Arai XD-5 helmet in the Discovery Blue graphic. (Action photos by Align Media)
My how time flies! It’s been 30 years since Arai launched its DS (dual-sport) helmet, which had a chinbar like a dirtbike helmet, a clear faceshield, and the round shell Arai is known for. When the first Arai XD arrived in 2004, it had the sun-blocking peak visor that has since been a signature feature of the dual-sport/adventure helmet.
New features on the Arai XD-5 include a more aerodynamic peak and a rear spoiler.
Arai’s XD-4 made its debut in 2012, and it has been a popular choice among ADV riders ever since. With a steadfast adherence to its “glancing off” philosophy, whereby the spherical shape of its helmets helps redirect impact energy, as well as its “priority for protection” prime directive, Arai does not release new helmets often nor does it chase fads. It’s been a long wait, but the new XD-5 is finally here.
The Arai XD-5 has a PB-cLc2 fiberglass shell with a super-fiber belt along the forehead.
The XD-5 begins with a Peripherally Belted Complex Laminate Construction (PB-cLc2) fiberglass shell, which has a super-fiber belt along the forehead to reinforce the area above the eyeport. The XD-5’s shell flares out an extra 5mm around the opening to make the helmet easier to slide on and off.
The Arai XD-5 has a new toolless shield/peak attachment and removal system.
The XD-5 has the latest version of Arai’s variable-axis faceshield system and the Pinlock-ready VAS-A, which maximizes surface area to improve its ability to glance off objects. Above the forehead is a new logo vent that was adapted from the Contour-X and enhances ventilation in a critical area. Also, the XD-5’s chin vent is twice as large as the XD-4’s, bringing much more air to the rider’s face. All vents on the XD-5 are adjustable, but the faceshield no longer has integrated vents.
The Arai XD-5 in the off-road configuration (peak on, faceshield off for use with goggles).
On the XD-4, removing the peak visor and faceshield required the removal of four plastic screws, two on each side. The XD-5 simplifies the process with a new toolless visor/shield attachment system, which makes it easy to switch between three configurations: adventure (visor on, shield on); off-road (visor on, shield off for use with goggles); and road (visor off, shield on). The peak visor, which is rounder in front and has less overall surface area, can also be adjusted up or down on the fly.
The Arai XD-5 in the adventure configuration (peak on, faceshield on).
Inside the helmet is a one-piece, multi-density EPS liner and a removable, washable comfort liner with adjustable pads at the cheeks, temples, and rear of the head. The cheek pads, which have an emergency-release design, have a new hook-and-loop fastener piece to facilitate easier installation of headset speakers in the ear pocket. There’s also a wire pocket in the neck roll.
The Arai XD-5 in the road configuration (peak off, faceshield on).
For everyday use, the factors that matter most are comfort, weight, and ease of use. My initial test of the XD-5 was two full days of street and off-road riding. As with other Arai helmets I’ve worn, comfort was good right away with no hot spots. The XD-5 has an intermediate oval interior head shape, which suits my noggin just fine, and the helmet is secured with a tried-and-true double D-ring chin strap.
The Arai XD-5 is more aerodynamic than the XD-4.
At 3 lb, 13 ounces for the size Medium I tested, the XD-5 isn’t the lightest ADV helmet on the market, but its average weight didn’t cause any fatigue. What was immediately noticeable was how much more aerodynamic the XD-5 feels thanks to its smaller, reshaped visor peak and new rear spoiler. There is much less buffeting, and the helmet slices through the air more cleanly when looking left or right at speed.
Thad Wolff gives the Arai XD-5 a thumbs up.
Overall, an already impressive premium ADV helmet has been made even better. The Arai XD-5 is available in XS-XXL in solid colors for $839.95-$859.95 and graphics for $949.95.
Since Husqvarna’s motorcycle division was acquired by KTM in 2013, the brand has produced some interesting-looking streetbikes with KTM components under the model names of Vitpilen (“white arrow” in Swedish) and Svartpilen (“black arrow”), both in 401 and 701 sizes. For 2024, the Husqvarna 801 Svartpilen naked bike upgrades the lineup with a 799cc parallel-Twin, a new frame, performance components, and new rider aids and technology.
The 401 and 701 models have used KTM engines, and that remains the case with the Svartpilen 801, which is powered by the liquid-cooled 799cc parallel-Twin LC8c with DOHC also found in the KTM 790 Duke and 790 Adventure. It has a bore of 88mm, a stroke of 65.6mm, and a compression ratio of 12.5:1, and Husqvarna claims the engine weighs only 114.6 lb without oil, contributing to the bike’s dry weight of just 399 lb. Also included are throttle-by-wire, a PASC slipper clutch, and an Easy Shift quickshifter, which can be deactivated.
The tubular chromium-molybdenum steel frame uses the engine as a stressed member to reduce weight and allow a lower seat height (32.2 in.), and the subframe is cast from aluminum with integrated air intakes located under the seat. Wheelbase is just 54.6 inches.
The WP APEX 43mm inverted fork offers 5.5 inches of travel and is adjustable for compression and rebound via easy-access five-step click dials located on top of the fork tube. In the rear, a WP APEX shock absorber provides 5.9 inches of travel and is adjustable for rebound and preload.
Braking is provided by J.Juan. Up front are dual 300mm discs paired with 4-piston, radially-mounted calipers, and in the rear is a 240mm disc with a 2-piston floating caliper. Bosch ABS comes as standard. The bike rides on 17-inch cast alloy wheels wrapped in Pirelli MT60 RS tires in 120/70-17 front and 180/55-17 rear sizes.
All these components are fitted into a scrambler-styled package with slim bodywork. A key design feature of the Svartpilen is the “split” that separates the frame and subframe, contributing to the bike’s unique appearance. Another interesting design feature is a light ring around the headlight, and all lighting is LED. The two-piece seat is narrow in the front to provide easy ground access, and the 3.7-gallon fuel tank has a stylized cover.
Standard equipment on the Husqvarna Svartpilen 801 includes the Easy Shift quickshifter, Bosch cornering ABS with Supermoto ABS Mode, cornering traction control, and three ride modes (Street, Sport, and Rain). Optional rider aids include a user-customizable Dynamic mode, an anti-wheelie mode with five levels, motor slip regulation, and cruise control.
Instrumentation includes a 5-inch TFT display, which automatically adapts to changes in environmental light. The TFT’s configuration can be rearranged for rider preference, and all ride modes and ABS settings are visible on the screen. The display also connects to the Ride Husqvarna Motorcycles app to access turn-by-turn navigation and phone and music functions. A USB-C charging port is also included.
The 2024 Husqvarna Svartpilen 801 has an MSRP of $10,899, and bikes will begin to arrive at dealers in April.
The Z500’s ergonomics allow for both upright riding when wanted and a somewhat tucked-in stance for sportier riding.
The 2024 Kawasaki Z500 is upgraded from the Z400 with a larger-displacement engine, sharper styling, new technology, a new seat shape, and more upgrades. The naked bike is now powered by a 451cc parallel-Twin with a claimed max 51 hp and 31.7 lb-ft of torque. It has a trellis frame and features a short-wheelbase/long-swingarm configuration, and it’s light weight at 366 lb for the standard and 370 lb for the SE version.
We got the chance to test the Kawasaki Z500 in and around San Diego and came away impressed with the bike’s nimble handling, extra torque, and comfortable ergonomics. Watch the video below to see the 2024 Kawasaki Z500 in action, and read our full review here.
The Indian Scout gets a major revamp for the 2025 model year. Five models are available, including the Scout Bobber pictured here, with prices starting at $12,999. Photos courtesy Indian Motorcycle.
The Scout is incredibly important to Indian Motorcycle. It’s the brand’s top‑selling platform, with more than 110,000 sold since its 2015 debut. It comprises more than 40% of Indian’s total sales volume and more than 50% of its international sales. And, crucially, it’s the entry point for Indian, with 93% of Scout customers being new to the brand.
So when Indian decided to give the Scout a full make‑over treatment, it wanted to avoid screwing up a successful formula. No surprise, then, that evolution of the Scout was a better approach than revolution.
The Scout’s principal designer, Michael Song, sweating the details over a digital sketch.
“We needed to make sure we didn’t mess it up,” explained Ben Lindaman, product director for the Scout platform. “People love it, so that’s what made the development process challenging.”
That said, the Scout’s new frame goes far beyond evolution. The former cast‑aluminum frame was cast aside for a tubular‑steel design, similar to what was done to the Chief platform in 2021. Chassis geometry remains similar, with a 29‑degree rake, 4.8 inches of trail, and wheels spread 61.5 inches apart.
Ben Lindaman, product director for the Scout platform, peruses the clay model used in development. Lindaman was the project manager for the first‑generation Scout.
The Scout’s new frame, while seemingly backward in technology, provides a much cleaner chassis design than the bulkier aluminum structure that looked blocky and awkward in the area behind the front wheel. Surprisingly, Indian says the weight of the steel frame is similar to the former aluminum one.
Ola Stenegard, Indian’s director of industrial design, explained the guiding principles of the Scout redesign: timeless; keep it simple and clean; customizing is key.
Stenegard noted how the “S” line from the steering neck to the frame’s downtubes was patterned after the original Scout, which debuted in 1920, as well as even earlier Indians. And by using a steel frame, the modification process for custom builders was simplified: “Customizing is the cornerstone of what we’re doing,” he said.
Most of what you need to know about the 101 Scout is found in its front end sourced from Indian’s FTR but with revised tuning. The dual‑disc Brembo brakes are in a different league from the other Scouts.
Some of the best design work is invisible. The subframe area below the seat remains aluminum, but it’s a new casting that now encloses most of the Scout’s electronics and supports the modular electrical system. This enables shorter wiring and prevents components from being scattered around the motorcycle, resulting in a cleaner overall appearance.
The subframe casting also ties together the chassis behind the engine for optimum rigidity, and it’s now common among all Scout models. So instead of model‑specific seat pans and bracketry, all Scout seats and fenders can be used across the platform, simplifying things for customers, dealers, and the aftermarket.
The inspiration for the new 101 Scout was the legendary 101 Scout from the 1920s.
Less revolutionary is the Scout’s rolling stock, with wheels, brakes, and suspension largely carried over from previous Scouts. Indian says the Scout’s 25.6‑inch seat height is the lowest in its class. Tank‑empty weights range from 522 lb (Bobber) to 571 lb (Super Scout).
All five models are equipped with antilock brakes, full LED lighting, and self‑canceling turnsignals. Versions with analog gauges now include fuel level and fuel economy readouts.
The Limited +Tech trim level includes Indian’s touchscreen TFT instrumentation. It’s equipped with Indian’s Ride Command system and offers configurable gauges, ride stats, turn‑by‑turn navigation, and optional Ride Command+ connected services.
To further expand customer choice, the Scout is available with different trim levels. The Limited package adds cruise control, traction control, selectable ride modes (Sport, Standard, and Tour), and a USB charging port for an extra $700.
More features are included in the $1,700 Limited +Tech trim level, which adds keyless ignition and Indian’s 4‑inch round touchscreen TFT instrumentation. Thus equipped, riders can access navigation and additional ride info, plus it can be configured to view alternate layouts. It’s standard on the Super Scout and 101 Scout.
Indian Scout SpeedPlus 1250: Engine & Tonic
The Scout’s liquid‑cooled 60‑degree V‑Twin received a comprehensive overhaul. At first glance, the SpeedPlus 1250 appears to be just a simple overbore, punching out the cylinders from 99mm to 104mm and retaining its 73.6mm stroke to displace 1,250cc (76.3ci), up from the previous 1,133cc.
Meet the SpeedPlus, the 1,250cc V‑Twin providing the motivational force behind every new Scout. Pictured here is the 101 Scout, which is said to produce 111 hp and is highlighted by special badging. The louvers on the heat shielding over the headers are a tasteful touch.
However, there are myriad internal changes for the SpeedPlus – Indian says it’s at least 70% new. A fresh cylinder‑head design ups the compression ratio and contains bigger valves operated by new camshaft profiles. At the bottom end, the crankshaft is 5.8 lb lighter, contributing to the motor’s significant 10‑lb weight loss. Importantly for servicing access, the valve covers can now be removed without splitting the frame, and checking oil levels is made simpler with a new sight‑glass window.
The left side of the engine shows a tight induction area, and Indian engineers admit there’s top‑end power on the table for anyone who dares to open it up. Just below the seamless fuel tank is the power button to activate the keyless ignition module.
The old 2‑into‑2 exhaust system has been ditched in favor of a single large muffler. It looks bulkier, but it’s designed to be much easier to replace with aftermarket systems. The bike’s catalytic converters are contained in the junction prior to the muffler, so a simple swap to a slip‑on exhaust retains clean emissions even if noise might exceed regulations.
Behind this cover is the Scout’s new slip/assist clutch, which reduces lever effort and allows the clutch to slip in the event of high‑rpm downshifts.
Horsepower has been boosted from 100 to 105 hp. More important to regular riding duties is the engine’s 14% torque bump, jumping from 72 to 82 lb‑ft. Torque reaches its peak at 6,300 rpm, while peak ponies arrive at 7,250 revs, long before the 8,500‑rpm rev limiter kicks in. The 101 Scout has special electronic tuning that nudges its peak output to 111 hp, a tune that other Scouts can get via a dealer reflash for $219.99.
The Scout’s new 2‑into‑1 exhaust system is a sure sign you’re looking at a 2025 model.
Transmission duties are handled by a new slip/assist clutch that reduces lever effort and prevents rear‑wheel hopping during sloppy downshifts. The engine’s drive sprocket has its tooth count reduced by one, yielding slightly shorter overall gearing for punchier acceleration.
Advanced fluid dynamic testing allowed Indian to design a radiator 22% smaller to fit neatly between the frame rails yet retain the bike’s cooling capabilities.
Indian Scout Test Rides
Now it’s time for the fun part of motorcycle journalism – riding the new bikes! We set off on the Bobber, Classic, and Super Scouts for a trip through San Francisco and then south to oceanside Santa Cruz for an overnighter.
The next day, we took a return journey along twisty roads on the Sport Scout before a stop at the famous motorcycle hangout Alice’s Restaurant. After a quick lunch, we mounted up on the headliner of the platform, the 101 Scout, and tore up some more twisty roads before jumping on the freeway for our return to San Fran.
Indian Scout Bobber: The Rebel
The Bobber looks imposing with its fat front tire, low handlebar, and blacked‑out trim, so it’s easy to see why it has been the Scout’s best‑selling model. Its appearance is augmented by short‑cropped fenders for an aggressive look, and its headlight is capped with a minimalistic nacelle.
The Bobber cuts a dashing profile in the cut and thrust of the city. The low handlebar puts a rider in a gunfighter forward stance that will suit some but not all. Bar risers, available from Indian on other models, will bolt right on.
Our test bike was equipped with the Limited +Tech package, so no key was needed to fire it up. The 60‑degree V‑Twin sounds deep and authoritative, but it lacks the loping cadence of narrower vee angle motors like Indian’s Chief and most Harleys.
The new slip/assist clutch in the Scouts is an impressive upgrade. Pulling in the lever is an action repeated hundreds of times during a ride, and the Scout’s requires only minimal effort. Additionally, its slipper function kept the rear wheel turning even when dumped at obscenely aggressive revs during downshifts.
Once underway, the Bobber feels similar to the previous version, as its weight and geometry have barely changed, and its suspension, brakes, and tires haven’t at all. While I appreciate the butch look of the chunky Pirelli MT60RS tires, the tall sidewall of the 130/90‑16 front tire attenuates front‑end feedback.
The Scout Bobber looks undeniably tough. Starting at $12,999, it’s great value for an American‑made cruiser.
The underslung bar‑end mirrors were out of eyeshot without looking downward, and they’re in danger of scuffing the fuel tank at full lock. Happily, they can be easily switched to locations above the handlebar by swapping sides. Either way, you’ll be looking at empty perches above the bars where mirrors are mounted on the Classic and Super Scouts.
Riding through town didn’t allow for delving deep into the powerband, but the SpeedPlus impressed with its beefier reactions to small throttle inputs. The Scout now has the mid‑rpm juice to feel like it has even more than 76ci at its disposal.
Tackling Lombard Street in San Francisco, “the crookedest street in the world,” featuring eight hairpin turns on the steep one‑block section. It supposedly attracts 2 million visitors annually, but they all must go downhill on the one‑way road. We’re special.
The fuel‑injection tuning was mostly good, but some of our pre‑production bikes occasionally stalled while mired in traffic. Indian promises a more finely tuned EFI map in its production models. Otherwise, throttle response was excellent.
The Bobber is a fun ride, but it comes up short – literally – in terms of rear‑suspension compliance. To achieve its low‑slung look, it is fitted with shocks that deliver just 2 inches of travel; every other Scout model has 3 inches of stroke. It’s true what some say: Even 1 inch can make a big difference in performance.
Indian Scout Classic: The Traditional One
If you’re a rider who hasn’t yet warmed to dull colors and matte‑black trim, turn your head toward the Scout Classic. Instead of the Bobber’s tough‑looking colorways, the Classic responds with brighter paintwork and plenty of chrome accents. Full fenders – rather than bobbed ones – are gracefully old‑school. Prices start at $13,999.
The Scout Classic glistens with chrome finishes and bright colors. Also note its traditionally styled flowing fenders and perch‑mounted mirrors.
Both bikes use 16‑inch front and rear wheels, but the Scout Classic substitutes 40‑spoke wire wheels for the Bobber’s cast‑aluminum hoops. And rather than the dirt‑track‑inspired Dunlops on the Bobber, the Classic is fitted with Pirelli Night Dragon tires that proved to be more responsive and easier to steer.
The Scout Classic I rode was fitted with a windshield and saddlebags from Indian’s accessory catalog.
I found the riding position of the Classic preferable over the more compact arrangement on the Bobber. Its bars are placed higher, which makes the bike slightly easier to steer and maneuver in tighter spaces at low speeds.
The Scout Classic (and every other Scout) proved that 3 inches of travel is considerably better than the 2 inches on the Bobber. Meanwhile, the SpeedPlus drivetrain continued to impress, and for some reason, the engine never died on me like the Bobber’s.
Indian Super Scout: The Versatile One
The Super Scout takes its inspiration from the Super Chief, as they’re both equipped with a windshield, saddlebags, and a passenger seat to make them suitable for two‑up travel. And on a warm day the windshield quickly detaches for wind‑in‑the‑face riding.
The Super Scout looks like a traditional cruiser but can really scoot when prodded.
Like the Scout Classic, it has chrome finishes, longer fenders, a higher handlebar, and wire‑spoke wheels. And that appreciable extra inch. All that adds up to the heaviest Scout model, scaling in at 571 lb. Prices start at $16,499.
Significant others will appreciate the passenger accommodations and the roomy saddlebags accessed with quick‑pull tabs. Indian says the previous Scout bags can fit inside these new ones.
The handlebar placement felt neutral to my hands, and the seat felt good to my…seat. Chrome mirrors on perches aren’t my style, but they kept my rearward view unobstructed. The Super Scout’s windshield produced more noise than the accessory shield fitted to the Scout Classic I rode.
The Super Scout is a smaller‑scale version of the Super Chief and is suitable for light touring duties. It’s fitted with saddle-bags, a quick‑detach windshield, and a rear seat.
Like the Bobber, the Super rolls on the same chunky Pirelli MT60RS rubber, and again I didn’t warm to their duller responses as compared to the Night Dragons. Also feedback from the brakes was dull, the front in particular. While braided‑steel lines provide a firm lever, the Scout’s brakes are average at best.
Indian Sport Scout: Going Rogue
Remember the Scout Rogue introduced in 2022 (see our June issue), which was equipped with a quarter fairing, drop‑down mirrors, and a 19‑inch cast‑aluminum front wheel? Well, that formula can be found in the new Sport Scout, which reprises an Indian model name from the 1930s.
The Sport Scout provides a terrific balance of style and sport. Note the side‑mounted license plate holder that cleans up the bike’s tail and neatly folds sideways for parking in tight confines.
This new model also receives different ergonomics. Machined triple‑clamps fitted with 6‑inch risers and a moto‑style handlebar put riders in an aggressive posture. A sport‑style seat has a taller rear section to keep riders aboard when accessing the strong power available from the SpeedPlus.
The Sport Scout is blacked‑out like the Bobber, resulting in a menacing appearance augmented by the Rogue‑like quarter fairing.
On the road, the engine and transmission feel well‑suited to the Sport Scout. Although down on ponies compared to the 121 hp of Harley‑Davidson’s RevMax in the Sportster S, the Indian motor generates more vibration and exhibits a character more in line with a cruiser.
The Sport Scout’s best asset is the neutral steering feel provided by the 130/60‑19 Metzeler Cruisetech front tire. Going to a shorter‑profile tire enhances the feedback felt at the bars, and this arrangement was preferable over the chunky 16‑incher on some other Scouts.
Like the other Scouts, the 528‑lb Sport Scout retains its composure while leaned over in corners.
With prices starting at $13,499, the Sport Scout has the potential to topple the Bobber from the top of the sales charts – it would be my target if walking into an Indian dealership. Sure, its quarter fairing provides more style than wind protection, and I’d have to dig out extra dollars for the extra tech features I’d want to have, but it has the best capabilities‑per‑dollar ratio of any American motorcycle.
Indian 101 Scout: A Legend Reborn
The 101 Scout is perhaps the most revered Indian motorcycle ever made, so reviving the historic nameplate wasn’t taken lightly. With a special tune claimed to deliver 111 hp, the result is the highest‑performing Scout to date.
I found my happy place on a twisty road while riding the new 101 Scout. The Pathfinder LED headlight on the 101 leads the way.
In a nutshell, the 101 Scout is a Sport Scout with the front end of an Indian FTR bolted on. That not only brings the security of an inverted fork with a full range of adjustability, but also a front‑brake setup that shames the capabilities of the other Scouts. Instead of a single disc with a 2‑piston caliper, the 101 has dual 320mm discs bitten by a pair of 4‑piston Brembo radial‑mount calipers. The increase in power and feedback is astonishing.
Like the Sport Scout, it has black 6‑inch risers with machined highlights and a moto‑style handlebar, providing purposefully aggressive ergonomics. Unlike other Scouts, the 101 has piggyback shocks that are adjustable for preload and rebound/compression damping. It also sets itself apart with a custom‑stitched gunfighter‑style solo seat and exclusive 101 Scout badging, paint, and graphics.
The new 101 Scout is the fastest production Scout ever offered from the factory. It retails for $16,999, the exact price of Harley‑Davidson’s Sportster S.
I wish I could tell you that the 101’s engine tuning felt much more powerful compared to its lesser siblings, but the difference is felt only at the top of the rev range, a zone rarely accessed on public roads. I couldn’t tell the difference when riding at casual revs.
There is a more notable improvement with the 101’s suspension, especially at the rear end. The fully adjustable shocks provided extra control, and bump absorption got even better after I dialed up their rebound damping via the hand‑adjustable clickers.
Rear suspension is provided by ZF shocks with gold-anodized piggyback reservoirs that are topped by hand‑adjustable compression‑damping adjusters. Rebound damping is adjusted via a knurled knob at the bottom end of the springs.
The only negative to the 101 Scout is that the extra brake caliper and rotor adds weight to the front wheel, causing the bike to steer slower than its brethren and feel slightly less agile. I believe a single‑rotor Brembo setup would provide significantly improved braking performance relative to the other Scouts, but Indian contends that customers for a bike like this demand dual discs.
Indian’s goal with the 101 Scout was to reset the bar for American V‑Twin cruisers, and it succeeded. It offers more performance than any production Scout, and it does so with unrivaled capability and style.
Talent Scout
If you’re gonna proudly yell “Made in America” when buying a mid‑size cruiser, your choices are limited. Indian makes a solid case for itself with these new Scouts, and it intends to become the market‑share leader in the segment. After riding the new Scouts, that seems likely.
The Scout’s 3.4‑gallon fuel tank gets a makeover, featuring nicely sculpted surfacing and a new console. Note the spin‑off fuel cap that replaces the previous hinged design for an old‑school touch.
Harley‑Davidson’s 975cc Nightster has a starting price of $13,499, $500 more than the Scout Bobber. But with 91 hp and 72 lb‑ft of torque, it’s significantly down on power. The MoCo’s Sportster S has 10 extra horses over the 101 Scout and is priced identically, but its 2 inches of rear suspension travel comes up short – there’s that extra inch again.
The revamped Scout lineup features an all‑new frame and a comprehensively revised engine.
The new Scouts improve on the previous admirable Scouts in every important aspect: performance, style, execution, and desirability. Lindaman, the Scout’s product director, said this redesign should extend the Scout platform for another 10‑year run.
Somewhere along the line I’d like to see a cheaper version of the 101 Scout with a single‑disc Brembo brake setup and a pair of shocks with 4 inches of travel, which I was told would fit without further modifications. Until then, I’d be thrilled with a (very) long‑term 101 Scout loaner.
Alongside the MOTUL FIM Superbike World Championship at the legendary TT Circuit Assen was the Northern Talent Cup, as the Cup launched its 2024 campaign in style. It was as dramatic as you’d expect at the incredible circuit combined with ever-changing weather conditions, with Antoine Nativi (Racing Nativi Team) taking the Race 1 victory and Tobias Kitzbichler (Racingteam Kitzbichler) winning Race 2.
RACE 1: Nativi storms to opening win of 2024
Antoine Nativi (Racing Nativi Team) won the first Northern Talent Cup race of the weekend in Assen, his maiden victory in the category. The Frenchman was fastest ahead of polesitter Thias Wenzel (Kiefer Racing) and local hero Jurrien van Crugten (BB64 Academy) in the wet race interrupted by a red flag.
The NTC grid were all on wet tyres, but without Kyano Schoo (KS-Racing) and Delano Greven (DG Motorsport), both Dutchmen having failed to meet the minimum qualifying time, so it was just 22 drivers who started the thirteen-lap race.
Fast as lightning off the line, Thias Wenzel opened a gap immediately ahead of teammate Binder (Kiefer Racing) and Kitzbichler (Racingteam Kitzbichler) behind. On lap 3, Anakin Zelenak (Mass Sports Racing by JRP Motorsport), having made up six positions, crashed out of third place. Rider OK. With seven laps to go, Van Crugten was up to second behind Wenzel, but with a three-second gap to the leader. Just as it looked like Van Crugten might make a push for the lead, Irmscher (Racingteam Irmscher) crashed out of eighth and the race was red-flagged. Rider OK.
On the restart of five laps, it was Wenzel and Binder with good starts off the line, with the Swiss taking the holeshot. The teammates battled it out until the German asserted his place at the front, though he couldn’t make a gap to the rest of the field. Van Crugten, who got a terrible start that saw him outside the top ten had risen through the field quickly and within a few laps was on the back wheel of the race leader.
On the last lap, a fierce four-rider battle raged behind between Nativi, Van Crugten, Phommara and Wenzel. In the final sector, Phommara went with an audacious move around the outside of Van Crugten and Nativi that almost saw him take the lead into the final chicane. It wasn’t to be though, as Nativi held his line and in a close finish took the chequered flag ahead of Van Crugten, Wenzel & Phommara. Van Crugten was adjudged to have exceeded the track limits on the last lap at Turn 17, following contact with Phommara (Phommara-Racing), so Wenzel was classified second and Van Crugten had to settle for third, and the final podium place.
Phommara, Kitzbichler and Binder completed the top six in this five-lap race. Local rider Tom Kuil (Zelda People Racing) finished 11th in the first race of the weekend.
RACE 2: rookie Kitzbichler shines in the Netherlands
Race 2 was won by Tobias Kitzbichler (Racingteam Kitzbichler) in stunning fashion, having led from the first lap until the end unchallenged. The Austrian crossed the finish line first after fourteen laps at the TT Circuit Assen, ahead of Dutchman Van Crugten (BB64 Academy) and Frenchman Nativi (Nativi Racing Team).
With the same grid as Race 1, in similar conditions, and with each rider that much more experience on the new Honda and in the tricky weather, the stage was set for an exciting rematch. The two Kiefer Racing teammates Wenzel and Binder made great starts and seemed to yet again establish themselves at the front of the race. Would it be a repeat of Race 1? Not exactly. On lap 1 the Kiefer teammates were left in the dust of a charging Kitzbichler who roared past and disappeared into the distance, 1 second a lap faster than his nearest rival for the first 10 laps.
Behind the Austrian, and with 10 laps to go, a battle for second place was shaping up between Van Crugten, Antoine Nativi and Ferre Fleerackers (Junior Black Knights). The Dutchman, struggling with the clutch at the start, had dropped as low as 21st, but like a rocket ship, he weaved his way through the field so that within five laps he had already joined the group fighting for second place.
In the end it was Van Crugten who came out on top of the compelling battle for second place. He finished just over six seconds behind Kitzbichler, but just ahead of Nativi and Fleerackers. Behind this trio, though at some distance, and completing the top seven, were Binder (Kiefer Racing) in fifth, Phommara (Phommara-Racing) in sixth and polesitter Wenzel (Kiefer Racing) in seventh place.
At the end of a successful first weekend for the NTC Frenchman Antoine Nativi sits atop the standings with 41 points ahead of Kitzbichler & Van Crugten, tied for second with 36 points each.
The Northern Talent Cup now looks forward to Round 2 at the Sachsenring in just under two weeks.
Andrea Iannone (Team GoEleven) continued to shine in the MOTUL FIM Superbike World Championship, even if the sun didn’t too much at the TT Circuit Assen. Fourth place in Race 2 was the highlight for ‘The Maniac’ during the Pirelli Dutch Round but his pace when the rain started to come down during that race was phenomenal, as the Italian hauled himself up the order to fight for the podium places.
With conditions all weekend inconsistent, even during races, it was hard for riders and teams to understand setups and tyres as they would have in a completely dry or completely wet weekend. Iannone’s Tissot Superpole result on Saturday was P9 – just over a second off the pace – with this his first visit to Assen in WorldSBK, and no prior testing at the venue unlike Phillip Island and Barcelona. Iannone showed strong pace in Race 1 before a Turn 3 crash forced him out of the race.
On Sunday, with the skies a little brighter for WorldSBK despite some rain hanging in the air, Iannone dropped to P15 in the Superpole Race before fighting back in Race 2. As he dropped outside of the top nine in Sunday morning’s race, he started from 11th with Michael Ruben Rinaldi (Team Motocorsa Racing) taking tenth after he also fell out of the top nine. However, in mixed conditions as the rain fell in the second part of the race, Iannone surged through the field to claim fourth place.
Reflecting on his weekend, Iannone said: “It was a really strange weekend because the weather was crazy! In any case, we tried our best. On Saturday, we made a mistake unfortunately because we had really good potential. I thought we were better than Sunday. Saturday was important for Sunday because we learnt. I think we closed the round in a good way with a good feeling. In the Superpole Race, I destroyed the tyres immediately on the first lap, so in the second race we finished well and fought for the podium and victory. We are competing with the factory teams, this is good. We achieved a great result.”
The WorldSBK rookie was also asked about his feeling in the wet but drying track conditions, or when a small amount of rain was falling, with Iannone happy with how he performed in the challenging conditions despite still learning on his Panigale V4 R. He said: “My feeling was good, also on Saturday, with the half and half conditions, so the feeling with the bike is really good. Sometimes we feel a bit more inexperienced because we don’t have data like everybody, it’s my first year in WorldSBK and everything is new. We’re learning every day. We want and need to try to fight for victories. In the end, it’s important we always remember that this is my first year.”
950 races, which therefore means 950 stories, battles, winning celebrations and magical moments, coupled for some with ‘what could have been’, disappointment and dejection. Race 2 marked a big moment in the history of the MOTUL FIM Superbike World Championship, with the 950th race being an absolute belter from start to finish at the TT Circuit Assen. In this feature, we’ll break down the eras in a different way, with particular focus on the modern era and the current generation of riders.
BACK TO THE START: those early beginnings
Fred Merkel, Raymond Roche and Doug Polen were early dominators of the Championship, clinching the first five titles between them as WorldSBK found its feet in the world of motorsport. This new attractive brand of racing went across the world from the UK to New Zealand, Canada to Australia and everywhere in between. Come the end of this five-year period, one rider emerged onto the scene and a new era was about to begin with Carl Fogarty.
AFTER 100 RACES: the ‘Foggy’ era begins
Carl Fogarty became a poster boy not just for World Superbike but for motorcycle racing; one of Ducati’s first legends and one of Britain’s biggest sporting names, the Englishman packed out grandstands, raced harder than anyone before him and had some of the spiciest rivalries in the sport’s history, such as with Aaron Slight, John Kocinski and Pierfrancesco Chili, to name all but a few. The first ‘Golden Era’ of World Superbike, Fogarty took four titles with Ducati in 1994, 1995, 1998 and 1999, whilst the likes of Corser and Kocinski stopped him in 1996 and 1997 respectively. By the end of 90s, WorldSBK was nearing to 300 races with it being some of the purest motorsport around but new breed was coming at the turn of the millennium.
PROJECT 2000: the start of new era
Whilst Colin Edwards, Noriyuki Haga, Corser, Chili and the like had been around for a while, the 2000 season saw them all go head-to-head for the title on new bikes and a new sound of Superbike. Troy Bayliss was the new kid on the block though and ripped up the form guide as soon as he landed full-time to replace Fogarty, who’s career ended after a crash in Australia. Bayliss’ addition to the Championship would form one of the great rivalries of all time with Edwards, with them duking it out in style, building to the crescendo of Imola and 2002 – one of the Championship’s most famous races. In this period, Neil Hodgson found a second wind and would go onto become 2003 Champion, whereas James Toseland became the youngest ever to be crowned in 2004. Troy Corser was back to his best as huge manufacturer support returned in 2005, picking up the title with Suzuki. After a spell in MotoGP™, Bayliss was back and took the title in 2006, Toseland doubled up – for Ten Kate Racing – with the title in 2007, whilst Bayliss took a third and final title in 2008, retiring.
NEW LOOK: Spies, Biaggi, Checa, Sykes and Rea
2009 was a huge generational change for WorldSBK; Ben Spies came in as a rookie to Yamaha and with his own crew chief from America – Tom Houseworth – denied Haga the elusive first title in a classic year. A year later and it was Max Biaggi and Aprilia who once again ruled the world before Carlos Checa came good in 2011. ‘Roman Emperor’ Biaggi clinched 2012 by just half a point from Tom Sykes, who in-turn would go on and win in 2013 and finish runner-up to Sylvain Guintoli in a tense 2014 battle. However, the era of Jonathan Rea and Kawasaki loomed large form 2015 onwards, as he wrapped up title after title and won battle after battle against Chaz Davies and Ducati. A fourth title in 2018 saw him be the first since ‘Foggy’ to do so, albeit this time, it was consecutive. He also set a new win tally record but things were about to get different from 2019 onwards.
A TRUE NEW ERA BEGINS: WorldSBK current ‘Golden Era’
In 2019, MotoGP™ star Alvaro Bautista joined the WorldSBK family and the Aruba.it Racing – Ducati team; he won the first 11 races and was looking on course to take the title before a series of crashes and an injury saw him reeled back in by Rea who took a fifth title. The Ulsterman took that title at Magny-Cours, where another star really emerged: Toprak Razgatlioglu. Already a STK600 Champion and WorldSBK podium finisher, Razgatlioglu won an epic last lap battle in both Race 1 (WorldSBK’s 800th race) and the Superpole Race – new since 2019 – to win from 16th on the grid. A monster had been unleashed and Toprak was soon on his way to Yamaha where the gloves really would come off.
Winning his first race for the Japanese manufacturer in Australia and Race 1 at Phillip Island in 2020, Toprak wouldn’t mount a title charge as he adapted to the bike but was back on-song for the end of the year. After parting ways with Ducati, Alvaro Bautista struggled at Honda, whereas Scott Redding replaced him at Ducati and took the title fight until the last round, ultimately being beaten by Rea and Kawasaki, who took a sixth title – and last – together. 2021 however, was different, with Toprak and Yamaha re-writing what was possible in terms of battling. An emotional showdown in Indonesia saw the Turkish rider crowned for the first time after a season-long fight with Rea, who saw his streak ended. One of WorldSBK’s greatest seasons and fiercest rivalries, who knew what was to come.
TITANIC TRIO ERA BEGINS: the greatest three-way rivalry ever
Alvaro Bautista back at Ducati, Razgatlioglu and Rea staying at Yamaha and Kawasaki respectively, we were in for a proper treat. All three knocked spots off each other like we’d never seen before, with Estoril in 2022 being a particular highlight of ruthless fighting and ‘never say never’ racing. Hitting the 900th race in Race 1 at Mandalika, Razgatlioglu won again to keep his title hopes alive but it was Bautista who was crowned Champion at long last in Race 2, 16 years after his first title in the 125cc Championship. 2023 and Bautista wore the #1 plate and successfully defended against Razgatlioglu, with both battling harder than we’d ever seen before. Most, Portimao and Jerez all pulling at the emotions of all as the two provided some of the best motorcycle racing ever seen in this Championship and beyond. At the close of 2023, it was all change to halt Bautista.
2024’s NEW ERA: new rules, new look, new line-up, new stars
With weight rules coming to balance performance, Toprak making a bold switch to BMW and Rea, after an unprecedented amount of success with Kawasaki, swapping to Yamaha, 2024 was always going to be spectacular. Add into the mix the return of Andrea Iannone (Team GoEleven), the graduation of Nicolo Bulega (Aruba.it Racing – Ducati) and the addition of Sam Lowes and the ELF Marc VDS Racing Team), it was impossible to see how it could play out. So far, we’ve had five different winners, eight different riders on the podium, three last lap battles for victory, new race winners and a return to the top for BMW – and we’ve only had three rounds and nine races. WorldSBK is off the charts in 2024 with some of the most emotional stories, hardest racing and craziest finishes we’ve ever seen. Six points split Championship leader Alvaro Bautista and Toprak Razgatlioglu, with rookie Nicolo Bulega in third. We’re in for a truly unmissable grandstand finish.
Watch Assen from wherever you are and whenever you want with the WorldSBK VideoPass!
The 2024 MOTUL FIM Superbike World Championship season continues to be a breath-taking campaign, with unpredictability the name of the game so far. Three winners from three races came at Assen, including a shock Nicholas Spinelli (Barni Spark Racing Team) victory after a tyre gamble paid off, and now attentions are turning to the Misano World Circuit “Marco Simonelli” for the Pirelli Emilia-Romagna Round. So, make sure you get your tickets HERE for the reasons listed below!
WHO WILL FIGHT AT THE FRONT? Anyone’s game, still…
While some names have been at the front consistently in 2024, others have been just behind and occasionally mixing it with the lead group. Three winners at Assen – Spinelli, Alvaro Bautista (Aruba.it Racing – Ducati) and Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) – prove the point well that anything can and will happen in WorldSBK in 2024. Who will join the fight at Misano?
WINNER AND PODIUM FINISHERS IN 2024: five victors, nine on the rostrum…
Only nine races into the season but there have been five different winners, with Alex Lowes (Kawasaki Racing Team WorldSBK) and Nicolo Bulega (Aruba.it Racing – Ducati) joining the list, and nine on the podium. Andrea Iannone (Team GoEleven), Andrea Locatelli (Pata Prometeon Yamaha), Remy Gardner (GYTR GRT Yamaha WorldSBK Team) and Danilo Petrucci (Barni Spark Racing Team) have also stood on the rostrum, with a huge chunk of the field in contention for top spots.
THE ON-TRACK ACTION: overtakes everywhere you look
Phillip Island, Barcelona and Assen have all had one common theme: new overtaking hotspots are being created at unusual places. Fully expect this to continue at Misano with the competition as fierce as ever at the front of the field.
IANNONE TO THE FORE: a maiden WorldSBK win on home soil?
‘The Maniac’ has proven he’s still got his talent despite four years out of competition, and what better place for Iannone to claim a maiden WorldSBK win on home soil? His MotoGP™ record there wasn’t great, with two DNFs and a best of fifth between 2013 and 2019, but after leading races early on in his WorldSBK career, he’ll be hoping for success at Misano.
PADDOCK SHOW AND ENTERTAINMENT
As ever, the WorldSBK Paddock Show will feature at Misano and it’s your chance to be at the heart of so many moments. Podium celebrations are the highlight, but there’s so much more: meet and greet sessions, interactive activities and games also take place there between the track action.
A FIRST MISANO WIN FOR BMW? the history books are being re-written…
BMW had never won in Barcelona until 2024, nor had they won at Assen until this season. A huge step forward means they’re now in contention and next up is another track they’re yet to win at. Can Razgatlioglu or teammate Michael van der Mark (ROKiT BMW Motorrad WorldSBK Team) make it a hat-trick of first-time circuit wins for the German brand?
A CLASSIC CIRCUIT: it really has everything
From high-speed corners, low-speed hairpins, overtaking opportunities galore and everything else, there’s nothing the Misano layout misses. Lap times can be made in different ways at the legendary venue, so expect races to ebb and flow between several riders and bikes as they all utilise their strengths in different ways.
BASSANI’S TRADITIONAL STEP FORWARD: aiming for a repeat of previous years
Axel Bassani (Kawasaki Racing Team WorldSBK) has made a habit of kickstarting his season at Misano. In 2021, it was his first top-ten finishes in WorldSBK. A year later, he got his first top-four finish of the year there and in 2023, his first rostrum of the season. He has two top-ten finishes on Kawasaki machinery as he continues to adapt to the ZX-10RR and did fight at the front in tricky conditions at Assen. Will history repeat itself for ‘El Bocia’ at Misano to surge up the order?
RINALDI AIMING FOR A STRONG RESULT: a previous winner at Misano…
Michael Ruben Rinaldi (Team Motocorsa Racing) has had some flashes of brilliance in 2024, but not consistently. Next up he’s a track he’s won at twice, both in 2021, and has seven podiums at. With the Motocorsa Ducati outfit proving they could fight at the sharp end with Bassani in previous seasons at Misano, they’ll be hoping for the same in 2024.
STUNNING COASTLINE, PLENTY TO SEE: something for everyone
Heading to Misano in June means catching the start of summer – hopefully at least – and what better place to mark it? Just a few kilometres away from the stunning Adriatic Coast makes it perfect for the weather, but Misano Adriatco also has its own appeal. There’s plenty to do in the region, so why not combine it with the thrills of WorldSBK?
DON’T MISS OUT: get your tickets for the Emilia-Romagna Round right HERE!
Spanish rookie Gonzalo Sanchez made an excellent return to the top step of the podium in the second race of the FIM Yamaha R3 bLU cRU World Cup at the TT Circuit Assen after a disappointing DNF in Race 1.
Race 1 winner Marc Vich made the best launch from the line and took an early lead, pulling a gap of one second over the pack before the end of the first lap, but Sanchez was quick to catch his compatriot and make his own bid for the race win. By lap four the Spanish duo had pulled a gap of 3.8 seconds over their rivals, who were in a big group ranging from third to 11th. This group swapped places many times over the course of each 4.5km lap and was more hectic than the relative calm at the front with Vich and Sanchez.
Saturday’s winner Vich held firm for the bulk of the 10-lap race, using his experience and track knowledge to put in smooth and quick laps. Although he led on laps two and three, Sanchez preferred to sit behind his rival, following his lines and waiting for the optimum moment to make a move on a circuit he has never ridden before. This moment came on the last corners of the final lap of the legendary Dutch track when he slipped past Vich. The 15-year-old rookie managed to defend his position into the Geert Timmer chicane and take his third win of the season.
After earning 25-points on Saturday Vich added to his impressive haul with second, just +0.018 behind Sanchez. After a tremendous group battle it was Brazil’s Eduardo Burr who came through for another rostrum result in third. Takumi Takahashi was fourth and Dorian Joulin took fifth after a penalty for Dawid Nowak on the final lap.
The Netherlands’ Indi Schunselaar had a disappointing end to his home race weekend when he suffered a crash at Turn 17 on the third lap.
Round 3 of the FIM Yamaha R3 bLU cRU World Cup will take place at Misano World Circuit from June 14th-16th.
Gonzalo Sanchez, Race 2 Winner, said: “I’m back in business! I’m so happy to be back on the top step, especially after yesterday which was hard with the crash. Yesterday evening I spent a lot of time with my team working on the strategy, I had confidence in myself and I pushed very hard during the whole race and this is the result! It wasn’t easy because I have never been to this circuit before, but I studied and did everything I could to learn it in the wet and dry. I need to thank everyone who makes it possible for me to be here, and especially those who support me even in the hard times.”
Alvaro Bautista (Aruba.it Racing – Ducati) ended the Pirelli Dutch Round with a Tissot Superpole Race victory and a second place in Race 2, leaving him delighted heading into his team’s home round next time out. The results have given him the MOTUL FIM Superbike World Championship standings lead over Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) by just six points after a dramatic Sunday at the iconic TT Circuit Assen.
Bautista started the Superpole Race from seventh place and found himself as low as ninth on the first lap after running wide while trying to pass former teammate Michael Ruben Rinaldi (Team Motocorsa Racing), but soon charged up the order to move into second place with a few laps to go. From there, he set his sights on 2024 teammate Nicolo Bulega out in front. He made light work of the #11, passing him through the final sector before pulling out 2.6 seconds on his rookie stablemate.
That set him up for Race 2 with first place on the grid and he took advantage of that to lead through the opening few laps, before the rain started to fall to add an extra dimension to the race. Lots of riders took turns leading – Bautista, Razgatlioglu and Remy Gardner (GYTR GRT Yamaha WorldSBK Team) included – with the last two Champions fighting for victory. In the end, it was the #54 who claimed the win after passing Bautista on Lap 16 at the Geert Timmer Chicane.
Reflecting on his win and podium on Sunday, Bautista said: “Race 2 was like all weekend, really tricky and difficult because conditions were really changing. In the morning Superpole Race, I had a good feeling with the bike, and I could push 100%. The conditions were more stable than the rest of the weekend. It was the first time we had normal conditions. I enjoyed it, especially the first laps where I battled a lot with other riders to make a really impressive comeback. In the afternoon, I had a good start. I tried to keep my pace. I was quite confident, making good lines, but then it started to rain a little bit and it basically never stopped lightly raining during the race. In one part of the race, it started to rain a bit harder in some areas. We slowed down a little bit, then, after I tried to push again, I think the rear tyre cooled down too much and I couldn’t get the temperature to push at the end, so I didn’t have the same feeling as the start of the race. To finish on the podium was important. It’s been a really tough weekend.”
The results on Sunday mean Bautista has taken the Championship lead for the first time this season, after a difficult first couple of rounds for the reigning Champion. He leads Razgatlioglu by six points with Bulega in third, the smallest gap between the top two after nine races since 2020, when Jonathan Rea (Pata Prometeon Yamaha) led Scott Redding (Bonovo Action BMW) by just four points.
With the lead in his pocket, Bautista explained what he wants to achieve next time out at Misano. He said: “I think you can expect what you want to expect! What’s important for me is in Barcelona, we found something that helped me to ride like I wanted again and also here we used the same base setup as Barcelona because in this weather, we couldn’t work on the bike. At Misano, I hope to have better or more normal conditions and try to take a step forward. In the end, the results are the consequences of the good work.”
Don’t miss any action from Misano next time out and throughout 2024 using the WorldSBK VideoPass!
