Got to ride my 2023 bike today. Even the track wasn’t perfect we have been able start working for next season. Thanks to all my team for the big effort. Now some holidays for me!
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📸 @geebeeimages
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@krt_worldsbk @alpinestars @araieu @monsterenergy @medallia_inc @showaperformance @vitusbikes @oakleymotorsports @insidebikes #team65
Source: Jonathan Rea On Facebook
The world’s most prolific motojournalist and MO contributor, Alan Cathcart’s latest book is out, and just in time for the holidays! Entitled Ducati Superbike 1988-2001, as the name suggests, this one covers the history of the Ducati factory’s Superbike racers during the desmoquattro era, when the new generation testastretta engine was introduced – from a hands-on perspective:
I was fortunate to be the only journalist in the world to have track tested all but two of the factory Ducati desmo V-twin Superbikes, writes Sir Al, which participated in the Superbike World Championship down the years from its foundation in 1988 up to 2015. This book is a compendium of such tests covering the years in the title.
My assessments of each bike frequently include the crucial insight of the men who raced them for the Italian factory, including Carl Fogarty, Troy Corser, Doug Polen, Giancarlo Falappa and Troy Bayliss. And not to be overlooked are the book’s exclusive photos, which show these historic Ducati factory racers both with and without bodywork, allowing Superbike race fans to admire the invariably previously hidden secrets of these wonderful bikes.
Ducati Superbike 1988-2001 is available in a limited edition of 996 copies (of course!) as a large-format 11.8 x 9 inches (30 x 23 cm) hardcover volume printed on quality paper, with 160 pages and 91 full page photos. It costs €35.00 (US$36.73 today) plus shipping, anywhere in the world. The book is only available via mail order to be sent duty-free anywhere in the world; books are generally not subject to import tax in any country.
The book has been published in two languages, English and Italian, by Cathcart’s colleagues at FBA Moto Italiane in Firenze, Italy, and full details and sample pages are available at their website here.
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The post Sir Alan Cathcart’s New Ducati Book Is Out! appeared first on Motorcycle.com News.
Our guest on Episode 50 of the Rider Magazine Insider Podcast is Dave Scott, who completed a solo journey on the TransAmerica Trail. This is Part 3 of a three-part interview. We spoke to Scott in Episodes 46 and 48, where he told us about the challenges of riding the TAT during the Covid-19 pandemic, dealing with hurricanes and Mississippi mud, and then crashing on Imogene Pass in Colorado, where he broke his leg. Scott spent the winter and spring healing up, and in the summer of 2021, he returned to the TransAmerica Trail. After conquering Imogene Pass, he rode through Utah, Wyoming, Idaho, and Oregon, where he finally made it to the end of the trail and dipped his tires in the Pacific Ocean. This is another unfiltered, uncensored conversation about the trials and tribulations of riding solo across America on a dirtbike. Look for Part 1 of Scott’s story in the adventure-themed November 2022 issue of Rider and on our website here, with Part 2 coming soon in 2023.
LINKS: TransAmTrail.com
You can listen to Episode 50 on iTunes, Spotify, and SoundCloud, or via the Rider Magazine Insider Podcast webpage. Please subscribe, leave us a 5-star rating, and tell your friends! Scroll down for a list of previous episodes.
Visit the Rider Magazine Insider Podcast webpage to check out previous episodes:
The post TransAmerica Trail Part 3 | Ep. 50 Rider Magazine Insider Podcast first appeared on Rider Magazine.
Source: RiderMagazine.com
Rear brakes aren’t a hot topic in today’s motoverse, nor are they necessarily among the most sought-after motorcycle tips. In fact, they’re kind of boring when the front binders on modern bikes provide so much stopping power, often with a single finger on the lever, but they’re still important.
According to the Motorcycle Safety Foundation, front brakes provide approximately 70% of a motorcycle’s maximal stopping power, leaving around 30% to the single rear brake. But many factors affect this ratio, such as speed, tire grip, road surface, road gradient, and type of motorcycle. Cruisers and touring bikes with long wheelbases benefit from rear braking to a greater degree than short-wheelbase motorcycles like sportbikes.
Hard braking at the front can lighten the rear end so much that it can be hard to take advantage of whatever percentage of braking is available back there. That’s a lesson I hadn’t learned yet when my ’83 Suzuki GS750ES, which had some serious stoppers, was new.
When used correctly, the rear brake improves control and stopping distance and also helps negotiate U-turns quickly and safely.
See all of Rider’s Motorcycle Tips & Tricks here.
My enlightenment came later with my ’87 Kawasaki KLR650, a venerable dual-sport notable for its large gas tank and weak single-disc stoppers at both ends. Having to use both binders to effect a short stop was a (not quite) crash course in rear brake use. Only then did I realize that doing so also attenuated dive and recoil from the KLR’s long-travel front suspension, keeping the bike closer to level throughout the stop.
This “Aha!” moment was a breakthrough in both stopping and overall control. Riding my Honda VFR750F at CLASS, Reg Pridmore’s track-based safety course, only reinforced that lesson. I wasn’t the fastest or the smoothest student rider, but when it came to the braking exercise – which required using both brakes – 19 years aboard KLRs had me stopping like a pro.
To prove the value of the rear brake to yourself, practice emergency stops (full braking power but without locking either wheel or engaging the ABS) with only the front brake, and then with both. When both brakes are applied, the bike should squat, pitching less at the front. The longer your front suspension travel, the bigger difference it makes. (On Telelever-equipped BMWs and other motorcycles with suspension systems that minimize front-end dive, the change in chassis pitch will be less noticeable.) The same technique but with a lighter touch on both brakes will give you more secure stops on loose or slippery surfaces.
We’ve all missed a turnoff, forcing us to make a U-turn to get back on course. Performing one without putting a foot down – or worse, having to stop, back up, and take another stab at it – is a skill we should all master. I learned better technique doing test bike photoshoots for Rider, which require numerous U-turns, often on narrow roads, to get the right shot.
The key is to apply light pressure to the rear brake through the turn. The benefits are two-fold: shortening your bike’s turning radius and damping any unintended throttle inputs.
Practice in a parking lot, gradually reducing the number of parking spaces it takes to turn around. Just remember that it’s a light touch on the rear stopper; too much and you risk a fall. Keep your eyes up and look where you want to go, and keep the clutch in the friction zone for delicate power control. Also, keeping your feet on the pegs and weighting the outside peg yields the best results.
With practice, using the rear brake at slow speeds makes your U-turns steadier, faster, and safer.
You’re pulling out of a driveway, front wheel cocked, when a car appears from behind parked vehicles. While still on the driveway apron, you tap the front brake, which immediately pitches the bike in the direction of the turn. Quick thinking and a strong leg may keep it upright.
Next time, try using the rear brake as you reach the driveway apron. If you have to stop, use only the rear brake, which won’t make the bike pitch sideways since the rear wheel doesn’t affect steering or balance. The safest way to prove this to yourself is on a bicycle, where mistakes have milder consequences. Move up to a motorcycle when you’re confident with the technique.
By using these tips, the back brake may become your new best friend.
The post Motorcycle Tips: Back Brake Benefits first appeared on Rider Magazine.
Source: RiderMagazine.com
Ups
Downs
Verdict
CFMOTO’s Papio is a well-sorted entry into the mini-moto class. Features like a six-speed transmission and low sticker price help the bike stand out in a category that rewards a strong balance between style, performance, entertainment value, and price.
Important things to consider when looking at the Papio are the price advantage over bikes like the Honda Grom and Kawasaki Z125 Pro, but also the fewer aftermarket options available for this model. Customization is key in the mini-moto space, and there will be more aftermarket parts available for the Honda and Kawasaki.
Overview
If you’ve been even remotely active in the moto community over the last decade, you’ve likely noticed a peculiar emergence of small-displacement, inexpensive mini streetbikes from notable Japanese companies like Honda and Kawasaki. Well, Hangzhou, China-based CFMOTO noticed this as well, introducing to its 2022 seven-moto lineup its own 126cc mini streetbike: the Papio.
CFMOTO clearly studied the competition, as the Papio has a similar look and feel to Honda’s Grom and Kawasaki’s Z125 Pro. Behind the bold colors and traditional mini-moto styling, there’s a rather impressive list of features, including a six-speed transmission, full LED lighting, a digital display, and five-click adjustable rear suspension.
By not venturing too far from the prerequisites of style, fun, and affordable performance, CFMOTO has built a worthwhile contender for new riders, as well as experienced motorcyclists looking for affordable and fun around-town transportation.
Updates for 2022
There are no updates for the 2022 CFMOTO Papio as this is the bike’s first year in the CFMOTO lineup.
Pricing and Variants
The Papio comes in at a modest $2,999, less than its Japanese competitors. Variations are limited to colors, with the 2022 Papio available in either yellow or Grey/Red Dragon.
Competition
Multiple manufacturers have followed Honda into the mini-moto category, creating an interesting list of options for those looking for small-displacement fun. The Honda Grom ($3,499) and Kawasaki Z125 Pro ($3,399) are the biggest hitters in the space, but there are more options, including the CSC City Slicker ($2,795), Benelli TNT135 ($3,199), Kymco K-Pipe 125 ($2,249), and the SSR Razkull 125 ($1,199).
Honda’s lineup also includes the Navi ($1,807), Super Cub C125 ($3,849), Trail 125 ($3,999), and Monkey ($4,249).
Unlike much of its ICE competitors, the Papio is equipped with a six-speed transmission.
Powertrain: Engine, Transmission, and Performance
Plopped into the chassis of the Papio is CFMOTO’s air-cooled 126cc single-cylinder four-stroke engine. While not fast by any stretch of the imagination, the engine puts out a claimed 9 hp and has plenty of get-up-and-go for around-town riding. A light clutch pull and smooth power delivery helps new riders feel comfortable in their first outings.
Power is routed through a six-speed transmission—the only one in its class—giving the Papio a significant edge over its competition. The big goal for CFMOTO is easy cruising at higher speeds.
Overall riding characteristics are light and zippy. If you can keep yourself from trying to do wheelies and stoppies every 30 seconds, all 9 hp and 6.1 lb.-ft. of torque can eventually get you moving to a top speed of 64 mph.
Chassis/Handling
With mini motos, manufacturers are tasked with balancing production costs with solid components and CFMOTO manages that task seemingly well, outfitting the Papio with a backbone frame that uses specifically engineered rigidity and keeps durability in mind.
Rear swingarm suspension and an IFP (Internal Floating Piston) monoshock with five-click preload adjustability provide good performance out back, while lightweight, 12-inch alloy wheels keep the Papio in line with its main competition. These wheel sizes promote quick, nimble handling around town.
Thanks to the short 48-inch wheelbase, low 251-pound curb weight, and adjustable suspension, the Papio performs relatively well for its class.
Brakes
The Papio sports a solid brake setup for its size, with a J.Juan 210mm disc and two-piston caliper up front and a 190mm disc and single-piston caliper out back. That front brake disc is smaller than the Grom (220mm), but larger than the Z125 Pro (200mm).
Fuel Economy and Real-World MPG
There is currently no fuel economy data for the CFMOTO Papio.
Ergonomics: Comfort and Utility
The Papio’s low, 30.5-inch seat height and standard handlebars make for a comfortable, upright seating position. Fuel capacity is up just slightly over the Grom (1.9 gallons versus 1.6 gallons), but slightly less than the Z125 Pro, which has a 2-gallon tank.
Electronics
No cost cutting here. The Papio has a full LED light setup and a bright LCD display for gauge readouts and indicator lights.
Warranty and Maintenance Coverage
The Papio receives CFMOTO’s shortest warranty in its new seven-bike lineup, one year.
Quality
Overall quality of the Papio is as impressive as CFMOTO’s other products, continuing to break down the negative stereotypes of Chinese motorcycles. The Papio features an excellent fit and finish, quality components, and rideability on par with any competitor in the mini streetbike class.
2022 CFMOTO Papio Claimed Specs
| MSRP: | $2,999 |
|---|---|
| Engine: | 126cc, air-cooled single |
| Bore x Stroke: | 57.0 x 49.4mm |
| Transmission/Final Drive: | 6-speed/chain |
| Fuel System: | EFI |
| Clutch: | Wet |
| Frame: | Tubular steel w/ aluminum alloy swingarm |
| Front Suspension: | Telescopic; 4.3 in. travel |
| Rear Suspension: | Monoshock, 5-click preload adjustability |
| Front Brake: | 2-piston caliper, J.Juan 210mm disc |
| Rear Brake: | 1-piston floating caliper, 190mm disc |
| Wheels, Front/Rear: | Alloy; 12 x 2.75 in. / 12 x 3.5 in. |
| Tires, Front/Rear: | 120/70-12 / 130/70-12 |
| Rake/Trail: | 28.0°/3.3 in. |
| Wheelbase: | 48.0 in. |
| Ground Clearance: | N/A |
| Seat Height: | 30.5 in. |
| Fuel Capacity: | 1.9 gal. |
| Claimed Wet Weight: | 251 lb. |
| Contact: | cfmotousa.com |
Source: MotorCyclistOnline.com
The Honda CB300R returns to the new motorcycle fray in 2023 with two colorways, Pearl Dusk Yellow and Matte Black Metallic. The bike will start at $5,049 and will be available in dealers starting this December. There are no major changes to the model for the coming year.
This entry-level machine replaced the CB300F in 2019 and since it’s come to market we’ve been impressed with the CB300R for a number of reasons. It’s a feather-light machine that handles easily, is supremely comfortable, and comes with eye-catching good looks. Although the 286cc single isn’t an exciting engine by any means, in the lightweight bike it actually stood out against competitors in the class. In fact, against the Husqvarna Vitpilen 401 and KTM 390 Duke, the Honda CB300R held its own in terms of pricing, looks, performance, and comfort.
Of course there is room to improve, and Honda has addressed at least one of the gripes we noted back when the model first arrived. We’d still like to see some improvements in braking feel and even a revamp of the engine. That would be notable news since it would mark a step forward not only for the CB300R, but also the CBR300R and the Rebel 300, since they all share the same engine.
As it stands, the CB300R remains a great option for fuel-conscious riders, new riders, and commuters. Its straightforward design is an asset in this type of market, allowing it to remain a price competitor and one of the lightest 300-level machines on the market.
Source: MotorCyclistOnline.com
On the evening of Saturday 3rd December, the newly elected FIM President will join hundreds of guests from all corners of the motorcycle community to recognise and applaud the recently crowned FIM World Champions’ achievements – in many cases as individuals, but also as part of their national or sporting team in other cases too. Whatever their discipline, their incredible skill and bravery will be fully appreciated by all present as they take to the stage to collect their gold medals.
Source: MotoGP.com – Read Full Article Here
For Miller, his troubles weren’t over yet, with Alex Rins (Team Suzuki Ecstar) pipping him on the last lap to P2 and sealing consecutive podium finishes for the Suzuki rider. The Spaniard’s podium also marked a 500th top three result for the Hamamatsu factory in all classes during an event that also celebrated the 500th GP from the Racing Together era, when Dorna Sports, IRTA, MSMA and FIM first collaborated.
Source: MotoGP.com – Read Full Article Here
Husqvarna Motorcycles North America Inc. has announced the availability of its 2023 street lineup, including the single-cylinder Vitpilen 401 and Svartpilen 401, the versatile single-cylinder 701 Supermoto and 701 Enduro, and the parallel-Twin Norden 901.
Related: Backcountry Discovery Routes to Give Away a 2022 Husqvarna Norden 901
The 2023 701 Supermoto and 701 Enduro were made available in November at authorized Husqvarna Motorcycles dealers, while the Norden 901 arrives in December 2022. The Vitpilen 401 and Svartpilen 401 models will be available from January 2023 onward.
Husqvarna says the 2023 Svartpilen 401 is great for urban and rural settings alike, while the lower bar and sport tires of the 2023 Vitpilen 401 make it suitable for twisty roads or as a commuter. Both bikes feature a liquid-cooled 373cc single-cylinder engine making a claimed 44 hp and 27.29 lb-ft of torque, a 6-speed gearbox linked to an Easy Shift sensor allowing for clutchless gear changes, and PASC slip/assist clutch.
The steel trellis frames, low weight (approximately 333 lb dry weight for the Vitpilen 401 and 335 lb for the Svartpilen 401), and WP APEX suspension contribute to the bikes’ middleweight capabilities, and ByBre brakes and Bosch ABS offer powerful, controlled stopping. Both bikes have an approximately 2.5-gal fuel tank.
See all of Rider’s Husqvarna coverage here.
For 2023, the main changes to the 701 Supermoto and 701 Enduro are new colors and graphics.
Both bikes return with a liquid-cooled 693cc single-cylinder engine making a claimed 74 hp and 54.21 lb-ft of torque at 8,000 rpm, a 6-speed gearbox with the Easy Shift function, and the Adler APTC slip/assist clutch.
The 701 Enduro and 701 Supermoto are equipped with an LCD dashboard with a USB port and an RPM display and gear selection indicator. From the handlebar, riders can quickly personalize their machine by selecting from two ride modes. Mode 1 on both bikes offers sporty throttle response and cornering-sensitive traction control. Mode 2 on the 701 Enduro provides a smooth throttle response with off-road traction control, allowing wheel slip and lifting of the front wheel.
On the 701 Supermoto, Mode 2 provides a more aggressive throttle response with reduced traction control to allow for drifts and full control on slides. Riders can also deactivate traction control entirely.
The 701 Enduro has WP XPLOR suspension, and the 701 Supermoto has WP APEX suspension. Both bikes feature Brembo brakes (with 300mm/240mm front/rear discs on the 701 Enduro and 320mm/240mm on the 701 Supermoto) and cornering ABS that can be disengaged.
The 701 Enduro has a dry weight of approximately 322 lb, while the 701 Supermoto comes in at approximately 324 lb. Both bikes have 3.4-gal fuel tanks.
Husqvarna says the Norden 901 delivers “the ideal blend of offroad capability and world-traveler ridability.” Our editor-in-chief put this claim to the test with his video review of the 2022 model after two days of on- and off-road testing on to São Miguel, Azores, a wet, foggy island in the North Atlantic Ocean.
The Norden 901 is based on the KTM 890 Adventure platform. It’s powered by a liquid-cooled 890cc DOHC parallel-Twin that makes a claimed 105 hp at 8,000 rpm and 74 lb-ft of torque at 6,500 rpm at the crank, a 6-speed sequential gearbox with the Easy Shift function, and a PASC slip/assist clutch. It features ABS (Road and Offroad modes), lean-angle-sensitive Motorcycle Traction Control, and cruise control and is equipped with adjustable WP APEX suspension, with 8.7/8.5 inches of front/rear travel.
For 2023, the Norden 901 features updated ride modes, including the return of Street, Offroad, and the optional Explorer mode, as well as a Rain mode that replaces the Urban mode on the 2022 model. Street mode gives direct throttle response with traction control suited for paved surfaces and Road ABS. Rain mode has controllable throttle response with reduced peak power and traction control engaged at lower rpms. Offroad mode has smooth throttle response and allows wheel spin before traction control is engaged and ABS is automatically adjusted to match terrain. The optional Explorer mode gives the rider full control over throttle response, peak power, and ABS.
For more information, visit the Husqvarna website.
The post Husqvarna Announces 2023 Street Lineup first appeared on Rider Magazine.
Source: RiderMagazine.com
