A mainstay on the street since 2007, and Moto2 powerplants since 2019, the 2024 Triumph Street Triple 765 lineup is all that’s left of Triumph’s “Street” name. Neo-nomenclature aside, Triumph’s Triple concept continues to deliver both tractable power and attitude at reasonable price points.
For 2024, tradition shall continue in the form of the updated Triumph Street Triple R, the Street Triple RS, and an exclusive run of Street Triple Moto2 Editions. Before breaking things down by model, a look at what they have in common. Primarily that’s the 765cc liquid-cooled 12-valve DOHC inline-triple, which is largely the same across all three models. The base Street Triple 765 R gets a slight bump in horsepower, from 116 to 118 at 11,500 rpm, while the Street Triple RS and Moto2 get 128 hp at 12,000 rpm. They all get a redesigned stainless steel 3-1 header and exhaust system. Likewise, they all share peak torque of 59 lb.-ft. at 9,500 rpm. All three models get quick-shifting, cornering ABS and traction control, slip and assist clutch, and wheelie control.
The Moto2 race program is said to be responsible for a number of engine upgrades. Compression goes up, from 12.65:1 to 13.25:1, while new pistons, con-rods, and gudgeon pins work a revised combustion chamber. (FYI: A gudgeon pin is the wrist pin that holds pistons to connecting rods, with accompanying needle bearings and circlips.) New valves and camshafts also increase power and efficiency, with revised (lower) gearbox ratios rounding things out.
The trio gets a slightly redesigned 3.96-gallon fuel tank, which is actually about 0.7 gallon less than the previous one. The radiator cowling is also redesigned, as are side panels and rear bodywork; Triumph says this is to give the bikes a “nose-down” look.
Now for the differences: Starting with the Street Triple R, wider bars (0.5 inch or 12mm) are fitted, plus a TFT display of sorts. It’s not the 5-inch TFT the RS and Moto2 get and only displays “key information.”
The Street Triple R gets four riding modes, including “rider-configurable.” Technically, that could mean countless different modes, but still, it’s a good thing. One could say the R offers a “more commanding riding position,” or note that the front end has been lowered by 0.7 inch (18mm). Want cruise control? Buyers must bump up to the RS for that.
Colors are a choice between Silver Ice with Storm Grey and Yellow graphics, or Crystal White with Storm Grey and Lithium Flame graphics.
Next up, the Street Triple RS. Now riders get Brembo Stylema four-piston calipers with ABS. Fork is similar to the R’s 41mm Showa adjustable unit, but there’s a fully adjustable Öhlins STX 40 rear monoshock with about 2.3mm less travel than the R’s Showa unit. Accordingly, seat height goes up by 0.5 inch (12mm).
As mentioned earlier, a full-color 5-inch TFT is part of the package. And on the subject of electronics, the RS gets five riding modes, including Track mode. As might be expected, this mode is meant to be as unintrusive as possible while still offering intervention in critical situations. The RS gets Pirelli Diablo Supercorsa SP V3 tires, as opposed to the R’s Continental ContiRoad tires.
Last, but not financially least, is the limited-edition Street Triple Moto2, which comes with even more track-ready tuning and attitude. In that spirit, the Moto2 features a full complement of carbon fiber bits, including front mudguard, side panels, headlight, and bellypan, plus an individual number machined into the steering stem’s top yoke.
Weight is the same as the RS (414 pounds wet). But a 23.0 degrees/3.75 inches (95.3mm) rake and trail are more aggressive, as is the slightly higher seat height and lower front end (0.1 inch and 0.5 inch, respectively). Exactly 765 models will be made available in their very own choice of color schema. That would be Triumph Racing Yellow with an Aluminum Silver rear subframe or Crystal White with Triumph Racing Yellow rear subframe.
Remarkably, the 2024 Street Triple 765 R is said to start at $9,995. The 2023 MSRP is $10,945. The RS will start at $12,595, or $400 less than the 2023 price. Take that, inflation.
The Street Triple 765 Moto2 will start at $15,395.
The Triumph Street Triple 765 R, winding through un-wintry roads and locales. (Triumph/)
The base Street Triple 765 R’s LCD and (sorta) TFT with “key information” like gearing. (Triumph/)
The Street Triple RS and Moto2 5-inch TFT display, by comparison. (Triumph/)
The starboard side of the Street Triple 765 RS, in Carnival Red and Carbon Black. (Triumph/)
The Street Triple 765 RS showing off track mode and wheelie, simultaneously. (Triumph/)
The limited-edition Street Triple 765 Moto2, shown in Triumph Racing Yellow. (Triumph/)
Front view of the Street Triple 765 Moto2, note the bar-end mirrors. (Triumph/)
KTM‘s 693cc thumper is still going strong, with the 690 SMC R supermoto and Enduro R dual sport returning with new colors for 2023.
The progenitor of Husqvarna’s 701 Supermoto and 701 Enduro, as well as GasGas’ SM 700 and ES 700, the KTM 690s continue the tradition of the LC4 engine. For 2023, the SMC R sports a blue and orange look while the Enduro R’s orange graphics take inspiration from KTM’s competition bikes.
Begin Press Release:
2023 KTM LC4 Range – Owning Every Avenue OWNING EVERY AVENUE
The KTM 690 ENDURO R and KTM 690 SMC R have been the class-toppers in their respective disciplines for over a decade. For 2023, that trend continues in typical KTM fashion, fueled by a true READY TO RACE package and KTM North America, Inc. is pleased to announce details on the dynamic duo.
At the heart of both the KTM 690 ENDURO R and KTM 690 SMC R, lies the most powerful production single-cylinder engine available. With over 30 years of consistent development, the KTM LC4 has steadily morphed from a 553 cc race-spec engine in 1987 to the fully-fledged 693 cc machine it is today.
Not only has the LC4 stood the test of time, but it essentially created a segment unto itself. This has proven to be the ideal baseline for the KTM 690 range, paving the way for two of the most dominant motorcycles to leave the Mattighofen factory.
Having been the go-to dual-sport machine for many years, the KTM 690 ENDURO R receives updated aesthetics for 2023, taking its styling cues from the competition-Enduro range. Now an even more astute enduro weapon, the KTM 690 ENDURO R offers no compromises when tackling hard enduro-type terrain and easy fast-flowing trails.
Not to be outdone, the utterly ballistic KTM 690 SMC R brings an all-new blue and orange adornment to the fray, boosting its overall racing appeal. Built to be thrashed around twisty mountain roads and tear around racetracks by adrenaline-hunting canyon carvers and rear-wheel sliders, the KTM 690 SMC R has been the undisputed supermoto king for nearly as long as the wheelies it pulls off.
Both LC4 machines benefit from Cornering ABS, which allows riders to use full braking power even at big lean angles, traction control, and two ride modes. An optional Offroad ABS (just add a dongle) on the KTM 690 ENDURO R reduces ABS intervention on the front wheel and completely disables ABS on the rear, allowing riders to lock up the rear when they need to slide the rear into a tight turn or drag the brake down a technical descent. Supermoto ABS mirrors this feature on the KTM 690 SMC R, which quite literally pulls out all the stops. When activated, ABS is also reduced on the front wheel and completely disabled on the rear, allowing for big drifts into corners and tire-smoking powerslides out of the apex.
In READY TO RACE form, the added availability of dedicated KTM PowerWear and KTM PowerParts have been designed to allow for the highest levels of performance, protection and mobility to get the most out of your LC4 machines.
The latest generation of KTM 690 ENDURO R and KTM 690 SMC R models will be available at authorized KTM dealers from November onward. For more information on KTM’s full model range, visit www.ktm.com.
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It’s time for #TheDecider and, naturally, there was plenty of focus on the fight for the MotoGP™ World Championship between Francesco Bagnaia and Fabio Quartararo. We got the inside word from the Monster Energy Yamaha MotoGP™ camp thanks to Maio Meregalli in the Last on the Brakes podcast, and heard from Quartararo about his post-season surgery plans. However, that was not all the news from the Circuit Ricardo Tormo, with even on-track action in MiniGP on the Thursday before the Grand Prix field is let loose for the final round of the season.
L-R: 2024 Triumph Street Triple 765 Moto2 Edition, Street Triple 765 RS, and Street Triple R
Triumph Motorcycles has announced the new 2024 Triumph Street Triple 765 range, featuring a significantly updated Street Triple R, a new Street Triple RS, and an exclusive limited-run Street Triple 765 Moto2 Edition, which Triumph says is “the closest you can get to a Moto2 race bike for the road.” Only 765 of the Moto2 Edition bikes will be made.
At the Oct. 18 virtual press conference unveiling the new bikes, Triumph’s head of brand management, Miles Perkins, said the Street Triple, which was originally developed from the company’s race-winning Daytona 675, has had distinctive character ever since its introduction in 2007.
2024 Triumph Street Triple 765 RS
“From the start, the bike played a part in redefining what a middleweight sports bike should be about,” Perkins said. “Over the years, there have been a number of significant updates from Triumph, all of which have been about making the bike better, faster, more powerful, and lighter. And I think I wouldn’t be too demonstrative to say there are not many bikes in the world of motorcycling that have gotten better, lighter, more powerful – particularly names as well-regarded as the Street Triple.”
All three models in the new 2024 Street Triple 765 range will still feature a liquid-cooled 765cc inline-Triple, which was bumped up from 675cc with the 2017 Street Triple lineup, but Triumph says engine upgrades derived directly from the Moto2 race engine program have resulted in a significant step up in performance on the range.
Triumph’s most powerful Street Triple range to date, the 2024 Street Triple R engine makes a claimed 118 hp (up from 116 hp) and 59 lb-ft of torque at 9,500 rpm (up from 57 lb-ft at 9,400 rpm). The Street Triple RS and Moto2 take it up another notch, making 128 hp.
Other lessons from the Moto2 race engine program that have been applied to the 2024 Street Triple range include a compression ratio that has been raised from 12.65:1 to 13.25:1 – an increase of 4.7%. Additionally, new pistons, con-rods and gudgeon pins are matched to new, optimized combustion chambers for an increased cylinder pressure limit and ultimately, more power, and the new valves and camshafts are said to give increased valve lift for improved intake, combustion, and exhaust efficiency. The gearbox has also been revised to include shorter gear ratios for faster acceleration.
2024 Triumph Street Triple 765 Range: ‘The Perfect Performance Naked Bike Set-up’
2024 Triumph Street Triple 765 RS in Carnival Red with Carbon Black and Aluminum Silver graphics
In the media statement announcing the new Street Triple range, Triumph said that new technology and high-specification components, combined with an updated chassis, make the range “the best handling ever and the perfect performance naked bike set-up.”
At the press conference, Triumph’s global product marketing manager, James Wood, said the specifications of the chassis and suspension have “always been about agility, precision, and having a bike that you really connect with intuitively … and give the best possible ride for each of these three models, with the R being more road focused, the RS adding even more advanced performance and track-focused capability, and the Moto2 Edition, which has the most track-focused capability ever for a Street Triple.”
The 2024 Street Triple 765 R and RS both benefit from the new generation’s more focused and commanding riding position, the result of a new handlebar that is 0.47 inch wider. The race-inspired Moto2 Edition goes one step further with clip-on handlebars that are 3.15 inches lower and 1.97 inches farther forward than the R and RS. This change, combined with the bike’s unique high-specification Öhlins fork, is said to deliver even more race bike poise and front end feel. Both the RS and the Moto2 Edition also feature revised geometry with a steeper rake and a raised back end for nimble, faster turning.
2024 Triumph Street Triple 765 Moto2 in Triumph Racing Yellow with an Aluminum Silver rear subframe
Seat height is 32.52 inches on the Street Triple R, 32.91 inches on the Street Triple RS, and 33.03 inches for the Moto2 Edition, and a new accessory low seat option with 3D net technology for enhanced comfort can be fitted to further reduce the height by 1.1 inches on all models. For the Street Triple RS and Moto2 Edition, Triumph dealers can additionally lower the seat by 0.39 inch if required through the implementation of a dedicated rear suspension linkage adaption, which when delivered in combination with the accessory low seat provides a very accessible height of 31.42 inches on the RS and 31.54 inches on the Moto2 Edition.
Braking is linked on the new Street Triples, with the Street Triple R featuring Brembo M4.32 4-piston radial monoblock calipers at the front and a Brembo single piston sliding caliper at the rear. The Street Triple 765 RS and Moto2 Edition are fitted with Brembo Stylema 4-piston radial monobloc front calipers with twin 310mm floating discs. A matching Brembo MCS span and ratio adjustable lever reportedly gives even more control and finesse, and a Brembo single piston sliding caliper keeps things in check at the rear.
As far as suspension, components from Showa and Öhlins are fully adjustable for preload, compression, and rebound.
The Street Triple 765 R comes fitted with a Showa 41mm inverted, separate-function Big Piston fork and a Showa piggyback reservoir rear monoshock. The Street Triple RS is equipped with a Showa 41mm inverted Big Piston fork and an Öhlins piggyback reservoir rear shock, and the Moto2 Edition reflects its track-ready capability with a 43mm inverted Öhlins front fork and an Öhlins piggyback reservoir rear shock. Front wheel travel on all models is 4.53 inches, with 5.17-in rear wheel travel on the RS and Moto2 Edition, and 5.26 inches on the Street Triple R.
The Street Triple R is shod with Continental ContiRoad tires, and the RS and Moto2 Edition get Pirelli Diablo Supercorsa SP V3 tires.
Triumph said the Street Triple’s gullwing swingarm has been developed for “excellent torsional stiffness with lateral flexibility, maximizing stability at higher speeds for enhanced rider confidence while the pivot position provides natural resistance to compressing the rear shock absorber under hard acceleration.”
2024 Triumph Street Triple 765 R
The company said this translates into tight corner exits and precise, predictable chassis behavior, and results in class-defining performance when combined with the bike’s lightweight chassis and incredible power-to-weight ratio.
The Street Triple R has a wet weight of 417 lb, with the RS and Moto2 Edition coming in at 414 lb. Wood said the power-to-weight ratio has “always been key.”
“The attributes that make this such a great, precise bike for the track also make it an easy and intuitive bike to ride on the road, for any rider and any skill level.”
2024 Triumph Street Triple 765 Moto2 in Crystal White with Triumph Racing Yellow rear subframe
The new Street Triple 765 range features the latest generation of optimized cornering ABS on all three new models. The system features a new ABS modulator with an integrated IMU for more refined ABS control. Tailored settings integrated into each of the riding modes alter the level of ABS intervention, while a track-focused tune is also present for riders seeking minimal ABS intervention.
Optimized cornering traction control supported by an IMU that continuously calculates the lean angle to ensure the optimum slip rate and torque control is also now standard on all three Street Triple 765 models. Four independently adjustable levels of intervention can be selected to suit riding styles and road conditions, including a track-focused tune with minimal intervention as well as the ability to turn it off altogether for experienced riders in high-grip racetrack situations.
The new Street Triple 765 R features four ride modes – Road, Rain, Sport and Rider-configurable – while the RS and Moto2 Edition have an additional Track mode designed to be as unintrusive as possible while still providing the reassurance that the electronic systems are there to help in unexpected situations.
The Road, Sport, and Track modes have new, more dynamic throttle maps that Triumph says provide an even more responsive feel. Rain mode restricts the engine power to 98.6 hp while increasing the level of ABS and traction control intervention for better feel and control in wet conditions.
2024 Triumph Street Triple 765 RS in Cosmic Yellow with Carbon Black and Aluminum Silver graphics
The new Street Triple 756 RS and Moto2 Edition feature 5-inch full-color TFT instrumentation with ergonomically optimized switch cubes and a five-way joystick. The MyTriumph connectivity system is pre-enabled and provides turn-by-turn navigation, phone control, and music operation via the accessory-fit Bluetooth module and free My Triumph app. A lap timer is included on the RS and Moto2 Edition for track use.
The 2024 Street Triple 765 range also features the latest generation of Triumph Shift Assist. Upshifts can be made without closing the throttle, and downshifts can be made without the use of the clutch or the need to blip the throttle to match the gear and engine speeds. A slip/assist clutch and front wheel lift control are also standard on all three models.
2024 Triumph Street Triple 765 Styling
2024 Triumph Street Triple 765 RS in Silver Ice with Baja Orange and Storm Grey graphics
The 2024 Street Triple generation features new racing-derived ‘765’ sporty graphics and all new bodywork.
The new 3.96-gal. fuel tank has integrated side panels with an angular design that aligns with the sharper radiator cowls, further complemented by a new headlight finisher that also incorporates the air intake. Additionally, there’s a new color-coded belly pan for the RS, which is available as an accessory option for the R.
The rear end of the new Street Triple has a sporty, upswept design lending to a focused, nose-down attitude. The RS features a color-coded seat cowl with an interchangeable passenger seat. The new silencer shape adds to the Street Triple’s aggressive stance.
The Moto2 Edition features lightweight carbon fiber bodywork, including the front fender, side panels, headlight finisher, and belly pan, and each of these limited-edition motorcycles has a machined top yoke with its number etched onto it.
2024 Triumph Street Triple 765 Moto2 in Triumph Racing Yellow with an Aluminum Silver rear sub-frame
The Street Triple 765 R will be available in two colorways: Silver Ice with Storm Grey and Yellow graphics or Crystal White with Storm Grey and Lithium Flame graphics. The Street Triple 765 RS will have three schemes: Silver Ice with Baja Orange and Storm Grey graphics, Carnival Red with Carbon Black and Aluminum Silver graphics, or Cosmic Yellow with Carbon Black and Aluminum Silver graphics.
2024 Triumph Street Triple 765 R in Silver Ice with Storm Grey and Yellow graphics
Finally, the Moto2 Edition comes in two race-derived liveries: Triumph Racing Yellow with an Aluminum Silver rear sub-frame or Crystal White with Triumph Racing Yellow rear subframe. The official Moto2 branding will appear on the tank, wheel, tail unit, and silencer.
2024 Triumph Street Triple 765 R in Crystal White with Storm Grey and Lithium Flame graphics
The 2024 Street Triple 765 R and RS are expected to arrive in U.S. dealerships in April 2023 and will be priced starting at $9,995 and $12,595, respectively. The Moto2 Edition is expected to arrive in June 2023 starting at $15,395.
We explore the ancient city of Rome aboard Vespa’s 2023 GTS 300 gasoline-powered scooter. (The Piaggio Group/)
Vespa’s new-for-2023 GTS 300 is an overhauled version of the company’s classic long-serving four-stroke gasoline-powered scooter. We were lucky enough to get a Piaggio Group invitation to ride this fundamental scooter around Rome, one of the founding cities of Western civilization.
Four Vespas make up the US model line: the GTS, Super, Super Sport, and Super Tech. We test rode the $8,099 Super Sport. Above this model is the Super Tech, which rings at just under $9,000. It comes with a 4.3-inch color TFT screen as opposed to a mixed analog and digital dash. It also comes with a carpeted storage bunk with an LED light inside. We would definitely like the carpeted storage bunk with the LED light. That would keep our goodies from getting scratched. The color TFT, on the other hand, we could live without.
We value the look of this Vespa GTS, especially in this Hot Wheels orange colorway—it’s a real looker. The quality of the paint is fairly good, but there is quite a bit of orange peel on the surface of the body, and it’s really apparent in this bright orange paint. Nowadays many two- and four-wheeled vehicles have an orange peel effect in the paint. So we’re not going to knock Vespa, but still, considering its cost we desire a finer paint job. Even still, it remains a head-turner. It’s worth nothing that Vespa began manufacturing scooters in 1945 out of scrap parts from an aircraft. That’s why Vespa has this old-school aerospace-type look.
As the nomenclature insinuates, the GTS 300 is a 300cc class, well 278cc to be exact, built in northern Italy for the North American market. Beginning with the body panels, its signature centerline “tie bow” is now flatter and less rounded on the edges, as is the front fender. This styling trend (larger, flatter surfaces) is popular and follows the theme of other Piaggio Group products, including Aprilia’s sportbike offerings (read/watch the 2021 Aprilia RSV4 MC Commute Review and 2021 Aprilia RSV4 Factory Review articles). It includes LED headlights, turn signals, taillights that feature an oversized shape similar to a 1950s-era automobile. To match that wider forward body panel, the rear fairings are also flatter and longer.
All of these Vespa scooters are proximity-based key-fob start. We’re not typically keyless-fob-style users, but for a scooter application it functions adequately. Other neat modifications are this wider handlebar (about 0.8 inch) and the tweaked front and rear suspension.
The great thing about scooters is the ability to easily bring your goodies with you. This particular Vespa GTS has electronic locks which make it easy to store and access accoutrement, like our trusty Ogio 450 fanny pack. The fuel cap is adjacent to the underseat storage. The GTS runs on unleaded 87-octane fuel with a tank capacity of 2.25 gallons. Electronic fuel injection and electric start make for an easy riding experience.
In addition to the underseat storage compartment another storage compartment sits inside the footwell area. It blends in seamlessly to the forward fairing. It would be nice if the interior was padded, so your stuff won’t get scratched. Inside, a USB power port facilitates device charging. Right now, I do like that but this interior area should be padded. Still, neat that we have copious amounts of storage on this Vespa GTS.
The Vespa GTS is powered by a 278cc single-cylinder water-cooled fuel-injected four-stroke gasoline engine. This scooter benefits from the twist-and-go simplicity of a CVT automatic transmission. The CVT takes the guesswork out of riding. All the rider has to do is twist the right grip. It puts power back to a 12-inch back wheel shod with Michelin City Grip 2 tire.
This single is good for right around 24 hp, says Vespa, with a top speed of right around 77 mph. We didn’t achieve this top speed, but it’s nice to know this vehicle is freeway capable in the United States.
And it’s got decent get-up-and-go for getting around town and for getting the jump on automobiles at a stoplight. At idle, we feel some engine vibration through the controls. It’s not off-putting, but you definitely feel the vibration through the controls and the seat. When we start rolling, the vibration just goes away and it’s replaced by real smooth ride quality.
Thing we like about these scooters is how easy they are to operate. You don’t have to be someone with a lot of motorcycle or powersport experience to operate this vehicle.
Now instead of the traditional clutch lever, this scooter employs a brake lever where the clutch lever would be. This brake lever operates the rear brake hydraulically. This particular GTS has hydraulic disc brakes front and rear. For 2023 Vespa overhauled the calipers and the master cylinder of both brakes for better response when pressing on either lever. And the stopping distance of the Super Sport is a few feet shorter when traveling at speed. As usual, this GTS has always-on, full-time ABS. The front and the rear suspension were tweaked to complement the braking improvements to help this vehicle to stop more quickly. And wow, this Vespa 300 GTS sure does ride nicely even over centuries-old stone streets. We like the response of these brakes. They have a nice, accurate feel and response. Having ABS fully mitigates instability during braking. So you actuate the brakes as hard as you want and never have to worry about either tire skidding.
Other neat modifications include the new switch gear—though, it’s a little bit plastic-y for our taste. Still it has a decent tactile feel; But for a scooter that costs $8,100, fit and finish should be better. This analog and digital dash is easy to read. ASR is Vespa’s form of traction control; it’s a wheel-speed-based traction control system. It’s always on, but you can manually disable it.
A multi-wheel control function manipulates the various settings inside the display. We have average fuel consumption, dual tripmeters, and vehicle range data. The rearview mirrors perform well. They offer an adequate view of what’s going on behind. They shake a little bit but not overly so.
This scooter rolls on 12-inch wheels and weighs right around 347 pounds, which is kind of a lot but when you’re riding the GTS it feels much lighter. For ‘23, Vespa has altered the ergonomics—the shape of the seat, the position of the floorboard area—and it’s a very accommodating scooter to ride for a 6-foot-tall and 198-pound rider.
Vespa is trying to elevate its technology game. So in the future you’re going to be able to pair your phone to it via Bluetooth. Realistically however, if you pair your phone via Bluetooth to read text messages and to see what music you’re playing, this dash display is so small, and you have to look down so low because it’s not in field of view that having this functionality is a moot point. Still, it’s nice that Vespa is trying to catch up with its competition and offer some type of Bluetooth connectivity. Vespa will also be offering an app so you can monitor your maintenance intervals, monitor the duration of your rides, and just give the owner more functional usability when they’re away from their bike.
The neat thing about riding a scooter in a densely populated urban environment like Rome is that these things are highly maneuverable and easy to get in and out of traffic. The footprint of this vehicle is small so it’s easy to park. This particular Vespa GTS benefits from a kickstand and centerstand. So you can use a kickstand like you would a normal motorcycle, or you can elevate the rear wheel with a centerstand.
It’s worth noting that, oddly enough, this Vespa GTS doesn’t come equipped with a parking brake. So if you want to prevent this vehicle from rolling forward or backward, you want to put it on its centerstand. Thankfully, despite its 347-pound curb weight, it is very easy to lift on the stand.
Like all Vespa scooters, this GTS comes with a two-year, unlimited-mileage warranty. The first maintenance is designated right around the 600-mile mark. After that, this product goes 10,000 kilometers (6,214 miles) between maintenance and oil changes. Vespa offers extended warranties and extended maintenance contracts so you can get warranty and maintenance service on this scooter for up to four years.
What better way to get around the city than this 278cc GTS scooter from Vespa? We really like the styling. It pays homage to where Vespa has been and where it’s going in the modern era. We value the wider front fender and forward fairing. Of course, LED lighting is a must in the modern era so that’s a nice upgrade too. We also appreciate the copious storage, though the underseat storage gets toasty. We like the twist-and-go simplicity of the CVT automatic transmission. All in all, it’s a very nice vehicle for urban use, which brings us to the price.
Realistically, for $8,100 you can buy a new streetbike, which offers a lot more capability and versatility than this GTS Super Sport. Still, if you’re looking for the twist-and-go simplicity of a scooter with the signature Vespa styling, signature Vespa character, and history that this brand has, then maybe this $8,100 scooter will be right for you. But for our money, it is too pricey.
Gearbox
Helmet: Arai Signet-X
Jacket: Rev’It Blackwater
Gloves: Rev’It Kinetic
Pant: Rev’It Maple 2 Ladies SK
Boots: TCX Dartmouth WP
2023 Vespa GTS 300 Technical Specifications and Price
Izan Guevara (GASGAS Aspar Team) has already wrapped up the Moto3™ title, and that will be one of a host of achievements recognised after another thrilling season of racing. This year’s FIM MotoGP™ Awards will also be the first when the new Agostini Fan Award for best overtake of the season is handed out, and the future stars of the sport from the Red Bull Rookies Cup, FIM Junior GP, and FIM MiniGP World Series will also get their time in the spotlight. (See below for full list of awards).
The finale is upon us, so getting your MotoGP™ Fantasy picks right is crucial!
MotoGP™ has arrived at the Circuit Ricardo Tormo for #TheDecider, and it’s not just two World Championships that go on the line in Valencia. For MotoGP™ Fantasy gamers, there is everything still to play for, and lots to think about ahead of what is set to be an enthralling Gran Premio Motul de la Comunitat Valenciana! Without further ado, let’s check the form guide after a nail-biting Malaysian GP.
Who made the Dream Team at Sepang?
Fittingly, two riders stood out in MotoGP™ Fantasy at the Malaysian Grand Prix, namely our World Championship contenders, Francesco Bagnaia (Ducati Lenovo Team) and Fabio Quartararo (Monster Energy Yamaha MotoGP™). Bagnaia won the race after a brilliant start and opening lap from ninth on the grid, battling with future teammate Enea Bastianini (Gresini Racing MotoGP™) in an encounter which caused lots of tension on the pit wall for Ducati but thoroughly entertained the local fans. Pecco scored 48 MotoGP™ Fantasy points and if you had also selected Quartararo as one of your Gold Riders, then the Frenchman delivered another 34 points for you. He scored the majority of those points by gaining nine positions over the course of the Grand Prix, having qualified just 12th before launching his Yamaha all the way to the podium in a ride which kept his title defence alive.
Who are the MotoGP™ grid backing ahead of the Valencia GP? 31/10/2022
Hear the thoughts from premier class stars as they tell us if they are #TeamPecco or #TeamFabio ahead of the #TheDecider
Bastianini, of course, pushed Bagnaia all the way and his runner-up result at Sepang helped him score 29 MotoGP™ Fantasy points. ‘La Bestia’ was therefore one of the Dream Team picks as a Silver Rider, and the other one was Jack Miller (Ducati Lenovo Team), who scored 28 MotoGP™ Fantasy points. True to his nickname, though, ‘Thriller’ did so in very different fashion, with 16 of those points coming because of the net eight positions he gained in taking the chequered flag in sixth position from 14th on the grid.
Who won the constructors’ battle?
With so many Ducati riders near the top of the MotoGP™ Fantasy results in Malaysia, it was no surprise that the Bologna factory came out on top so far as the constructors’ battle was concerned. The results of Bagnaia and Bastianini meant that Ducati scored 38.5 points for the weekend, with Yamaha next-best on 22.5 points. All up, it means that if your Gold Riders were Bagnaia and Quartararo, your Silver Riders were Bastianini and Miller, your constructor was Ducati, and you also used a Motul 300V Boost Turbo Rider boost on Bagnaia, you scored a massive 197 points!
What to look out for at Valencia
Looking at the two MotoGP™ World Championship contenders, Bagnaia’s stocks are on the rise given the Italian’s recent form. That makes him a dependable choice, but also a pricey one this weekend at 4.8M, and Salary Cap management is going to be crucial. So, what about his title rival? Quartararo is significantly cheaper at 3.5M and the Frenchman is looking at a literal must-win scenario in Valencia if he is to retain the crown – is it worth fitting ‘El Diablo’ into your MotoGP™ Fantasy team?
Track-by-track: What makes the difference at Valencia? 28/10/2022
2020 World Champion Joan Mir and his Suzuki Crew Chief Frankie Carchedi detail the keys to success at Circuit Ricardo Tormo
Speaking of Champions, Marc Marquez (Repsol Honda Team) has won twice in the premier class at the Circuit Ricardo Tormo, including his last appearance there in 2019. The Spaniard clearly likes anti-clockwise circuits, but he does come with a 3.7M price tag. Another Spaniard worth a look could be Aleix Espargaro (Aprilia Racing), who is out of title contention but still locked in a big fight for third in the Championship, and will be determined to bounce back after a tough period. Aprilia’s ‘captain’ will now set you back a relatively low 2.8M and could be a good value pick.
But that’s enough from us. Now it’s up to you to go for glory for the final time in 2022, so get your MotoGP™ Fantasy picks in now!
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There are plenty of interesting changes in the lightweight class, including Jaume Masia (Red Bull KTM Ajo) switching back to Leopard Racing, while Deniz Öncü (Red Bull KTM Tech 3) and Dani Holgado (Red Bull KTM Ajo) trade places for 2023. Elsehwere, Romano Fenati returns to the track with Rivacold Snipers Team.
A look back at how the title-chasing pair have performed at the Circuit Ricardo Tormo in years gone by ahead of #TheDecider
How have Francesco Bagnaia (Ducati Lenovo Team) and Fabio Quartararo (Monster Energy Yamaha MotoGP™) performed at the Circuit Ricardo Tormo in years gone by? It’s a question we’re posing ahead of #TheDecider on Sunday.
Bagnaia’s record in Valencia
We’re going to rewind all the way back to 2011 when Bagnaia was competing in the Finetwork FIM JuniorGP™ paddock – previously known as the FIM CEV Repsol. Pecco recorded a P6 in that season when finishing behind some familiar names to MotoGP™ fans, including Miguel Oliveira (Red Bull KTM Factory Racing), Alex Marquez (LCR Honda Castrol) and Alex Rins (Team Suzuki Ecstar).
Bagnaia’s first Grand Prix points in Valencia came in his third Moto3™ campaign in 2015 with a P13 finish. In 2016, his debut season as a Moto2™ rider, Pecco claimed P4 at the final round of the season to cap off a very promising season which included four podiums. However, another top 10 wouldn’t come Pecco’s way until 2021’s victory in Valencia.
But that’s the result to focus on: last year’s victory. Ducati boasted a podium lockout 12 months ago, with Pecco leading polesitter Jorge Martin (Prima Pramac Racing) and teammate Jack Miller over the line. Five of the top 10 in last season’s curtain closer were Ducatis, a good omen for the Bologna factory as they know any one of their machines finishing on the top step will hand Bagnaia the 2022 title.
FREE: The final MotoGP™ from an emotional day in Valencia 14/11/2021
Pecco Bagnaia stole a march to take victory while his mentor and racing legend Valentino Rossi completed his last ever Grand Prix lap
In the Frenchman’s eye-catching 2013 and 2014 CEV campaigns, Quartararo won all four races at the Circuit Ricardo Tormo on his way to clinching both titles. El Diablo found life a little trickier in the Moto3™ World Championship though, with P14 his only points at the layout in 2016 before making the jump up to Moto2™ for 2017.
In the Frenchman’s eye-catching 2013 and 2014 CEV campaigns, Quartararo won all four races at the Circuit Ricardo Tormo on his way to clinching both titles. El Diablo found life a little trickier in the Moto3™ World Championship though, with P14 his only points at the layout in 2016 before making the jump up to Moto2™ for 2017.
In the intermediate class, results were better. P8 and P6 were Quartararo’s finishes in 2017 and 2018, before a maiden World Championship podium in Valencia came at the end of his sensational rookie season in MotoGP™.
On the other hand, 2020 was a couple of races to forget. A DNF and P14 was what Quartararo came away with as he saw his title dreams evaporate. 2021 then came around with the number 20 arriving at Valencia already dubbed World Champion, but it was a weekend in which Quartararo struggled more than he had done in most other races. A P8 in qualifying was his second worst of the season – after his P15 at the Emilia-Romagna GP – as Quartararo eventually recovered to P5, over five seconds away from Bagnaia.
UNSEEN: Three Champions in conversation 17/11/2021
Fabio Quartararo, Remy Gardner and Pedro Acosta compare notes after claiming their respective titles
History out the window this weekend
In reality, neither of the title-chasing duo will be thinking about their previous results in Valencia. Full focus will be on this weekend and this weekend only. A repeat of his CEV results is what Quartararo can collect if he’s to win his second World Championship title, with Pecco needing a P14 or better finish to become a MotoGP™ World Champion for the first time.
VideoPass allows you to watch every single second of every single sector LIVE and OnDemand
Fabio Quartararo (Monster Energy Yamaha MotoGP™) and Francesco Bagnaia are set for a showdown at Circuit Ricardo Tormo, as the two will duke it out to become this year’s World Champion. Ahead of a massive weekend of action, get yourself warmed up for it by checking a brilliant Thursday of scheduling below, LIVE & FREE to watch on motogp.com.
