HardDrive’s Big Bore Cylinder Kits are an easy way to upgrade your V-Twin. All components are cast from premium materials, and the cylinders come powder-coated with machined finishes and match perfectly to Harley-Davidson motors.
All kits feature Cometic head and base gaskets and provide easily installed bolt-on horsepower. The Milwaukee-Eight 128ci kit ($1,298.95) brings stock M-8 114ci and 117ci motors to 128ci, with a 4.5-inch stroke and 11:1 compression. The M-8 124ci kit ($1,298.95) brings stock 107ci motors up to 124ci, with a 4.375-inch stroke and 11:1 compression. And the Twin Cam 110ci kit ($1,244.95) brings 2007-2016 stock 96ci and 103ci motors to 110ci, with a 4.375-inch stroke and 10.5:1 compression.
For more information, including charts with cam and component suggestions, check out the Hard Drive online catalog.
The impeller on the Kawasaki Ninja H2 spins up to 130,000 rpm, forcing air into the engine to produce more power. (Photo courtesy Kawasaki)
Contributor Erik Slaven takes us on a ride through a century’s worth of history on supercharged and turbocharged motorcycles, the Wonder Twins of forced induction. –Ed.
As a Kawasaki Z H2 owner, I can assure you that integrated superchargers are no gimmick. My Kawi is by far the fastest bike I’ve owned, and the sportier Ninja H2 is among the fastest street bikes ever produced. The BMW S 1000 RR, Ducati Panigale, and Suzuki Hayabusa show that naturally aspirated motorcycles are still ridiculously fast, but acceleration from the Z H2 feels faster because the engine doesn’t need to be revved out as much.
Kawasaki’s supercharger, which debuted on the H2 R at the 2014 Intermot show, is like an afterburner for the 998cc inline-Four. It helps the engine push out almost 200 hp and over 100 lb-ft of torque on the Z H2, while the Ninja H2 churns out as much as 228 hp and the experts-and-track-ready Ninja H2 R makes upwards of 300 hp.
Kawasaki reignited interest in superchargers, but the technology has been used on motorcycles for nearly a century. BMW was an early pioneer in the late 1920s, and other manufacturers followed suit prior to World War II. When motorcycle racing resumed in Europe in 1946, the Fédération Internationale de Motocyclisme (FIM) banned superchargers to reduce injuries and deaths, putting forced induction on the backburner until the late 1970s. Imagine going over 150mph with a supercharged engine on a prewar chassis and tires. Yikes.
The Golden Age of Supercharged Motorcycles
BMW WR 750 (photo by Lothar Spurzem, CC BY-SA 2.0 DE, via Wikimedia Commons)
Born from racing, supercharged European motorcycles were the genesis for the evolution of high-performance bikes. American brands like Harley-Davidson and Indian were winning races at home with naturally aspirated engines. BMW started producing motorcycles in 1923, and by the end of the decade, it had developed the WR 750. Powered by a supercharged 4-stroke OHV 750cc boxer Twin, the WR 750 earned BMW a land-speed record at over 134 mph with German racing champion Ernst Henne at the controls.
BMW Type 255 racing at the Isle of Man (photo by Lothar Spurzem, CC BY-SA 2.0 DE, via Wikimedia Commons)
The WR 750 was impressive but couldn’t overcome English dominance at the time, so the BMW Type 255 Kompressor was the next step. In 1939, Georg Meier won the Senior Tourist Trophy race at the Isle of Man on the Type 255, marking the first time a non-English rider had won since 1907. Using a Swiss-made Zoller supercharger, BMW’s 500cc Boxer produced around 60 hp and averaged 89 mph at the race. Meier won the Belgian motorcycle Grand Prix in 1939 as well, becoming the first rider to exceed 100 mph on a lap. The Type 255 was a bona fide superbike for BMW and demonstrated the significant performance advantages of forced induction.
BMW Type 255 (photo courtesy Agljones, via Wikimedia Commons)
Pre-War Grand Prix
Motorcycle racing was all the rage in the 1930s, and superchargers were common for most European teams. The notable holdout was Norton, which held steady with tried-and-true naturally aspirated Singles. British manufacturer AJS developed a supercharged V-4 monster with a high top speed, but it proved unreliable and either overheated or simply broke down during races. It finally won a race in Belgium in 1946, just before the supercharger ban went into effect.
AJS V4 (photo courtesy Oldnoccer, CC BY-SA 4.0, via Wikimedia Commons)
Luxury French manufacturer Brough Superior developed some of the fastest supercharged bikes of the era. In 1937, Eric Fernihough set a record of 169.79 mph with a supercharged 1,000cc J.A.P. engine in his Brough Superior. Pure insanity at the time, and he was killed the following year chasing another record.
Eric Fernihough on Brough Superior JAP100 (photo courtesy Brough Superior)
Today, naturally aspirated bikes can exceed 200 hp and still meet Euro 5 emissions standards, which is an incredible testament to how far design and technology have come. Forced induction might seem like overkill, but nothing exceeds like excess. So, what’s the difference between a supercharger and turbo, anyway?
Supercharger
A supercharger is mechanical device that forces more air into the engine to produce more power for a given displacement. In a car, a supercharger is often driven by a belt that wraps around a pulley between the drive and compressor gears. In a modern motorcycle like the Kawasaki H2s, a system of gears connected to the flywheel drives the impeller, which is a metal fan used to compress the intake gas. The impeller must spin much faster than the engine to effectively compress the air. Kawasaki’s supercharger uses planetary gears to spin the impeller up to 130,000 rpm and develops up to 20.5 psi boost pressure.
Turbocharger
Whereas a supercharger is driven by the engine, a turbocharger is powered by the flow of exhaust gases. Wind powered, if you will. The exhaust spins an impeller in the turbo housing, which is connected to a second impeller in the compressor housing that forces additional air into the engine. It can take a moment for the exhaust to get the impeller spinning fast, which creates turbo lag. Superchargers, on the other hand, are always “there,” as the engine is continuously powering them. Turbochargers are relatively lag-free today, but it does persist to varying degrees.
The Golden Age of Turbocharged Motorcycles
1978 Kawasaki Z1R-TC
1978 Kawasaki Z1R-TC (photo by Clement Salvadori)
Unlike the pre-war era fixation on superchargers, the next wave of two-wheeled forced induction was all about turbos, starting in the late 1970s. The Kawasaki Z1R-TC was the first production turbo motorcycle, kicking off what turned out to be a short-lived craze. It had a 1,000cc inline-Four that was a factory authorized conversion of the standard Z1R bikes. A Rajay turbocharger pushed the Z1R-TC to 130 hp (from 94 hp), which was quite a powerhouse in the late ’70s and extreme enough that buyers had to relinquish the factory warranty. It was a bold decision by Kawasaki at the time. Only 250 were built, as they were expensive and complex, but it got the Japanese industry scrambling.
Unlike the Z1R-TC, Honda’s first turbocharged bike was born in the factory, and many consider it the first proper factory turbo. I personally give that accomplishment to Kawasaki, but that’s a battle for another day. The water cooled CX500T had an angled, horizontal V-twin inspired by Moto Guzzi and an early fuel injection system, boosted to 80hp by the turbo. Unfortunately, the bike was plagued with turbo lag, so Honda upgraded to a 650cc variant the following year with the CX650. The increased displacement and modified (and lowered) boost brought the new bike to 100 hp, but turbo lag persisted and the price was just too high. These were short lived and disappeared at the end of 1983.
1982 Yamaha XJ650 Turbo
1984 Yamaha XJ650 Turbo (photo courtesy Yamaha)
Yamaha released its own turbo soon after Honda, the 90-hp XJ650 Turbo. It was a heavier touring bike in lieu of something more performance oriented. It also wasn’t a ground-up design but rather based on the older XJ650 Seca with a mediocre chassis, drum brakes, and shaft drive, along with outdated Mikuni carburetors. A choppy throttle, bad turbo lag, and lackluster acceleration killed production after two years. Maintenance issues were also bad, as ambition seemed to exceed what was feasible at the time.
Suzuki’s first turbocharged motorcycle, the XN85 of 1983, was an impressive effort. Like Honda, it was fuel injected, but only oil cooled and pushed out 85 hp. Turbo lag was less than the others, and the chassis was built specifically for the increased power. Like all early turbos, it was complex and expensive to produce, leading to limited production numbers. It did, however, survive for five years, making it the most successful model.
Six year after the Z1R-TC, Kawasaki introduced the GPz750 Turbo, aka the ZX750-E Turbo. Unlike earlier Japanese efforts that were abandoned at this point, the GPz750 was the real deal. A proper sportbike design held the 738cc inline-Four, which produced 112 hp and was good for 10.71 seconds in the quarter mile. The existing GPz750 engine was heavily modified, and the turbocharged result was the first middleweight that outperformed early ’80s liter bikes. Kawasaki’s GPz1100 sportbike trailed behind the much smaller GPz750 by 3 hp, proving that turbos were serious contenders and not mere novelties. Style, performance, and reliability made this the first truly marketable turbocharged motorcycle and overshadowed all prior efforts. Alas, it was produced for only two years.
In less than 10 years, the turbo craze spread like wildfire among the Big Four Japanese manufacturers and burned itself out. The idea was simple and appealing – use forced induction to extract more power out of middleweight engines. But the reality overpromised and underdelivered. Turbochargers proved to be too complex and expensive, and the payoff wasn’t big enough to make them a viable alternative to larger naturally aspirated engines – at least not at the time.
Let’s Get Boosted!
Trask Performance turbocharger installed on a Harley-Davidson Road Glide (photo courtesy Trask Performance)
After Japanese manufacturers abandoned turbos, adrenaline junkies continued bolting aftermarket ones to their natural breathers. One of the big names in the business is Trask Performance, which produces turbocharged kits for Harleys that can squeeze 300 hp out of big V-Twins. In my mind, such turbo kits make the most sense on 1,200cc Evo Sportsters that are relatively light and nimble, and the result can more than double the stock power and deliver 120 hp at the rear wheel.
Trask Performance turbocharger installed on a Harley-Davidson Evo Sportster (photo courtesy Trask Performance)
Trask isn’t the only company with turbo kits, and versions are available that can be installed on a wide range of motorcycle types and models. Extreme Creations, RCC, Cobalt, and others offer turbochargers that deliver aircraft carrier catapult-caliber launches. You can also buy supercharger kits from companies like Rotrex, ProCharger, and TTS Performance. And if you’re curious, the answer is yes – installing any of them will void your factory warranty.
Turbocharged Suzuki Hayabusa
We can’t review the history of forced induction on motorcycles and overlook a bona fide legend. In 1999, Suzuki introduced the GSX1300R Hayabusa, which won the short-lived top-speed wars of the late ’90s. In stock form, the first-gen 173-hp Hayabusa nearly broke the elusive 200 mph barrier. The second-gen ’Busa got bumped up to 1,340cc and 194 hp, but by then, the OEMs had agreed to impose an electronically limited top speed of 186 mph (300 kph) on its production motorcycles.
Bill Warner riding his record-setting turbocharged Suzuki Hayabusa
But with some electronic sleight of hand – and a big ol’ turbo – the Hayabusa’s true potential could be unleashed. In 2011, Bill Warner set a motorcycle land-speed record of 311 mph on a streamlined and turbocharged ‘Busa. Add nitrous to the mix, and things just get insane. In 2018, a 1,000-hp ’Busa hit 258.54 mph within 1 mile from a standing start at a Straightliners top-speed event in Yorkshire, U.K.
Kawasaki Ninja H2
In 2014, we came full circle when Kawasaki introduced the Ninja H2, a factory supercharged sportbike. Over 75 years after superchargers disappeared from European racebikes, Kawasaki resurrected the concept with the most successful lineup of forced-induction motorcycles in modern history. The name comes from Kawasaki’s ’70s-era H2 models powered by 750cc 2-stroke Triples. The 1972 Kawasaki H2 Mach IV, the fastest bike of its day, was known as “the widow maker,” as the chassis and overall design weren’t suited for so much power.
1972 Kawasaki H2 Mach IV (photo courtesy Kawasaki)
The 2014 Ninja H2 has a 998cc inline-Four with a centrifugal supercharger developed entirely in-house at Kawasaki. The manufacturer had intended to outsource the supercharger, but those plans ultimately called for a bulky intercooler, so Kawasaki brought it under its own roof. The result was an independent and compact unit that boosts a growing H2 portfolio with four bikes in the current lineup: Ninja H2, Ninja H2 R, Ninja H2 SX, and Z H2.
2015 Kawasaki Ninja H2 (photo courtesy Kawasaki)
The Ninja H2 and up-spec Ninja H2 Carbon produce a claimed 228 hp and 105 lb-ft of torque, while the track-only H2 R raises the bar considerably with 326 hp and 122 lb-ft of torque. The H2 R is currently the fastest production motorcycle of all time, but it is not street legal. The standard Ninja H2 is heavier than many sportbikes (around 525 lb wet) and won’t handle a track as well as purpose-built machines, but the intensity of acceleration and still competent performance make it one the craziest rides you can buy. With a starting price of $31,500, it’s definitely spendy, but it’s a relative bargain compared to the $56,000 H2 R.
Erik Slaven’s Kawasaki Z H2 (photo by the author)
The Ninja H2 SX and Z H2 represent the second-generation of H2 engines, tuned for more real-world conditions with 197 hp and 101 lb-ft of torque. The H2 SX is a sport-touring sportbike with a wet weight over 600 lb, but it still accelerates like a rabid cheetah without having to rev it out.
Introduced for 2020, the Z H2 naked bike is the newest model in the H2 lineup, and it’s also the most affordable at $18,500, providing the magic of Kawasaki’s supercharger at a more reasonable price undercutting. It’s not a serious track performer, but it’s not meant to be. It’s a streetbike though and through, and it’s about as fun as it gets with an upright position offering all-day comfort. The up-spec Z H2 SE ($21,700) is equipped with Kawasaki’s Electronic Control Suspension (KECS) and upgraded Brembo calipers, but the core experience is there with the standard model.
Practical Insanity
It’s a bit strange calling a supercharged motorcycle practical, but the Z H2 proves that forced induction can be both affordable and reliable. It certainly qualifies as an everyday bike and is genuinely easy to live with, unlike some high-strung competitors. I don’t know what sorcery went into the supercharger’s design, but Kawasaki nailed it, and a distinctive chirp at deceleration reminds you that you’re riding something special. Supposedly it’s caused by the impeller breaking the sound barrier. We’d like to see a return to the ’80s-era concept of adding forced induction to a middleweight. How cool would it be to see a supercharged version of the Z650, Ninja ZX-6R, or the new Ninja ZX-4RR? Sometimes it’s good when history repeats itself.
In the KTM camp, Dani Pedrosa spent plenty of time on KTM’s new aero package. As you can see below, the front fairing shape has changed slightly. The ‘shark tooth’ serrations on the edges are no longer there, while the top set of the wings have been slightly updated, but remain largely the same. The side pod wings have received the same treatment. However, the biggest change we can see is the ground-effect side fairings have grown in size.
Following a major update in 2022, it’s not surprising the Ninja H2 SX SE is having a light year in 2023. (Kawasaki/)
Kawasaki announced a minor update to its Ninja H2 SX SE sport-touring bike for 2023, which is available in U.S. dealerships starting at $28,000.
The only change over last year’s model is the addition of a new auto high-beam, which utilizes Kawasaki’s onboard camera sensor to determine when to turn the high beam on or off. In order for the system to function, riders will need to have the dimmer/passing switch set to high beam and be traveling over 12.4 mph, in the dark. A green icon will display on the bike’s instrument screen when the system is engaged.
The auto high-beam detects when to turn the high-beam on and off using the bike’s onboard camera sensors. (Kawasaki/)
The 2023 Kawasaki Ninja H2 SX SE only gets a minor update for the coming model year. (Kawasaki/)
Team Green engineers were given a well-earned break from this platform this year because they went all-out during the 2022 model year update. That machine came packing extensive updates to the electronics package, new exhaust layout, improved suspension software, better braking kit, updated clutch components, and on and on. You can read up on the revisions in this 2022 Kawasaki Ninja H2 SX SE First Look Preview article.
We’ve come to appreciate the SX SE for the successful balancing act it manages, providing a downright civilized ride around town while providing heart-racing acceleration that doesn’t quit when you’re able to really open the throttle. Thanks to its refresh last year, it also sports some of the latest, and greatest safety tech on the market. For a sport touring machine with the chops to take your breath away on a straight, the Ninja H2 SX SE remains a hard option to beat.
The 2023 Kawasaki Ninja H2 SX SE will start at $28,000. (Kawasaki/)
2023 Kawasaki Ninja H2 SX SE Technical Specifications and Price
Kawasaki expands its U.S. Ninja model lineup with the addition of the 2023 Kawasaki Ninja ZX-4RR KRT Edition. (Kawasaki/)
Kawasaki Motors Corp, USA. pulls the wraps off the newest member of its 2023 Ninja sportbike lineup. Introducing the ZX-4RR KRT Edition ($9,699). Positioned above the existing parallel-twin powered Ninja 400 ($5,299-$5,899) and below the tried-and-true Ninja ZX-6R ($10,699-$11,999) supersport, the inline-four KRT Edition 400 is designed for competition-minded motorcyclists that desire a light, high-revving sportbike.
This Ninja is powered by an all-new liquid-cooled 399cc four-cylinder. It drinks fuel from a four-gallon gas tank and can run on standard 87-octane gasoline Kawasaki says. Forged pistons squeeze fuel to a ratio of 12.3:1 and a pair of forged overhead camshafts actuate the 16 valves. The engine is fed through a ram air-type airbox with spent gasses passed through a four-into-one exhaust, with cross-over tubes. Ride-by-wire throttle is present which powers the adjustable traction and engine power mode controls.
The Kawasaki Ninja ZX-4RR KRT Edition weighs 414.5 pounds with its 4.0-gallon fuel tank topped off. (Kawasaki/)
Engine power is augmented via a wet, oil-cooled clutch with Kawasaki’s tried-and-true cam-type clutch that combines assist (lighter cable-pull) and slipper (back-torque limit function). Power is put back to the 160-series Dunlop Sportmax GPR-300 tire via a six speed gearbox and chain final drive. An bi-directional electronic quickshifter is also present.
The engine is fixed inside an original steel-trellis chassis with measurements loosely based on the Ninja ZX-10RR. The oversized steel swingarm appears beefy and is controlled via Kawasaki’s unique in class, horizontal back-link type rear suspension and high-end Showa BFRC (Balance Free Rear Cushion) Lite shock, with full adjustment. Front suspension duties are handled by a 37mm inverted Showa SFF-BP (Separate Function Fork-Big Piston) which uses Showa’s tried-and-true oversized piston valving (fully adjustable) in one fork leg, and coil spring support in the other. This helps reduce sprung weight and is also less expensive to manufacture.
The Ninja ZX-4RR features a high-revving inline four engine hung inside a steel frame. (Kawasaki/)
The 414.5-pound Ninja rolls on a pair of star-pattern five-spoke 17-inch wheels (presumably cast aluminum). Braking duties are handled by a pair of 290mm disc brakes and radial-mount four-piston Nissin calipers. A 220mm disc and single-piston setup is used for rear braking. Fixed, always-on ABS is standard but it’s unknown if it includes lean-angle sensitivity (cornering ABS).
A 4.3-inch color TFT display and full LED lighting grace the ZX-4RR. The motorcycle is compatible with Kawasaki’s handy Bluetooth-enabled Rideology smartphone app. Riders can select between four riding modes (sport, road, rain and manual)— however it is unclear what these global settings indicate. Two combined engine power and throttle response settings are offered as well as three levels of traction control. Traction control can also be manually disabled.
Kawasaki’s 2023 Ninja ZX-4RR KRT Edition ($9,699) is positioned above the Ninja 400 ($5,299-$5,899) and below the Ninja ZX-6R ($10,699-$11,999). (Kawasaki/)
Styling-wise this Ninja was “designed to deliver a fierce look that contains its power and explosive action, benefitting the most powerful machine in the 400cc class,” noted Kawasaki Motors Corp, in its official press release. The Ninja ZX-4RR KRT Edition will be available in Lime Green / Ebony only and be available at U.S. Kawasaki dealers this spring.
2023 Kawasaki Ninja ZX-4RR Technical Specifications and Price
It doesn’t get much better than a scenic ride with friends on a bluebird day. (Photos by Kathleen Currie and Corey Aultman)
At first glance the small farming town of Posen, which is situated along State Route 65 in northeastern Michigan and hosts an annual Potato Festival, doesn’t appear to be a logical meet-up spot to kick off a daylong motorcycle tour. But the Route 65 Diner offers up classic breakfast and lunch fare, the nearby Posen EZ Mart is a convenient place to fill up, and the village is near Lake Huron, the second largest of the Great Lakes, so it’s perfect starting point for a Lake Huron lighthouses loop.
This scenic route through the northeast corner of Michigan’s Lower Peninsula is about 180 miles and provides a leisurely day of riding with stops for sightseeing and food. It offers unique historical sites, lighthouses, shipwrecks, wildlife sanctuaries, parks and beaches on Lake Huron, and paved roads through deep timber forests.
The ride is best done between Memorial Day and Labor Day but could be done earlier in the spring or later in the fall depending on the weather. We took our ride in September.
About 5 miles north of Posen, Route 65 dead-ends at U.S. Route 23, which runs along the edge of Lake Huron’s Michigan shore from Mackinaw City to Saginaw. We headed east on Route 23 and soon entered Thompson’s Harbor State Park. We turned onto Old State Road, followed it to the end, and went north on East Grand Lake Road, which took us onto a narrow peninsula that juts into Lake Huron between North Bay and Presque Isle Bay.
Covering just over 23,000 square miles, Lake Huron is the third largest freshwater lake in the world. Somewhere out in the distance is Canada.
On the right, we saw the Old Presque Isle Lighthouse, which was built in 1840. Due to the harsh weather on Lake Huron, the original lighthouse deteriorated, and the New Presque Isle Lighthouse was built in 1870 farther north near the end of the peninsula. Standing 113.5 feet tall, it is one of the tallest lighthouses on the Great Lakes. Both lighthouses have been restored and are part of a 99-acre park that includes a playground, picnic area, pavilion, gift shop, museum, and nature trails.
The New Presque Isle Lighthouse and keeper’s house.
Adjacent to the New Presque Isle Lighthouse is a keeper’s house that was built in 1905 and is now a museum. Admission is free, but we paid $5 to climb the 130 steps to the top of the lighthouse for excellent views of Lake Huron and the Presque Isle area. The buildings and grounds are open to the public daily from mid-May through mid-October.
We returned to U.S. Route 23 and rode south, finding a few curves along the edges of Grand Lake and Long Lake, which are just inland from Lake Huron. We made our way to Alpena, a town of about 10,000 residents that sits on the northern shore of Thunder Bay. Nearby are two lighthouses, but they are out in the lake on islands and only accessible by boat.
The Harley and Indian riders in our group searching for a lumberjack breakfast.
The Thunder Bay National Marine Sanctuary protects an area of Lake Huron known as “Shipwreck Alley” where there have been more than 100 historically significant shipwrecks. Some of the wrecks are close enough to the surface for sightseeing, which we did on a two-hour shipwreck tour on a glass-bottom boat called the Lady Michigan. We also visited the Great Lakes Maritime Heritage Center, a museum with exhibits and pieces of boats that washed ashore.
The Great Lakes Maritime Heritage Center in Alpena is a large museum that includes a shipwreck gallery, a theater, and an archeological lab. (Photo by ehrlif – stock.adobe.com)
When we left the museum, the Royal Enfield and Triumph riders in our group insisted we check out a British tavern in downtown Alpena called the Black Sheep Pub. It is decorated with British flags and memorabilia, and the menu includes rich and tasty pub grub like fish and chips, a pork burger drizzled with vinegar, Scotch eggs, and pickled chips.
After lunch, we continued south on Route 23 through parts of Thunder Bay River State Forest, Au Sable State Forest, and Huron National Forest. This is chainsaw country. In Ossineke, we passed colorful concrete statues of Paul Bunyan and Babe the Blue Ox built in the 1940s by Paul Domke, who also built the creatures in the nearby Dinosaur Gardens Prehistoric Zoo.
Cruising through some gentle curves in Huron National Forest.
South of Alcona, we visited Sturgeon Point Lighthouse, which was built in 1870. The 70-foot lighthouse is maintained by the U.S. Coast Guard and is open to the public. The keeper’s house is a maritime museum open from Memorial Day to mid-September.
At Harrisville, the Harley and Indian riders in our group made it known that it was time for some American food. We rode west on State Route 72 into the heart of Huron National Forest and then turned north on State Route 65 to Curran. Just north of town, we stopped at the Lunch Block and had a proper lumberjack breakfast.
Full from our hearty meal, we further compressed the suspension of our motorcycles and continued north on Route 65 through a section of forest so dense that no paved roads cross to the east. Werth Road finally appeared and provided a paved route with a few curves back to Alpena. Alternatively, you can continue north on 65 and turn east on State Route 32.
Just north of Alpena, past the wildlife sanctuary, we picked up Long Rapids Road, which meanders along the Thunder Bay River heading northwest to the town of Bolton. We continued north on Bolton Road, then west on Long Lake Highway, and finally back onto Route 65 for our return to Posen.
If Michigan is in your motorcycle travel plans, check out the northeastern part of the state near the Lake Huron shore. The roads provide scenic views of the lake and some mellow curves and hills, and the lighthouses and historic sites are a nice diversion when it’s time to stretch your legs.
In the dog-eat-dog world of MotoGP™, it’s make-or-break time for these three riders as they enter their second seasons
After we saw no fewer than five riders step up to MotoGP™ in 2022, we’ll only have Augusto Fernandez (GASGAS Factory Racing Tech3) stepping up to the premier class this season with the Moto2™ crown tucked tightly under his arm. Therefore, many eyes will be on the performance of the three rookies from last year that still remain: Marco Bezzecchi (Mooney VR46 Racing Team), Fabio Di Giannantonio (Gresini Racing MotoGP™) and Raul Fernandez (Cryptodata Aprilia RNF MotoGP™ Team).
LAST YEAR’S ROOKIE OF THE YEAR GOES AGAIN
One of the riders set to surprise in 2023 is Marco Bezzecchi. After establishing himself as Rookie of the Year last season, beating his four rivals to the prestigious crown in relative comfort, the Italian will be looking to take another step forwards aboard Pecco Bagnaia’s title-winning GP22. A debut podium at Assen was, without a doubt, his standout moment, but consistency at the end of the year, claiming fourth in Australia and Malaysia, will be seen as a great springboard ahead of his second year. The roadmap is clear for Bezz: in a recent interview with moto.it, the Italian claimed he’s set on “constantly being in the top 5 or 6”.
Bezzecchi seals ROTY title: “I made overtakes like Lorenzo!” 16/10/2022
The VR46 rider wanted to cap off an impressive performance with a podium, but admitted he couldn’t make a final move past Pecco Bagnaia
DIGGIA’S KEY ADDITION
Fabio Di Giannantonio is facing a make-or-break year. After struggling to match the performances of fellow rookie and compatriot Bezzecchi on their GP21s last year, he’s made some crucial changes to his close-knit team in order to inspire a change in fortunes. There were a handful of moments that show the Gresini man has the ability to match it with the best, none more so than at his home Grand Prix in Mugello where he claimed an emotional pole position.
But as the Italian himself admitted at their team launch in January, where he outlined the clear intention of “I want a lot more than last year”, 2023 is a huge year. He’ll be hoping 2020 World Championship winning crew chief Frankie Carchedi is the man to help give Diggia the platform to go out and succeed.
“I want much more than last year” – Di Giannantonio 23/01/2023
The Italian, entering his second season in the premier class, is aiming high as he wants to be the best onboard an “amazing” bike
RAUL’S REVOLUTION
Touted as the next big thing in 2021 after smashing Moto2™ records held by Marc Marquez, Raul Fernandez failed to grab any headlines last season. Never gelling with the KTM RC16, and rumoured to neither have gelled with the Austrian factory full stop, the Spaniard is hoping he’ll have a new lease of life now with Aprilia. Much faith has been placed in him by the Noale hierarchy and they’ll be hoping that faith can be repaid throughout the upcoming season.
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GASGAS Factory Racing Tech3’s Fernandez continued to find his feet on a MotoGP™ bike, and unlike most, the Spaniard won’t have been too upset to get a first dose of wet weather riding under his belt on the RC16. The reigning Moto2™ World Champion set a 2:12.255 in the tricky conditions, a time that saw him sit P2 before the track began to dry, before eventually climbing to P3 when heading out on slicks.
With temperatures soaring in Malaysia, coupled with a dirty track surface following the winter, times were around three seconds slower than what we saw at the 2022 Malaysian GP. Expect the times to tumble the further we get into testing at Sepang, but in truth, it’s more about what the riders and teams are testing – rather than the lap times.
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