Hugh Janus

We expect production to start on Honda’s CB1000 Hornet later this year. (Honda/)Honda showed its new CB1000 Hornet back at EICMA in Milan last November but has remained tight-lipped about its detailed technical specification because production isn’t expected to start until the second half of 2024. Now that date is getting closer and more details of the bike are emerging, not least in the form of this patent that illustrates how Honda has incorporated a form of cold-air intake without needing a prominent nose-mounted scoop. Using the bike’s forward motion to push cold air into the airbox helps give the engine a ready supply of denser air to boost performance, but Honda has positioned the intakes farther back, flanking the steering stem and framed by upper and lower frame rails. Hidden at the front of the tank behind the front cowl are the new cold-air intakes that this patent addresses. (Honda/)The patent explains that air is encouraged into this area by the side bodywork that thrusts forward on either side of the tank, along with the lower cowls that push air toward the radiator to improve the cooling. As well as improving performance, Honda’s patent says that putting the intakes into this zone also means that the engine’s intake noise is directed toward the rider without being unnecessarily loud. Yamaha has taken a similar path with the latest MT-09, which has ducts that are purpose-made to feed intake sounds up through the top of the fuel tank to the rider. This patent drawing shows the location of the new intakes (51). (Honda/)It’s actually the louvred covers over the intakes that are key to Honda’s new patent application. While having intakes either side of the front of the frame gives convenient access to the airbox—and air can be channeled toward them by the side bodywork—that part of the frame naturally sits on a slant, matching the bike’s rake. Without the louvred covers over the intakes, they’d face slightly upward, and if the bike was left out in the rain, then water would naturally fall into them. From there, the ducting could take rain into the air filter, which is what Honda wants to prevent. Checking back to the prototype CB1000 Hornet that Honda showed at EICMA, the intakes and louvres can be seen tucked in behind the front cowl. A side view of the intakes location. (Honda/)While Honda still hasn’t announced many details about the CB1000 Hornet, it says the bike, which uses a derivative of the 2017 CBR1000RR’s engine, makes “more than” 148 hp and “more than” 74 lb.-ft. of torque. Those numbers mean it should have a little more performance than the CB1000R, a model that it will essentially replace once production starts. However, as hinted by the Hornet name, the new CB1000 is intended to be a more affordable bike than the CB1000R, swapping the CB1000R’s single-sided swingarm for a conventional dual-sided design and ditching the “Neo Sports Café” styling cues for a look that’s more conventionally modern. Other specs that have been confirmed include a 41mm Showa SFF-BP fork with adjustable compression and rebound damping, and a Pro-Link rear end connected to a Showa monoshock. Honda also says there will be three riding modes and that the dash is a 5-inch TFT with connectivity for Android and iOS. What hasn’t been confirmed yet, but our sources in Japan swear to be true, is that the naked CB1000 Hornet will be accompanied into production by a half-faired CB1000S Hornet model that will debut later this year. Source

Welcome Jorge (Aprilia/)Aprilia Press Release: It could only be Jorge Martín the ideal rider to ensure continuity after the announcement of Aleix Espargaró's retirement, who has always been Martín’s friend and mentor. Martín has signed a multi-year contract with Aprilia Racing starting in 2025, and the Team and the entire Piaggio Group welcome a rider who best represents the desire to establish himself at the top of MotoGP. MASSIMO RIVOLA ”A path of unstoppable growth, Jorge is a building block to reach the goal we are all looking for with great hunger at Aprilia Racing. Thanks to Dr. Michele Colaninno for this opportunity, we spoke last night and without wasting any time we made the decision.” Source

Aprilia Tuareg Racing is Unstoppable at the Hellas Rally Raid (Aprilia/)Aprilia Press Release: In the mountains of central Greece, Jacopo Cerutti and Francesco Montanari, in the saddle of the Aprilia Tuareg 660, pulled a great performance out of the bag in the Hellas Rally Raid, finishing in first and second in the M6 class dedicated to twin-cylinder bikes. The rain that had fallen in the days preceding the race had made the ground extremely slippery, but Aprilia Racing Tuareg rose to the occasion despite the conditions. The ground improved in subsequent days, enabling Cerutti and Montanari to show their potential and finish the 1850 km without setbacks. At the end of the seven stages, Jacopo Cerutti was crowned winner of the M6 category, giving Aprilia Tuareg Racing another important victory. With regard to the overall classification, Cerutti finished in fourth. During his first experience in this rally, Francesco Montanari also put on an excellent performance, completing the one-two in the M6 class, and coming eighth place in the overall classification. JACOPO CERUTTI ”It was a challenging seven days. Overall, it went really well, I kept up a good pace and didn’t make many mistakes. I was close to the podium in the overall classification – just 50 seconds away - but I gave it my all and didn’t quite manage it in the end. The team worked very well together; Cecco also did great. I am very satisfied, it was excellent training, and we also took the opportunity to test a few things for the season.” FRANCESCO MONTANARI ”It was an amazing experience, the standard was very high and my performance got better and better. The marathon days were very positive although they were certainly hard, as they were very long. I made a small mistake, I fell in the special long stage but although I lost a lot of time, I still did well. I wanted to achieve a good result to thank the team for the great job they did. They deserve this result, and getting first and second in the M6 class was the best way to repay them!” MASSIMO RIVOLA ”Seeing Aprilia Tuareg Racing conquer Greece is a source of great satisfaction for all of us and for the off-road project. Jacopo, Cecco, the Tuaregs and the Guareschi brothers are increasingly becoming a point of reference in the category.” Source

KTM is developing on-board monitors to measure noise emissions and then either inform the rider of the level, or actively reduce them. (KTM/)There’s a growing movement in Europe toward tighter noise limits for motorcycles and the adoption of enforcement technologies including noise-sensing cameras to catch offenders. Now manufacturers are starting to find solutions including one illustrated in an intriguing new patent from KTM. Related: California’s Plan for Automated Exhaust Sound Enforcement In Europe, many areas are enforcing noise emissions limits both on popular riding roads, and in large cities. (KTM/)There are already decibel limits enshrined in European type-approval rules, set at 80 decibels for most bikes, and anti-tampering regulations aimed at stopping riders from making modifications to evade those limits. However, stricter local and regional noise restrictions can still catch out even completely standard, road-legal machines. The issue is that the type-approval rules test noise under specific circumstances (predetermined speeds, gears, and revs), and many motorcycles can pass those tests—so are totally legal—while still being substantially louder at higher revs. Now, with local noise regulations being enforced in places including some popular motorcycling roads in the Austrian Alps and sections of Paris, riders face the challenge of trying to monitor their own noise output to avoid penalties. Related: Motorcycle Emission Standards | Ask the Geek That’s where KTM’s new idea comes into play. In essence, the company reasons that if you have a speedometer to monitor your own speed and avoid breaking limits that change from one place to another, why not add a sound meter that lets you keep an eye on your noise levels? The patent’s simplistic illustrations show that the bike’s real-time noise level could be communicated to the rider either via a meter or through a warning light that flashes if you pass a preset threshold. KTM even suggests a haptic system could be used, alerting riders via vibration motors. Ironically the patent also says an audible alert could be adopted to tell you if you stray over the noise limit. The patent shows that KTM is working on a speedometer-style gauge or an indicator light to inform the rider when sound levels have hit a predetermined limit. (KTM/)The system includes sensors on the motorcycle itself that monitor the noise level in real time, mounted around the engine and exhaust as well as the bodywork and chassis. KTM suggests these could be either listening for airborne sounds or monitoring vibration through the structure. They’re connected to a control unit that also links to the bike’s engine management. Related: The Pleasure Of Motorcycle Sounds From here, there’s a choice of operation modes. In the simplest form the sensors can simply alert the rider about the noise level, letting them decide whether they need to reduce the revs or throttle opening to stay within the legal limit. Essentially, that’s equivalent to a speedometer. The second operation mode is more active. It allows a noise limit to be preset, and then prevents the bike from exceeding it by stepping in and limiting throttle openings or revs. The idea is that, when entering an area where the noise levels are tightly monitored or restricted, you can hit a button and be sure the bike won’t exceed the noise limit. Think of it like setting a cruise control or a temporary speed limiter. Since the European trend is toward noise restrictions in specific areas, the KTM patent also suggests its system could be tied to a GPS sensor, allowing the bike to automatically adjust its sound levels in areas that the rider has previously selected, or from a broader database of limits stored online or within the bike’s own computer. Source

Ducati’s new 2025 Streetfighter Supreme is the result of a collaboration with Supreme and Aldo Drudi. (Ducati/)Collaboration projects are complicated enough with just two players in the mix, but add a third and things can get chaotic very quickly. Fortunately, Ducati is pretty savvy at choosing its foundational models as well as its partners, and for its latest branding get-together, it tapped the beastly, Panigale-derived, 208-hp Streetfighter V4 S hyper-naked. As for the lucky brands handpicked to adorn said machine, well, the first should surprise no one: Italy’s own Drudi Performance, the world-renowned design shop that’s behind many a MotoGP livery (see: Valentino Rossi) got the nod. The second partner chosen for this Streetfighter project was Supreme, a NYC-based streetwear brand that’s steeped in, and an influence on, skateboard culture—which come to think of it, might not be that recognizable to us older motoheads. Related: 2023 Ducati Streetfighter V4 S First Ride The model will retail for $50,000 and be available only in limited quantities for a limited time. The Brembo Stylema Monoblock front calipers were created specifically for the Streetfighter V4 Supreme with the white on red Brembo logo. (Ducati/)In fact, the bike’s livery is the result of designer Aldo Drudi’s collaboration with Supreme, with a palette reflecting the brand’s strong signature graphic style but in a way that uses the bike’s components within the design. For example, the Streetfighter’s Brembo Stylema front brake calipers become an element of style, with an exclusive red color and white logo that reflects the tones of the livery. The one-off painted white rims also integrate Supreme’s bold red-box logo (savvy art majors may recognize the white typeface style from artist Barbara Kruger), highlighting a style that characterizes all the most recent Ducatis. Wearing this new treatment, the 2025 Streetfighter Supreme feels like a work of pop art, which might feel a tad unlikely for a bike we called “one of the best formulas in the hyper-naked category.” The bold white typeface of the Supreme logo across the Streetfighter’s tank sure looks familiar. Any art majors out there? (Ducati/)Other exclusive touches on the 1,103cc Streetfighter Supreme include a steering head etched with the bike’s serial number of the limited-edition run and a dedicated dash animation on the screen. And like all collectible Ducatis, the Streetfighter Supreme will be delivered to buyers in an exclusive wooden crate, accompanied by an accessory kit in a dedicated box that includes the certificate of authenticity, a dedicated motorcycle cover, and the components to offer a two-seat configuration. But as far as we can tell, the 2025 Streetfighter Supreme has no mechanical changes from the V4 S standard machine. Related: How Much Power Does the 2023 Ducati Streetfighter V4 SP2 Make? The red and white treatment completely transforms the Streetfighter’s aesthetic, though there are no mechanical changes to the bike from the standard V4 S. (Ducati/)Supreme and Drudi also cooked up a full suite of exclusive technical apparel that coordinates with the bike, which includes a Dainese one-piece racing suit and Dainese racing jacket that will be available exclusively through the Ducati SuMisura program for those who plunk down the cash for the Streetfighter Supreme. Also on tap is an exclusive Arai Corsair-X-based racing helmet with a special livery, and race-ready Spidi C1 leather gloves. In addition to the riding gear, Supreme’s distribution network will also offer a lifestyle collection consisting of jackets, jerseys, pants, and hats. Ducati will also be offering coordinated racing apparel produced by Dainese as part of the limited collection. (Ducati/)Regardless of our bandwidth for brand recognition, the partnership is likely a sign of Ducati’s aim to reach a younger demographic, as the capsule collection looks to combine Ducati’s racing DNA with the more underground vibes of Supreme. But this high-profile branding exercise comes at a premium; Ducati lists $50,000 as the MSRP for the Streetfighter Supreme. The entire collection, including the bike, will be available in a very limited quantity and for a well-defined period, though Ducati did not specify those numbers to us. An exclusive Drudi-enhanced racing helmet from Arai is also part of the series. (Ducati/)Source

Patent applications reveal that Kawasaki is working on two new hybrid models, one being a Eliminator cruiser. (Kawasaki Patent Filings/)The first generation of Kawasaki hybrid bikes, the Ninja 7 Hybrid and Z7 Hybrid, might still be firmly in the “early adopter” phase but the company is already working on future developments including Versys and Eliminator models sharing the same technology. Plans for the new bikes have emerged thanks to patent applications filed by Kawasaki, which specifically relate to the thorny problem of how to package not one but two powertrains and their energy reservoirs (batteries and fuel tanks) within the restricted confines of a motorcycle chassis. For both the Versys and Eliminator developments, the patents suggest Kawasaki has decided to rethink the layout of those components to better suit the bikes’ shapes and requirements. The Ninja 7 Hybrid’s fuel tank is located in the rear subframe. (Kawasaki/)On the Ninja 7 Hybrid and Z7 Hybrid, which both share an identical frame, fuel tank, and powertrain, the problems of packaging all those components are solved by shoehorning the hybrid battery and its related electronics into a box underneath the rider’s seat. That allows Kawasaki to keep a pretty conventional fuel tank and airbox above the engine, while the electric motor that drives the bike in hybrid and all-electric modes is mounted in the space directly above the transmission. It’s a solution that works, but the bulky battery box under the seat encourages a relatively long wheelbase and gives the bikes a slightly unusual appearance, particularly in profile, with a heavy-looking rear end that’s at odds with modern styling trends that favor small tailsections. For the planned Versys and Eliminator models, Kawasaki’s patents show that the company is intending to use the same 451cc parallel-twin engine, assisted by an electric motor mounted above the gearbox, as the existing Ninja 7 and Z7 Hybrid models. The “7″ represents not the engine capacity, as we’re used to, but the equivalent performance that the hybrid powertrain delivers—which Kawasaki puts into the same class as a 700cc bike. In reality, the current models make a combined 44 lb.-ft. and 69 hp when the electric and ICE powertrains work together, and the additional Versys and Eliminator versions are likely to be close to the same figures. Where the future bikes differ is in their frames and the position of the electronics and battery. The second model Kawasaki submitted patents for is the Versys Hybrid. (Kawasaki Patent Filings/)On both models, the battery is shifted from below the seat to a new position above the engine’s cylinder head, with the engine airbox mounted just behind it. It means that the underseat area is no longer used, allowing more conventional proportions and styling. On the Eliminator-style cruiser that’s important, as the bike’s low-slung seat means there’s no space below it for a battery. On the Versys it means there’s more clearance for long-travel rear suspension, with no battery box getting in the way. With the battery above the engine, you’re probably asking where the fuel tank goes, and that’s the real key to the new patent applications. Kawasaki’s solution on both the Versys- and Eliminator-style hybrid designs is to stretch the bikes widthwise to accommodate the gas. The Eliminator Hybrid’s solution is particularly extreme. It uses two plastic fuel tanks, one on each side, bolted outside the trellis-style steel frame’s rails. The left-hand tank includes a side-mounted filler neck, and it’s joined to the right-hand tank by a connecting tube that allows both tanks to fill and drain simultaneously. Drawings show that the Eliminator Hybrid will get two fuel tanks (labeled 81 and 82) on the outside of the trellis frame. (Kawasaki Patent Filings/)While adding width, the Eliminator Hybrid’s tanks also mean it carries the weight of the fuel lower down, counteracting to some extent the higher-mounted weight of the battery pack, and in terms of styling the design should allow a broad, muscular front section while keeping the seat low and minimalist. The Versys Hybrid will get a more conventional, yet still wide, fuel tank that covers the battery. (Kawasaki Patent Filings/)The Versys-style bike’s solution is similar, but instead of two side-mounted tanks it has a one-piece tank that wraps over the top of the battery, again keeping the fuel on the sides but without the complexity of having two separate tanks. Here, the fuel is carried higher than on the Eliminator-style bike, but the tank wraps forward around the fork and right toward the nose of the bike to ensure there’s still plenty of fuel capacity. Since adventure bikes often have bodywork in this area anyway, it’s a design that should allow conventional styling. With all the hard development work on the hybrid powertrain already done, including advances like the semi-automatic, push-button transmission and the ability to operate in a variety of modes including electric-only, it makes sense for Kawasaki to apply it to as many different models as possible, maximizing the chance of amortizing that R&D expense. As such the hybrid Versys and Eliminator models previewed in the new patents are a logical step, and there may well be even more hybrids following them into production. Source

Harley-Davidson updated its Grand American Touring models, the Road Glide and Street Glide, for 2024. Updates include revised styling, improved comfort, a luxurious infotainment system, and increased power. Styling updates are minor with revisions to the gas tank, lighting, and body panels. The 2024 Harley-Davidson Street Glide also receives the new Skyline OS infotainment system with a 12.3-inch full-color TFT display. Harley-Davidson’s 2024 Street Glide utilizes the Milwaukee-Eight 117. But the Street Glide’s powerplant differs from the 117ci V-twin engine used in the Breakout and Low Rider models for two reasons. One: The Street Glide benefits from modifications to the intake and exhaust system for increased power. Two: This variation of the Milwaukee-Eight 117 receives liquid-cooled cylinder heads for improved heat dissipation, an inheritance from last year’s CVO Road Glide and CVO Street Glide. Displacement, compression ratio, bore, and stroke remain unchanged from the Breakout and Low Rider models. 2024 Harley-Davidson Street Glide Dyno Chart (Robert Martin/)On our in-house Dynojet 250i dynamometer, the 2024 Harley-Davidson Street Glide produced 90.35 hp at 4,530 rpm and 116.58 lb.-ft. of torque at 2,840 rpm. For reference, the 2023 Harley-Davidson CVO Road Glide Limited Anniversary Edition recorded 90.11 hp at 4,660 rpm and 111.22 lb.-ft. of torque at 3,290 rpm. The 2024 Street Glide edged out last year’s CVO with a slight increase in horsepower and torque. The 2024 Harley-Davidson Street Glide delivers American muscle in a two-wheel package. Gobs of torque are available off idle, literally. The charisma of a rumbling V-twin paired with the build quality of The Motor Company, that’s Grand American Touring. Source

The 2024 Indian Super Chief Limited stays true to its roots. (Jeff Allen/)Reasons why to ride a motorcycle are diverse and plentiful. America’s spectrum of riders come from all walks of life, but the statistics of ownership do reveal an indisputable majority: Most American riders choose to ride a cruiser, and overwhelmingly an American-made V-twin to be exact. Is it for the image? The lifestyle and culture? Nostalgia? Indian’s Super Chief Limited aims to satisfy all of those desires and more. The Super Chief Limited straddles the cruiser and bagger categories within Indian Motorcycle’s model lineup. It also performs a delicate dance of retaining some of the simplicity of older-generation baggers while sprinkling in the right amount of modern amenities to meet the sensibilities of riders in 2024. If modern-era baggers like the Chieftain and Challenger are overwhelming in features and price, and stripped-down cruisers like the Scout and classic Chief models are too austere, then the Super Chief Limited is surely the Goldilocks of this story. If it looks like a bagger and it barks like a bagger, it just might be a bagger. (Jeff Allen/)Indian Super Chief Limited Ergonomics and Style As far as first looks go, the Super Chief Limited is the quintessential cruiser archetype. Big round headlight, gleaming chrome buxom V-twin motor, teardrop gas tank, and a power stance that is punctuated by the balloon 130/90 front tire. It’s a traditional round headlight housing but the Super Chief Limited puts an interesting modern LED twist on the iconic style. (Jeff Allen/)It’s easy to slide into the saddle with a 26.2-inch seat height, though the voluminous Thunderstroke 116 engine and floorboards make the U-line a bit wide. Nonetheless, a petite rider like me at 5-foot-4 is easily able to flat-foot the SCL. Hefting it up from the sidestand is a bit of labor and pushing around the 739 pounds of the Super Chief Limited will require some muscle. There is always some give and take between style, comfort, and convenience. The floorboards are comfortable and fit the cruiser styling, but for this small rider it will mean some extra stretching to operate the foot controls. (Jeff Allen/)The riding position of the SCL is rather accommodating, with long floorboards in a mid-to-front forward position and a handlebar that sweeps back for a comfortable bend in the elbow while riding. As a shorter rider, I found the foot controls to be just out of reach so I had to shift my riding position and stretch to engage them. The levers are nonadjustable and the clutch lever in particular is a bit stiff. Like a pair of Converse sneakers, the American V-twin powerplant transcends eras and endures the test of time. (Jeff Allen/)Indian Super Chief Limited Engine The Super Chief Limited is extra “super” thanks to the 1,890cc air-cooled V-twin Thunderstroke 116 engine, an upgrade from the Thunderstroke 111 powerplant in the base-model Super Chief. Aside from “The Star-Spangled Banner,” there might not be a more American sound than an air-cooled V-twin engine roaring to life. Even with the stock exhaust the SCL made me nod with approval, the handgrips thrumming in my hands with the vibrating of the beating heart of a classic American cruiser. The Thunderstroke 116 is torquey down low and will happily cruise along in the 3,000 rpm range with a tolerable buzzing in the bars and the seat. This old motor has some new tricks up its sleeve however, thanks to the three selectable modes of Rain, Road, and Sport. The biggest differentiator between the ride modes is the initial hit of the throttle, going from softest to hardest in a predictable manner. What was not predicted was how harsh the hit would be in Sport mode, causing the rear tire to screech loose when taking off from a stoplight. With each shift, the Sport mode rockets forward with tenacity and it is not for the faint of heart. Ultimately, I found I was most comfortable in the less rowdy Road mode, which still has plenty of pounce but with a measure of restraint. The Super Chief Limited has its limitations when it comes to lean angle and ground clearance. (Jeff Allen/)Indian Super Chief Limited Chassis and Handling Traditional cruisers tend to like going in straight lines or rumbling along gentle long sweepers, and the SCL is no exception. A steel tubular frame, 46mm telescopic fork with 5.2 inches of travel, and dual rear shocks with adjustable preload and 3 inches of travel are standard fare in the cruiser world. Stopping power is delivered by a single 300mm semi-floating rotor and four-piston caliper up front, with a single 300mm floating rotor and two-piston caliper out the rear—both of which are ABS equipped. Like many cruisers, the SCL has a single disc front brake. It is the opinion of this rider that a dual-disc system could be more effective and confidence inspiring for the SCL and all other heavy cruisers. (Jeff Allen/)The overall sensation from the SCL is stiffness. Nearly every bump on the street transmitted straight to the seat of the pants, and with forward-oriented floorboards it was difficult to stand up to help aid the short-travel suspension in its mission. The fork was immovable and it’s difficult to imagine the amount of force and stress required to send it through its stroke. It’s likely that Indian has dialed up the suspension settings due to the overall weight of the machine, and the anticipation of a much larger pilot in the seat rather than all 120 pounds of little old me. The Super Chief and Super Chief Limited are the only variants offering a passenger seat in the Chief series as stock. (Jeff Allen/)The brakes require some strategy to operate them in the most effective manner. Relying entirely on the front brake is a no-no, as the single disc setup is not fully adequate to quickly slow down all the weight of this rolling thunder machine. A thoughtful combination of front brake, generous rear brake, and timed engine-braking are all required to stop the SCL with haste. In practicing some emergency stops, I found the ABS in the rear brake to activate much sooner than the front, and generally speaking the overall stopping power of the SCL left me wanting. A dual-disc front brake would be a welcome upgrade in future models. On twisty and winding roads the SCL has some limitations. First on turn in, the wide-profile 130mm front tire is resistant to direction change. When it does finally commit to the corner, the SCL has a tendency to run wide. Increasing countersteering is a natural instinct to help remedy this issue but the floorboards will scrape with minimal effort on that front. Not to mention that the floorboards instead of footpegs means the rider has even less agency to use bodyweight to control the motorcycle. The tall windscreen on the SCL makes for comfortable freeway cruising out of the buffeting wind. (Jeff Allen/)Just like Goldilocks, the Super Chief Limited has a preferred moderate riding goal in mind. It’s called a cruiser for good reason. Tight, technical roads and lane-splitting is anxiety-inducing but casual cruising on serene backroads and empty highways are where the SCL performs its best. The Indian Super Chief Limited is smile-inducing when cruising in the evening golden hour on empty roads with your hair flowing in the wind. (Jeff Allen/)Indian Super Chief Limited: Everything Else The Super Chief Limited gets top marks for tastefully integrating technology into classic packaging. In particular, the round dial instrument, which is a 4-inch touchscreen powered by Indian’s Ride Command user interface, is intuitive and works quite well. Toggling through multiple tach displays, GPS navigation, Bluetooth connectivity, and music control finds no issues. This instrument has other features I did not get to engage with, such as live weather overlay, live traffic overlay, bike locator, and intuitive destination search. It’s an impressive amount of functionality in a small and discreet dial. The dial interface is also a touchscreen, allowing for quick interactions on the ride if your gloves are also touch-tech capable. (Jeff Allen/)The SCL also had hard bags that mimic the look and feel of soft leather saddlebags, complete with fast buckles and shaped to the exhaust. The keyless ignition aspect of the SCL is also slick but not exactly new technology. However, something about a push-start air-cooled V-twin does tickle my fancy. The Super Chief Limited fills in a niche that is becoming smaller and smaller—much like trying to find a small-bodied pickup truck in a sea of new-age monster trucks. The marketplace has forced manufacturers to supersize and overcomplicate many product lines, and price them into extremes to make profitable margins. For the rider who wants a simple bagger from yesteryear, yet still have those one or two goodies like cruise control and a fancy dash, the SCL is an unsung hero in meeting the need and bucking the trend of more, more, more. If you are tired of motorcycles that “try too hard,” then the Super Chief Limited has the appeal of a simple machine that does all the things with adequacy. (Jeff Allen/)Put simply, the Super Chief Limited is a refreshingly honest motorcycle. It is not trying to redefine a genre, or smash any figures or records. Load up the tail bags, cue the riding music, and see where the road will lead. It’s uncomplicated, just like cruising was meant to be. 2024 Indian Super Chief Limited Specs MSRP: $21,999 Engine: Air-cooled, V-twin Thunderstroke 116 Displacement: 1,890cc Bore x Stroke: 103.2 x 113mm Compression Ratio: 11.0:1 Transmission/Final Drive: 6-speed / belt Fuel System: Closed-loop fuel injection w/ 54mm throttle body Clutch: Wet, multiplate Frame: Steel tubular Front Suspension: 46mm telescopic fork; 5.2 in. travel Rear Suspension: Dual shocks, preload adjustable; 3.0 in. travel Front Brake: 4-piston caliper, 300mm semi-floating disc Rear Brake: 2-piston caliper, 300mm floating disc Wheels, Front/Rear: Wire spoked; 16 x 3 in. / 16 x 5 in. Tires, Front/Rear: Pirelli Night Dragon; 130/90B-16 / 180/65B-16 Rake/Trail: 29.0°/5.2 in. Wheelbase: 64.0 in. Ground Clearance: 4.9 in. Seat Height: 26.2 in. Fuel Capacity: 4.0 gal. Claimed Wet Weight: 739 lb. Contact: indianmotorcycle.com Source

Even though none were finalists in the British class, there were lots of super-clean Vincent examples hanging around too, like this one from Magro Motorcycles. (The Quail Signature Events/) Plenty of other gorgeous hardware was on display too, including this rare V-8-powered 1992 Honda NR750, in the Iconic Motorbikes booth. (The Quail Signature Events/) Winning first place in the British category was this mint 1950 Triumph TR5 Square Barrel, courtesy of Bob Ives. (The Quail Signature Events/) In the American class, first place was given to this 1979 Harley-Davidson FLH Electra Glide from John Ventura. (The Quail Signature Events/) Long, low, and exquisitely detailed, this 1980 Harley-Davidson Sportster Custom was the top finisher for the Arlen Ness Memorial Award. (The Quail Signature Events/) One of the featured classes was for Vespa, and taking first place in that group was this 1946 V98 model from Josh Rogers. (The Quail Signature Events/) In the Custom/Modified category, Chris Ranuio’s tribute to 1920s Harley-Davidson boardtrack racers snapped up first place. (The Quail Signature Events/) Also on display at this year’s Quail was the record-setting 2018 Aprilia Tuono V4 1100 Factory ridden by Rennie Scaysbrook at The Broadmoor Pikes Peak International Hill Climb. (The Quail Signature Events/) This 1960 Parilla Grand Sport from Jon Jacobson took the Historical Vehicle Association (HVA) award. (The Quail Signature Events/)Source

In its 14th year The Quail Motorcycle Gathering remains the premier concours d’elegance for motorcycles in America. (The Quail Signature Events/)For the 14th edition of The Quail Motorcycle Gathering earlier this month, sunshine was in short supply, but the spirits of the 1,000 or so attendees slogging through the manicured grasses of the Quail Lodge & Golf Club in Carmel, California, were unflagging. It was, in the words of returning master of ceremonies and two-wheel culture expert Paul d’Orleans, more like a “Watersports Gathering,” with dark skies dumping buckets of precipitation on the event, but the QMG still brought out the heavy-duty hardware, with more than 200 vintage and modern motorcycles, scooters, and bicycles on display. The premier two-wheel concours d’elegance carried on with its usual format, showcasing four featured motorcycle classes alongside 10 returning traditional classes. The anniversaries and marques highlighted this year included the 25th anniversary of Suzuki Hayabusa, the 30th anniversary of the Ducati 916, the 100th anniversary of the American Motorcyclist Association, and a celebration of the Vespa, dubbed “Decades of Scooter Fun!” Related: Why We Ride to the Quail Returns for 2022 Vic World’s pristine (and one-of-one) 1968 Honda CB750 Factory Prototype took home Best of Show honors at The Quail. (The Quail Signature Events/)A 1968 Honda CB750 Factory Prototype scooped up the “Best of Show” award, and attendees also got to witness a Fireside Chat between AMA Hall of Famer, Supercross champ, and 2024 Legend of the Sport Honoree Ricky Johnson, and AMA Hall of Famer and three-time MotoGP world champion Wayne Rainey. Related: The Quail Motorcycle Gathering This historic 1926 Moto Guzzi C2V (Corsa Due Valvole) racer presented by Greg Saule snagged the Antique Second Place award. (The Quail Signature Events/) Steve Wellman’s mind-blowing prototype based on a 2006 Hayabusa won the 25th Anniversary of the Suzuki Hayabusa prize. Fifteen years in the making, the bike currently features a raw turbo ’Busa drag race motor putting out about 600-plus horsepower, carbon wings right out of Formula 1, carbon wheels, and more. The goal, says Wellman, is to build an 800-hp production model using a proprietary CNC-milled billet engine. (The Quail Signature Events/) The extraordinary craftsmanship on Barry Weiss’ sculptural Seeley-Norton Commando, with a vintage Seeley racing chassis, came courtesy of Johnny Green and Evan Wilcox, and convinced the judges to award it Spirit of the Quail honors this year. (The Quail Signature Events/) A 1992 Cagiva D92 Works Prototype Dakar racer from Cory Muensterman took home the Competition Off-Road prize as well as the AMA Motorcycle Hall of Fame Heritage Award. (The Quail Signature Events/) There’s no argument that Max Hazan’s lovely hand-built 1938 JAP 1000 build was more than deserving of its Custom/Modified second place trophy. Just ask owner Jason Mamoa. (The Quail Signature Events/) An on-stage chat featured 2024 Legend of the Sport Honoree and AMA Hall of Famers Ricky Johnson and Wayne Rainey as well as QMG event founder Gordon McCall. (The Quail Signature Events/) This 1960 Parilla Grand Sport from Jon Jacobson took the Historical Vehicle Association (HVA) award. (The Quail Signature Events/) Also on display at this year’s Quail was the record-setting 2018 Aprilia Tuono V4 1100 Factory ridden by Rennie Scaysbrook at The Broadmoor Pikes Peak International Hill Climb. (The Quail Signature Events/) In the Custom/Modified category, Chris Ranuio’s tribute to 1920s Harley-Davidson boardtrack racers snapped up first place. (The Quail Signature Events/) One of the featured classes was for Vespa, and taking first place in that group was this 1946 V98 model from Josh Rogers. (The Quail Signature Events/) Long, low, and exquisitely detailed, this 1980 Harley-Davidson Sportster Custom was the top finisher for the Arlen Ness Memorial Award. (The Quail Signature Events/) In the American class, first place was given to this 1979 Harley-Davidson FLH Electra Glide from John Ventura. (The Quail Signature Events/) Winning first place in the British category was this mint 1950 Triumph TR5 Square Barrel, courtesy of Bob Ives. (The Quail Signature Events/) Plenty of other gorgeous hardware was on display too, including this rare V-8-powered 1992 Honda NR750, in the Iconic Motorbikes booth. (The Quail Signature Events/) Even though none were finalists in the British class, there were lots of super-clean Vincent examples hanging around too, like this one from Magro Motorcycles. (The Quail Signature Events/)Source

CFMoto’s 500SR Voom Concept brings back ’90s styling cues. (CFMoto/)The development of a new 500cc four-cylinder sportbike platform is no secret at CFMoto, but the company’s latest development of the idea has turned heads by adopting a 1990s-inspired retro style that’s perfectly suited to the revival of the small-capacity supersport class. Last year CFMoto previewed a modern-styled version of the new 500SR, the debut model for its new four-cylinder screamer, with a demonstration run at the Zhuzhou International Circuit in at the annual CFMoto Day for the brand’s fans. Despite a camo wrap to hide its styling, the bike was clearly in the same mold as existing, modern CFMoto sportbikes like the 450SR. We’re still waiting for that version of the 500SR to be fully revealed, but in the meantime the company has started teasing a second model on the same platform, dubbed 500SR Voom. The CFMoto 500SR Voom looks production ready, but CFMoto has not released specifics. (CFMoto/)Unveiled via a YouTube video, the 500SR Voom appears to share the same engine and chassis as the 500SR prototype that was demonstrated last year, but it’s clothed in completely new styling that takes a leaf from the Papio SS, with retro style that evokes 1990s classics like the original Honda CBR900RR, Yamaha’s FZR750, or Kawasaki’s ZXR750. Coming on the heels of machines like Yamaha’s new XSR900 GP, it reflects a new revival for ‘80s and ‘90s styling cues with clean, rounded lines that are a sharp contrast to recent origami-folded bodywork trends. Most interesting are the twin-intake ducts surrounded by daytime running lights while the headlight is mounted below. Daytime running lights surround two round intake ducts giving the appearance of retro headlights; the actual headlight is a rectangular unit tucked away lower on the fairing. (CFMoto/)Styling aside, the 500SR Voom also reveals technical details that will be shared by the more contemporary 500SR and the inevitable 500NK naked bike that’s sure to follow it. These include our first look at the frame, which was hidden under plastic wrap on the bike that premiered last year. That wrap gave the look of a beam frame, but it’s now clear that it’s really a steel tube design that’s in keeping with CFMoto’s smaller sportbikes like the 300SR and 450SR. A steel tube frame is used on the 500SR Voom. (CFMoto/)As on last year’s 500SR prototype, the 500SR Voom uses an upside-down fork and aluminum swingarm, but instead of the belly-mounted exhaust there’s a pair of high pipes, one on each side. The previous prototype’s Moto3-style rear disc wheel is also replaced with a more conventional design, but it’s clear that the 500SR and 500SR Voom will be essentially the same, mechanically. Another clue from the new video is a shot of the instrument panel, showing a typical color TFT display, but one that includes graphs for the power and torque curves as well as a 16,000 rpm rev counter. The tach itself is intriguing. The numbers from 0 to 7,000 rpm are tightly packed into the first inch of the needle’s movement and those from 11,000 to 16,000 rpm—gradually getting redder as the numbers rise—are compressed into a similar space at the top end of the dial, leaving the lion’s share of the space for the 7,000 rpm to 11,000 rpm range that CFMoto clearly expects riders to spend most of their time using. Video capture of the TFT reveals a possible 16,000 rpm redline. (CFMoto/)The power and torque curves illustrated on the dash to the left of the rev counter lack figures on the y-axis but show that the bike’s power is spread from 2,000 rpm to 14,000 rpm. There are also three horizontal lines that are each likely to represent 20kW and 20 Nm gaps. The red line for power very nearly touches the third horizontal marker at around 12,000 rpm. If that line represents 60kW—which is equivalent to 80 hp in more familiar terms—that’s about right for a highly tuned 500cc four. The white torque curve, meanwhile, peaks a little above the second horizontal line and at about 10,000 rpm. That would be around 45 Nm, or around 33 lb.-ft. Again, that would be about right. For comparison, the full-power version of Kawasaki’s ZX-4RR—arguably the closest rival to the 500SR—makes 57kW (76 bhp) at 14,500 rpm and 39 Nm (29 lb.-ft.) at 13,000 rpm. With a 100cc capacity advantage the 500SR should be able to beat those numbers while revving a little lower, just as the curves on the dash suggest. The instruments also point to some strong technology, including real-time tire pressure and temperature monitoring. The 500SR Voom looks like it shares much with the yet to be released 500SR. (CFMoto/)While some elements of the bike’s styling look like a concept—most notably the air intakes set inside the running lights—others are very production-looking, including the presence of a license plate hanger and light at the back. It’s possible that those open-centered DRL intakes really are production parts; it’s a styling idea that Dodge used the Challenger Hellcat several years ago. Most concepts don’t include a license plate bracket, is the 500SR Voom close to production? (CFMoto/)Whether the 500SR Voom will reach the USA remains uncertain. CFMoto’s video description says it’s “dedicated to CFMoto’s domestic market,” suggesting it won’t be leaving China, but on the flip side all the text on the instrument panel is in English. That could be a clue that, once fully launched, there is a chance the bike will be appearing on export markets as well. Source

Arai’s all-new XD-5 is the latest generation of its multipurpose helmets. (Align Media/)Arai Helmets introduced a new multipurpose helmet, the XD-5. Successor to the XD-4, the helmet features design updates for a stronger, safer, and more functional product. The Arai XD-5 in Cosmic Red ($949.95). (Arai/)As with every Arai helmet, the major emphasis is on safety; the “Priority to Protect.” This starts with a strong shell manufactured with layers of fiberglass and resin. The XD-5′s shell is rounder, stronger, and smoother for greater glancing-off performance than the XD-4. As part of its Peripherally Belted Complex Laminate Construction (PB-cLc 2) using an array of special materials, the forehead area is reinforced with a Super Fiber belt for strength and light weight. When wearing an Arai helmet, be assured that the one covering your head meets the same requirements as the one Maverick Viñales uses on Sundays. The PB-cLc 2 shell is smoother, rounder, and stronger than the XD-4 for improved glancing-off performance. And the Super Fiber belt (dark strip) adds increased safety. (Arai/)“Rounder, Stronger, Smoother.” That’s the motto for Arai Helmets. The R75 shape (featured on all Arai helmets) refers to “a continuous curve radius of at least 75mm, making Arai shells round, smooth, and strong.” The idea is that a round, smooth shell allows for the greatest glancing-off performance. When the helmet comes in contact with the riding surface or an object, it will glance off and distribute energy away from the helmet and the rider’s head. All air ducts or vents are designed to break away in the event of a crash to prevent snagging and increase glancing-off performance. The Arai XD-5 in the road configuration. (Arai/)Arai is constantly developing the strength and safety of its helmets, but the R75 shell shape remains relatively unchanged because the company believes in a round, smooth surface for its helmets. Arai’s one-piece multi-density EPS liner manages impact absorption and distribution. (Arai/)Impact energy is absorbed and distributed through the helmet’s one-piece, multi-density EPS liner. The Arai XD-5 features different densities throughout the liner working together to minimize acceleration and deceleration forces to the brain. What Makes the XD-5 New? Arai’s XD-5 features a revised shell shape (longer) for a more universal fit. The new visor and peak are 20mm lower than the XD-4 allowing for a smoother surface near the rider’s temples to increase safety. A new visor system has been engineered for easy, toolless removal and an increased field of vision from a new Max Vision visor. The XD-5′s VAS-A visor, derived from the Corsair-X, enables riders to add the Pinlock 120XLT insert included with purchase. Arai’s XD-5 features a VAS-A Max Vision visor enabling the addition of the included 120XLT Pinlock. (Arai/)The peak has been designed for greater aerodynamic efficiency to prevent drag and create a quieter helmet while traveling at speed. And because the XD-5 is a multipurpose helmet, the peak can be removed with a single screw on each side, transforming the helmet from an ADV and off-road setup to a full roadster on-road configuration. And for those wanting to wear goggles, the visor can be quickly removed without tools. So if you ride dirt bikes, streetbikes, and adventure bikes, the XD-5 is the only helmet you need. Just adapt the helmet to the style and functionality you desire. A newly designed peak provides improved aerodynamic efficiency. (Arai/)The XD-5s redesigned interior is fully removable so riders can wash and adjust the liner. An adjustable pad at the back and temples of the crown pad allows for a customizable fit. The FCS cheek pads feature a 5mm peel-away material for further adjustment. The XD-5’s liner is fully removable for washing and fit adjustments. (Arai/)Another big emphasis in the development of the new XD-5 was ventilation. Arai’s XD-5 features a new chin vent that can flow up to 200 percent more air than its predecessor depending on the motorcycle, and has gained the 3D logo air duct like the one found on the Contour-X. An inner vent gate offers the ability to direct air toward the rider’s mouth or up toward the inside of the visor to reduce fogging. Because of the increased ventilation from the new air ducts, Arai was able to eliminate the mesh chin bar vents, which serves two purposes; a stronger chin bar and a smoother, flatter surface for the addition of a communication device. Arai’s XD-5 utilizes a 3D logo air duct. (Arai/)Recognizing the demand for communication devices in all forms of motorcycling, the XD-5 also features designated speaker cubbies above the cheek pads. Riders no longer have to modify their helmets when installing a communication device. Plus a tuck-away pocket in the neck roll helps to organize and tidy up additional wire length without having to tape any slack to the inside of the helmet. The Arai XD-5 comes with provisions for the addition of a Bluetooth communication device. During our ride, we used a Cardo Packtalk Edge. (Align Media/)Arai’s all-new XD-5 is available in 12 color options and ranges in sizes from XS to XXL. Pricing starts at $839.95 and goes up to $949.95 depending on colors and graphics. Riding Impression One of the best compliments you can say about a helmet or any gear is it goes unnoticed. That is the case when wearing the Arai XD-5. During long photo stops and water breaks on our press event ride through warm Southern California, the need to rip off the helmet for some relief was hardly felt. Riding off-road, the XD-5’s visor can easily be removed to wear goggles. (Arai/)The field of vision through the new Max Vision visor is expansive. Scanning your gaze in any direction will barely find the perimeter of the visor. Imagine watching 4K action camera footage on a large smart TV. It looks like that. One of the biggest improvements instantly noticeable from the new visor over the previous XD-4 was the lack of distortion when looking down through the lower third of the visor. Crystal-clear vision is experienced through every angle of the visor. The Arai XD-5’s Max Vision visor provides an excellent field of vision. (Align Media/)When traveling at (and sometimes well above) indicated speed limits, the new peak system does not cause any buffeting or drag; leading to a more comfortable, relaxed, and less fatiguing ride. The new ventilation systems provide noticeable airflow to your mouth and head. Arais have always been comfortable and fit well for this rider’s size XS head. The XD-5 is no different. During our ride, we were provided Cardo’s Packtalk Edge communication device. Installing, removing, or adjusting the internal headphone speakers and wires was easy and intuitive. The new ear pockets eliminate the need to rip apart the helmet interior, which is never fun. On stretches of pavement, the all-new Arai XD-5 generates little to no buffeting and drag. (Align Media/)Arai’s XD-5 exceeded our expectations as a dynamic and highly functional multipurpose motorcycle helmet. Arai may not be recognized for having the most flashy, polarizing, or trendy shapes, but it’s hard to argue with the quality and safety record of its lids for the last 70 years. That is the Arai difference. Arai’s XD-5 is a “wheelie” high-quality helmet. (Align Media/) The XD-5’s new chin shutter flows up to 200 percent more air than its predecessor. (Arai/) The Arai XD-5’s inner shutter can be adjusted to direct air toward the rider's mouth or up to the shield to prevent fogging. (Arai/) Head down, throttle out in the new Arai XD-5. (Align Media/) Carving up twisty pavement in the XD-5’s “on-road” configuration. (Align Media/) Splish, splash, mud bath. (Align Media/) Visor removal and installation do not require tools. (Arai/) The XD-5’s rear air duct is designed to break away in a crash, improving glancing-off performance. (Arai/) The Arai XD-5 in Discovery Blue ($949.95). (Arai/)Gearbox Helmet: Arai XD-5 Jacket: Alpinestars ST-7 2L Gore-Tex Pants: Alpinestars Revenant Gore-Tex Pro Gloves: Alpinestars Megawatt V2 Boots: Alpinestars XT-8 Gore-Tex Backpack: Alpinestars Techdura Tactical Pack Source

Ducati has just revealed two new concept bikes, based on its Scrambler series, at the London Bike Shed Show. (Ducati/)When it was first launched in 2015, Ducati’s modern-classic Scrambler series boasted as many as five submodels, with even a cafe racer in the mix at one point. But by the time the 2023 redesign came around, the popular lineup had been whittled down to just three bikes: the Icon, the Full Throttle, and the Nightshift, all retaining the 803cc L-twin engine and steel trellis frame. For some pundits, the diminishing stable signaled trouble ahead, but never fear, Ducatisti, the Scrambler brand has just presented two new concepts at the Bike Shed Moto Show London, including one that’s a modern update of its Café Racer (which was discontinued in 2020). The CR24I concept pushes the lines of that first Café Racer model from 2017 even further, while the Scrambler RR24I is emphatically minimalist, calling to mind a Mad Max aesthetic. According to Ducati, both are “showcasing once again how…creative customization embodies the post-heritage Ducati world.” The CR24I concept is Ducati’s take on a modern Scrambler-ized cafe racer. (Ducati/)Both bikes were penned entirely by the Centro Stile Ducati workshop, using the second-generation Scrambler as a foundation, but the CR241 concept is a more evolved version of the cafe racer concept, even as it manages to echo some of those 1960s design cues. The narrow, tank-mounted fairing hearkens back to Ducati icons like the Pantah and the 750 SS, but with a more modern flow, while the color scheme, according to Ducati, is meant to “…stir the emotions of the most nostalgic and passionate fans of ‘60s British rockers iconography.” Flowing lines of the CR24I concept, with removable cover on the pillion section. (Ducati/)Key elements include the 17-inch front rim with road tires and the sporting clip-on handlebars with bar-end mirrors. Thanks to the detachable cover for the passenger section, the saddle can be converted into a single-seat unit, thus recalling the classic “panettone” saddles of 1970s sportbikes. Maintaining the design language and feel of the modern Scrambler line but hearkening back to the 1960s with that sleek fairing. (Ducati/)The RR24I model, meanwhile, gets a bit post-apocalyptic with its minimalist aesthetic and leans into motorcycle design basics: two wheels, a tank, an engine, and handlebars. All the aluminum parts are left exposed, while the tank is stripped of its covers and replaced by a frame to which riders can attach a tank bag for the essentials. The pillion part of the saddle is also removable to create a luggage rack while the high-mounted Termignoni exhaust pushes a trackerlike look for this concept. The off-road-ready RR-24I concept feels a bit more post-apocalyptic. (Ducati/)The rough-and-ready look is further complemented by knobby Pirelli Scorpion Rally tires on 18- and 17-inch rims and a high front fender that speaks to off-road possibility. Both concepts will be displayed to the public at the London Bike Shed Moto Show, from May 24–26, but Ducati didn’t provide any other details or hint at a production schedule. There’s a chance that at least the CR24I concept will see the light of an assembly line next year, but we’ll know more at the next Intermot Show, so stay tuned. Knobbies, high-mount exhaust and jerrycans for the run across the desert. (Ducati/)Source

Buell Motorcycle Co. Announces Expansion into Global Markets (Buell/)Buell Press Release: Buell Motorcycles, renowned for high-performance, hand-built superbikes and the highly anticipated Super Cruiser, is throttling forward with expansion into global markets. Japan, France, Spain, Brazil, Canada, and Italy have been havens for Buell American Motorcycle’s clubs and superfans for decades. Being void in those markets for over 10 years, Buell is announcing its plans to regrow global distribution into these markets during the next few years, fulfilling customers’ demand to feel the rumble of a Buell Motorcycle. To help accelerate the timelines, Buell is opening its communication and phone lines for international distributors and dealers to contact the Michigan Factory, in addition to opening refundable pre-order deposits for customers to show their indication of interest to buy. Following the launch of Buell’s Hammerhead 1190 Superbike and announcement of the Super Cruiser prototypes, riders across the globe have been asking when Buell products will be available in their home countries. Buell is pleased to announce that with the support of the United States Small Business Administration, and the Michigan Economic Development Corporation, Buell has set in motion an experienced internal team to meet their consumers’ needs. Buell’s desire to expand beyond American borders marks a significant milestone for the company. As part of its global expansion strategy, Buell will soon establish a presence in key countries, offering riders unparalleled access to its diverse range of high-performance American Motorcycles. This year’s focus on global growth will begin with Canada, where riders can expect the same level of innovation, quality, and performance that has defined the brand’s founding roots from the beginning. Whether navigating the urban streets or exploring the open road, Buell is prepared to deliver an exhilarating riding experience like no other. “We are looking forward to delivering high performance, V-Twin motorcycles into the Canadian marketplace. The importation of Buell motorcycles into Canada will genuinely increase the recognition that Buell is Back,” said Troy Devlin, Director of Business Development at Buell Motorcycle Co. Buell’s first global expansion will be into Canada during Summer 2024. Timelines for the UK, EU and other markets are being planned, with compliance being led by Barbara Kiss, former head of Global Compliance at General Motors, and Buell’s compliance specialist Emily Reid-Barker. “We’ve seen a strong demand for Buell’s high-performance motorcycles across the globe. We’re listening, and we’re ready to expand with global distribution. Our energetic and growing team is ready to deliver the rumble of our high performance V-Twin American motorcycles,” said Bill Melvin, CEO of Buell Motorcycle Co. “Riders keep asking, ‘WHEN?’ We want to give them what they want - an iconic American motorcycle with rich history, horsepower, and lots of adventure.” Interested international buyers can place a refundable $25 preorder at www.buellmotorcycle.com/global to show their interest, receive regular updates, and be connected to the earliest international export units available. Interested international distributors and dealers should contact Buell via the factory phone +1 (616) 888-8281, or email Buell’s Director of Business Development, Troy Devlin at Troy@BuellMotorcycle.com. Source

Triumph Enters Inaugural Pro Motocross Season (Triumph/)Triumph Press Release: Debut Supercross season yields holeshots and Heat Race winLooking ahead to 11 round Pro Motocross seriesJoey Savatgy to make his racing debut on Triumph TF 250-XShaking up the world of motocross is no easy feat, but that’s exactly what Triumph set out to do in 2024 competing with the Triumph TF 250-X in both the Monster Energy AMA 250SX East Championship and Pro Motocross Championship. The full season of Supercross delivered holeshots, a Heat Race win, and fighting for podium positions. Now attention turns to the outdoor season. Rider Jalek Swoll enjoyed his most successful season in Supercross on the all-new machine. Despite picking up a back injury early in the season, the 23-year old from Belleview, Florida, valiantly flew the flag for Triumph over the course of the nine-round Monster Energy AMA 250SX East Championship. Although a debut podium fell just out of reach after a crash fighting for second place at Round 8 in Philadelphia, the #33 bike was consistently running top five pace, managed two holeshots and his - and Triumph’s - first Heat Race win. The aim was to finish the championship in the top five and Jalek placed seventh overall. If it wasn’t for two incidents outside of his control in the opening rounds, the nine points needed for that position would have easily been achieved. The bright lights of the arenas now give way to the challenging terrains of the outdoor tracks when the 2024 Pro Motocross season kicks off on May 25 at the Fox Raceway in Pala, California. For the 11 rounds and 22 motos of the Nationals, Triumph Racing can count on the youthful exuberance of Jalek Swoll joined by his multi-time race winner teammate, Joey Savatgy, on the #17 Triumph TF 250-X. Savatgy has spent all year preparing for the outdoor season, where previously in the 250 class between 2013 and 2018 he has finished twice in the top three overall standings, achieving 14 visits to the podium with seven of those being on the top step. Jalek Swoll #33 ″Being part of a legendary brand and being their only rider throughout the Supercross season made me proud. We certainly learned a lot about ourselves, as a team, and with the bike. A lot of credit goes to Triumph as the TF 250-X started out in a competitive way. The bike corners so well; it’s super light and nimble so I can move it around how I want to. “Looking ahead to the Nationals, I feel really good. If I’m honest I prefer the outdoors and I’m definitely pumped and excited to showcase what I and the bike can do. The goal is to fight for podiums at each round as I’m plenty capable of being up there and the bike is, too. The Grand Prix guys are already outdoors and so we can fast forward a few things from what they’ve learned. “The Nationals are something else. The depth of field on the gate is insane and all the fast guys are there, so it means a lot when you can put some good results on the table. You either love Pala or hate it. It’s certainly not my best track, but it’s the season opener and so everyone is pumped and ready to go, I know I definitely am.” Joey Savatgy #17 ″My off-season has been long! I’ve not necessarily been sitting around, but watching the racing and not being part of it hasn’t been easy. But those were the cards we were dealt with, so the time has been an extended training block with a lot of riding outdoors. We’ve made a lot of refinements with the bike and also with myself, both mentally and physically. “From when I first rode the bike to now, we’ve made heaps of improvements, but we will continue to learn. We have a smart crew around us to get the boat pointed in the right direction. The vibe with the team is great; they’re so knowledgeable and with them having some good results in Supercross, it’s such a confidence booster to me. I would have loved to be out there with them, but my chance is almost here. “My goal for the season is to go and win - I feel connected to the bike. A lack of gate drops is never ideal, but I know the Triumph TF 250-X well, my fitness is good and so I think we can do some damage. My experience will be an advantage with a long season and a lot of motos. For the times when it just isn’t clicking, it’s about maximizing the points and doing the best I can do. I’ll get the wins if they’re there, but on the weekends that don’t come as easy I’ll remember the long game and grab the points. If we can leave the first round in a good place mentally, it will set the tone for the rest of the season.” Bobby Hewitt – Triumph Racing Team Principal (US): “There was a lot of questions about the Triumph TF 250-X coming into 2024, but after nine races in Supercross, a lot of development and testing, the gap to our competitors is a lot smaller. I feel a lot better coming into the outdoor season than what I did for the indoors. “If we can call this the midpoint of our year, there are two main highlights so far for me in 2024; lining up for the first round in Detroit was historical, and then of course there was Jalek winning his and Triumph’s first Heat Race in Philadelphia. Our toughest moment had to be in Indianapolis when we had a sensor issue and Jalek wasn’t able to complete the final race of the triple header. That hurt our position, points, and morale. But it was also a learning experience and something we’ve been able to remedy. “The Nationals are very difficult for riders. In the past five seasons there’s been an average of 121 entries, and from those nine complete every race with just five of those scoring points in every moto. It’s tough! But Jalek’s had an incredible year so far with great moments, which gives him confidence and motivation coming into outdoors. “Joey coming into the outdoors is a huge positive for the team and Jalek; it gives him a teammate to talk about different lines and other details. Sure, it does make our life busier each weekend, but this year has been very stressful having all of our eggs in one basket, so it’s nice to have two riders out on track. “I have one goal and that’s to win the championship; everything else is just the process of getting there. We know the bike a lot better, have a solid base and a motivated team and riders. For Pala, if both riders are in the top 10 of both motos, I’d be very pleased about that. By the time we reach High Point Raceway, the fourth round of the season, we will have experienced different track types, conditions, and weather, so after that I’d be expecting top fives and podiums from the mid-season.” Ian Kimber - Triumph Head Of Off-Road Programs ”We’re all excited by the transition from Supercross into the outdoor season. The results in Supercross, coupled with the competitiveness we have seen in MX2, give us confidence in the capabilities of the Triumph TF 250-X to perform in a multitude of conditions. We hope to see the same kind of holeshots, and front-running pace that we have seen in our other races so far. “We’ve witnessed Jalek having his best ever Supercross season and now heading outdoors with Joey finally joining the squad not only sees us bolster our rider line-up, but also adds an experienced hand to the race team. Although the rule change didn’t go in our favor for Supercross, it has given Joey the extra time to prepare for the outdoor season and he’s keen to show everyone what he’s capable of.” Source

BMW’s R 20 is a retro-styled roadster stuffed with a 2-liter boxer twin. (BMW/)When BMW uses the word “concept” alongside a show bike, it usually means it’s destined for production. That suggests something very much like the new R 20 concept that’s just been unveiled at the Villa d’Este concours event stands a better-than-average chance of hitting showrooms in the next couple of years. And it squeezes the biggest-ever BMW engine into a compact retro roadster that’s guaranteed to turn heads. BMW has used the R 20 name before, on a delicate 192cc prewar single, but the new machine couldn’t be further from that bike in either appearance or engineering. Just as the current R 12 has a 1,170cc twin and the R 18 cruiser packs an 1,802cc motor, the R 20 concept carries a full 2 liters (1 liter per cylinder), and with every one of those cubes hanging out on the sides thanks to the signature boxer layout it’s an imposing sight. Overhead view of the R 20’s cockpit. (BMW/)As you might have guessed, the engine is based on the R 18′s huge, air/oil-cooled twin, but BMW has punched it out to gain even more capacity. The firm isn’t yet saying whether that’s via a bigger bore or longer stroke, but given the bike is more performance-oriented than the R 18 cruiser, the former is more likely. Pushing the bore from the R 18′s 107.1mm to 112.8mm while keeping the same 100mm stroke would achieve a total of 1,999cc. Similarly, there’s no claim for power or torque, but given that the R 18′s motor makes 91 hp at 4,750 rpm and 116 lb.-ft. at 3,000 rpm, and the R 20 has 11 percent more capacity, it should achieve more than 100 hp quite easily, with something like 129 lb.-ft. That’s if BMW hasn’t opted to tune the engine further, something that could unlock substantially more performance given the vast size of the engine. Other engine changes include redesigned cylinder-head covers and belt cover. The R 20 on the bench. (BMW/)Where BMW has been forthcoming with figures is in relation to the R 20′s chassis, most noticeably with the wheelbase, which drops from the R 18′s monumental 68.2 inches to a much more manageable 61 inches. Still not superbike-short, but the new chassis should be far more capable in corners. The steering head angle of 62.5 degrees, up from 57.3 degrees on the R 18, means the rake is now 27.5 degrees rather than 32.7 degrees. In fact, both the wheelbase and rake are now within a whisker of the R 12 nineT’s figures, despite the R 20′s much larger engine. A view of the R 20’s swingarm and shaft-drive setup. (BMW/)The new dimensions come thanks to a completely redesigned steel tube frame, which still has a retro style but packages everything much more tightly around the huge motor. The swingarm is substantially shorter than the R 18′s and uses a new version of BMW’s Paralever design with a lower linkage in steel and an upper one in cast aluminum, framing the exposed drive shaft between them. A fully adjustable Öhlins Blackline coilover supports the rear end, while the front gets a similarly adjustable Öhlins Blackline upside-down fork. Brakes are via six-piston radial-mounted ISR calipers at the front and a four-piston at the rear. The R 20 headlight has driving lights around the outside with an LED inside. (BMW/)Visually BMW is keeping the R 20 simple, with an aluminum fuel tank that echoes BMWs of the past, plus a cast-aluminum subframe to support the single seat. Up front there’s a modern play on the traditional, circular headlight, achieved by placing a ring of DRLs around a small, central main LED, and leaving the space between them open for airflow. As it’s still a concept, the R 20 isn’t encumbered with mirrors, any sort of muffler, or a license plate, but it’s all too easy to see that the design should be able to make a smooth transition to production. Earlier BMWs to appear wearing the “Concept” title have included the Concept Link, which became the production CE 04, the Concept Roadster, which became the R 1250 R, the Concept 9Cento that previewed the F 900 XR, the Concept R 18 that begat the production R 18, and the Concept 101 which spawned the K 1600 B. When BMW wants to show a bike that isn’t destined to become a production model, it has tended to use the term “Vision” instead of “Concept”—so there’s a strong clue in the name alone that the new show bike will lead to a production R 20 in the future. Two liters of boxer power. (BMW/) Side view of the BMW R 20 concept. (BMW/) Styling design sketches. (BMW/) Styling design sketches. (BMW/)Source

We speculate that CFMoto’s 500cc four will produce around 80 hp. (CFMoto/)Last September CFMoto surprised us by unveiling disguised prototypes of two new sportbikes, the 675RR and 500SR, the former a 675cc three-cylinder and the latter a 600cc four-cylinder. Now the company has filed patent applications related to the 500SR’s engine to give our first glimpse of what’s inside. The disguised CFMoto 675RR. (CFMoto/)Although CFMoto went on to show the 675cc triple that featured in the 675SR at EICMA last November, confirming its layout and offering some vague performance claims including a power figure that will be somewhere north of 100 hp with a 12,300 rpm redline. The 500SR is still more of a mystery. A prototype made some public demo laps of a track in China last year alongside the 675SR—with both bikes heavily disguised with camouflage wraps to keep the technical details and styling hidden—but apart from revealing that it screams just as much as you’d expect from a 500cc four, little was revealed. Related: A Swan Song for the Inline-four Sportbike? This first glimpse of the 500SR was released last September. (CFMoto/)The new patent applications relate to some mundane elements of the engine, focusing on a cooling system that’s intended to get the motor up to operating temperature as rapidly as possible, probably to help meet increasingly tough emissions limits that include cold-start tests. However, the documents include blown-apart diagrams of the motor that give us a clear look at its layout and internals. The patent is related to the engine’s cooling system. (CFMoto/)It’s clear from the pictures that the engine is CFMoto’s own design—after all, there aren’t many modern 500cc inline-fours on the market, even if the company wanted to copy a rival—and that it’s a fairly conventional, high-performance four. Details include chain-driven double-overhead camshafts, with the chain on one end of the crank rather than being central. We can also see that there are four valves per cylinder, with bucket tappets rather than finger followers, and coil-on-plug electronic ignition. There’s a conventional six-speed transmission—last year’s prototype might have been disguised, but the clutch and shifter were clearly on display, so there’s no semi-auto trickery here—and a wet sump that’s offset to allow space for the exhaust system to pass underneath. This cool exploded view of the 500cc inline-four gives us a ton of information. (CFMoto/)When it comes to performance, we can logically expect the 500SR to sit below the 675SR in CFMoto’s pyramid of power, sliding between that 100-hp-plus triple and the 50-hp, 449cc 450SR twin (which is sold under the name 450SS in the US). As a direct rival to small fours including Kawasaki’s Ninja ZX-4RR and Kove’s 450RR, CFMoto will be looking to get around 80 hp from the 500SR. Another view of the 500SR. (CFMoto/)The bike itself adopts the same sort of street-biased sportbike design as the Ninja ZX-4RR, with clip-on bars that are a little higher than those of an out-and-out supersport machine. The nose bodywork and tank are both cut away to give more steering lock than you might normally expect, and there’s a particular focus on aerodynamics including cowls around the front brake rotors to funnel air to the calipers, plus disclike covers on the rear wheel to clean up airflow at the back. Radial-mount brakes, an upside-down fork, a belly-mounted exhaust system, and a high, stubby tail that looks like torture for pillions. When launched later this year the 500SR will be another step in the unexpected revival for small-capacity fours, a class that seemed to be doomed by tight emissions rules and the trend toward cheaper-to-manufacture parallel twins. The Kawasaki ZX-4RR may have some future competition. (Kawasaki/)Source

Bridgestone describes its Battlax Hypersport S23 as being “engineered for increased wet and dry grip, plus cornering stability without compromising wear for more time carving up the road.” Basically, more of everything you want as a sportbike rider. (Bridgestone/)The technical document for Bridgestone’s Battlax Hypersport S23 tire reads like Bridgestone asked riders if they wanted better traction, improved wet-weather performance, or increased mileage and they answered, “D: all of the above.” An increasingly difficult thing to do, engineers returned with a tire that uses the (already very good) S22 as a base, but that’s been reworked to offer more performance to a wider range of riders. More specifically, Bridgestone claims that the S23 drains water faster for better wet-weather performance; has an optimized tread pattern for better traction and stability on dry roads; and that rear tire wear performance is up 8 percent. That’s the short story. The Battlax Hypersport S23 (right) is a finely tuned upgrade over the popular S22 (left), which will still be available. (Bridgestone/)Battlax Hypersport S23 Tire Updates The long story is a more technical one that starts with Bridgestone’s lightweight, Mono Spiral (MS) Belt design, which suggests that a single strand of cord is wrapped around the circumference of the tire, eliminating seams and joints. This isn’t a new technology for Bridgestone, nor has the S23′s shape been adjusted, but that’s the point; an identical construction means the tire will work in the same way as the S22 from a handling perspective. No surprises here. As with the S22, the S23 front benefits from a 3 Layer Compound (3LC) and the S23 rear from Bridgestone’s 5 Layer Compound (5LC) technology. This means the front tire has different rubber compounds on the center and shoulders, whereas the rear has different compounds on the center, shoulders, and edges. For the S23, Bridgestone has reworked the front tire’s shoulder compound and the rear tire’s edge compound with grip improvers and modified polymers that help the tire conform to the road better and maintain grip. Related: The SECRETS of great MOTORCYCLE TIRES Closer look at the areas where Bridgestone has refined the S23. (Bridgestone/)More changes come in the form of a new tread pattern across front and rear tires, the latter featuring Bridgestone’s Pulse Groove technology: reshaped grooves with center deflectors that help accelerate water through the footprint so that the rubber compound can get to work on the wet pavement. Grooves have been moved for an improved land-sea ratio, which results in what Bridgestone refers to as a “stiffer” pattern. This is to keep the tire from flexing as much and offers more stability, especially when driving off corners. While not a new technology, it’s worth mentioning that many of the S23′s tweaks come from liberal use of Bridgestone’s Ultimate Eye, an advanced piece of computer-driven equipment with hundreds of microsensors that enable engineers to measure and visualize the behavior of the tire contact patches, then adjust the formula and pattern accordingly. Think of it like a tool that allows Bridgestone to put its work under a microscope and see every last area where it can make changes. The S23 is a culmination of many small changes. As with the S22, the S23 front has three zones and the rear five zones. The front tire’s shoulder compound is updated, as is the rear tire’s edge compound, for better road holding. (Bridgestone/)Battlax Hypersport S23 On-road Performance To put the S23′s changes to the test, Bridgestone invited us on a group ride from the coastal towns north of San Diego to the scenic hills of Julian, California, and back on a mix of roads ranging from local neighborhoods to tight canyons and flowing backroads. Our bikes of choice throughout the day? An S23-wrapped BMW S 1000 RR, Suzuki GSX-8S, and Indian FTR—a wide enough selection to understand how the tire works on completely different machinery. Starting off on the 180-plus horsepower S 1000 RR might not have made the most sense, but an empty BMW seat is a hard one to pass on, so there we were, in the saddle of a superbike as the ride kicked off, trying to get a feel for the S23′s warm-up capabilities. Fortunately, the tire is predictable and sure-footed as it comes up to temperature, without any squirm or uneasiness as you tip into the first few corners. Related: How Motorcycling Has Benefited From Big Science BMW’s wickedly potent S 1000 RR offers a proper test of tires. The S23 delivers with a combination of excellent grip, stability, and neutral handling. (Bridgestone/)That planted, confidence-inspiring sensation doesn’t go away as the pace picks up; this is a well-balanced tire that gives you a good idea of what’s happening at the contact patch, but it’s stiff enough to not squirm when you start to get more aggressive with the throttle or brake. It’s easy to make corrections and add load midcorner (as can happen on unfamiliar roads), and overall handling is very linear. Again, no surprises. While the S 1000 RR’s suspension is absolutely dreamy, the GSX-8S and FTR don’t roll on such premium bits and are known for being a little less planted midcorner. Good tires have a way of calming these movements down and giving you a better idea of what’s happening at the contact patch, and that’s the case with the S23. Having recently ridden a GSX-8S on stock, Dunlop Sportmax Roadsmart II tires, we can attest to the added composure that the S23s offer. Most surprising is that the tire is moderately stiff, but not in a way that causes it to deflect off sharp-edged bumps or feel harsh. It’s firm enough to stay composed, but still with some compliance to it and an abundance of traction. There’s great holdup when hard on the front brakes too. Bridgestone claims that rear tire wear has been improved by 8 percent. (Bridgestone/)Downsides are limited, though we did notice that on the S 1000 RR especially, steering seemed to be on the slow side, both as you tip into a corner and transition from one side to the other on a tighter section of canyon road. It’s clear Bridgestone doesn’t want to sacrifice the neutral, confidence-inspiring handling that will benefit more riders on more bikes. Lightning-quick handling is great, but you can easily push the design too far if you’re not careful. Bridgestone has avoided that. Wet-weather performance is improved thanks to the addition of Bridgestone’s Pulse Groove technology on the rear tire. The reshaped groove with center deflector (circled) accelerates water through the footprint better compared to a traditional groove. (Bridgestone/)Final Thoughts Bridgestone admits that it’s not trying to reinvent the tire with the S23, so much as it’s applying its wealth of knowledge to create a more finely tuned product that meets customer’s continually evolving needs. Those customers were already quite happy with the S22, and given that the S23 simply adds a layer of performance on top, it’s hard to say that this is anything but a step in the right direction. No, we weren’t able to test the claims of increased mileage for the rear, nor the added wet-weather performance, but in spending a full day chasing apexes on a wide variety of machinery, we can say that the tire is a nice complement to a wide range of sporty bikes. It’s predictable, confidence inspiring, and most importantly, provides a sense of stability that allows you to enjoy the ride. It’s a well-rounded tire that should keep riders satisfied for some time. As for sizing options, one front (120/70) and five rears (160/60, 180/55, 190/50, 190/55, and 200/55) are available. Related: Helpful Tips For Choosing And Using Motorcycle Street Tires The S23 offers a composed, sure-footed sensation midcorner, with plenty of grip at corner exit. (Bridgestone/)Source

I have the guts to tell my whole story, not “cherry-pick…” (Cycle World Archives/)This is the first in a series of columns by seven-time AMA Superbike champion Mat Mladin, the Australian racer who dominated American racing for a decade before his retirement in 2009. “Mladin cherry-picked the USA and didn’t have the guts to go to GP.” Trolls and morons offer not a single thing that enhances anyone’s life, any conversation, or is educational in any way. Some of the stuff I’ve read about Marc Márquez or Vale or take your pick is just ridiculous. They know so little about me personally that they don’t know I was in GP in ‘93. I finished ninth in my GP debut, and had a best finish of sixth. Take into account this was my third year racing a road bike. Year one, I won the Aussie 250 production championship. Year two, I won the Aussie Superbike championship and for some reason the Cagiva GP team signed me up to race the 500cc World Championship which was my third year on the black top. On the Cagiva GP bike in 1993. (Sport Rider Archives/)The best part of ‘93 was the experience. It came in handy later in my career, and meeting Douggie Chandler also enriched my life. When I got the chance to come to the States in ‘96 I was more excited to see Doug again than I was to race. He helped me a lot in ‘93 and still speaks to me even though I almost killed his wife, Cherie, flying radio-controlled planes in his mate’s lettuce fields in Salinas when I was there for the USGP at Laguna Seca. I personally believe I did OK, all things considered, but I did get the arse and was sent home at the end of the season. On the grid in ’93 with Doug Chandler (on right). (Sport Rider Archives/)Does anyone truly believe that by the time I’d won a few AMA championships, approaching the age of 30, that MotoGP teams were tripping over each other to sign me? Please! The whole love affair with Aussies and Americans in the world championship was almost over. The rise of the Euros was in full swing. Those kids had been racing on the road from the age of 4 and it was coming to fruition. In Australia and the USA if a 4-year-old got hurt on a motorcycle, someone was paying millions. Few know that I got offered Kevin Schwantz’s Suzuki for a couple of races in ‘94 after he hurt himself, but I turned it down because ‘93 beat me up that bad. I was in no shape mentally to fly to Argentina for a one-off on a bike and with a team that I didn’t know at all. You have to believe in yourself or nothing good comes of these opportunities, and I had no belief at that point. On top of that, I was midseason with Kawasaki back home and had my loyalty to them. This team was behind me becoming the youngest Aussie Superbike champion a couple of years earlier. The manager of this team was still working with me 17 years later for AMA championship number seven. I think my 13 years with the Yosh Suzuki team shows what I’m about. My Reputation If I cared about a BS reputation and wanting anyone to see me in a different light, I wouldn’t share half the stuff that I do. I wouldn’t speak of my drug habits that I had for a few years and the alcohol problem that used to show up too often. I have the guts to tell my whole story, not “cherry-pick,” unlike the weak pr—s criticizing me or any other racer who is putting his arse on the line and putting on a show. Easy from behind the keyboard! I communicate with many people who have been appreciative of me sharing my hardships, thoughts, and screwups, and they realize that if it can happen to me, it can happen to anyone. I’m more proud of the relationships I have formed through talking about my tough times and being able to be open about it than I am proud of anything I achieved on a motorcycle. On the Ferracci Ducati 916 in ’97. (Blake Conner/)The other thing the above quote implies is that the competition in the USA was easy and that’s why I won as much as I did. I never won anything easily. You could argue that the AMA Superbike championship was the toughest Superbike championship in the world for a decade or so. I worked my arse off, built an incredible team around me, and changed the dynamic of what it took to win Superbike championships in the USA. You had to bring it every weekend and not crash, or the point deficit would have been too great to overcome. This takes discipline, this takes dedication, it takes passion and a strong work ethic, and a single-minded focus toward the goal. It was a grind and anyone who worked with me would say the same. None of us believed in “bad weekends” and we pushed ourselves to limit them as much as we could. You had to bring it every weekend and not crash. (Blake Conner/)I was far from America’s favorite son. I was an Aussie winning a lot of races in the USA for over a decade. It takes resolve to keep listening to the barbs, to the jabs when all I was doing was working hard and doing what I was paid to do. I used it for motivation. It drove me for 14 years. One crew chief after I got my first championship in ‘99 at Colorado actually said, “He better enjoy it because it will be his only one.” I won’t say which fella said this because I actually like the guy, but he helped fuel me to become one of the winningest racers in US history. There were seven No. 1 plates. So much for “…it will be his only one.” (Blake Conner/)I am proud that a couple of the kids who I had some excellent duels with got their shot in Europe and went on to win world championships. Yes, it validates you. Like any of you—in any job. I had my shot, and by the time I was ready to go back, there was nothing for me. That’s life and another reason why I love the USA so much. America gave me an opportunity to excel in doing something I loved to do and has afforded my daughters and I an excellent life. Yep, I’m an Aussie but I’ll never forget which country gave me the life that I have. My youngest daughter, who “absolutely hated the noise in the podium celebrations back in the day,” reminds us often that she is an American. She is proud to carry dual citizenship and to say that she was born in the USA. With my daughters Emily (20) and Jessica (17). They are my life. (Courtesy of Mat Mladin/)Quick Thoughts on Current Racing Series It looks like you guys have another Aussie on the scene who is proving to be a quick study. Whilst his name may be new to most in the States, Troy Herfoss is a thrice Australian Superbike champion. Some of you may remember that Troy won many motard races back in my time in the States. I was really impressed with Troy for having the guts as the current Australian Superbike champion to pack it up and head to the States to give it a shot in MotoAmerica’s King of the Baggers. Troy is not a spring chicken anymore in racing terms, but is still a young man in extremely good condition and can obviously ride a motorcycle OK. All right, better than OK, haha! He has many good years ahead of him. I’d be surprised if he isn’t on the radar of the superbike teams for ‘25 if that’s what he chooses to pursue. I say stay on the big girls. I love it! Troy Herfoss has many good years ahead of him. (Indian Motorcycle/)Racing is at a crossroads right now. We have MotoGP as the prototype class but sportbike sales are in the crapper worldwide. Superbike racing 40 years ago was sold on the fact that what you see on Sunday you can buy on Monday. Well, nobody is buying them anymore. I’d love to have a crystal ball to see where it is all going but your guess is as good as mine. For the racing purists the bagger class is a joke, and 15 years ago I openly mocked the thought of racing the big girls, but I was wrong! I was a racing purist, and I’ll say even to this day that I struggle to enjoy what the MotoGP bikes look like with all the wings and so on, and the amount of rider aids on them that stop wheelies and tire-smoking sideways action. But I’m also first to say I am not sure what’s best. No one way will please everybody so I feel for the rule-makers worldwide when it comes to setting up how classes are going to be raced. We can see racing how we like but watching a 60-year-old man at the front of the pack and getting sideways with his lunch and bottle of whiskey in the saddle bag appeals to me! “I struggle to enjoy what the MotoGP bikes look like with all the wings and so on.: I will get into some current racing matters next time.” (MotoGP/)It’s good to see my old teammate “Elbowz” back in the paddock. When I read about what was happening for ‘24, I texted Ben [Spies] and said I’m available to ride if needed. He replied that I wasn’t that good back in the day so he couldn’t imagine how I’d be any better now. Ouch. They had a tough season opener but really turned the tables at one of my favorite tracks, Road Atlanta. I will be keeping a keen eye on, and pulling for, Ben’s team and riders. A couple of superbike veterans split wins in Atlanta. The Beemer has plenty of mumbo and will be hard to beat on the tracks that have multiple accelerations to high speed per lap. Jake Gagne is as steady as always on the Yamy. I will get into some current racing matters next time. What a year it has been in MotoGP so far. The Cycle World crew have been kind enough to ask me for more of my drivel in the future, so stay tuned. Cheers, Mat Source

Ducati’s Monster Senna pays tribute to Ayrton Senna. (Ducati/)On the occasion of the Formula 1 GP of Emilia-Romagna at Imola May 19, all the teams paid homage to the memory of the great Brazilian champion, Ayrton Senna, who died on this same track 30 years ago, May 1, 1994. The Italian world of motorsports took a major part in the homage and in the remembrance of the tragically lost champion, who had massive support from Italian Formula 1 enthusiasts. The late Claudio Castiglioni was one passionate fan of Senna and to underline his admiration for Senna gifted him a Ducati 851 SP. That started a sort of cooperation between Ducati and Ayrton Senna, who was totally fascinated by the mythical Ducati 916 to the point that he and Castiglioni established a form of cooperation between the Senna brand and Ducati that led to the creation of the Ducati 916 Senna Edition featuring a very exclusive paint job and graphics. The 916 Senna Edition was intended for a 300-unit limited edition and was officially announced in March 1994. Tragically, two months later Ayrton Senna died, and the 916 Senna automatically became a jointly approved project to keep Ayrton’s remembrance alive. Senna with his 851 SP. (Ducati/)The first 300 units of the 916 Senna sold out in a matter of weeks. In 1997, Ducati and the Senna family decided to renew the Senna commemorative edition of the 916 with refreshed color scheme and graphics, and they did it again in 1998. The collaboration between Ducati and Senna, now a brand, resumed in 2014 with the Senna edition of the 1199 Panigale—limited to 161 units reserved for the Brazilian market. Now, Ducati has commemorated Ayrton Senna with a 341-unit limited-edition Senna Monster. Ducati’s styling department developed special graphics that sets the bike apart from all Ducati Monsters based on the colors of Ayrton’s racing helmets. In addition to its exclusive graphics, the Senna Monster features top-quality components that contribute to reducing weight by 9 pounds, down to 355 pounds dry—a very positive result for a V-twin in the liter displacement class. Forged wheels and color-matched Brembo Stylema calipers are just a couple of the exclusive touches on the Monster Senna. (Ducati/)The Ducati Senna Monster is powered by that greatly versatile 937cc 11° Testastretta eight-valve desmo twin delivering a claimed 111 hp peak power at 9,250 rpm and a 69 lb.-ft. of peak torque at 6,500 rpm—an outstanding range of almost 3,000 rpm of top efficiency and performance that, in combination with the reduced weight, should make the Senna Monster a pleasantly responsive bike. This edition of the 937 11° Testastretta is equipped with an exclusive, street-legal Termignoni high-performance exhaust system. Ducati’s latest Senna model comes with Öhlins suspension and a special Termignoni exhaust. (Ducati/)The chassis is the latest aluminum sheet “front frame” developed for the Ducati Superbike models that proved an improvement over the previous trellis structure, both in terms of weight-to-torsional rigidity ratio, and in terms of steering geometry and weight distribution optimization. Being based on the Monster SP version, the wheelbase spans 58 inches and the front end geometry uses a 23-degree steering axis rake for a 3.4-inch trail. Seat height is 33.1 inches, with a lower 32.3-inch seat as an option. Only 341 examples of the Ducati Monster Senna will be produced. (Ducati/)Exclusive to this limited edition are the Öhlins suspension units: NIX 30 front fork, steering damper, and rear monoshock. Plus there are aluminum forged wheels in the standard 17 x 3.50 front and 17 x 5.50 rear sizes, shod with Pirelli Diablo Rosso IV in 120/70-17 and 180/55-17 rear sizes, respectively. Braking is Brembo: twin 320mm front discs with Stylema four-piston calipers. Front and rear fenders are carbon fiber and the 4.3-inch TFT instrumentation features a dedicated Senna animation. Ducati’s standard yet impressive electronics suite includes three riding modes, eight-level traction control, cornering ABS adjustable on three levels, and electronically assisted quick shift up and down. The Senna Monster will be a highly distinctive, collectible sport runabout. Final price has not been confirmed yet. Source

Zontes’ 703F has just begun being delivered to customers in China. Will this feature-packed adventure model be sold in the US? (Zontes/)Back in 2021 when China’s Zontes was first promising to develop a three-cylinder bike it was going to be a liter-class machine that would put the rest of China’s motorcycle engines to shame. Three years on, the first production triple from the company is actually the smaller 699cc 703F. Other new Chinese bikes in the meantime have recalibrated our expectations from the nation’s motorcycle industry—but even so the first indications are that the 703F could be a strong contender in the increasingly crowded middleweight adventure bike class. The 703F was officially unveiled last year at EICMA in Milan, alongside the sportier 703RR, but at the time there were few technical details, and the bike on display still looked like a prototype. Now the 703F is officially on the market in China, with deliveries underway, and the company has revealed a full set of specifications and equipment listing. The Zontes 703F is powered by a 699cc inline triple. (Zontes/)Starting with the basics, that 699cc triple has a 70mm bore and 60.6mm stroke and features a design that’s inspired by Yamaha’s MT-09 engine, without being a direct copy. A relatively high 13:1 compression ratio helps it achieve 96 hp at 10,000 rpm and 56 lb.-ft. of torque at 7,500 rpm. A 120-degree crank angle makes for an even firing interval. The engine is slung in a cast aluminum twin-spar frame with a bolt-on, cast-alloy subframe. The fully adjustable suspension at either end comes from Marzocchi. Wire-spoke wheels measure 21 inches in the front and 18 inches at the rear giving a convincing adventure bike stance. The 33.3-inch seat height isn’t as tall as some rivals. Other name-brand components include J.Juan brakes, with four-piston radial-mount calipers grabbing 310mm front rotors, and Michelin tires. But the surprises start with some of the 703F’s levels of standard equipment. The Zontes 703F will come standard with an electronically adjustable windscreen, keyless ignition, and electronic releases for the seat and fuel filler cap. (Zontes/)Keyless ignition, for instance, might not be radical but it’s still far from the norm on affordable, middleweight bikes. The Zontes has it, though, along with electronic releases for the seat and the filler cap on the 5.8-gallon fuel tank. The windscreen is electrically adjustable, too, and there are heated grips as standard. Other equipment includes traction control and ABS as well as cornering lights and automatic headlights. Tire pressure monitoring is fitted, along with a rear-facing radar that monitors blind spots, flashing up warning lights set into the mirrors if another vehicle is hanging around over your shoulder. A view of the Zontes 703’s cockpit shows off the full-color TFT display. (Zontes/)Dig deeper into the equipment list and you’ll find a TFT dash, a standard-fit quickshifter, and both USB-A and USB-C sockets. In other words, the sort of stuff that you might find on a high-end adventure bike from a European brand, but at a bargain-basement price. In China, the 703F costs the equivalent of $6,250 (!). When exports start, it’s sure to be more expensive in global markets, but even at twice that price there’s little else that comes close to the same specification. Another high-end feature is the 703’s standard rear-facing radar for blind-spot detection. (Zontes/)Will the 703F reach these shores? Don’t bet against it. Zontes already has a presence in much of the world, including Europe and the UK where rider’s tastes err toward more expensive, high-end bikes. Its machines are also offered in several South American markets, as well as throughout Asia. The US is surely on the company’s radar for the future. Wheel sizes are 21-inch front and 18-inch rear. (Zontes/)Source

Based on the fully faired 450RR that was released last year, the 450R uses the same 443cc inline-four engine and a similar chassis. (Kove/)As Western and Japanese motorcycle manufacturers turn their attentions to R&D on electric motorcycles, hydrogen engines, and other planet-saving technologies under the threat of future bans on fossil-fueled machines, their upstart rivals in China are turning their focus to high-performance combustion engines and rapidly closing the performance and technology gap to the established brands. Kove is among those newcomers, and having already launched a 443cc four-cylinder sportbike, it’s now adding a stripped-down streetfighter version to its range. Last year we tested the Kove FSE 450R Rally and were impressed. (Jeff Allen/)The Kove 450RR sportbike hit production a year ago after a rapid development period that saw it launched as a 399cc machine before a last-minute restyling and reengineering to the final 443cc form with a claimed 70 hp at 13,000 rpm, 29 lb.-ft. of peak torque, and a 16,000 rpm redline. Meanwhile Kove has also hit Western markets including the States with its 450 Rally, MX250 motocross machine, and the upcoming 800X adventure bike. The new 450R is a streetfighter version of the 450RR, sharing the same four-cylinder engine and tubular-steel-trellis frame, which on its own weighs just 15.4 pounds and helps the 450RR to its impressively light 364-pound curb weight. With its fairing stripped away, the new 450R is even lighter, coming in at just under 362 pounds on the scale, though its engine is detuned a bit, dropping peak power to 64.5 hp according to Chinese type-approval documentation. Kove’s 450RR sportbike. (Kove/)While the 450RR is offered in two versions—a base model with a 41mm upside-down fork from Chinese brand Yu-an, along with axial-mounted front brakes, or in a higher-spec “Performance” variant with KYB suspension and radial-mount, four-piston calipers—the 450R has so far only been seen with the lower-specification components. As on the 450RR, the brakes are from Chinese manufacturer Taisco (ABS is standard). Turning a sportbike into an unfaired roadster or streetfighter is a logical step, and one that many manufacturers adopt, but it’s worth noting that Kove’s approach has been more in-depth than simply pulling off the fairing and bolting on some wide bars. While the frame, engine, and suspension are carryover parts, the 450R’s bodywork is completely new, including a different fuel tank design that merges smoothly into two oversize air scoops either side of the fork. These, presumably, feed the airbox to compensate for the loss of the nose-mounted intake of the 450RR, which is claimed to add another 3 hp to the bike’s peak power at high speed. The seat unit is slightly less extreme than the version used on the 450RR, although still far from luxurious for anyone who wants to catch a lift as a passenger, but the rider is well catered for with relatively wide, high bars and substantially lower footpegs than the 450RR’s race-oriented setup. Up front is a small, masklike nose cowl with heavily hooded LED lights and the same color TFT dash as the 450RR sitting on top, looking rather like an afterthought. Kawasaki turned some heads when it recently brought the ZX-4RR and ZX-4R to production. Kove apparently feels there is life left in the 400cc four-cylinder sportbike as well. (Kawasaki/)There’s no obvious rival to the 450R yet. Kawasaki has yet to create a Z400 based on its Ninja ZX-4R, so riders looking for a small-capacity streetfighter are limited to twin-cylinder or single-cylinder offerings from established companies. Even in China, where there’s been an explosion in new four-cylinder bikes over the last year or so, most are in the 600cc to 700cc range rather than competing with Kove in the sub-500cc bracket. While Kove is bringing several models to export markets, there’s still no word on the 450RR or the 450R becoming available over here. When it comes to pricing, the base version of the 450RR costs the equivalent of $5,000 in China, and the 450R is clearly designed to be slightly less expensive. How would that translate to pricing here? Well, the cheapest version of the Kove 450 Rally costs the equivalent of $6,000 in China but carries an MSRP of $9,299 over here. Meanwhile the top version of the 450 Rally is the equivalent of $10,600 in China and costs $13,999 in the US. Using those prices as a yardstick, the 450R might be expected to cost around $8,000 if it reaches these shores. 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/)We can’t walk or keep fasteners tight without friction, but friction between moving parts in internal combustion engines takes from 15 to 25 percent of their gross (indicated) power, converting it into heat. Friction is handy to have approaching turn 1 at Daytona—friction between tires and pavement, and between brake pads and discs. Are we starting off on an idyllic weekend trip to the Cape? Controlled friction in the clutch begins the journey smoothly. Yet 15–25 percent of gross (indicated) engine power is consumed by friction (friction rises with rpm), and we pay for the fuel consumed by this loss. Friction inside the engine can sap as much as 25 percent of gross engine power. (Ducati/)At idle there is little load on crankshaft journal bearings, so they are close to being centered in their bearing shells. A typical diametral bearing clearance in motorcycle engines is 0.0012 to 0.002 inch. Oil molecules colliding with the surfaces of the moving journals are swept around with them, but those close to the stationary bearing shells lose energy in colliding with them, and so move quite slowly. Between these extremes the oil film is sheared. Because speed is low and clearance is large, little energy is consumed. To our eyes, bearing journals look brilliantly shiny and smooth. How can their motion “pump” anything? At molecular scale they are as rough as if covered with jacks (used in the familiar child’s game). As the hydrocarbon chain molecules of oil collide randomly with such a surface they tend to be carried along with it. Their motion is transmitted to oil molecules farther away by the oil’s viscosity (its resistance to being sheared). These two effects allow journal rotation to sweep oil into the bearing’s loaded zone. This is the source of the self-pumping action of oil-lubricated plain journal bearings. When the engine is operating at high power and rpm, the applied load pushes the journal off-center in the bearing, with the minimum clearance between journal and bearing becoming as small as 1.5 microns (0.00006 inch). The pressure generated in this loaded zone by journal rotation can easily reach several thousand pounds per square inch. The viscosity of the oil—its internal friction—causes it to be dragged by the rotation of the bearing into the very thin film in the loaded zone. (Jim Hatch/)This high-pressure pumping naturally consumes power; this is bearing friction, even though the oil film between journal and bearing shells is complete—there is zero metal-to-metal contact. Crankshaft bearing friction is less than 10 percent of total engine friction, but engine manufacturers work hard to reduce it. The friction is small because the quantities of oil being pumped in this way have very little volume. Easily performed experiments demonstrate that a monomolecular layer of oil floating on water is about 17 nanometers thick (a nanometer is 1/1,000th of a micron, which is one-millionth of a meter). That means that the engine oil in a lightly loaded bearing is the thickness of 1,200 monomolecular layers, making it relatively easy for oil molecules to glide past each other as the journal rotates. But at heavy load, with the journal pushed much closer to the bearing surface, the minimum thickness of the film leaves room for fewer than 100 such layers. This confines the bearing’s shearing action on the oil to a much smaller volume and at much higher pressure, increasing the intensity of molecular collisions. Engineers know that journal bearing friction increases as the cube of diameter. This motivates them to make journals as small as possible, sometimes even to the point of playing footsie with crankshaft fatigue failure. The longer a given oil’s hydrocarbon chains are (20 to 70 carbon atoms is typical), the higher its viscosity. The longer the carbon chain, the greater the number of other oil molecules it is touching. To move any one molecule in any direction therefore transmits force to many other molecules, increasing the resistance to such motion. During the 1990s engine manufacturers reduced the viscosities of engine oils as a means of slightly reducing engine friction and fuel consumption. But the lower the oil viscosity, the closer the journal comes to the bearing surface at its minimum point—possibly close enough to make contact between surface irregularities (those who study friction, tribologists, call them “asperities”) on journal and bearing surfaces. Preventing such contact required reducing the asperity height. This in turn required not only a smoother finish but also more accurately cylindrical journals. This is a lot of words to describe something that nature does so easily. Source

Gaige Herrera Wins Route 66 NHRA Nationals, Ties NHRA Pro Stock Motorcycle Win-Streak Record (Suzuki/)Suzuki Press Release: Gaige Herrera (1) remains perfect this season after winning his third race of the year, and tying the NHRA Pro Stock Motorcycle class record with eight consecutive wins on his RevZilla/Motul/Vance & Hines Suzuki Hayabusa at the Gerber Collision and Glass Route 66 NHRA Nationals at Route 66 Raceway in Joliet, IL, on Sunday. Race Highlights: Gaige Herrera qualified second, won the Mission Foods #2Fast2Tasty Challenge, and tied a new NHRA Pro Stock Motorcycle win-streak record with his third victory of the 2024 season and eighth in a row dating to last year.Richard Gadson qualified sixth and advanced to the second round of eliminations.Herrera qualified in second position on the elimination ladder with a 6.733-second/201.16mph run, breaking an 11-race number-one qualifier streak dating to last year. On Saturday, for the second event in a row, he won the Mission Foods #2Fast2Tasty Challenge, a race within a race contested during qualifications in which semi-finalists from the previous race compete head-to-head for a cash purse and championship bonus points. Herrera advanced out of the first round of eliminations with a 6.694-second/200.47mph run, the low elapsed time of the weekend, against Wesley Wells 7.429 seconds/173.32mph. In round two, Herrera ran 6.715 seconds at 200.17mph to defeat John Hall 6.832 seconds/197.39mph. Herrera posted a 6.720-second/200.53mph victory in his semi-final round matchup against LE Tonglet 6.755 seconds/198.73mph to advance to his third final round appearance of the season and 15th of his career. In the finals, Herrera defeated first-time finalist Chase Van Sant 6.797 seconds/197.54mph with a 6.713-second/200.68mph run to remain undefeated this season. In doing so, Herrera matched the Pro Stock Motorcycle class record with eight consecutive wins dating back to his 2023 championship season, a record he now shares with the late six-time class champion, Dave Schultz. “Winning eight races in a row is unbelievable. To tie a legend like Dave Schultz is a big deal. It’s surreal and I feel honored to have my name right there next to his,” Herrera said. ”I was really excited to race here. When we ran the 6.69 off the trailer in the first round, that showed how awesome a job Andrew Hines is doing to tune the Hayabusa with this new fuel. I feel we’re getting back to the level the team was on before. The whole class is getting tighter, and some of the others have put a lot of work in and it’s showing. That makes me excited for the rest of the season because I’m an extremely competitive person and it motivates me. I am looking forward to Bristol, the track wasn’t kind to me last year, but I really like the facility and atmosphere there. I have a fast Suzuki, and I think it’s going to be great.” During Saturday’s qualification rounds, Richard Gadson (23) qualified sixth with a 6.795-second/200.00mph pass and was runner up in the Mission Foods #2Fast2Tasty Challenge. In the first round of eliminations Gadson defeated Chris Bostick 6.918 seconds/193.52mph with a 6.753-second/199.58 mph pass, Gadson’s quickest run of the event. However problems struck in round two when Gadson was unable to complete a pass against LE Tonglet after he shut down on the starting line following the burnout, bringing his race to an early conclusion. ”The trouble today was with the rider. You don’t leave the starting line when you don’t throw the clutch lever properly,” Gadson admitted ruefully. “For whatever reason, I changed my staging process, so that one’s on me. I had a Suzuki that would have raced more rounds and potentially won. I cost us this one. It’s uncharacteristic of me to make a mistake like that, but it’ll be the last time it happens. I’m looking ahead now to Bristol, which is a challenging track to race on, but I know I have the team behind me that will get us down it.” RevZilla/Motul/Vance & Hines Suzuki crew chief Andrew Hines said traction challenges with the racing surface at Route 66 Raceway combined with recent changes to the class’s spec fuel made it harder to extract the maximum performance from the team’s Hayabusa race bikes. ”It might look easy from the outside, but it’s been a struggle inside our trailer. It’s getting more and more stressful every time we roll it up there, wondering when it’s finally going to come to an end. I thought today might have been the day, but we turned it around, and had Gaige’s’ Hayabusa back into its normal form, so maybe we’re not as far off as we thought,” Hines said. “We’re on a string of success that nobody has achieved for the last two decades since Dave Schultz did it back when there was a different level of parity in the class. Gaige has taken his riding to another level, by being able to push on the tree when he feels like he needs to, and we’ve got a package with the Suzuki Hayabusa that’s proven to be fast and reliable to propel him there. It takes a lot of effort by the team at Vance & Hines Motorsports to make sure the bullet is fully loaded every time we go racing.” After the third of 15 races in the 2024 NHRA season, Herrera and Gadson sit first and sixth in the Pro Stock Motorcycle championship standings with 375 and 184 points, respectively. The RevZilla/Motul/Vance & Hines Suzuki team returns to action June 7-9 at the Super Grip NHRA Thunder Valley Nationals at Bristol Dragway in Bristol, TN. Source

The CFMoto 800MT-X is headed to production and will be available in multiple configurations. This is the high fender version with a short windscreen. (CFMoto/)At EICMA last year CFMoto revealed the concept MT-X adventure bike, which was presented with minimal information but was clearly a step toward a more extreme twin-cylinder off-road machine. Now that bike has been confirmed for production with type-approval documents that reveal several versions and give the first definitive specifications. It’s expected to reach production imminently under the title 800MT-X to align with the brand’s existing 800MT models, although those bikes are sold in the USA under the name Ibex 800 S and Ibex 800 T, so the more extreme version seen here could also get Ibex branding in the States. The 799cc version of the LC8c that powers the 800MT-X is shared by CFMoto and KTM. (Husqvarna/)The MT-X uses the KTM-designed, 799cc LC8c parallel-twin engine that’s manufactured for both CFMoto and KTM at the two companies’ joint venture factory in China for use in the KTM 790 Duke/Adventure, Husqvarna Svartpilen 801, and the CFMoto 800NK and Ibex. It’s a proven unit that’s still modern, lightweight, and compact, despite the fact it’s been superseded by 889cc “890″ versions in KTM’s range and a completely redesigned, 947cc “990″ twin in the new 990 Duke. Related: 2025 CFMoto Ibex 450 First Ride Review Another configuration uses a lower, hugger front fender. (CFMoto/)In the MT-X, the type-approval documents say that the engine puts out 94 hp. It’s the same figure that’s claimed for the Ibex and for KTM’s 790 Adventure, so we can be fairly confident that the MT-X’s torque peak will also match the existing bike’s 57 lb.-ft. With the engine coming off the same production line as the KTM 790 units, it’s all but certain to have the same slipper clutch and six-speed transmission as the Austrian bike. Like the engine, the MT-X’s frame appears to be borrowed directly from the KTM 790 Adventure, and the CFMoto inherits a similar fuel-tank arrangement with dual plastic tanks mounted low down (one each side of the engine) fed from a single, conventionally positioned filler ahead of the seat. It’s a solution that not only helps shift the center of gravity downward to reduce the perceived mass of the bike at low speed but also allows a longer, flatter seat that extends further forward, so you can get more of your weight over the front wheel when riding off-road. This version has the high fender, aluminum luggage, and a taller windscreen. (CFMoto/)Off-road ability is clearly a priority here. While the standard Ibex S and T models have 19-inch front and 17-inch rear wheels, allied to suspension with 6.3 inches of front travel and 5.9 inches at the rear, the MT-X has specs much closer to those of the KTM 790 Adventure. Although, like other CFMotos, it’s expected to use KYB suspension instead of the WP components that KTM relies on, its geometry, suspension travel, and ground clearance are much more suited to real adventure riding than the road-oriented Ibex S and T. The wheels, like those on the KTM 790 Adventure, are 21 inches at the front and 18 inches at the rear, with 90/90-21 and 150/70-18 rubber. If anything, the clues from the new type approval suggest the CFMoto’s chassis geometry is closer to the more hardcore KTM 890 Adventure R than the standard 790 or 890 Adventure. The wheelbase, at 60.2 inches, is the same as the Adventure R’s, and slightly longer than the standard Adventure, suggesting longer-travel, taller suspension is used. Other dimensions confirmed in the document include a length of 91.8 inches, a width of 37.2 inches across the bars, and a height of either 54.9 inches or 53.5 inches when a lower screen is fitted. This is the high fender version with the taller windscreen and a different color option. (CFMoto/)The weight is also within a whisker of its KTM equivalent. The curb weight, including fuel, for the type approval is quoted at 471 pounds. That’s a fraction less than a 790 Adventure, which measures 480 pounds in the same state, though we don’t know yet how the two bikes’ fuel capacities compare. CFMoto has also type-approved a version of the MT-X with aluminum luggage fitted, pushing the curb weight up to 518 pounds. In fact, the company’s type-approval paperwork has revealed no fewer than eight variants of the bike thanks to the combination of the luggage, two different screen heights, and the ability to choose between a high-mounted front fender and a more street-oriented front hugger that stays close to the tire. When compared to the concept version shown at EICMA, the production version has made a few sacrifices. The concept bike featured Brembo four-piston front calipers and shrouded rotors, while the production bike gets J.Juan calipers (like those used by KTM) and loses the extra plastic around the disc. It also gains passenger footpegs that were missing from the concept, and the show bike’s Akrapovič exhaust will be swapped for a purpose made, CFMoto-designed road-legal version. With the type approval complete, the MT-X should be rolling off production lines imminently. Since the concept version made its debut in Europe, it’s expected to be a global model rather than a China-only machine, and represents the first time that CFMoto has gone head-to-head with its partner firm KTM in the same part of the market. Source