision was made; the rest are speculations spread from the media. Then of course we have spoken with the managers of the riders, made discussions and proposals, but till there is the signature it is not done. The final decision was taken on Sunday after the race, as Gigi Dall’Igna said.” What is the key factor that made Ducati choose Márquez instead of Martín? “Marc’s ability to adapt very quickly to the bike and his performance since the beginning of the season. Then, it’s clear that it’s a pity that we have had to say no to Jorge. We tried to keep both riders until it was no longer possible and we were at a crossroads.” Marc’s eight world titles counted. “Of course, he is the racer with more titles on the grid, but this doesn’t distract our focus from the world champion. Pecco has our total trust, he has given the guidelines for the bike development in the last years so Pecco is our priority; he comes before everyone. Then we thought of giving him the best possible teammate.” Davide Tardozzi says that Ducati’s goal was to give Bagnaia the best possible teammate. (Ducati/)Gigi Dall’Igna said that the development is never done by a single rider. “It’s true, Marc is already giving us feedback and comments and we are taking them into consideration. But if the bike is at this competitive level, a great part of the merit goes to Pecco.” Marc has a strong personality and is divisive. Quoting Dall’Igna, “you love him or you hate him.” In Italy, the memory of Sepang is still alive. How did Ducatisti react to Marc’s announcement? “We have to say that the facts in Sepang date back to almost 10 years ago. We look at the rider’s performance and his ability to develop the bike together with Pecco and win titles. We look ahead, to the future, not to the past. Moreover, in the sport there are the fans who follow a single racer, and then the Ducati fans who follow the brand—this is so special and we are very proud and honored to have them.” Márquez’s quick adaptation to the Ducati was just one factor in the decision to sign him for 2025 and 2026. (MotoGP/)Bagnaia is a VR46 rider. How do you see the relationship between Pecco and Marc? “It’s true that Pecco is a rider of Valentino Rossi’s Academy, but he is a solid champion in himself. Our priority is that the atmosphere in the garage will remain harmonious as it is nowadays. It’s my task to maintain it.” Martín was angry and frustrated by Ducati’s decision. How will you manage the rest of the 2024 season? “Gigi (Dall’Igna) said it clearly and I stress it again: Martín will have everything he needs to win as it has been till now. He will have everything to fight for the title.” Ducati put itself in a difficult position with the title in contention between Martín, Bagnaia, and Márquez. “We don’t have to rule out Bastiniani for the title fight. It’s true that we have everything to win this year and it’s a package of a very competitive bike and strong riders racing with us.” Márquez bet everything on himself—refusing to go to Pramac. And in this arm wrestling with Ducati, Marc won. “Ducati’s choice was made according to the results, the value of the riders, and the chances for the future, not according to what Marc said or didn’t say.” Finally, who will win this year’s MotoGP World Championship? “The season is still long and many things may happen. Martín is leading, while Pecco has shown how strong he is. He carries the No. 1 and we hope he can confirm it for a third time.” Source

CFMoto just showed images of its Aspar-liveried 675SR-R middleweight sportbike. (CFMoto/)We scooped CFMoto’s plan for a three-cylinder sportbike as early as March 2023 and the project was officially confirmed when a prototype was briefly run in front of fans at the Zhuzhou International Circuit in China in September last year. But the latest version is the closest thing yet to the production model that will be officially launched later this year. After revealing the September demo run, CFMoto showed the finished 675cc triple engine at November’s EICMA show in Milan, confirming a handful of details including a claimed output of “more than 100 horsepower” at a peak of 12,300 rpm. The company also said the engine weighs only 121 pounds (a figure it claims is 10 percent less than comparable designs from other companies). From the side view we can finally get a good look at the chassis. (CFMoto/)The latest unveiling is this one-off machine finished in the Aspar team colors, mirroring the appearance of the official CFMoto-sponsored racers in Moto2 and Moto3. Those racebikes don’t really contain any CFMoto content; the Moto2 bike is a Kalex chassis powered by the Triumph 765cc triple that’s compulsory in the class, and the Moto3 machines are CFMoto-branded versions of KTM’s RC250GP. However, they illustrate CFMoto’s intention to have a presence in top-level international racing. CFMoto has longer-term ambitions to compete in MotoGP with its own bike, but there’s no confirmed schedule for that project. Changes between the new Aspar-colored 675SR-R and last year’s prototype essentially come down to the removal of the full camouflage wrap that covered the 2023 machine, giving us the first look at the finished fairing and headlight design, but it also lets us have a better look at the bike’s technical elements. The production model appears to carry over the winglets from the prototype. (CFMoto/)Most notably, we get to see the frame properly for the first time, as it was previously covered in a colored plastic wrap that hid its material and design details. These images appear to confirm that the chassis is aluminum, with a cast rear section welded to extruded main spars. The seat section is bolted on, and it appears to be a self-supporting design, either composite or cast alloy, though that might be an illusion as there may be a tubular support structure hidden underneath. The swingarm is clearly an aluminum casting and the belly-mounted exhaust shows CFMoto has managed to package all the silencing and emissions-reduction kit into that tight space without the need for a bulky silencer. The production model appears to have the brake cowls of the prototype. (CFMoto/)The aerodynamic brake cowls of last year’s prototype are still there, suggesting they will make it to production, and we can now see that the calipers themselves are radial-mounted J.Juan components, similar to those used by other CFMoto models as well as various KTMs. Stripped of its shrink-wrapped disguise, cooling vents in the fairing sides are now opened up, and CFMoto has added more complex winglets on the side panels. The 675SR-R has winglets incorporated into the rear bodywork. (CFMoto/)The Aspar bike has race-spec footpegs and no passenger footrests, though the mounting points for the latter—as well as for road-going necessities like mirrors and a license plate bracket—are visible, showing it’s very close to production now. Up front, the headlight design is a slimmed-down version of the layout used on the 450SR, with signature check-mark-shaped DRLs above the main light units. The official launch of the bike is only expected to be a matter of weeks away now, and unlike the four-cylinder 500SR, which CFMoto currently says will be only for the domestic Chinese market, the 675cc triple is destined to be sold globally, marking a clear step forward in the company’s plan to compete head-on against the mainstream Japanese and European brands. A naked 675NK is also sure to follow. Source

Triumph’s 2025 Speed Triple 1200 RR Breitling Limited Edition has multiple exclusive features from the paint to special parts. (Triumph/)Triumph, like many of its rivals, has learned that limited-edition models not only create a big buzz in the showroom, but also get snapped up in a hurry despite higher MSRPs. Just announced is Triumph’s latest special model called the Speed Triple 1200 RR Breitling Limited Edition. Swiss luxury watchmaker Breitling simultaneously introduced its Triumph-themed Chronomat B01 42 watch. The run of limited-edition Speed Triples will number 270 worldwide. (Triumph/)Only 270 of the limited-edition motorcycles will be available worldwide. Exclusive to the Speed Triple 1200 RR Breitling Limited Edition is premium hand-painted gold detailing, a luxury leather seat with French stitching, an Akrapovič exhaust silencer, and various carbon fiber parts. The bike also features a custom Breitling startup screen, a laser-etched Breitling logo on the rear wheel’s hub cover, and a gold Breitling logo badge on the tank. The tank features a gold Breitling badge. (Triumph/)The Speed Triple 1200 RR remains mechanically identical to the standard model. It’s powered by an 1,160cc triple that produces a claimed 178 hp at 10,750 rpm, with 92 lb.-ft. of peak torque at 9,000 rpm. Chassis highlights include Öhlins semi-active suspension at each end that feature electronic compression and rebound damping. Brembo Stylema Monoblock brake calipers with 320mm discs are used up front while a twin-piston Brembo caliper and 220mm disc are used at the rear. The Speed Triple 1200 RR also includes a comprehensive suite of rider aids. The rear wheel features a laser-etched Breitling logo on the hub cover. (Triumph/) The Speed Triple 1200 RR comes with an Akrapovič silencer. (Triumph/)“Teaming up with Breitling, we’ve united two worlds, delivering our shared passions for precision, speed, and impeccable style,” Triumph CEO Nick Bloor said. The Breitling Chronomat B01 42 watch is constructed from a fusion of titanium and 18k red gold with an anthracite dial, finished with a perforated brown leather strap; it will retail for $10,900. Additionally, buyers of the Speed Triple 1200 RR Breitling Limited Edition will have the opportunity to purchase a made-to-order Triumph Owners Exclusive watch ($11,900) featuring a carbon fiber dial, alligator strap, and the caseback engraved with their motorcycle’s limited-edition number. The Breitling Chronomat B01 42 watch was created to commemorate the Speed Triple 1200 RR Breitling Limited Edition. (Triumph/)“The Chronomat and the Speed Triple 1200 RR exemplify our joint devotion to the highest standards of design and performance,” Georges Kern, CEO of Breitling, added. “With Triumph, we share a rugged spirit that combines artistry with adventure.” The Speed Triple 1200 RR Breitling Limited Edition motorcycle will hit dealerships in June for $25,995. For reference a standard Speed Triple 1200 RR starts at $20,950. 2025 Speed Triple 1200 RR Breitling Limited Edition. (Triumph/) 2025 Speed Triple 1200 RR Breitling Limited Edition. (Triumph/) 2025 Speed Triple 1200 RR Breitling Limited Edition. (Triumph/) 2025 Speed Triple 1200 RR Breitling Limited Edition. (Triumph/)Source

We turned a Suzuki V-Strom 800DE into a modern DR Big rally racer. (Jeff Allen/)Suzuki’s V-Strom models have evoked the memory of the Hamamatsu brand’s DR Big adventure and rally racers with a stubby beak, striking color combos, and similar yet modern shape since a redesign of the 2014 V-Strom 1000. That got me thinking after looking at a photo of a particular DR Big raced in the 1990 Paris-Dakar Rally: Could I build a modern, multicylinder Suzuki rally racer worthy of the DR Big legend? A few clicks of the mouse later, I was on the NORRA website, perusing the rules and regulations for the Mexican 1000 Rally. Few weeks later, I had a V-Strom 800DE in the shop, and I was committed to racing the six-day-long rally in Baja, Mexico, in the Amatuer class—racing against production single-cylinder dirt bikes and rally machines. First on the list, reading the NORRA rule book to make sure we got all the requisite rally equipment we needed and that there was nothing barring the V-Strom 800DE from competition. We would need a rally roadbook holder, tripmeters, compass, and mount for the organization’s tracker and danger warning system called Stella. Other than that, it was pretty much wide open for what we could do with our DR Big. That was a good thing because if we wanted to race competitively, there was much to change and much to do. We had just 60 days to make it happen. Nothing like building a custom rally bike while still performing the duties of executive editor. There’d be lots of work and little sleep. What Is the NORRA Mexican 1000 Rally? The NORRA Mexican 1000 Rally runs from Ensenada to San José del Cabo—that’s nearly the entire length of the Baja Peninsula. This rally is much different than the legendary Baja 1000 that runs around 1,000 miles in a single go; instead, the Mexican 1000 is a six-day rally with roadbook navigation. No GPS or prerunning the course is allowed; in fact, only the start and finish locations would be shared until the morning of the rally. That’s plenty stressful to not know where you are going, but that is nothing compared to trying to custom build a V-Strom 800DE to handle the rigors of desert racing in Baja. This would require fabrication, one-off parts, and help from a host of aftermarket companies. The V-Strom 800DE has one of the greatest parallel-twin engines ever, so not much to worry about there, but Suzuki has built the 800DE to be an all-rounder in the midweight ADV class. That means it’s not the most aggressive model in the segment. It’s a dream on the road and plenty capable in most off-road situations, but a racebike it is not. If I was going to blast through the wilds of Colorado or Utah on a two-week bike camping trip, the V-Strom 800DE would be on my short list. But racing in Baja? Really, no ADV is a logical choice. It was time to make some big changes. Adventure is out there. This adventure is a six-day rally race. (Jeff Allen/)Big Chassis Changes Suspension travel on the V-Strom 800DE is 220mm or 8.7 inches, front and rear. Both ends are fully adjustable, but the bikes we’d be racing against would have 12 inches of suspension and would weigh half as much as this new-school DR Big. How to get more travel? At the front the pair of RM-Z250 Kayaba fork legs would do the trick, increasing travel to 310mm or 12.2 inches. Easy, right? Oh no, not at all. First the lower triple clamps needed machining by JD Moto Service in Long Beach, California, to accept the larger fork tubes. Then we machined a new axle to fit a RM-Z front hub, as we had big plans for new wheels. With some machining and a spare RM-Z250 laying around you too can have a KYB motocross fork on your V-Strom. (Jeff Allen/)The RM-Z front hub only has one disc and the brake hanger on the fork wouldn’t work with the V-Strom’s stock calipers. GBrakes supplied a Galfer Tsunami oversize front rotor kit that we paired with Brembo’s MX-2GPR motocross caliper and AMC-MX motocross master cylinder. This meant that the ABS system could be removed for weight savings. If this was an ADV project, there would be no way I’d remove the ABS system, as it’s a well-proven safety feature. The back wheel got a Galfer Wave rotor and Galfer pads for more bite. A 270mm Galfer Tsunami oversize motocross rotor and Brembo MX-2GPR caliper slow our rally project. (Jeff Allen/)With the fork and braking system handled, the next big change was the rear suspension. After some research on the stand and the shock removed, it was discovered that the swingarm contacts the stock exhaust system as it nears full extension at the 250mm (9.8-inch) mark. Not only would we need a new exhaust, but a longer length and longer stroke high-quality shock with more compression and rebound damping would be needed. Cogent Dynamics stepped up with a fully built custom remote-reservoir shock, giving our DR Big 250mm of rear wheel travel. Cogent equipped the shock with CNC-machined internals, a DLC-coated shaft, and a 700-pound/inch Eibach spring. Cogent Dynamics built a one-off-shock for this project, but the company does have an option for the V-Strom 800DE. (Jeff Allen/)Just as important as the suspension would be the wheels attached to it. Stock weight of the V-Strom 800DE with a full tank of gas is 507 pounds. Add my 230 pounds and you have some serious kinetic energy being thrown into rocks, whoops, and square-edge bumps. Dubya Wheels had a solution: Takasago Excel A60 rims with oversize stainless steel spokes. Up front that 21 x 1.85 rim was laced to a polished Haan hub that came directly off of Suzuki factory Supercross racer Ken Rozcen’s practice bike. Dubya used heavy-duty 8-gauge spokes. At the rear the stock V-Strom hub was attached to an 18 x 2.15-inch rear rim, also with heavy-duty spokes. In stock configuration the V-Strom rolls on a 17-inch wheel that is 4.5 inches wide. Why the drastic change? One, there are more choices for raceworthy tires, and two, I have found that wide ADV rear tires in the sand tend to wallow and fishtail as that fat tire tries to climb out of the “rut” created by the front tire. Dubya was also kind enough to supply a spare set of identical wheels to speed up nightly maintenance. Dubya’s wheel builds are impeccable and stunning. (Jeff Allen/)This will make for a more stable ride and allow us to run 90/90-21-inch with 140/80-18-inch Dunlop Geomax EN91 DOT-approved tires. These tires have the highest speed and load rating of Dunlop’s DOT dual sport tires, but most importantly the knob spacing would be great for loose sand, which I assumed there would be a lot of. We stuffed our Dunlop Geomax EN91 tires with Mr. Wolf’s Mousse Balls. (Jeff Allen/)Rather than using pneumatic inner tubes I decided that mousse inserts would help fight pinch flats and aid with eating up rocky terrain. Innteck USA supplied us with several sets of Mr. Wolf Mousse Balls. Rather than a full circle insert, Mousse Balls are in segments. This allows for easier installation, but more importantly you can add or remove balls to adjust the “pressure” feel of the tire. Mr. Wolf also says that its Mousse Balls last longer thanks to the ability ro shed heat easier with a higher surface-to-volume ratio. It was recommended to put 27 balls in the front and 22 in the rear for normal dirt bikes with rally use. Because our bike is much heavier we put as many balls in each tire as possible, for a total of 28 in both the front and rear. After we got a rolling chassis, we dropped the V-Strom off at Yoshimura R&D. There a new custom exhaust was made to give clearance to the swingarm and its additional arc. In just a few days we had a custom Yoshimura R-12 Stainless exhaust that still used the stock header pipe and catalytic converter. It also got a 304 stainless steel radiator protector. Yoshimura R&D built a custom R-12 Stainless exhaust for our DR Big tribute racer. (Jeff Allen/)The Details Matter While the DR Big was at Yosh, a box arrived from Rally Moto Shop. Inside was an F2R RB850 roadbook holder, two RNS TripMaster GFX v2 Pro tripmeters, an RNS MultiSwitch, and an F2R Rallye Power Box. The owner of RMS, Matthew Glade, was kind enough to mount the roadbook and tripmeters to RMS’ Modular Roadbook Bracket System and set up all the wiring to make it as plug-’n’-play as possible. Setup was made even easier as the GFX v2 Pro tripmeters use GPS rather than a wheel-speed sensor to calculate distance and speed. Dual RNS TripMaster GFX v2 Pro tripmeters and an F2R RB850 roadbook holder from Rally Moto Shop would be our only means of finding our way during the NORRA Mexican 1000 Rally. (Jeff Allen/)Mounting the navigation gear from RMS required a custom tower to secure not only the roadbook holder, tripmeters, Power Box, and Stella unit but to house the V-Strom’s 5-inch TFT display. Although we wouldn’t be using the display for speed indication, we would need it to keep an eye on the fuel level and to change the riding modes if needed. A quick call to my fabrication friend David Caren, aka Whiskey, had him at the CW offices in short order ready to chop and weld whatever we needed. Using the stock fairing stay we added material to increase the space for the nav gear above the display. He also moved the display lower on the stay and recessed it back to make sure we had plenty of clearance. Controlling the navigation equipment is done through the RNS MultiSwitch 6v. (Jeff Allen/) The 800DE’s Rally Tower was built off of the stock fairing stay. (Jeff Allen/)No desert racebike is complete without a steering damper. However mounting a Scotts steering damper didn’t seem like a possibility—until I emailed Stefan Hessler of Hessler Rallye Team. Stefan is the absolute king of DR Big, making parts not only for the actual DR Big, but also racing, rally, and performance parts for all of Suzuki’s V-Stroms. His Scotts Steering Stabilizer mount was just what we needed and he shipped one express from his Schleusingen, Germany, offices. From then on Stefan was my go-to for advice on my DR Big, and I recommend that anyone wanting to mod V-Strom of any displacement should contact him. Without the help of Stefan at Hessler Rallye Team, we would not have had a way to mount a steering damper on our DR Big racer. (Jeff Allen/)Installation of the damper post and under-handlebar mount from HRT was straightforward. Above the damper we decided on Fasst Company Flexx handlebars. The bars feature vertical pivoting bar ends that have a bushing to isolate vibrations. Elastomers damp shock to the rider’s hands and arms both up and down. The modular construction of Fasst Company’s Flexx bars allow for many combinations of width, sweep, height, and damping to fit any need. Fasst also supplied us with its first set of its Impact Adventure pegs, giving a larger, wider platform for all-day rally racing. Fasst Company supplied us with its Flexx handlebar; we used a tall option. (Jeff Allen/) Fasst Company’s Impact Adventure pegs give the rider more support, crucial for the long days we will have racing. (Jeff Allen/)Preventative Additions We were sure to come in contact with big rocks in Baja, so we installed an AXP skid plate. Made of 8mm-thick high-density polyethylene plastic, AXP skid plates are not only thick, they slide over obstacles and won’t deform after big impacts. We trusted AXP to keep our crankcases and oil pan puncture-free. (Jeff Allen/)Keeping the V-Strom breathing and healthy is a job we left up to DNA Filters. Manufactured in Greece, these filters use four layers of an oiled cotton medium that DNA calls a hairy hybrid that is sandwiched between two layers of wire mesh to keep clean air flowing to the engine. DNA says its filters flow more air than the stock filter while giving a 99 percent filtering efficiency. The company also provided a Stage 2 airbox lid replacement that removes the stock airbox lid and snorkels. There is no doubt that this V-Strom is going to breathe. Breathe deep, V-Strom. DNA’s air filter and Stage 2 airbox lid replacement are clearly free of restrictions. (Jeff Allen/)Finishing off the functional mods, Seat Concepts built a flatter rally seat for our DR Big. This did raise the seat height making it easier to go from sitting to standing, but because the seat is narrow at the front, the reach to the ground only increased slightly. Seat Concepts is known for making high-quality seats and this one is not different. The gripper seat cover with yellow traction ribs over the company’s own seat foam made for a firm yet supportive seat. Seat Concepts says it will have this seat in production soon for the V-Strom 800DE. Seat Concepts built this seat especially for this project—that is until production ramps up and you can get one for your V-Strom 800DE. (Jeff Allen/)Last, we had to really get that DR Big racer look. TMBR Moto designed a custom graphic with a riff on the iconic Camel logo seen on the DR Big in 1990 at Paris-Dakar. Of course we added a hump to our camel as it’s a twin. After two months and around 150 hours of work, my vision of the DR Big was complete. And what a change. This bike is now a racer. When form follows function in motorcycling you often get something that looks amazing—and this thing does. We left the engine completely stock; why mess with one of the great parallel twins? (Jeff Allen/)After rolling it off the lift, we gassed up DR Big and weighed it: 473 pounds. That’s a 34-pound loss! Now all that was left to do was load it up and ride it—well, race it. We used up every minute of the clock we had before the NORRA Mexican 1000 Rally, finishing up the build the night before the races. So we were heading into racing 1,600 miles without a single shakedown. I was a little nervous for sure, but I knew all of the mods we made and the products we chose would make this solid ADV tourer into one hell of a racebike. Stay tuned for the race report. Stay tuned for the race report later this week. (Jeff Allen/)Cycle World Suzuki V-Strom 800DE DR Big Rally Project Parts List Kayaba fork legs $2,568 Cogent Dynamics shock $1,500 (approx.) Yoshimura R-12 exhaust $679 Yoshimura radiator core protector $247 Dubya wheels $1,530 Dunlop Geomax EN91 tires $262 Mr. Wolf Mousse Balls $380 Galfer Tsunami oversize rotor kit $356 Galfer Wave rear rotor $218 Brembo AMC-MX master cylinder $165 Brembo MX-2GPR caliper $299 Seat Concepts rally seat $400 (approx.) Fasst Company Flexx handlebar $400 Fasst Company Impact Adventure footpegs $260 Fasst Company Simple Solution hand guards $136 DNA air filter $75 DNA Stage 2 airbox cover replacement $48 Scotts Steering Stabilizer $386 Hessler Rallye Team stabilizer mount kit $400 Rally Moto Shop modular roadbook bracket $80 F2R FB850 roadbook holder $370 RNS TripMaster GPX v2 Pro (x2) $1,280 RNS MultiSwitch $298 F2R Rallye Power Box $110 AXP skid plate $330 TMBR Moto graphics $225 Fabrication costs $1,500 TOTAL: $14,502 Source

Harley-Davidson Factory Racer Kyle Wyman Sets a New King of the Baggers Track Record and Wins Race Two at Road America (Harley-Davidson/)Harley-Davidson Press Release: Harley-Davidson® Factory Racing rider Kyle Wyman used his masterful race craft and Harley-Davidson horsepower to score a dramatic victory on Sunday in MotoAmerica® Mission King of the Baggers action at Road America in Elkhart Lake, Wis. Wyman executed a perfect draft pass to beat Factory Indian rider, Troy Herfoss, across the finish line by 0.039 seconds and claim his fourth victory of the season. On a double-header weekend, Wyman, aboard his race-prepared 2024 Road Glide® motorcycle, finished second in a rain-soaked race on Saturday and set a new Mission King of the Baggers track record in Friday qualifying. Wyman has finished on the podium in seven of eight races so far this season and sits second in championship points. Harley-Davidson® Factory Racing rider, James Rispoli, bounced back from a scary crash out of second place in the wet on Saturday to finish a close fourth on Sunday, narrowly missing the podium by 0.047 seconds. Wyman and Rispoli both debuted special livery on their race motorcycles in the Raven Metallic and Golden White Pearl colors respectively of the 2024 CVO™ Road Glide® ST . “What a great battle we had out there today,” said Wyman following Sunday’s victory. “The team considered this a must-win race and we got it done. I love a one-on-one race and there were spots on the track where we both had the pace. That came down to sheer willpower and horsepower at the end. My Road Glide was outstanding today and I’ve got to say this is the most fun I’ve had in my racing career and I love this rivalry. It’s really special to get a win at Road America, so close to Harley headquarters in Milwaukee and with Willie G. Davidson and so many Harley employees and fans at the track. Let’s keep it going!” “I’m so thankful I was able to walk away unhurt from that crash on Saturday, and keep building on the momentum we have going,” said Rispoli. “I was feeling super inspired today with the Davidsons here. It was an absolute scrap in the race today and I left everything on the track. I’m proud of Kyle and this team for putting H-D on the top step. Can’t wait for the next round at Brainerd.” Wyman started both races on the pole after posting a track-record lap time of 2:19.135 in dry conditions during the first round of qualifying on Friday. A pouring rain on Saturday made for very challenging conditions. Herfoss led from the start with Rispoli and Wyman chasing in second and third place. Rispoli lost traction under braking approaching turn 1 and slid off the track at high speed as the leaders started the fourth of five laps on the 4.050-mile 14-turn Road America course. Herfoss won by 5.254 seconds as Wyman brought his Factory Road Glide safely across the line in second. Factory Indian rider, Tyler O’Hara, finished third just ahead of a surging Jake Lewis on the Team Saddlemen Harley-Davidson Road Glide. Sunny and dry conditions on Sunday allowed tighter racing with the full performance potential of the Mission King of the Baggers bikes on display. RevZilla/Motul/Vance & Hines Harley-Davidson rider, Hayden Gillim, jumped out to an early lead with Wyman, Rispoli, and Herfoss in close pursuit. Wyman passed for the lead on lap 3 with Herfoss getting around Gillim and into second place. Herfoss then passed Wyman entering turn 1 to start lap 4 as the leaders opened a gap on Rispoli and Gillim. On the final lap Wyman passed Herfoss in Canada Corner (turn 12) only to see Herfoss get by in turn 14, the final turn before the long uphill straight to the finish line. Wyman tucked into the draft and pulled past as the pair crossed the line. O’Hara finished third, just ahead of Rispoli and Gillim. After eight of 18 rounds in the 2024 MotoAmerica Mission King of the Baggers series, Herfoss leads the championship with 180 points. Wyman is second with 171 points, followed by O’Hara with 111 points, Rispoli with 92 points, and Gillim with 85 points. Harley-Davidson® Factory Racing returns to action June 14-16 at Brainerd International Speedway in Brainerd, Minn. during the MotoAmerica Superbikes at Minnesota event. The Mission King of the Baggers series features race-prepared American V-Twin touring motorcycles. Harley-Davidson® Factory Racing Road Glide® motorcycles are powered by modified Screamin’ Eagle® Milwaukee-Eight® 131 Performance Crate Engines. The team bikes also feature upgraded suspension components, including Screamin’ Eagle/Öhlins Remote Reservoir Rear Shocks, plus competition exhaust, race tires and lightweight bodywork. Harley-Davidson® Factory Racing is sponsored by Mission® Foods, Rockford Fosgate®, Brembo®, Öhlins®, Protolabs®, SYN3® lubricants, and Screamin’ Eagle® Performance Parts and Accessories. MotoAmerica King of the Baggers Race Results – Road America Race 1 Troy Herfoss (Ind) S&amp;S/Indian MotorcycleKyle Wyman (H-D) Harley-Davidson Factory RacingTyler O’Hara (Ind) S&amp;S/Indian MotorcycleJake Lewis (H-D) Saddlemen/Harley-DavidsonCory West (H-D) Saddlemen/Harley-DavidsonMax Flinders (Ind) Mad Monkey MotorsportsBobby Fong (Ind) SDI/Roland Sands RacingRocco Landers (H-D)&nbsp;RevZilla/Vance &amp; Hines Harley-DavidsonMotoAmerica King of the Baggers Race Results – Road America Race 2 Kyle Wyman (H-D) Harley-Davidson Factory RacingTroy Herfoss (Ind) S&amp;S/Indian MotorcycleTyler O’Hara (Ind) S&amp;S/Indian MotorcycleJames Rispoli (H-D) Harley-Davidson Factory RacingHayden Gillim (H-D) RevZilla/Vance &amp; Hines Harley-DavidsonMax Flinders (Ind) Mad Monkey MotorsportsCory West (H-D) Saddleman/Harley-DavidsonJake Lewis (H-D) Saddlemen/Harley-DavidsonTravis Wyman (H-D) Saddlemen/Harley-DavidsonSource