Admin

It’s a UK market release, but a similar V-Strom 800 Touring is available for riders stateside. View the full article

The Zongshen ZS150 B is a retro-styled, 150cc Grom competitor. (Zongshen/) Whether you look back to the original Honda Monkey of 1961, or the success of the Grom over the last decade, there has long been a demand for affordable two-wheelers that make fun their top priority. Now China’s manufacturers are catching on, and hot on the heels of the retro-styled CFMoto Papio CL and SS (both available in the US now) its rivals at Zongshen are preparing their own versions of the idea. The company has filed Chinese type-approval documents for a pair of 149cc air-cooled singles that each carry the name ZS150 and “Zonsen” branding—a name that Zongshen is pivoting toward on its bikes as they’re increasingly offered outside China. However, there’s a prominent, cartoonish illustration of a panda on each bike’s tank badge, suggesting they might get a more appealing title when they’re launched into the market. In the US, a selection of Zongshen’s existing models—up to and including the Norton-engined, 650cc RX6 twin—are offered under the CSC Motorcycles name, opening the door for these new machines to come to these shores if it makes financial sense. Related: The Chinese Connection This version of the ZS150 looks more like the Honda Monkey or CFMoto Pappio CL. (Zongshen/) The type-approval documents include all the main specifications for the two models. Like the CFMoto Papio CL and SS, one is a trail-style machine while the other is a caricature of a retro sportbike, but under the skin they’re identical. Their single-cylinder engines have a 57mm bore, matching that of the Papio, but where the CFMoto has a 49.4mm stroke the Zongshen bikes have a throw of around 58.4mm to reach a 149cc total capacity. The extra 13cc over the 126cc CFMoto machines helps the Zongshens to a peak of 10.5 hp, a fraction more than the 9.4 hp of the Papio. They’re a little heavier than the CFMoto machines though, with the trail-style model coming in at 264 pounds and the racer version weighing 267 pounds. By comparison the two Papio models each weigh 251 pounds ready to ride. Like the CFMotos, the Zongshen ZS150s each use 12-inch wheels wrapped in 120/70 rubber at the front and 130/70 at the rear. Suspension is by upside-down forks up front and monoshocks at the rear, again aligning with the CFMotos, and the brakes have discs at each end, with standard ABS. Related: Mini Bikes Honda’s Monkey was instantly a hit when it was reintroduced in 2018. (Honda /) When it comes to appearance, the naked version of the ZS150 takes its inspiration from machines like Honda’s Monkey and Gorilla, giving a more ‘60s or ‘70s vibe than the 1980s-inspired Papio CL, but there are modern touches including the distinctive headlight design that features an open hoop of LED running lights above a tiny main light unit. The faired version, carrying the word “Vintage” on its fairing, actually looks less old-fashioned. The addition of side panels and a single-seat tail unit, plus lower, narrower bars with bar-end mirrors, makes for an intriguing style that has a hint of steampunk-style retrofuturism about it. The CFMoto Pappio SS is already for sale in the US. (CFMoto/) Both bikes are illustrated with a few optional extras including enclosed disc wheels as an alternative to the standard wire-spoked alloys, while the trail version is also shown with a choice of rear treatments, with either a flat-track-style number board or a more rugged-looking grab rail at the back. It’s clear the bikes are ready for imminent launch, though there will probably be a delay between hitting the market in China and any plans for exporting them to other markets. View the full article

Indian Motorcycle has renewed its Scout lineup with five models built around a new frame and engine. The Scout Bobber (shown) comes into the new model year as the most popular Scout in recent years. (Garth Milan/) There is nothing simple about the 2025 Indian Scout lineup except for the way Indian describes the bikes. They are cruisers. Classic, American-made V-twins that are just as much about heritage and body lines as they are cornering clearance and technology. You can have your performance (and the new bikes do), but Indian refuses to have that be the Scouts’ personality. That laid-back approach has worked well for Indian since the Scout was unveiled in 2014, quickly turning the model into the company’s most successful platform. In some parts of the world, the Scout is the most successful mid-displacement cruiser, and in all parts, it’s described as the most important bike to Indian Motorcycle’s future. This is an entry into the brand. Where you go from here, and if you stay with Indian, depends largely on your experience with the bike. Needless to say, Indian aims to please. There’s an Indian Scout for just about any rider type or style. (Tim Sutton/) Of course, part of pleasing the masses comes down to having something for the masses, and for 2025 Indian is doing that by bringing five Scout models to showroom floors, including the simple but elegant Scout Classic; the slammed Scout Bobber; the light touring-ready Super Scout; the Sport Scout; and its most aggressive middleweight cruiser yet, the 101 Scout. That’s a lot of Scout, but a bulk of the hardware is shared across models meaning Indian isn’t trying to confuse you so much as it’s looking to give you options through stylistic upgrades. This is like walking into In-N-Out Burger and deciding what to get—you’re going to get a burger, but how you order that burger is entirely dependent on your tastes. Related: 2025 Indian Scout First Look Indian’s new SpeedPlus 1250 V-twin produces 105 or 111 hp depending on the model. Indian says all models can be updated at the dealer to achieve the 111 hp of 101 Scout. (Tim Sutton/) 2025 Scout Platform Updates Indian’s liquid-cooled SpeedPlus 1250 V-twin engine is first on the list of “components” shared across the lineup. Measuring in at an even 1,250cc (versus 1,133cc), it makes a claimed 111 hp in 101 Scout trim and 105 hp when bolted to every other model thanks to different ECU tuning, with all versions making a claimed 82 lb.-ft. of torque. That’s a 5 to 11 hp bump depending on model and an added 10 lb.-ft. of torque. The engine is new from the inside out, with big changes to the top end (including new pistons and larger valves) as well as a lighter crank, the latter helping Indian shave nearly 10 pounds (!) from the engine. A slip/assist clutch was added, plus Indian spent a lot of time refining the inside of the engine to eliminate gear whine customers complained about on earlier-generation Scouts. Different headlight treatments for different models. All models get an LED headlight. (Indian Motorcycle/) The airbox is redesigned, but that’s less obvious than the new radiator, which is 20 percent smaller and squeezed into a new frame that has a steel tube front section versus cast aluminum. Steel tube is significant because of the lighter appearance, but also because it opens the door to more custom work. Speaking of custom, Indian went to great lengths to give the Scout a polished look. Electronics and necessary hardware are packaged neatly as possible, with most of the hardware tucked behind the frame’s cast aluminum midsection. Out back you’ll find a platform-wide subframe that allows accessories to be shared across models, as well as a new exhaust, which gives more space for accessory saddlebags compared to the more cumbersome dual-muffler exhaust. Indian’s 2025 Scouts are restyled but still easily recognizable. The tank is moderately bigger, but only because Indian has reshaped it to accommodatet the new airbox. (Tim Sutton/) Similarities fade from there. The Scout Classic, Scout Bobber, and Super Scout roll on 16-inch wheels while the more aggressive Scouts have a larger, 19-inch front wheel. All bikes have a nonadjustable fork with 4.7 inches of travel and dual shocks with 3.0 inches of travel, except for the “slammed” Bobber, which has nonadjustable shocks with just 2.0 inches of travel, and the 101 Scout, which has a fully adjustable inverted fork with 5.9 inches of travel and fully adjustable shocks. The 101 Scout also gets Brembo front stoppers and dual 320mm brake discs, versus a single 298mm disc. If that sounds more expensive than most of the other options, that’s because it is. The 101 Scout comes in at $16,999, which is identical to Harley-Davidson’s Sportster S and mostly on par with the luggage-equipped Super Scout ($16,499–$16,999). The rest of the lineup is priced between $12,999 and $16,699. Related: 2022 Harley-Davidson Nightster vs. Honda Rebel 1100 DCT vs. Indian Scout Rogue All models besides the 101 Scout use a 298mm single front disc (shown). The 101 gets dual 320mm discs with Brembo calipers. Notice also the nonadjustable fork that’s standard on all but the 101 Scout. (Tim Sutton/) The wide price range is thanks mostly to Indian offering every bike but the 101 and Super Scout in different trims. Standard models get an analog gauge, LED headlight, and ABS; Limited versions have ride modes, traction control, cruise control, and a USB port; while Limited +Tech gets you all of the aforementioned features plus a 4-inch touchscreen display, keyless push-button ignition, and Ride Command, which opens the door to turn-by-turn navigation and more. Paint is different on nearly every model and even varies based on trim level, as do the finishes, with bikes like the Classic getting more chrome than bikes like the Bobber, Sport, and 101. We hope you’re good with making decisions, because there are a lot of them to make here, and each will dramatically change your experience. Two gauge clusters are available depending on the trim level: a touchscreen TFT with the Limited +Tech or a standard analog/LCD combo on Standard and Limited versions. (Indian Motorcycle/) The Big Picture There is a general theme across the board, and a similar sensation between each of the bikes. Preproduction firmware delayed start-up initiation on the TFT-equipped Limited +Tech bikes prepped for our ride from San Francisco to Santa Cruz (and back), but fit and finish is otherwise great. Controls are solid, wires are nicely concealed, and paint is pristine, hold for a small, unpainted surface below the fuel cap. The new exhaust doesn’t do much to wake you up on a cold morning, but the bike settles into a nice low hum, and in either trim the engine gives your eyes something nice to look at—a stark contrast from the Harley-Davidson’s Revolution Max 1250T engine that leaves something to be desired from a visual perspective. The 2025 Indian Super Scout gets saddlebags and a passenger seat as standard. The pull tap makes it easy to get into the bags. (Tim Sutton/) It’s been nearly a year since we’ve ridden the Rev Max 1250T-equipped Sportster S, and even longer since throwing a leg over the Revolution Max 975T-equipped Nightster, so we’ll refrain from more comparisons. What we can say is that the SpeedPlus 1250 feels more flexible than the previous Scout engine, with enough midrange and top-end to not feel like you have to shift as often. Lucky, because Indian hasn’t updated the transmission, and with everything else getting a touch of modernity, this box feels clunky and outdated. Pulling away from a stop is more difficult than it should be too, thanks to a combination of new slip/assist clutch that lacks feel at the friction zone and the lighter crank, which helps the engine spin up faster and adds to the overall character, but doesn’t do much for you around town. We made friends with the clutch after a few miles, and you will too in the first long ride, but those aren’t small concerns given that the Scout is built mostly for around-town riding and newer riders. Seamless is always better here. The Scout Bobber has 1 inch less rear suspension travel at just 2 inches. | Photo: Tim Sutton (Tim Sutton/) The rest of the engine gives you exactly what you need from a cruiser platform. There’s enough meat to have fun, but not so much top-end performance that you’ll wish the engine was stuffed in something other than a bike with 2 to 3 inches of travel. Power is tractable, vibes only really start to pick up at around 80 mph in top gear, and the powerplant flexible enough for a wide variety of riding, making it an ideal centerpiece for the Scout, in any version. “The heart of an American cruiser is the engine,” says Ola Stenegärd, director of industrial design for Indian Motorcycle. And in this case, Indian has a strong one. Speaking of versions and different conditions, after two full days of riding—the first through downtown San Francisco and the (much) more scenic coastal roads skirting the Northern California coast, and the second up tight two-lane roads heading inland from Santa Cruz, we challenged ourselves to rank each of the new Scouts in order of least favorite to favorite, and the order might surprise you. Scout Classic 2025 Indian Scout Classic; $13,999–$16,699 (Garth Milan/) While the Scout Classic is at the bottom of that list, its ranking stems mostly from a lack of defining features compared to the other models rather than any major flaws. If you appreciate classic, swoopy fenders and an abundance of chrome finishes, then this bike checks the right boxes. Those fenders aren’t a departure from anything we’ve seen on the Scout before though, and with its dearth of other defining features, the Classic feels almost out of place in every situation. There’s no wind protection for the highway and no slammed suspension for that cool look around town. It exists, as it should, but only in the shadows of the rest. Scout Bobber 2025 Indian Scout Bobber; $12,999–$15,699 (Garth Milan/) The Scout Bobber is the most affordable entry into the lineup and also the most popular Scout model so far, but to love the Bobber and its 2 inches of rear suspension travel is to commit to a serious amount of quality time with your chiropractor. The stock suspension on Scout models (fully adjustable 101 Scout suspension not included) already struggles with bump absorption, and losing an inch out back doesn’t do you any favors. The Bobber’s ergonomics are more aggressive as well, thanks to a low, flat handlebar that has you almost stretched out over the tank. All this adds up to a cool look when cruising through town and makes the Bobber a great platform for a custom build, but the sacrifices are a bit excessive for us, and it’s exhausting having to be on the lookout for every pothole or manhole cover dotting torn-up, downtown streets. Sport Scout 2025 Indian Sport Scout; $13,499–$15,699 (Garth Milan/) Related: 2023 Harley-Davidson Sportster S Review The Sport Scout is a lot like the Bobber in that it comes off as a great canvas for customization. A replacement for the Scout Rogue, it is not nearly as sporty as the Sport name suggests, but there’s a sense of potential in these bones. Handling knocks are not specific to the Sport either, as all of the nonadjustable Scout suspension lacks bump compliance and will cause you to deflect off sharp-edged hits in a very uncomfortable way once the pace picks up. The single brake disc gets the job done, but moving up to the 101 Scout highlights a lack of feel and power compared to a full-featured, two-disc setup. Pairing Indian’s accessory, 10-inch handlebar risers (stock are 6 inches) with the moto-style handlebar that comes standard on Sport and 101 models gives you an idea of how aggressive the bike can look with minor modifications, and it’s that custom-bike potential that draws us to the Sport over any other feature. That, and the added inch of rear suspension travel over the Bobber. Super Scout 2025 Indian Super Scout; $16,499–$16,999 (Garth Milan/) The Super Scout is the sleeper of the group, the only real downside being the higher price of entry. Look past that and you’ll find one of the most versatile bikes of the 2025 lineup, with enough wind protection, comfort, and luggage for longer trips. Versatility comes in the form of the quick-release windshield, which mounts to the fork legs and can be removed in just seconds. Sidebags are not waterproof or lockable but offer decent storage and have an easy pull system for releasing the lid. Removing either of these gives you most (but not all) of a Scout Classic. Worth mentioning here is that the seat isn’t generously sized on any Scout, and we almost always got off the bikes wishing for a bit more support at the leading edge of the saddle. That is especially true on a bike that you’ll do more touring miles on. The ergonomics are otherwise quite comfortable for taller riders. Forward controls come standard on all models but feel more like relaxed mid-controls, meaning the reach is not too far, giving taller riders enough legroom to not feel cramped. Indian will offer mid-controls as an accessory too. 101 Scout 2025 Indian 101 Scout; $16,999 (Garth Milan/) While we hoped the most expensive Scout wouldn’t also be our favorite, the reality is that the 101′s upgrades completely change the ride experience. Brakes are more responsive, suspension eats up rough pavement, and the 111 hp engine tune gives the bike a sharpness that suggests there’s more to the tune than just a 6-hp difference. The $17,000 price tag is $4,000 higher than that of the $13,000 standard-spec Bobber that gets you into the lineup, but the 101 doesn’t have to be an entry-level machine that you’ll move on from; this is a bike you’ll actually want to hold onto as your skills and wants as a rider grow. There’s more than enough style, performance, and character to make this a long-term commitment. It’s the Scout that you can ride fast if you want, but is equally as entertaining on a casual ride with friends. Plus, once you max out the options on the other Scouts, the prices are much closer. The downside? You can only get the 101 Scout with painted graphics rather than solid colors—-a selling point for some, but not all. The 101 Scout only comes with painted graphics. (Tim Sutton/) Final Thoughts The beauty of the 2025 Scout lineup is that you don’t have to agree with our rankings. You can (and probably will) find that one bike better suits your needs. And that’s the point: There’s something for everyone in this lineup, and enough accessories (100 total) to create the bike that works best for you. Of course, Indian has managed to do all this without completely shifting the Scout’s storyline. This is still very much a cruiser, just with a little cherry on top in the form of more horsepower and available tech. The Super Scout has a West Coast club vibe. (Tim Sutton/) Speaking of horsepower, if anything other than the 101 catches your eye, consider updating the ECU tune at your dealer if and when the opportunity arises. Pricing is not confirmed, but Indian says that will be an option, and the performance leap is big enough that it’s absolutely worth doing. Also, while we only tested bikes with the Limited +Tech trim levels and loved the touchscreen display, we tinkered with a Limited model with analog gauge, and found it much less endearing, meaning the Limited +Tech package might be the best way to go, unless you really do love keeping it simple. And, well, technically, that’s what the Scout is still all about. The Super Scout is a classic and simple touring cruiser. (Tim Sutton/) Adjusting ride modes is straightforward on the touchscreen dash. (Tim Sutton/) 2025 Indian Scout Classic Specs MSRP: $13,999–$16,699 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 3.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Wire; 16 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Pirelli Night Dragon; 130/90B-16 / 150/80B-16 Rake/Trail: 29.0°/4.8 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight) 555 lb. Contact: indianmotorcycle.com 2025 Indian Scout Bobber Specs MSRP: $12,999–$15,699 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 2.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Cast 8-spoke; 16 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Pirelli MT 60 RS; 130/90B-16 / 150/80B-16 Rake/Trail: 29.4°/4.9 in. Wheelbase: 61.5 in. Ground Clearance: 4.3 in. Seat Height: 25.6 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 542 lb. 2025 Indian Super Scout Specs MSRP: $16,499–$16,999 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 3.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Wire 40-spoke; 16 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Pirelli MT 60 RS; 130/90B-16 67H / 150/80B-16 77H Rake/Trail: 29.0°/4.8 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 589 lb. 2025 Indian Sport Scout Specs MSRP: $13,499–$15,699 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 3.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Cast 8-spoke; 19 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Metzeler Cruisetec; 130/60B-19 / 150/80B-16 Rake/Trail: 29.0°/4.7 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 548 lb. 2025 Indian 101 Scout Claimed Specs MSRP: $16,999 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 111 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 43mm inverted fork, fully adjustable; 5.9 in. travel Rear Suspension: Dual outboard shocks, fully adjustable; 3.0 in. travel Front Brake: Dual 4-piston calipers, 320mm discs Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Cast 5-spoke; 19 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Metzeler Cruisetec; 130/60B-19 / 150/80B-16 Rake/Trail: 29.0°/4.8 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight : 549 lb. Indian Scout Bobber. (Tim Sutton/) Gearbox Helmet: Bell Eliminator Jacket: AGV Sport Chipper 130 Flannel Pant: Rev’It Jackson 2 SK Gloves: Spidi Boots: XPD X-Goodwood View the full article

Equitea MV Agusta by MP13 Racing (MV Agusta/) MV Agusta Press Release: Melissa Paris has never been one to back down from a challenge, and this MotoAmerica season will be no different for the former professional road racer and married mother of two young children. Through her team, MP13 Racing, Paris is stepping up from Junior Cup and Twins Cup to contest arguably the most competitive class in the 10-round championship: Supersport. And the Southern California native is doing so with support from a new manufacturer, MV Agusta, as well as a new title sponsor, Equitea. Equitea MV Agusta by MP13 Racing will campaign two MV Agusta F3 800 RRs prepared by MP13 Racing and ridden by Roberto Tamburini and Aiden Sneed. MV Agusta is one of eight manufacturers producing motorcycles homologated for the deeply talented and quickly expanding Supersport Next Generation class. The 12-valve, 798cc “Trepistoni” engine that powers the F3 800 RR is housed in a unique aluminized-steel tubular trellis frame mated to an aluminum alloy swingarm. One of the most iconic names in motorcycling, MV Agusta recently was acquired by Pierer Mobility AG, which also owns KTM, Husqvarna, and GASGAS. “Racing is a fundamental part of MV Agusta’s heritage that lives in the brand’s present,” said Luca Dovesi, head of MV Agusta North America. “Every MV Agusta motorcycle is developed with performance in mind, and therefore taking official part in MotoAmerica is a natural step for the company in a crucial market like the U.S. I am personally excited and proud of this step, which represents a testament to the renewed strength that MV Agusta has gained thanks to the partnership with Pierer Mobility.” Another welcome addition to the MotoAmerica paddock, Equitea is a minority-owned business that produces organic, small-batch, cold-brewed adaptogenic teas blended for health and wellness. “Equitea is proud to partner with Melissa Paris and MP13 Racing,” said Quentin Vennie, co-founder and CEO of Equitea, available nationwide at Sprouts Farmers Markets. “Our functional teas, combined with MP13 Racing’s skill, determination, and stellar coaching, are a winning combination. We look forward to seeing everyone at the racetrack.” Roberto Tamburini, 33, has experience in 125cc Grand Prix, World Supersport, WorldSBK, and the Endurance World Championship. “I am very motivated to face this season together and to ride an Italian bike—the MV Agusta F3 800 RR,” said Tamburini. “I will have to learn different things, such as the racetracks, a new bike with new tires, and get back on a 600 after many years spent on a 1000. For this reason, it might not be so simple, especially at the beginning, but I will try to bring my experience and speed to grow together step by step.” Aiden Sneed returns to MP13 Racing for a second year after a strong showing in Junior Cup. The only rider in the class racing a 321cc twin, he finished 13th overall. The Texan will make his Supersport debut at Brainerd International Raceway, June 14-16, when he reaches his 16th birthday. In the meantime, Sneed will attend all races and test with the team. “I am absolutely thrilled to be competing in MotoAmerica Supersport on an MV Agusta,” said Sneed. “With the incredible support of MP13 Racing, I am confident this year will be nothing short of amazing.” Another important piece of the MP13 Racing success story remains securely in place: Evan Steel, the owner of Tucson, Arizona-based Evan Steel Performance, who has enjoyed podium success with riders in both domestic and international competition, is returning to MP13 Racing for a third consecutive season to impart his special brand of two-wheel magic on the brace of F3 800 RRs. “Evan will manage our engine and electronics development,” said Paris. “Evan is my right-hand guy, and we are proud to have him as a part of our team.” Equitea MV Agusta by MP13 Racing will kick off its 2024 MotoAmerica Supersport Championship challenge on April 19-21 at Michelin Raceway Road Atlanta in Braselton, Georgia. Fans of the series who can’t attend in person can subscribe to MotoAmerica Live+ to watch every round of the MotoAmerica Championship. All the high-speed action is also available on Fox Sports FS1, MAVTV, ESPN Latin America, YouTube, MTRSPT1, and MotoAmericaTV. Check local listings for broadcast dates and times. View the full article

Valerio Bono set a new Guinness World Record on his 1979 Vespa 50 Special. (Courtesy of Valerio Bono/) After all these years, Vespa still has some surprises. In this case, the Vespa is a 1979 Vespa 50 Special that just set the new world record for the farthest distance traveled in 24 hours by a 50cc scooter. Certified by the Guinness World Records organization, the record distance now is 1,233.07 kilometers or 766.19 miles, about 305 kilometers more than the previous record set by Australian Mark Brown in 2005. To make the event worth a few more lines is that not only is the scooter a 45-year-old Vespa 50cc, but that the same Vespa in 1979 accomplished a similar feat, though not officially acknowledged, running a distance of 941 kilometers on the Pirelli test track. It would have been a record at that time, but the event was part of a special Vespa celebration that gave life to a promotional, single-issue publication named Tuttovespa. A second factor that makes the new record unique is that aboard that Vespa 50 Special was the same rider from 45 years ago. His name is Valerio Boni, tester and media man who was 20 years old in 1979 and now is 65, but still with the same passion for outstanding endurance feats aboard various kinds of two-wheeled vehicles. Related: Vespa Turns 75 Bono on the banking of Terramar. (Courtesy of Valerio Bono/) His old Vespa 50 Special was fully restored in 2015, and even the old stickers were refreshed. For his new attempt to rewrite the 50cc scooter record of distance run in 24 hours, Valerio also had to watch the cost of the enterprise, so to cut the price of renting a track, he resorted to an old, abandoned oval in south of Spain, near Barcelona. The 2-kilometer-long Terramar track was built in 1923 and features very high banking that the little Vespa 50 Special could not exploit. Bono with a 24-hour stare on his way to covering 766.19 miles. (Courtesy of Valerio Bono/) Valerio was assisted by Denys Maiorino, owner of Epoca Motors, and his team of mechanics. The restored Vespa 50 Special was carefully checked and prepared for the exploit and then taken to Spain. The old track is in less than immaculate condition, but its concrete surface held together enough to allow a Vespa 50 to go full blast with no safety problems. In-flight refueling in the middle of the night. (Courtesy of Valerio Bono/) Valerio rode for 24 hours, constantly, with a short stop just to wash the dust off his eyes. Refueling was “in flight” with the competent assistance of Valerio’s Spanish friends, Ivo Viscasillas and Cristian Nogueras, both specialists in scooter endurance events. To keep the little Vespa 50 Special running all the time, the two would ride parallel with Valerio, hand him the hose that would transfer fuel from the “tanker” to the tank of the Vespa, while both were traveling at about 60 kph—which was the top speed the Vespa was capable of. Bono (center) with the team that helped him achieve the new record. (Courtesy of Valerio Bono/) The grueling marathon went on impeccably for the scheduled 24 hours, courtesy of the super-reliable two-stroke air-cooled little engine from 45 years ago—and thanks also to the ability of Valerio to sit on his iron butt with no interruption. Congratulations to 65-year-old Valerio Boni who, surprisingly, inscribed Piaggio Vespa on the Book of Guinness for the first time in the 78-year life of the most iconic scooter ever. View the full article

How To Watch MotoAmerica Superbikes at Road Atlanta (MotoAmerica/) View the full article

Yamaha Reveals 2024 MotoAmerica Superbike Team (Yamaha/) Yamaha Press Release: Yamaha Motor Corporation, U.S.A. (YMUS) is pleased to announce a strengthened partnership with Attack Performance, which will continue to head its efforts in the MotoAmerica Superbike Championship for another three seasons. The championship-winning program looks to add a fifth-consecutive premier class title in 2024 aboard the Attack Performance Progressive Yamaha Racing R1s with a returning two-rider roster - reigning three-time MotoAmerica Superbike Champion Jake Gagne and Cameron Petersen. This weekend, they will launch their title run at the season opener at Road Atlanta in Braselton, Georgia, on April 19-21. Attack Performance, one of the sport’s leading manufacturers of high-performance components and services for modern sportbikes, has carried on the winning tradition of the Yamaha R1. In just four seasons as the official MotoAmerica Superbike team for YMUS, the program has enjoyed a resounding success with four consecutive titles and 59 victories in the premier class. Progressive Insurance also returns in 2024 to support the championship-winning program. Returning for his fifth season with the team, Gagne looks to defend his crown and keep his impressive premier-class title streak rolling. The Colorado rider has enjoyed a meteoric rise in MotoAmerica Superbike with the team over the past three seasons. In addition to claiming three successive titles, Gagne has amassed an impressive tally of 40 race victories, advancing him to fourth on the all-time AMA Superbike win list. Petersen also returns in 2024 and enters his third season with Attack Performance Progressive Yamaha Racing. The 2020 MotoAmerica Stock 1000 Champion enjoyed a strong debut with the team in 2022, scoring a pair of wins and multiple podiums. Unfortunately, he was sidelined for most of the season last year and underwent surgery last Summer to repair a wrist injury. Back to full fitness, Petersen is eager to return to action and add more wins and podiums to his tally. The team would also like to thank Yamalube, Yamaha Financial Services, Akrapovic, Braking, TrackDaz, Podium Club at Atessa, Capit, Suter, OZ, DID, NGK-NTK, Zero Gravity, and Full Spectrum for their support. Tom Halverson - Yamaha Racing Assistant Department Manager for YMUS ”We are very excited to continue our partnership with Attack Performance Racing. They have the passion, technical knowledge and the right people in the right positions to be successful in this ultra-competitive sport. It seems like every season MotoAmerica has raised the bar, and we are very happy to be racing with them into the near future. “Our three-time Superbike Champion Jake Gagne had a very productive testing season, and it’s great to see that Cameron Petersen is strong, fast, and ready to prove we haven’t seen the best of him yet.” Richard Stanboli – Attack Performance Progressive Yamaha Racing Team Manager ”Attack Performance is excited to continue our collaboration with Yamaha Motor Corporation, USA, to race the R1 in the MotoAmerica Superbike Championship for the next three years. Together we’ve enjoyed a lot of success over these first four years and have added more premier class titles to Yamaha’s 15 years of nearly continuous Superbike Championships. We’re also happy have the continued support of Progressive Insurance and our technical partners, and look to bring them another #1 plate in 2024. “We’re looking forward to having both Jake and Cameron back this season, which we feel will continue to be a winning combination for the team. It’s been great to see Jake rise to become one of the winningest riders in the sport, and I look forward to the upcoming season and defending the championship. We’re also happy to have Cameron back and feeling healthy. It’s been a productive off-season, and we can’t wait to get on track and see our fans this weekend at Road Atlanta.” Jake Gagne – Attack Performance Progressive Yamaha Racing #1 ″It’s awesome to be going on year five with the team. We’ve had a great three years here, and I’m just excited to get back to racing in 2024. We’ve had a good off-season and got some good riding in. The Superbike class is going to be really stacked this year. So I think we’ll have some good racing, and we’ll try to start off the year strong in Atlanta. I’m just ready to get riding again.” Cameron Petersen – Attack Performance Progressive Yamaha Racing #45 ″I’m really looking forward to my third year with the team. Obviously, my second year wasn’t ideal. I had to sit out of most of it. It’s been a hard nine months and a tough off-season, but getting to ride the bike last week at the test, it’s the first time in a long time that my wrist has felt 100%, so I’m excited for 2024. The main thing for me is not to get ahead of myself and slowly build into it and get back to fighting for wins and podiums. The guys have done a lot of work on the motorcycle during the off-season, and the bike is on a different level, so I think it’s going to be a good year.” View the full article

2024 Harley-Davidson Homecoming Festival Kicks Off in 100 Days (Harley-Davidson/) Harley-Davidson Press Release: The countdown has started. In just 100 days, Milwaukee will host the music and mototainment event of the season when the annual Harley-Davidson Homecoming™ Festival kicks off its four-day run. A complete schedule of free and ticketed family-friendly events and musical performances planned for July 25-28 at venues across the Milwaukee area is posted and advance Veterans Park tickets are on sale at HDHomecoming.com. The big weekend revs up at 4:30 p.m. on July 25 with opening ceremonies at Davidson Park, the new outdoor community hub created by the Harley-Davidson Foundation at Harley-Davidson Headquarters on Juneau Avenue in Milwaukee. ADVANCE TICKETS ON SALE NOW Harley-Davidson Homecoming™ Festival headliner musical acts Red Hot Chili Peppers (July 27), and Jelly Roll and HARDY (July 26) are each scheduled to perform with other top acts at Veterans Park on the Milwaukee lakefront. Both days will feature a mind-blowing fusion of music on two stages and action, featuring the biggest name in action sports – Nitro Circus – plus additional entertainment, local food, beverages, and more for enthusiasts of all ages. Admission to Veterans Park for performances and other activities on July 26 and 27 requires a ticket. Veterans Park ticket options include 2-Day and 1-Day General Admission (GA), new for 2024 General Admission Plus (GA+), or VIP tickets offering new and enhanced experiences. Additional artists scheduled to appear include: Warren Zeiders, Priscilla Block, Hueston, Shaylen, and DJ CHILL on Friday, July 26; and The Offspring, Cypress Hill, Destroy Boys, Otoboke Beaver, Irontom, and DJay Mando on Saturday, July 27. The full performance schedule is available at HDHomecoming.com. All events are designed to be family friendly and open to all fans. Children age 10 and under are admitted free with an adult General Admission ticket. CELEBRATING WILLIE G. DAVIDSON A celebration of the contributions of Willie G. Davidson to Harley-Davidson and motorcycling will be a highlight of the 2024 Harley-Davidson Homecoming™ Festival. Grandson of H-D founder William A. Davidson, a respected artist, designer, leader and legend who has travelled the world as an ambassador of motorcycling and the Harley-Davidson brand, Willie G. worked for Harley-Davidson for 49 years before retiring as Chief Styling Officer in 2012. All Harley-Davidson Homecoming™ Festival venues will honor Willie G. Davidson through both imagery and activations. In addition to highlights of Willie G. throughout its campus, the Harley-Davidson Museum will host a WGD Ride In Custom Bike Show presented by V-Twin Visionary on Saturday, July 27. An engraved Willie G. Award will be presented to the Best-In-Show winner. Guided tours will take place at Juneau Avenue Harley-Davidson Headquarters, highlighting various spots in the building connected to Willie G. Davidson. To celebrate Willie’s passion for vintage motorcycles, a vintage motorcycle show will also be held at the venue. MAXIMUM MOTOTAINMENT Harley-Davidson Homecoming™ Festival events will be held at a mixture of free and ticketed venues across the Milwaukee area, including Veterans Park, the Harley-Davidson Museum, the all-new Davidson Park on Juneau Avenue, Harley-Davidson Powertrain Operations in Menomonee Falls, and at local Harley-Davidson dealerships. Veterans Park In 2024, the Veterans Park venue on the Lake Michigan shore offers more food options, additional VIP shaded areas to relax in, improved VIP stage viewing, and a new GA+ ticket option in addition to GA and VIP ticket options. Visit the Harley-Davidson Hangout to see a display of 2024 Harley-Davidson® and LiveWire® motorcycles and learn more about Harley-Davidson Membership benefits, programs offered by EagleRider, and to enter the Harley-Davidson Riding Academy sweepstakes. The electrifying energy of Nitro Circus returns to Veterans Park. Leveraging advanced ramp technology, Nitro Circus presents their “Everything Flies” show three times daily on Friday and Saturday, featuring top action sports athletes showcasing incredible skills in BMX, skateboarding, and a variety of mind-blowing contraptions. Exclusive to the Harley-Davidson Homecoming™ Festival will be motorcycle stunts and jumps executed by Nitro Circus riders on Harley-Davidson motorcycles, closing with an attempt at a record bagger stunt on Saturday. Expect gravity-defying stunts, heart pounding adrenaline and an unforgettable experience for all. Enjoy great Wisconsin-brewed beverages like Miller Lite, Miller High Life, Leinenkugel’s and more inside or outside the Beer Hall as you enjoy the festival. Mission Foods will be showcasing their Harley-Davidson King of the Baggers racing partnership along with sampling motorcycle-shaped tortilla chips. And festival-goers will have the chance to win VIP ticket upgrades and savor the flavor of Smirnoff ICE Red White & Berry at the Smirnoff ICE Chill Zone. On Friday and Saturday of Homecoming Festival weekend, skip the hassle of driving and finding a parking spot by using the Milwaukee bar and restaurant shuttles to get to Veterans Park. Stay updated on the Festival FAQs to discover which bars and restaurants are participating this year. For bars and restaurants interested in providing a shuttle service, email [email protected] to reserve your spot and obtain a shuttle permit. Harley-Davidson Headquarters & Davidson Park Visit this new Harley-Davidson Homecoming™ Festival venue to take a guided Juneau Avenue Historical Tour through and around the current company headquarters buildings that once served as the original manufacturing factory. The first 1,000 tour attendees each day will receive an exclusive Juneau Ave Historical Tour coin. Enjoy family friendly activities such as Friday’s STE(A)Magination Day and Saturday’s Interactive Art + Culture Fair, local food, music and a vintage motorcycle showcase at Davidson Park, the new outdoor community hub created by the Harley-Davidson Foundation. Harley-Davidson Museum A free concert performance by Kenny Wayne Shepherd on Thursday night at the H-D Museum will kick off the Harley-Davidson Homecoming™ Festival. The Museum campus is a marquee venue, mixing Harley-Davidson heritage with the excitement of today’s two-wheeled moto lifestyle. Stop by for Museum tours (ticket required), shopping, food and beverage, interactive exhibits by Rockford Fosgate® Motorcycle Audio experience, Dunlop® Motorcycle Tires display, Twisted Tea® hard iced tea activation area, Wisconsin Lottery® Follow Us To The Fun, Official Harley-Davidson™ Trucks display, a 2024 H-D® motorcycle showroom, V-Twin Visionary custom bike shows, a H-D® Member Check-In, Harley-Davidson® Factory Race Team Experience, Real Deal Revolution Workshoppes, free live music daily on the Rockford Fosgate® Stage, and more. Harley-Davidson Powertrain Operations Take a demo ride on a new 2024 Harley-Davidson motorcycle, watch a police skills demonstration and enjoy a self-guided 45-minute tour of the Powertrain Operations facility where the heartbeat of every Harley-Davidson motorcycle is assembled. Located in Menomonee Falls, Wis., just a short ride from downtown Milwaukee, be sure to book a tour today at HDHomecoming.com to secure a spot and receive a special keepsake. Harley-Davidson Dealership Events Six Milwaukee-area Harley-Davidson dealerships will be hosting events and entertainment during the run of the Harley-Davidson Homecoming™ Festival. Those dealerships include House of Harley-Davidson (Greenfield), Milwaukee Harley-Davidson (Milwaukee), Suburban Motors Harley-Davidson (Thiensville), Uke’s Harley-Davidson (Kenosha), West Bend Harley-Davidson (West Bend), and Wisconsin Harley-Davidson (Oconomowoc). Check out each dealer’s website for detailed information on their events, demos and rides. Complete details on all Harley-Davidson Homecoming™ Festival ticketing options, venues, entertainment, scheduled events, Harley-Davidson factory tours, FAQ and lodging are available at HDHomecoming.com, where visitors can also sign up to receive Homecoming updates. View the full article

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

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

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

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

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

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

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