Electric motorcycle brand Voxan is out to chase more speed records, and Max Biaggi is back as the pilot.
Begin press release:
Electric motorcycle brand Voxan, owned by the high-performance electric vehicle constructor Venturi, is gearing up to conquer new world speed records. After setting no fewer than 11 new records in November 2020, the Voxan Wattman is currently being optimised in preparation for another speed challenge in the under 300 kilo category before the end of this year. Once again, the machine will be ridden by world motorcycle champion Max Biaggi.
From desert to asphalt
The Voxan Wattman was initially designed for world record attempts on the planet’s biggest salt flat, Salar de Uyuni in Bolivia. However, restrictions imposed in response to the Covid-19 crisis meant that journey was – and still is – impossible.
So in the autumn of 2020, the runway of Châteauroux airfield in France was chosen as the venue, and by the end of 2021 Voxan will be setting up camp on another asphalt track. In preparation for this latest attempt, and to optimise the Wattman for this type of surface, the engine and transmission have been tweaked with the usual expert collaboration of Michelin, partner and official tyre supplier.
Weight and stability
The Voxan Wattman should weigh in at under 300 kilograms, enabling it to compete in that category. The increase weight is mainly due to the new battery used. Gildo Pastor, (President), Franck Baldet (technical director) and Louis-Marie Blondel (the motorcycle’s designer) have chosen the company SAFT to partner this exciting project. The French firm has extensive experience in both motorsport and the aerospace sector.
In November 2020, the Voxan Wattman achieved an instantaneous speed of 408 km/h. In order to beat that record, the engineering team at Venturi/Voxan have also worked on the motorcycle’s air penetration and stability. While simulations in the wind tunnel play a crucial role, the R&D department has also enlisted the help of specialists in fluid dynamics simulation, to take account of the incredibly high speeds targeted.
Inspirational and inspired
“I cannot believe the work we’ve done in just a few months. Last November, we were wondering if we’d be able to hit 400 km/h, but now that speed is just the starting point for our work! It’s beyond that pivotal value that we are learning and progressing. With our motivation, the team spirit at Voxan and our hunger to excel, I have no doubt whatsoever that we will succeed”
Max Biaggi, rider of the Voxan Wattman
“Attempting to set new speed records barely a year after posting the very first is exhilarating! I’m fortunate to be able to rely on an inspired and inspirational team that has made the Voxan Wattman the world’s fastest electric motorcycle. Eleven records (confirmed by the Fédération Internationale de Motocyclisme) is great but… it’s not enough! I want to keep on and on developing electric mobility.”
Gildo Pastor, President of Venturi-Voxan
About Voxan
In 2010, the iconic motorcycle manufacturer Voxan Motors was bought by Venturi. Its President, Gildo Pastor, immediately refocused the constructor on a new core business: electric engines. Three years later, Venturi unveiled the Voxan Wattman, a symbol of the brand’s rebirth and its radically new technical direction and styling. In 2019, the teams began work on a new, high-performance version of the Wattman, specially designed to set new world speed records. The following year, with Max Biaggi in the saddle, the new Wattman set 11 speed records (in the “partially streamlined electric motorcycle over 300 kg” category), becoming the world’s fastest electric motorcycle.
It’s the early ’80s and 12-year-old me is in deep trouble. My parents were livid. One minute I’d been fooling around on a Honda CT110 ‘Postie’ bike, and the next I was being screamed at for risking my own death and breaking the law. All I knew was that I’d been riding up and down some dirt roads on a friend’s farm in country New South Wales, north west of Sydney, having the time of my life. Then in a moment of childhood inspiration, I’d decided to take to the nearby public road ‘to see how fast the bike could go’. 30 seconds later, there’s me doing 90 km/h (55 mph) on a 60 km/h (40 mph) public road in a t-shirt, shorts and thongs and with five more years to go before I could even think about getting a licence. As for a helmet, and registration? Absolutely not. And I don’t even want to think what would have happened if a cop had caught me.
The wind blast was so strong, I had to squint which also had the interesting effect of making it almost impossible to see where I was going. And the tears from my young, innocent eyes were streaming backwards into the hair above my ears, making it all cold and wet.
If I had stopped and thought about anything for more than a nanosecond, I may have realised that the farmhouse was in fact on the hill above the road, so my cnot-very-delighted parents sat and watched in horror as the whole event unfolded in front of them.
That is, they watched until my sheer velocity took me toward the horizon and out of their view. Welcome to the fantastic and dangerous world of the Aussie ‘Postie Bike.’
Photo courtesy of thepostiebike.com
Snail Mail
But let’s start at the beginning. The legendary Honda CT110 ‘Postie’ bike is a dual-sport or ‘Trekking’ bike (yes, you read that correctly) that commenced production in Japan in 1980 as a replacement to the company’s CT90. Somewhat surprisingly, the platform was designed by Honda as a tool for hunters, fisherman and outdoorsmen to traverse mild off road routes and to also be used as a kind of safe and gentle commuter.
With a massive seven horses at the crank, the bike was sold in many countries including the USA. But it would be the Aussies and the New Zealanders off-roaders that would really take to it. And this would come about in a rather unusual way. See, some smart little public servant drone in a down under government department decided that they’d be a great tool for the postal staff to speed up their deliveries and to also increase their hauling capabilities. Which is all good and well, but how did regular yobbos like me end up trying to kill themselves on them?
Photo courtesy of thepostiebike.com
Post Master General
The answer is simple. After a very comfy, non stressful life trundling around local neighbourhoods delivering gas bills and letters from Aunty Beryl, the well-serviced, nigh on unbreakable and hard-ever-thrashed Hondas were retired in remarkably good condition and sold as ex-government vehicles at rock-bottom prices to whatever lout, miscreant or local hoodlum with a unemployment cheque could afford them. Bungee strap a plastic milk crate on their rear luggage rack and – hey friggin’ presto – you had the world’s most uncool daily.
And while I can’t be sure of the specific details on what type of CT I was tearing around on as a pre-teen, they were delivered in three distinct flavors. The straight CT110 had a semi-automatic four-speed transmission and a centrifugal clutch. The bikes sold to Australia and New Zealand Post lacked the dual range sub-transmission of the standard bike and there was also a CT110 AG model that ran 6 volt electrics, presumably so that farmers wouldn’t risk setting their sheep on fire with the full 12 volts.
It’s also interesting to note that the bikes were not available for purchase by the general public directly from Honda until 2009. The fact that they were somehow kind of rare and yet still managed to leave such an impression on the general population is a real testament to their cult status. Honda Australia still sells a CT110X model, too. But as before, their Aussie website clearly states that ‘the Honda C110X Postie is available to registered Australia Post contractors only and cannot be sold to the general public.’
Photo courtesy of Wikipedia.org
Local Deliveries Only
And when I wasn’t running from some imagined cops on one the Posties were a common sight all over Australia, usually being used in summertime for skint teens and 20-somethings to make runs down to the local shops for a chocolate milk, sausage rolls or to pick up a few beers which were definitely not consumed right outside the bottle shop before the owners headed down the beach for a sunset dip. How the striped, faded beach towels stuffed into the milk crates at the back didn’t get blown out at the first sign of a bit of wind is an aerodynamic conundrum that Australia’s best engineers are yet to solve.
It’d be an interesting exercise to speak to some traffic cops from back in the day as to what they thought of the phenomenon and how exactly they would approach the average Postie bike rider. Being the absolute lowest bar for a road-going, privately-owned vehicles, the chances are that if a cop was to pull one over for shits and giggles, the chance of collaring the rider for not having a licence or a regulation helmet must have been sky high. Indeed, the centrifugal clutch system made it a piece of piss to ride, as my 12-year-old self would no doubt testify.
Photo courtesy of Honda
Red Letter Day
A quick scouring of Sydney’s local classifieds reveals the secondhand market is still going strong, with a whole heap of old Posties available from ones that look like they have been stolen and dumped in the ocean for a few hundred bucks to immaculate originals at around the four grand mark, it’s great to see that the legend is alive and well.
You’ll also be glad to hear that despite ceasing production in 2009, Honda announced in 2020 that the CT125 would be sold as a replacement (see above). As you’d expect, they have gone to much trouble to update the design, equipping it with modern ABS and a whole bunch of other mod cons that somehow manages to sterilise the legend just a little.
Photo courtesy of MotoFomo.com.au
As a riding experience, it won’t surprise you to learn that the bikes were pretty mild affairs. The semi-step-through frame was a clear hat tip to their moped-ish influences and as with many of Honda’s bikes, they were designed to be as vanilla and brutally functional as possible. If you rock up for your first ride expecting some kind of life-changing retro experience like a Vespa or a ‘60s two-stroke, you’ll be sorely disappointed. Remember, they were being issued to postal workers who just needed something to replace their old bicycles. The quieter, innocuous and easier they were to ride, the better.
Photo courtesy of Silodrome.com
Post Modern
But thankfully that ‘am I awake yet?’ experience was soon to be rectified come the wave of custom craziness that’s circled the world in the past decade. And while I can’t be sure that some 1990s speedy-loving genius didn’t attack one with the tools to see just how fast the little buggers could go, there was a definite trend around 2015 or so for Aussie Custom shops to soup the CTs in a very ‘what’s the worst possible candidate for a custom bike ever’ kind of a two-finger salute to coolness. How very Aussie.
Proponents were led by a Melbourne outfit wittily titled ‘Post Modern Motorcycles’ (Geddit?!). Owner Jim Clarke delighted in mimicking the very serious custom styles of the time, creating incredible custom bikes that simultaneously inspired without taking themselves too seriously.
Photo courtesy of lanesplittergarage.com
With 20/20 hindsight, it’s all too easy to rationalise the Postie’s cult status into one thing or another, but it’s important to mention that, like the AMC Gremlin or England’s Morris Minor, sometimes a vehicle that is really rather wrong can also be so very right.
And that thought becomes even more relevant in today’s consumer space where an increasingly large amount of products are researched ‘till the cows come home to ensure that they are as bland, functional and safe as possible. It’s nice to know that sometimes, it’s perfectly OK to be a little crap.
A Nova Sport team will also present at most of the Grands Prix, so fans can look forward to live coverage from the paddock, interviews with the riders and much more. In addition, a well-experienced team of commentators including commentary legend Václav Svoboda and great former riders such as Karel Abraham, Ondrej Jezek and Michal Sembera will add their expert insight.
It’s reasonable to say the past near decade of international superbike competition has belonged to one brand and one man. Kawasaki and Jonathan Rea have been near unstoppable over the last six years, taking six consecutive titles in a reign even more dominant than our own Mick Doohan enjoyed in the 1990s.
2021 Kawasaki ZX-10R
Kawasaki’s success at WorldSBK competition is no accident. The company’s might was pushed 100 per cent into production racing’s top-tier in 2010 rather than whizzed away at the bum-end of MotoGP, and the results have been undeniable (Kawasaki’s certainly got better bang for its commercial buck in WorldSBK than Aprilia has in MotoGP and for less than half the cost).
2021 Kawasaki ZX-10R
The machine responsible for this green streak is the redoubtable ZX-10R (or ZX-10RR if we’re being picky), but the last time we saw any major changes to the steed was back in 2016 with the debut of the light crank, over-square motor that is still fitted to this 2021 edition.
2021 Kawasaki ZX-10R
The motor was never really the issue with the Kawasaki. It’s one of the most reliable, robust superbike motors out there, capable of punching out near 200 hp at the tyre with a few simple mods like a pipe and a flash for Superstock racing overseas and Superbike here in Australia. As such, the powerplant is essentially unchanged from the unit that debuted in 2016. There’s a new exhaust, new oil cooler, a gearbox with shorter ratios in the first three gears and a shorter overall final drive to help get the green hulk out of the corner hard on full throttle.
2021 Kawasaki ZX-10R
It’s a similar story with the chassis and suspension. The frame and swingarm are unchanged although the wheelbase is 10 mm longer, achieved by a 2 mm greater fork offset and the wheel sits further back in the swing-arm, thanks to a longer length adjuster. The swing-arm itself sits lower in the frame and the rider is tilted a mere 0.2 percent closer to the front-end to help put more weight over the front under braking and cornering.
2021 Kawasaki ZX-10R
Kawasaki were the first to use the fantastic Showa Balance Free Front Fork and the Balance Free Rear Cushion shock on the 2016 ZX-10R and thus we shouldn’t be surprised to see them retained. They’ve been slightly altered, with slightly softer front springs while the rear spring is a slightly heavier 95 N/mm. Even the now-third generation Brembo M50 four-piston front brake calipers have been retained.
2021 Kawasaki ZX-10R
Ok, so where’s the difference? It’s in the Emperor’s New Clothes, sir.
A change is as good as a holiday, as the saying goes, and the one thing that was annoying Jonathan Rea more than anything was his Kawasaki didn’t come with the fancy wings all the other kids in school had.
2021 Kawasaki ZX-10R
For a WorldSBK racer to have downforce wings fitted, the production machine must also. The Italians have been on this train for a few years, but the Japanese have been slow to react with only Honda developing inboard winglets on their CBR1000RR-R SP. This is the same route Aprilia took with the spectacular 2021 RSV4, a far less garish design than the wide wings used by Ducati but no less effective. Thus, Kawasaki is also going this direction to give Rea the downforce he so craves.
The winglets are discreet, tucked in either side of the fairing and help increase downforce a significant 17 per cent while reducing drag by a claimed seven per cent.
2021 Kawasaki ZX-10R
The winglets are paired with a more aggressive, wider stance from the handlebars, and the screen has grown 40 mm to help you tuck in when in full send mode (for me on track at 183 cm, this was a god-send).
2021 Kawasaki ZX-10R
LED lighting abounds in the new 10R, the lights hidden inside an all-new face that’s caused quite a stir among sportbike beauty debaters. I’m either way on it—it’s not the ugliest but it ain’t the prettiest, either. Hey, if it wins races, it’ll be pretty. Winners always are.
2021 Kawasaki ZX-10R
Superbike is all about how many electronics you can cram into an ECU these days but, mercifully, Kawasaki hasn’t overloaded you too much with choice. The old 2016-2020 ’10R didn’t have ride modes per se—you could alter power delivery and traction control like you can in the ’21’s Rider Mode—but that was it. The new bike has a Rain, Road and Sport mode, all with preset levels of TC and power to go with the fully programmable Rider Mode. And, the 10R now comes with cruise control, all of which is nothing ground-breaking in terms of current superbike spec’.
2021 Kawasaki ZX-10R
What is cool about the electronics is it’s basically everything you need and nothing you don’t. The TC and Wheelie Control are linked, and although this is a system I’ve generally hated in the past (here’s looking at you, 2017 Honda CBR1000RR SP), Kawasaki’s got it figured out pretty well. The slip in level one on the ’10R allows for a bit of front wheel carry if needed and doesn’t chop the power harshly, and the steady, stable nature of the chassis gives you plenty of warning before things get too sideways, at which point you know you’ve really screwed up.
2021 Kawasaki ZX-10R
The chance to have a swing on Kawasaki new green meanie came at the soon-to-be-closed-to-bikes Auto Club Speedway in Fontana, California. NASCAR recently announced they’d be turning the two mile oval into a short track, meaning the infield section and thus any hope bikes will ride there again will be gone real soon. This sucks the fat one because there’s very few places in California you can hold a superbike pinned to the hilt in sixth gear. Now there’ll be one less. Oh well, better enjoy it while it lasts…
2021 Kawasaki ZX-10R
When you exit the third gear triple-left onto the straight and wind the 10R out, it’s not the motor that’s impressive. Indeed, if you’ve ridden one of the 1100cc beasts (Aprilia and Ducati) it feels almost slow. It’s not, but the big dogs would surely eat it in a straight line. What is impressive is the stability of the chassis. At 270 km/h, the 10R was solid as a rock, almost serenely so. The wider ’bars and taller screen made for an far easier tuck-in than previously, making the ride a less intimidating proposition than the old bike. I can mainly put this easier-going nature down to the revised fairing, because nothing else of note that would cause this has changed.
2021 Kawasaki ZX-10R
It still feels very much like a ZX-10R. After all, you still have the same motor aside from some intake changes and pretty much the same chassis, although those ergonomics changes will definitely help you if you’re a touch on the taller side like me.
2021 Kawasaki ZX-10R
The motor pulls harder out of hairpins than before, showing the changes to the gearing have borne fruit. The 10R doesn’t lag quite as much when the revs are below 3000, although there’s still a bit of a flat spot which likely has something to do with the emissions regulations each manufacturer needs to abide by (some handle this hurdle better than others).
2021 Kawasaki ZX-10R
Kawasaki’s given you an up and down quickshifter for the six-speed ’box. It’s good but not perfect, as I’d get repeated shift issues when high in the revs in third gear. This was a repeating problem, and one that was only solved if I dropped the revs about 1000 rpm and thus missed out on some vital top-end horsepower. Rider error? Perhaps, but I’ve ridden thousands of laps on superbikes at Fontana and not had this issue in the past.
2021 Kawasaki ZX-10R
That was my only major gripe with the motor and gearbox. If I were going racing on it the first thing I’d do is shorten the gearing even further to access more of that mid-range earlier, but that’s standard race stuff.
2021 Kawasaki ZX-10R
Turning to the chassis, you’ve got an old friend there. It’s so confidence inspiring, allowing me to maximize turn speed and use every last ounce of grip from the Bridgestone V02 racing slicks we had for our test.
2021 Kawasaki ZX-10R
The first time I used the Showa Balance Free Front Fork and the Balance Free Rear Cushion shock at Malaysia in 2016 was a bit of an eye-opener in the amount you could feel the front tyre doing its thing, and the 2021 ’10R is no different. Regardless of age (a bit like the brakes), the front-end works superbly, allowing you to trail brake right up to the apex and wind it back on for the exit.
2021 Kawasaki ZX-10R
When you do, you’re greeted by a chassis that doesn’t quite drop on its arse thanks to the heavier spring, keeping a balanced chassis and lets you get really jiggy with it as the power comes rushing in. Couple this with the excellent TC system, and you can lay black lines and show off all you like with a solid safety net underneath you.
2021 Kawasaki ZX-10R
There’s a great feel from your right wrist to your bum to the rear wheel on a ZX-10R, which is in almost direct contrast to the fire breathing first edition way back in 2004. Hey, it had to grow up sometime.
2021 Kawasaki ZX-10R
It’s little wonder the Kawasaki ZX-10R has populated racing grids for so long. It’s a splendid superbike, easy to work on and reliable in that traditional UJM style. It’s not terribly different to the old bike, a good thing, because it keeps winning races not just in highly modified WorldSBK, but also in Superstock trim around the world.
2021 Kawasaki ZX-10R
The new 10R will likely continue this trend as it is very much a matter of ‘if it ain’t broke, don’t fix it.’
2021 Ducati Multistrada V4 owners now have the option to activate the Adaptive Cruise Control if equipped. 2022 Multistradas will see a price increase as the feature will be active from the factory.
Multistrada V4 S Receives North American Radar Certification
Ducati Multistrada V4 S is officially radar-certified in North America
Multistrada V4 S radar technology is a revolutionary new system incorporated for the first time on a production motorcycle
Adaptive Cruise Control and Blind Spot Detection provides enhanced levels of rider comfort and convenience
Sunnyvale, Calif., July 1, 2021 – The Ducati Multistrada V4 S is now radar-certified in North America, allowing riders the capability to enjoy the revolutionary new radar system for the first time on a production motorcycle. This certification will enable North American customers to use Adaptive Cruise Control and Blind Spot Detection systems.
With the radar technology hardware now having been certified, current model-year 2021 Multistrada V4 S owners may have radar software uploaded and calibrated by their dealerships from July 1, 2021. All 2021 Multistrada V4 S models are equipped with the radar hardware as standard providing the customer the choice to upgrade and activate the radar technology.
“Ducati is proud to be the first to deliver radar on a motorcycle, and the North American release of this technology takes Ducati further into the future of motorcycling,” said Jason Chinnock, Chief Executive Officer of Ducati North America. “We have consistently led the development of emerging technologies, and now with the use of radar we can greatly enhance the convenience and comfort for our riders. The Multistrada V4 S is the perfect application for radar technology, as one of the strengths of this motorcycle is to tackle cross-country adventures. Having the benefits of Adaptive Cruise Control and Blind Sport Detection at the rider’s fingertips will make these journeys even more enjoyable.”
The Multistrada V4 S’s radar technology is an advanced rider aid system that manages two functions: Adaptive Cruise Control (ACC) and Blind Spot Detection (BSD). The ACC is perfectly integrated into the bike, which by means of controlled braking and acceleration automatically maintains the distance (selectable on four levels) from other vehicles. The ACC system allows for more comfortable riding, especially on long highway journeys. The Blind Spot Detection (BSD) technology, housed under the taillight, can detect and report vehicles approaching in the so-called blind spot, namely the area not visible either directly by the rider or through the rear-view mirror. The BSD system monitors traffic behind the rider and displays a rider warning thanks to the LEDs positioned in the rear-view mirrors. If the user activates the direction indicator expressing the intention to change lane, the BSD flashes the LED signaling a potentially dangerous condition.
The motorcycle is currently available in dealerships throughout North America.
United States pricing for the Multistrada V4 begins at an MSRP of $19,995, with the Multistrada V4 S starting at $24,095 and Multistrada V4 S Sport at $26,095. For Canada, the Multistrada V4 starts at an MSRP of $22,395 CAD and an MSRP of $26,745 CAD for the Multistrada V4 S, with the Multistrada V4 S Sport starting at a Canadian MSRP of $28,795 CAD.
SANTA MONICA, Calif.– Today, the nation’s leading consumer motorcycle tour, Progressive IMS Outdoors, revealed an exciting array of attractions attendees can look forward to interacting with across the nine-stop tour kicking off next month in Sonoma, California. Designed to provide immersive, hands-on experiences for enthusiasts of all ages and abilities, each stop will host a number of returning fan-favorite attractions, including the Discover The Ride program, IMS Vintage, Adventure Out!, J&P Cycles Ultimate Builder Custom Bike Show, and more, as well as two and four-wheel demos from a number of exhibiting brands. Tickets for each stop can be purchased now at motorcycleshows.com.
“After over a year apart, we are so excited to be bringing the Powersports community back together,” said Tracy Harris, SVP, IMS Outdoors. “Our goal is to showcase the diverse lifestyles and offerings across the Powersports industry in fun and inviting atmospheres. With our Tour’s new outdoor format, we are thrilled to be able to bring more opportunities than ever to allow our attendees to truly interact with the products and sport, not matter one’s age or skill level.”
Discover The Ride
Designed to introduce riding motorcycles to consumers of all ages, the returning Discover The Ride initiative will provide a variety of interactions for attendees to learn and grow their riding skills in safe and controlled environments. In partnership with Zero Motorcycles, the New Rider Course allows non-licensed motorcyclists to experience, first-hand, the thrill of two-wheels on speed-limited electric Zero Motorcycles and learn riding basics from Motorcycle Safety Foundation (MSF) instructors.
New this year to Discover The Ride is the introduction of Strider in the Kids Zone and IMS’ partnership with All Kids Bike, opening the world of two wheels to enthusiasts as young as two years old.
Adjacent to Discover The Ride is the Motorcycle Industry Council’s (MIC) Ride With Us Moto Intro experience. The Moto Intro gives non-riders a chance to experience the thrill of their first ride within 45 minutes. MSF RiderCoaches will guide new riders through basic motorcycle controls and help them experience their first ride in a closed-course environment. Furthermore, at select events indicated below, Harley-Davidson’s Invitation To Ride program will also be extending a hand to prospective riders, delivering the opportunity to experience the basics of riding on a Harley-Davidson motorcycle.
· Texas: Texas Motor Speedway (Fort Worth, TX – October 1-3)
· Nashville: James E. Ward Agriculture Center (Lebanon, TN – October 8-10)
· Central Florida: SUN n’ FUN Campus (Lakeland, FL – October 15-17)
Demos
There will be ample opportunities along each Tour stop to hop on and ride both gas-powered and electric motorcycles and bicycles from brands including FLX, Harley-Davidson, Indian, Kawasaki, Pedego Santa Rosa, Pushpak Motors,Rayvolt, Royal Enfield, Suzuki, Tern Bicycles, Yamaha, and Zero. More information on Street Demo Rides can be found here, and Electric Bike Demo Rides can be found here.
At select events on the Tour, Kawasaki and Yamaha will also offer Side by Side demos:
· Northern California: Sonoma Raceway (Sonoma, CA – July 16-18)
· Chicago: Goebbert’s Farm (Pingree Grove, IL – August 20-22)
· Pennsylvania: Carlisle Fairgrounds (Carlisle, PA – September 10-12)
· Atlanta: Georgia International Horse Park (Conyers, GA – October 29-31)
· Southern California: Venue and Date TBA
Returning Attractions
Returning this year will be a number of fan-favorite attractions, including:
· Adventure Out!: a space to shop, prepare for the next trek or tour and learn about incorporating adventure and travel into a motorcycling lifestyle – now also including RVing. A central campsite, surrounded by exhibitors, acts as a place for education and discovery, with experienced riders and RVers sharing their stories and tips. While there, attendees can enter Explorify’s Adventure Out! sweepstakes for a chance to win a South Africa Tour and a lifetime subscription to Rider Magazine or a free three-day motorcycle rental and pick up a copy of Rider Magazine, your source for touring, travel, and adventure on two-wheels.
· IMS Vintage: An IMS staple, Vintage will be returning to each market, enabling attendees to get up close and personal with the very best classic and retro-style motorcycles from vintage bike clubs across the country.
· J&P Cycles Ultimate Builder Custom Bike Show: The nation’s largest motorcycle builder competition, the J&P Cycles Ultimate Builder Custom Bike Show will feature hundreds of motorcycles and tens of thousands in cash and prizes across the Tour. Professional and amateur builders are invited to compete at their local Progressive IMS Outdoors for cash, prizes, and recognition.
Shopping at IMS
Across the Tour, there will additionally be ample opportunities to explore brands and make purchases in the following areas:
· Charged at IMS: Charged at IMS introduces visitors to the world of electric-powered “micro-mobility” vehicles with brand exhibits and an electric bicycle demo course or trail.
· SHIFT at IMS: This curated, lifestyle-orientated space is for riders seeking new and known brands that emulate their lifestyles and values. A lounge sits at the center of this space, giving visitors a chance to socialize and chill while they shop.
· The Marketplace: The Marketplace is an interactive retail space allowing you to touch, test, and buy the latest gear, parts, and accessories from key aftermarket brands. Specialists will be on hand to educate, introduce products, answer questions and help you finalize your purchase.
· The Shop: This is a one-stop shop for buyers looking to work on their vehicles and make updates to their rides. Visit The Shop to purchase parts, tools, and accessories. See the event homepage for participating brands.
· The Range: At the heart of IMS Outdoors lies The Range, a place for attendees to explore and shop brands to outfit them head to toe with gear, apparel, and accessories, plus connect with clubs and services to enhance their riding lifestyle. See the event homepage for participating brands.
Across the nine stops of the Tour, each event will project a different tone in line with the region’s lifestyle and culture, including aspects such as music and food. Furthermore, attendees of the first event in Northern California will have the opportunity to ride the Sonoma Raceway track or ChampStreet course with the Yamaha Champions Riding School.
Complimentary Services
Onsite, there will be Progressive Gear Check at every event and free motorcycle and car parking, except in New York City.
Progressive IMS Outdoors is an evolution of the Progressive® International Motorcycle Shows® tour’s nearly 40-year stint that not only transitions IMS from the traditional convention center setup to a new open outdoor experience but will also create a festival-like atmosphere that promotes enthusiasts of all ages and levels to come together to better engage with products, each other, and the industry. While continuing its presence as the nation’s largest consumer motorcycle tour, Progressive IMS Outdoors will support the growth of the powersports community by offering a unique experience the industry has yet to see. IMS Outdoors is organized by Informa Markets, a division within Informa PLC, a leading B2B information services group and the largest B2B Events organizer in the world. To learn more and for the latest news and information, visit www.informa.com.
With the tickle of summer heat come waves of enthusiasts to the International Classic Motorcycle Show – and the Bonham Summer Stafford Sale will guarantee a pretty package for a penny or two.
According to a report from MCN, this year’s auctions will boast more than 330 motorcycles from nearly every era – from the nostalgia of the 1913 Brough 497cc Model H to the speedy cherry sheen of a mint 1973 MV Agusta 750S.
Leading the pack is a Brough Superior SS100 1000cc Supercharged Special re-creation, the baby of Brough devotee Ewan Cameron – a marque expert and engineer in his own rights.
Cameron built the Brough Superior as an homage to Noel Pope, who recorded the fastest speed around the 1939 Brooklands circuit at 124.51 mph just before the onslaught of the Second World War.
It is a record that still stands today, given that the circuit never reopened.
All other bikes at Bonham’s auction boast similarly beautiful back-stories and will be available for sale from July 2-4.
The auction will be held live, though all bidders will need to have gotten their hands on a ticket off of the International Classic MotorCycle Show’s website in advance due to compliance with current restrictions.
Looking forward to the biddings, and make sure to stay cool out there.
Back for a second year after a highly successful 2020, the Rising Stars Series consists of four Online Challenges in which Gamers will be divided into three categories, depending on their location. These three are the Americas (North and South), Europe and Africa, and finally Asia and Oceania.
