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Weekly Moto News Wrap with Smarty

December 25, 2018 mcnews Leave a comment

Moto News Wrap for December 25, 2018 by Darren Smart

Proudly brought to you by Dunlop Geomax

What Went Down Last Week?

2019 AORC Support Classes and SA Location Announced
Yamaha backs New 2 Stroke Nationals Series For 2019
Taree Kicks Off 2019 Dirt Track Season
McAdoo Slots in for Injured Sexton at Geico Honda
Kawasaki’s Off-Road Programs Expands in USA
Kyle Chisholm Signs with H.E.P. Motorsports Suzuki for 2019
Stefan Everts Up-Date

2019 AORC Support Classes and SA Location Announced

AORC Omeo Luke Styke — Luke Styke – AORC Omeo 2018

Motorcycling Australia (MA) has confirmed Coonalpyn, South Australia as the location for rounds 8 & 9, running from August 30th to September 1st.

Expanding from two to three weekends running across Rounds 1 & 2, 3 & 4, and 10 & 11, the new and improved 2-Stroke Cup will cater to bikes ranging from 125cc up to 250cc. 2019 will also see the return of the Pony Express (All Powers) supporting class which will run at Round 7 of the 2019 AORC season at Broken Hill.

The Vintage (Evo Pre 86) supporting class will run to the same format as seen in 2018. Featuring at Round 3 and 4 in Dungog, New South Wales (NSW) as an Enduro, the Vintage class will run as a precursor to the Vintage Enduro at the Australian Four Day Enduro (A4DE), held the following month.

All other classes from the 2018 season will remain unchanged for 2019 and Supplementary Regulations will be released in early 2019.

2019 AUSTRALIAN OFF-ROAD CHAMPIONSHIP CALENDAR

Round 1 & 2: Gympie, QLD – 9 – 10 March 2019
Round 3 & 4: Dungog, NSW – 6 – 7 April 2019
Round 5 & 6: Kyogle, NSW – 20 – 21 July 2019
Round 7: Broken Hill, NSW – 10 – 11 August 2019
Round 8 & 9: Coonalpyn, SA – 31 August – 1 September 2019
Round 10 & 11: Penshurst, VIC – 14 –15 September 2019

Support Classes (*only at selected rounds)
2-Stroke Cup (125cc and 250cc) (*Round 1 & 2, 3 & 4, 10 & 11)
Pony Express: All Powers (*Round 7)
Vintage: Evo Pre 86 (*Round 3 & 4)

Yamaha backs New 2 Stroke Nationals Series For 2019

Yamaha Motor Australia is proud to announce a new partnership with Williams Event Management (WEM), as the naming rights sponsor of the 2019 Australian 2-Stroke national series which will be known as the Yamaha bLU cRU 2-Stroke Amateur Nationals, the series is open to all makes of two-stroke machines, with classes available for junior and senior amateur racers of all skill levels.

Announcing YMA’s involvement in the three-round championship through its bLU cRU sponsorship strategy, Matthew Ferry, National Sales and Marketing Manager Yamaha Australia said the series would provide an opportunity for junior racers to compete at a national level on three different circuits.

“During the 2018 MX Nationals, we had the opportunity to run the YZ65 Cup and found people were seriously enthusiastic about two-stroke junior racing, so when Kevin Williams from WEM spoke with us about the series, we were very excited. This will be an excellent opportunity for juniors to race nationally and develop their skills in this great sport.”

Five classes will contest the 2019 season, with the three-round series visiting Victoria, ACT and Queensland between February and April. The season kicks off at Traralgon in Victoria on 10 February, before heading north to Coolum, QLD, for round two on 3 March. The season finale will take place at Canberra, ACT, on 27 April.

Classes contesting the series are

Junior – 65cc; 85cc and 125cc
Senior – Two-Stroke All powers;
Retro All Powers for motocross bikes aged 20 years or more

Taree Kicks Off 2019 Dirt Track Season

For many years the Old Bar track near Taree had the honour of opening, and closing, the dirt track racing calendar in New South Wales and that tradition will continue in 2019 with the scheduling of the Twilight Open meeting for Saturday, January 19.

From 2014 to 2017 the Troy Bayliss Classic meeting opened the calendar and despite that event closing down the Taree Motorcycle Club is determined to put on a race meeting that will kick off the 2019 season with a bang.

The dirt track scene of course continues to produce exciting action for fans at the same time as producing exciting young talent progressing through the junior ranks in to other disciplines of the sport like speedway and road racing.

The twilight meeting will give riders the chance to blow away the cobwebs after a break from competition over the Christmas – New Year period.

As well as senior and junior 2-wheel action there will also be sidecar and ATV racing with entries closing on January 11, but Race Secretary Lyndel Butler has encouraged riders to get their entries in early as there will be a cap on entries for some classes to ensure a streamlined program for riders and fans alike.

McAdoo Slots in for Injured Sexton at Geico Honda

The dramas continue at Geico Honda with the news that Chase Sexton is inured hot on the back of the news that Jeremy Martin will not compete in the 2019 season.

Sexton hurt his collarbone in a mountain bike crash and will now switch from 250SX West Region to 250SX East Region, giving him time to recover so Cameron McAdoo will join RJ Hampshire on a GEICO Honda CRF250R in the West while GEICO Honda will have Sexton, Christian Craig, and Hunter Lawrence racing 250SX East.

2018-AMA-SX-Rnd7-Dallas-McAdoo-Renzland-Multiple_SX18_Dallas_SG_1310 — Cameron McAdoo seen on the grid here in Dallas 2018 – Hoppenworld Image

Kyle Chisholm Signs with H.E.P. Motorsports Suzuki for 2019

After missing the 2018 Lucas Oil Pro Motocross due to a knee injury sustained at round four at High Point, Kyle Chisholm will join Alex Ray and Adam Enticknap in the H.E.P. Motorsports Suzuki team in 2019.

Chisholm moved back down to the 250 class in 2018 with 51Fifty Energy Drink Yamaha and finished eighth in the 250SX West Region while scoring five top ten finishes in the 450 class at a few East Coast race.

Chisholm underwent surgery in June to fix a torn meniscus and ACL and is looking forward to the new season – he posted this on social media:

‘Even though it’s no secret I haven’t officially posted about it, but I’m happy to be working with the @hepmotorsports@suzukicycles team for the 2019 @supercrosslive season. Thanks to all of the team’s sponsors. Looking forward to a good and fun season with the team.’

Stefan Everts Up-Date

Stefan Everts was hospitalized in Belgium early in December after he contracted malaria while participating in a charity event in the Democratic Republic of the Congo and the family requested privacy during this difficult time so the news on Stefan’s condition have been scant but thankfully the family released some good news to Belgian media just before Xmas.

Below is part of the statement the family released (translated by Google)

‘The situation of Stefan Everts, who has been affected by malaria, is developing favourably and his condition is no longer critical, which is why the ten-time world champion in motocross no longer needs a sedative. Everts is still in intensive care at the University Hospital of Leuven, where he is closely monitored and only his family members are admitted. About the effects of malaria or about the duration of the recovery, nothing can be said at the moment. The Everts family wants to thank everyone for the many statements of support and the encouraging words, we cannot possibly answer them all personally, that is why she (his wife) does it through this way: ‘A big thank you all to give us a heart in this difficult period.’

The family also asks, just like the past weeks, to give them the necessary rest so that she can concentrate fully on Stefan. In the case of new developments, communication will again take place via a press release.’

Stefan Everts has been left out in the cold by Suzuki's change in policy — Stefan Everts

Source: MCNews.com.au

Motorcycle News, News

Travis Pastrana named AMA 2018 Motorcyclist of the Year

December 24, 2018 mcnews Leave a comment

We’re happy to see Pastrana named as the AMA’s 2018 Motorcyclist of the Year.

Begin Press Release:

Travis Pastrana named American Motorcyclist Association 2018 Motorcyclist of the Year

Racer, daredevil, philanthropist shined positive light on motorcycling

PICKERINGTON, Ohio — The American Motorcyclist Association 2018 Motorcyclist of the Year is Travis Pastrana, a professional motocross racer turned action sports daredevil and charity fundraiser.

Awarded annually, the AMA Motorcyclist of the Year designation recognizes the individual or group that had the most profound impact on the world of motorcycling in the previous 12 months.

For one night in July, Pastrana captured the imagination of millions worldwide as he completed three motorcycle jumps in Las Vegas. The jumps were inspired by similar attempts by legendary daredevil Evel Knievel in the late 1960s and the 1970s.

Pastrana is a Charter Life Member of the AMA, signifying 25 years of continuous membership in the association.

“Few things or people in motorcycling today capture the fascination of today’s youth like Knievel did for me as a boy,” AMA President and CEO Rob Dingman said. “Travis Pastrana’s performance no doubt captured the attention of young people in a way that hasn’t been done since the days of Knievel.

“He drew positive attention to motorcycling through mainstream media in a manner that helps to promote motorcycling and the motorcycle lifestyle,” Dingman explained. “It is for this reason that the AMA Board of Directors has named Travis Pastrana the 2018 AMA Motorcyclist of the Year.”

In addition to his high-profile Las Vegas stunts, Pastrana raised awareness of the devastation caused to Puerto Rico by Hurricane Maria and helped raise money to rebuild motocross tracks, homes and a school playground.

Pastrana’s career in extreme sports began as one of the country’s top amateur motocross racers. Pastrana won his first AMA amateur national championship at the AMA Amateur Motocross Nationals at Loretta Lynn’s Ranch in 1994. In all, Pastrana won five AMA amateur titles before being awarded the AMA Motocross Horizon Award in 1999, presents annually to an amateur racer poised for excellence in the pro ranks.

The full story of Pastrana’s efforts can be found in the January issue of American Motorcyclist magazine.

The post Travis Pastrana named AMA 2018 Motorcyclist of the Year appeared first on Motorcycle.com News.

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Laing’s Journey

December 22, 2018 mcnews Leave a comment

Hamilton Mack Laing’s way was rutted.

Clay mud lined with the tracks made by car and wagon wheels had dried, hindering the passage of his Harley-Davidson. “We rode the combs till we fell into the ruts,” he wrote, “and when we got wedged there we heaved out and started again.” He had found his nemesis on Nebraska roads. The mud he encountered either consisted of dried ruts where “the machine stuck fast on the combs and the engine raced helplessly” which meant pushing out by hand, or of a “soupy liquid” where “the wheels would not grip; each wheel insisted on picking its own route.”

Canadian writer and naturalist Hamilton Mack Laing was not an average two-wheeled traveler. Although George Wyman had become the first to cross the U.S. on a motorcycle back in 1903, Laing was an early adopter of the motorcycle as the ideal way to connect with the places he traveled through, and he specifically enjoyed how it could immerse him in the natural world he loved so much. He was midway across the United States on his new 1915 Harley-Davidson 11F when he encountered those poor road conditions. He had begun his adventure at St. James Place, Brooklyn, and pointed his handlebar at the World’s Fair in San Francisco.

Negotiating dried mud would be a low point in the road conditions during Laing’s 1915 adventure, which he described in his written account as “a six-weeks perambulation on two wheels.” His motorcycle was an air-cooled, four-stroke, 11-horsepower, 988cc V-twin-engined steed with a top speed of about 65 mph. He named her Barking Betsy, and he would test her to the full.

Laing’s journey west took him through 12 states. He insisted on giving cities a wide berth, for which he apologized: “It is not that I love them less but rather that I love the country more.” What Laing called “the joy of the road” he believed was not found in the major centers, but on secondary roads, small towns and in nature. Laing called himself a “motorcycle-naturalist.” When he switched off his engine after crossing into Pennsylvania, “there were meadowlarks in the field piping jubilantly and two or three vesper sparrows that even now at noontide were singing as though in competition.” Laing was a gypsy gentleman.

But he was also a pioneer of motorcycle travel, choosing to camp whenever possible. “The first meal in camp,” he quipped, “or the first on a gipsying (sic) expedition is doubly pleasing.” He believed getting out into nature on two wheels was good for the constitution: “It is a good thing for a man’s soul to feel that way once in a year at least.”

In the suburbs of Cleveland he was overtaken by two other motorcyclists riding Harley-Davidsons. They offered their help thinking he might have lost his way. It was the first bit of camaraderie of the road he experienced with other motorcycle travelers. “Fraternalism of the right sort truly,” he wrote, indicating that the connection between two-wheeled travelers was alive even in those early days of “transcontinentaling.” They guided him on the right road to Elyria.

Later on he slept in the hayloft of an obliging farmer and once again noted the bird life around him. “Bob-white was calling from a grain-field and a meadowlark was in tune.”

Today’s motorcycle traveler might be surprised to discover what Laing put in his panniers. Somehow, packed away in the heavy canvas satchels, was “an eating kit, a sleeping kit, a tarpaulin and ground sheet.” He also had to shoehorn in “a mending kit and shaving kit as well as the necessities in the way of extras for the machine and a big Kodak and its accessories.” He wore a cap, an army shirt and “riding trousers and leggings,” stressing that the “shirt and trousers ought to be made of wool.”

Even with all his preparedness, many tried to discourage Laing before departure, saying, “that if I traveled alone and slept out of doors ‘just anywhere’ rattle-snakes (sic) would bite me and I would be held up and robbed, also that I would lose my way.” As well intentioned as these harbingers of doom might have been, Laing was having none of it. “As to losing my way,” Laing quipped, “I had a road map, also a tongue in my head that was at least half Scotch.”

In the hills of Pennsylvania, Laing encountered a rattlesnake, but not in the way he anticipated. He found a dead rattler on the road, one that had been recently run over and, always the naturalist, was curious about it. He decided to dissect it and see what it had eaten recently. What he found inside impressed him to no end as “the wretch had swallowed a full grown grey squirrel!”

Any other fears he might have had about pressing on in search of adventure and glory he tempered with philosophy. “How similar to a road is our entire spin through life,” Laing waxed. “We may see the path clearly enough to the turn, but beyond it, the future must reveal.”

“But the lure of the unending road,” he emphasized, “is a call that will not be denied.” So he and Betsy pushed on. As an early moto-traveler Laing was quick to discover the advantages of riding a motorcycle over driving a car. “We take to the Road for experiences and we get them,” he wrote. “Riders on two wheels get more of them I think, and get them in shorter compass than drivers of four wheels do.”

Laing had many other new experiences along his route. He used wooden planks to cross rails in Ohio, rode over mud “as untrustworthy as a greased pig” and, in Iowa, Barking Betsy sputtered to a standstill on a hillside. Laing then set to work pretending to know something of motorcycle mechanics. “I tried to look as wise as 40 long-eared owls,” he confessed. Luckily for Laing the foreman of a nearby construction site was more mechanically inclined than he and not only gave Laing sound advice (he had taken in bad fuel) and assistance, Laing also got a bed and breakfast out of the bargain. To this Laing professed of the benevolence to be found while traveling. “Blessed indeed is the man who shows genuine kindness to a stranger, to one he has never seen nor will ever seen again.”

In Nebraska he met up and rode with his brother Jim, who had ridden south from his home province of Manitoba. “Frat,” as Laing called him, traveled with him into California. He also met other Harley riders, found a brotherhood amongst them when he needed company and rode with them for some of his journey.

In Omaha he ate at a lunch counter and marveled at the simple pleasures of chatting with locals where he found “life is considerably simplified; there is a fraternity of Dirt…a better democracy.”

He doffed his cap at many an impressive vista, from the slow power of the Mississippi to the heights of Berthoud Pass. But all through it, the highs of meeting people, rumbling along pleasant country roads and stopping to witness beautiful landscapes, and the lows of mud roads and waiting out a rainstorm under a tarp, there was the love and respect for nature and the open road. Even in Nebraska, when a meal consisted of some bread begged from a farmhouse, Laing chose to see things on the bright side. “The most pleasant thing I can recall of that meal and the place,” he wrote, “was that an Arkansas kingbird had a nest in the upper frame of the wind-mill.”

From Colorado on, the roads would dry and battling road conditions would fade into the distance. As Laing put it, “to sit up loose and easy and open the throttle a little meant quite a new joy of the road.”

On August 8th, 1915, Laing rumbled into San Francisco after riding 3,842 miles, but not before having to fight through alkali poisoning picked up from drinking well water and a seemingly endless series of tire punctures. In retrospect he would term his transcontinental journey as “a mighty film, a four-thousand mile reel of wonderland, the like of which may never be seen within four walls.”

Trevor Marc Hughes is a writer and motorcyclist in Vancouver, Canada. He is currently working on publishing Hamilton Mack Laing’s account of his 1915 transcontinental journey on a Harley-Davidson. He anticipates a release of the book in the spring of 2019.

Source: RiderMagazine.com

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Lightning Motorcycles Headquarters To Increase LS-218 Production

December 21, 2018 mcnews Leave a comment

Here at MO, we love electric motorcycles. So, imagine our excitement when this press release slipped over the transom this morning. Perhaps, with this increase in production, we can arrange for a full test, instead of a brief but speedy ride, of the Lightning Motorcycles LS-218. Fingers crossed…

Begin Press Release:

Lightning Motorcycles

Lightning Motorcycles Expands Into New Corporate Headquarters To Support Increased LS-218 Production

Lightning’s New Corporate Headquarters in San Jose

Lightning Motorcycles, manufacturer of the fully electric LS-218 Superbike – the fastest production motorcycle in the world, is announcing today its first phase of expansion into its new Corporate Headquarters and Production Facility located in San Jose, California.

The new San Jose based facility offers five times the square footage when compared to Lightning’s previous San Carlos location. This larger building provides Lightning with the ability to dramatically expand production of the LS-218 Superbike, as well as an in-house design studio for designing future Lightning products, increased research and development capabilities and additional office space to accommodate the expanding Lightning team.

LS-218 and Beyond

The fully electric Lightning LS-218 represents a halo bike in every sense of the word. Developed by Lightning from the ground up, it utilizes the most technologically advanced electric motorcycle powertrain in existence to deliver a 218 mph top speed, over 200 horsepower at the rear wheel and twice the torque of a MotoGP race bike. This powertrain not only makes the LS-218 the fastest production motorcycle in the world, but is also vastly more efficient than its gasoline powered counterparts. The LS-218’s technology has been validated in numerous racing victories including setting multiple land speed records on the Bonneville Salt Flats as well as taking First Place Overall in the Pike’s Peak International Hill Climb, beating the second place finisher by over 20 seconds.

While Lightning will continue to push the boundaries of performance, in-line with the mission to create two-wheel electric transportation with superior efficiency, performance and affordability than current gasoline alternatives, Lightning is leveraging its technology to expand its product lineup into multiple motorcycle segments targeting mainstream riders. Announcements of new Lightning products will begin in the coming months.

Lightning Motorcycles

About Lightning Motorcycles

Lightning Motorcycles manufactures the highest performing and most advanced electric motorcycles in the world. Our halo product, LS-218, pushes the boundaries of what is possible for an electric superbike.

Lightning was founded in 2009 to offer consumers the highest performance, best quality and value in each product segment. Lightning is dedicated to developing exciting new products that will attract new motorcycle riders based on ease of operation, superior user experience, and accessible performance.

For any press related inquiries, please reach out to Matt Schulwitz, VP Communications at [email protected]

The post Lightning Motorcycles Headquarters To Increase LS-218 Production appeared first on Motorcycle.com News.

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Tour Ecuador

December 21, 2018 mcnews Leave a comment

For one thing, they’ve just added some new Africa Twins to the fleet, for another Ecuador Freedom Bike Rental and Tours have just released a new self-guided, 10-day, all paved motorcycle adventure tour, the Backroads of Ecuador Self-Guided Tour. This ride is designed to take you on Ecuador’s best paved roads and to enjoy the most unique and luxurious lodging available in the country – explorating the three distinct “worlds” of continental Ecuador: the Andes, the Amazon and the Pacific Coast. “Excellent for two-up riding and for groups of friends looking for great riding and very comfortable accommodations,” says Freedom, “you can ride it with any of our motorcycles or 4×4.” They’ve got tons of other options.

Why haven’t I been yet? Click here.

* The doldrums are due to the Coriolis effect. The key to the Coriolis effect lies in the Earth’s rotation. Specifically, the Earth rotates faster at the Equator than it does at the poles. Earth is wider at the Equator, so to make a rotation in one 24-hour period, equatorial regions race nearly 1,674 kilometers per hour (1,040 miles per hour). Near the poles, the Earth rotates at just .00008 kph (.00005 mph).

Let’s pretend you’re standing in Quito and you want to throw a ball to your friend in Des Moines, Iowa. If you throw the ball in a straight line, it will appear to land to the right of your friend because he’s moving slower and has not caught up.

Fluids traveling across large areas, such as air currents, are like the path of the ball. They appear to bend to the right in the Northern Hemisphere. The Coriolis effect behaves the opposite way in the Southern Hemisphere, where currents to bend to the left. Hurricanes and tornadoes in the northern hemisphere spin counter-clockwise while cyclones in the southern hemisphere spin clockwise.

So, in the middle – the tropical convergence zone – they cancel each other out. It is why it is scientifically impossible to have tornadoes or hurricanes in Ecuador.

The post Tour Ecuador appeared first on Motorcycle.com News.

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2019 Triumph Scrambler 1200 XE | First Ride Review

December 21, 2018 mcnews Leave a comment

Scramblers are hot right now, with well over a dozen models available from five different manufacturers. With rough-and-ready retro styling, the appeal of scramblers–that freewheeling, desert-racing spirit of the ’60s, embodied by the King of Cool himself, Steve McQueen–is hard to deny. Most modern scramblers, however, are street-oriented models that talk the talk more than they walk the walk of off-road capability.

Triumph’s Hinckley-era, Bonneville-based scramblers, starting with the air-cooled, 865cc Scrambler produced from 2006-2016 and continuing with the liquid-cooled, 900cc Street Scrambler, are more suited to pavement than dirt. But that changes with the introduction of the Scrambler 1200. Rather than just a styling exercise built around the larger 1,200cc parallel twin, Triumph created a full-on adventure bike with classic minimalist styling. No windscreen, no bodywork, just a steel tank, a wide handlebar and a round headlight.

Read our 2019 Triumph Street Scrambler first ride review

I’ll admit, when it was announced last October, I was skeptical that the Scrambler 1200 would be truly capable off-road. Sure, it has some impressive specs–tubeless spoked wheels with a 21-inch front, nearly 10 inches of suspension travel on the higher-spec XE model, fully adjustable Öhlins rear shocks and an Off-Road ride mode–but I expected it to be a handful in the dirt. On the first day of the press launch, hosted at Wim Motors Academy, an off-road training facility in rural southwestern Portugal, we were told to “warm up” with a few laps on a dirt oval cut into sloping field–under the watchful eyes of a photographer and a videographer. No pressure.

Doing my best impression of a flat track racer, I scooted forward on the seat, weighted the outside peg, stuck out my left leg and went for it. After the first tentative lap, I used the throttle more assertively, spinning the rear wheel and letting the bike rotate beneath me. Plenty of torque was on tap, and in Off-Road mode it was easy to manage and the traction control–which is programmed to allow more rear-wheel spin when hard on the gas–allowed the tail to kick out for power slides without going too far. By the third lap, I was hooked!

Greg’s Gear
Helmet: Bell Moto III
Jacket: Rev’It Zircon
Pants: Reax Ridge
Boots: Sidi Scramble

My veins pumping with confidence and adrenaline, our five-bike group took off on a loop ride on unpaved roads between farms and through forests. I was amazed at how easy it was to ride the Scrambler 1200 XE off-road, how planted it felt on uneven terrain and how forgiving it was of ham-fisted inputs and the abuse that comes from hammering rough roads at a fast pace. The Scrambler’s lack of a windscreen and bodywork reduced the sense of visual mass from the cockpit, making the bike seem smaller than it actually is. Its weight–a claimed 465 pounds dry; probably around 500 pounds ready to ride–felt nicely balanced, and the well-padded, vinyl-covered bench seat made it easy to move around. Gravel, hard pack, sand, mud–we blitzed through it all, got filthy dirty and had fun in a way that only carefree motorcycling can provide.

2019 Triumph Scrambler 1200 XC XE — Two versions of the 2019 Triumph Scrambler 1200 are available, the higher-spec, more off-road-capable XE (left) and the base-model XC (right).

Knowing that adventure riders segment themselves into two groups–those who ride primarily on the street but enjoy occasional off-roading, and those who prefer to ride off-road as much as possible–Triumph created two versions of the Scrambler 1200. Aimed at the first group, the base-model XC has 7.9 inches of suspension travel, a lower 33.1-inch seat height, a narrower handlebar, a shorter wheelbase, tighter steering geometry, five riding modes (Sport, Road, Rain, Off-Road and Rider customizable) and switchable ABS and traction control. Aimed at serious off-roaders, the XE has 9.8 inches of suspension travel, a 34.25-inch seat, a wide adjustable-height handlebar, multi-mode cornering ABS and traction control, a sixth riding mode (Off-Road Pro), hand guards and heated grips.

Read our 2019 Triumph Speed Twin first look review

2019 Triumph Scrambler 1200 XE engine — For the Scrambler 1200, the liquid-cooled, 1,200cc parallel twin shared among the big Bonnevilles got a high-power tune and other upgrades. Claimed output is 90 horsepower and 81 lb-ft of torque.

Both are powered by a revised version of the liquid-cooled, 1,200cc, SOHC, 8-valve parallel twin shared across most of the Bonneville family. The Scrambler 1200s get a “high power” version of the engine with a dedicated scrambler tune that generates a claimed 90 horsepower at 7,400 rpm and 81 lb-ft of torque at just 3,950 rpm. Other engine tweaks include lightweight balance shafts, engine covers and cam cover, a low-inertia crankshaft, a lighter alternator and a revised clutch assembly, and it is held in place by a dedicated tubular-steel frame with aluminum cradles. To keep the Scrambler’s high pipes tucked in Triumph used a single throttle body assembly, and the pipes curve inward above the footpegs for a narrow profile between the knees when standing up. Thanks to the high-performance tune and 270-degree crank, the brushed stainless-steel twin pipes emit a throaty bark. However, even with their heat shields, the pipes get very hot after spirited riding due to the integrated catalytic converter.

2019 Triumph Scrambler 1200 XE TFT display — The Scrambler 1200’s full-color TFT instrumentation has two themes (Cronos, shown, and Quartz), high- and low-contrast options and customizable displays. Oddly, though, it doesn’t provide ambient temperature.

The Scrambler 1200 may have classic curb appeal, but it’s modern through and through, with throttle-by-wire, a full electronics package, cruise control, an assist-and-slipper clutch, a customizable TFT display, full LED lighting, keyless ignition, a USB charging port and an optional tire-pressure monitoring system. An accessory Bluetooth module provides turn-by-turn navigation, phone and music functions, and GoPro integration, allowing a paired camera (sold separately) to be operated using the bike’s switchgear.

Fitted with Pirelli Scorpion Rally knobbies for the off-road test, I kept the XE in Off-Road mode, which adjusts throttle response, traction control and ABS (turning it off at the rear wheel). Off-Road Pro mode turns ABS and TC off completely, but I’m not a pro so I prefer the peace of mind of an electronic safety net, especially with superbike-spec Brembo M50 Monobloc 4-piston radial front calipers pinching 320mm discs. With a radial master cylinder and Brembo MCS front lever, the front brakes were easy to modulate and provided good feedback, but I still wanted insurance against tucking the front due should my enthusiasm outrun my skills. One of the XE’s greatest strengths is suspension performance. With a fully adjustable, upside-down Showa cartridge fork and a pair of fully adjustable Öhlins piggyback shocks, the bike soaked up hard hits from rocks, ruts, dips and even jumps on a motocross track at the training camp, keeping the chassis stable and wheels planted.

Heading out on day two’s street ride, a light drizzle gave way to a steady downpour, giving me a chance to test Rain mode. With throttle response dialed back, cornering ABS and TC cranked up, and Metzeler Tourance 90/10 adventure tires providing good grip, the XE exhibited no untoward behavior. With mostly dry streets after lunch, I switched over to Road and Sport modes and wicked it up. With its 21-inch front wheel and chassis geometry favoring stability over nimbleness, the XE wasn’t exactly flickable, but its wide handlebar provided good leverage and the bike behaved with confidence and certainty. And with a generous amount of torque spread throughout the rev range, I never felt like I was in the wrong gear.

In my review of the 2017 Street Triple RS, written after nearly a decade of riding and testing nearly every model produced by Triumph, I made the claim that the British manufacturer’s “greatest unsung virtue is the baked-in user-friendliness that characterizes many bikes in its lineup.” At the Scrambler 1200 launch, I reiterated my opinion to Stuart Wood, Triumph’s Chief Engineer. He smiled and told me that Triumph puts considerable effort into making its motorcycles accessible and predictable, from throttle response to steering behavior, gear changes, braking and so on. They don’t dumb them down to the point of being boring; quite the contrary–most Triumphs are full of character and vitality. Rather they design and engineer motorcycles to respond to inputs in a consistent manner, freeing the rider to be more engaged with the experience than with concerns about what might happen next.

At the end of the all-day street ride, even though I was cold and wet and tired, I didn’t want it to end. To me, that’s a measure of a great motorcycle, one that goes beyond being a machine or vehicle and becomes a companion, a time capsule, an object of desire. I’m glad I was wrong. I’m glad the Scrambler 1200 XE wiped the smug look of skepticism of my face and replaced with a big, mud-splattered smile.

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

2019 Triumph Scrambler 1200 XE Specs
Base Price: $14,000 (XC model)
Price as Tested: $15,400 (XE model)
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, transverse parallel twin, SOHC w/ 4 valves per cyl.
Displacement: 1,200cc
Bore x Stroke: 97.6 x 80mm
Transmission: 6-speed, cable-actuated assist-and-slipper wet clutch
Final Drive: X-ring chain
Wheelbase: 61.8 in. (as tested)
Rake/Trail: 27 degrees/5.1 in. (as tested)
Seat Height: 34.25 in. (as tested)
Claimed Dry Weight: 456 lbs. (as tested)
Fuel Capacity: 4.2 gals.
MPG: NA

2019 Triumph Scrambler 1200 XE Ohlins shocks — The Scrambler 1200’s dual, fully adjustable Öhlins piggyback shocks work exceptionally well.

2019 Triumph Scrambler 1200 XE front wheel brake — Brembo M50 Monobloc 4-pistion radial calipers are primo binders. Spoked wheels are tubeless.

2019 Triumph Scrambler 1200 XE gas tank — Steel tank is seamless and has a Monza-style filler cap and a stainless steel strap over the top.

2019 Triumph Scrambler 1200 XE seat — Flat bench seat is wide and supportive, and its vinyl cover makes it easy to move around.

Source: RiderMagazine.com

Motorcycle News, News

Tips & Tricks: Auxiliary Lighting for Your Motorcycle

December 21, 2018 mcnews Leave a comment

motorcycle auxiliary lighting — Big Bike Parts Focus LED Light Kit on a Harley-Davidson.

With daylight hours growing shorter as winter closes in, you’re more likely to find yourself riding at dusk or after dark. The headlights on most new bikes are outstanding compared to those of only a decade or so ago, but no matter whether you’re in traffic on a busy highway in broad daylight or on a deserted two-laner in deer country at night, more light is better than less. Adding a pair of driving lights or highly visible spots can help you see and be seen better than even the best stock headlight.

There are three basic types of auxiliary lights, says Brandon Westphal, sales manager at Big Bike Parts, broadly defined by the job you want them to do. “What we call driving lights throw a narrow beam of light farther down the road than the headlight,” he says. Driving lights give you more time to react to obstacles in the road like potholes or debris that you wouldn’t see as soon if you relied only on your headlight.

“Spotlights act like floodlights,” Westphal says, “throwing a broad spread of light ahead, illuminating more of the shoulder of the road than the more narrowly focused driving light.” And finally there are fog lights. “The idea here is to throw a low horizontal beam that’s wide and close to the road surface, making it easier to see roadside ditches without being aimed so high as to blind oncoming traffic that’s already having a hard time seeing through the fog.”

Halogen bulbs do a great job in stock headlights, but swapping one out for an LED changes what Westphal calls the “photometrics,” or how the light source bounces light off the headlight’s reflector. The bulb and reflector are designed to be used as a pair, and changing one or the other throws the photometrics out of whack. But auxiliary lights are designed from the start to use LEDs, so the photometrics are optimal right out of the box.

Wesphal says there are other reasons LEDs rule for auxiliary lighting. “The latest LEDs are small and light,” he says, “and the technology is evolving fast.” Because smaller lights weigh less, they’re less susceptible to the jarring of rough roads and more durable than halogen bulbs. LEDs are also very directional–the light goes right where you want it, and not much of anywhere else.

But perhaps the best reason to go with LED auxiliary lighting is that LEDs draw very little power from the bike’s electrical system. “That’s important on small bikes whose charging systems might not be too robust, and on larger bikes with a lot of electricity-gobbling add-ons like heated grips, a radio and hookups for heated clothing.”

Where to mount auxiliary lights varies with the purpose and the available locations, but some states prohibit locations that place them higher than the headlight or less than a certain height from the road surface. Aiming them so they light up the road without blinding oncoming drivers is important, too, and might need to be adjusted on the fly with the addition of a passenger or a lot of luggage that raises or lowers the angle of the front of the bike. Another legal matter concerns DOT approval. Wesphal says that wherever possible the auxiliary lights sold by Big Bike Parts are DOT approved, which removes one potential problem if you ever get pulled over by a picky trooper. “It’s also handy if you’re in a state that requires regular vehicle inspections,” he adds.

His final piece of advice: “Don’t cheap out on lighting. Amazon and eBay are full of inexpensive no-name LED auxiliary lights that don’t work as well as quality products that cost a little more, and they’re almost certainly not DOT approved.”

Source: RiderMagazine.com

Motorcycle News, News

Moto Morini 350 & 500 air-cooled V-twins

December 21, 2018 mcnews Leave a comment

A history of Moto Morini and their 350 & 500 V-twins

With Phil Aynsley

Here are fine examples of two of the most popular Morini air-cooled V-twins. But first a bit of history… a very Italian sort of history! Alfonso Morini opened a motorcycle workshop in 1914 at the ripe old age of 16.

PA Morini S — Morini’s 350 air-cooled V-Twin

In 1925 he was then commissioned by Mario Mazzetti’s MM company, to design, build and race a 125cc two-stroke. Many victories ensued, including the 1927, ’28 and ’29 Grand Prix of Nations.

After leaving MM in 1937, Morini produced 350 and 500cc 3-wheeled delivery vehicles, then switched to aeronautical component manufacture until the factory was bombed in 1943. The post war period was Morini’s heyday with many well received road bikes and GP winning 125 and 250cc singles.

When Alfonso died in 1969 his daughter Gabriella took over running the company and one of her first moves was to employ ex-Ferrari engineer Franco Lambertini to design a new range of bikes.

The first of these was the 350 Strada V-twin (with a Sport model soon to follow). Intended to be the basis of a whole family of bikes, the 350 featured many innovative technologies (for motorcycles).

The cylinder angle was 72º and Heron heads were employed (flat machined heads with the combustion chambers recessed into the piston crowns).

In another first for 2-wheelers a toothed rubber belt was used to drive the camshafts (unusually for the period it was a pushrod design – used to make the motor more compact).

The 350 was known for its fine handling and excellent fuel economy. Performance was good without being outstanding. The Strada made 35hp at 8,000rpm and the Sport 39hp at 8,500rpm. Top speeds were 162kph and 175kph respectively.

The 350s were followed by 500cc V-twins and, with rather less success, 125 and 250 singles which used the basic V-twin layout without the rear cylinder.

The 500 was also made in Strada and Sport models (also the Camel enduro and Excalibur cruiser). Both the bore and stroke were enlarged, and together with 26mm carbs, output was raised to 46hp at 7,500rpm and top speed to 179kph.

One intriguing detail was the “la strega” (witch) decal found on the 500 Sport’s tailpiece. It had generally been thought to have been the creation of Alfonso Morini and affectionately depicting either his daughter or grand daughter.

However wanting to get to the bottom of its origin I made some inquiries and the reply from Franco Lambertini was that Morini’s stylist Mr Tolomelli was responsible and that the muffler-riding witch did not depict anyone in particular. Minor mystery solved!

The 1979 Sport seen here has a few non-standard parts – the handgrips, mirrors, Koni rear shocks, braided brake lines and replica exhaust system.

The company ran into difficulties in the early 1980s and in 1987 was sold to Cagiva. A few new variants of the 350 & 500 were produced but no real developments made it to production (Lambertini’s new 60º design was not proceeded with and he left in 1989).

A 500 Turbo was shown in 1981 and a 67º 750cc motor was built and fitted into an Enduro-style chassis in 1986.

Cagiva sold the Morini name to TPG, along with Ducati, in 1996. In turn TPG sold the name to Alfonso’s nephew Franco Morini in 1999. With Lambertini back with the new company his 1200cc 87º V-twin Corsaro appeared in 2004.

Other models followed but in 2009 the company went into liquidation. Bikes were assembled from parts for a time and sold directly to customers before the name (but not the factory, which was leased) was sold to Eagle Bikes (a company owned by two Italian entrepreneurs) in 2011. Production resumed in 2012, and with a number of fits and starts, has continued ever since.

PA Morini Excalibur — Morini’s 500 air-cooled V-Twin ‘Excalibur’

Source: MCNews.com.au

MotoGP, Motorcycle News, Motorcycle Racing, News

Fabio Quartararo talks about the step up to MotoGP

December 21, 2018 mcnews Leave a comment

Fabio Quartararo will be one of the rookies to watch on his Yamaha YZR-M1 in 2019, the Frenchman already showing a quick adaptation to MotoGP in the first official winter tests.

At only 19 years of age, the Petronas Yamaha SRT rider will be the youngest in the category. Here he explains how his premier-class dream came about, discusses his first laps on a MotoGP bike and his first few days working with the new Malaysian outfit.

MotoGP Test Fabio Quartararo — Fabio Quartararo

When and how did you receive the offer to be part of this ambitious project?

“The first time I spoke about it with my manager was on the Monday after the Dutch TT. At that time, he just told me that there might be the possibility of moving up to MotoGP. From that point we took steps towards the dream every day, and it came true at Sachsenring, where we agreed a deal with the team.”

What were your thoughts when you first heard about this challenge?

“When my manager told me about it for the first time I didn’t believe him. Things progressed in the right way each day but obviously until I had signed the contract I couldn’t relax.”

Was the offer a surprise or were you planning to move up to the premier class in 2019?

“Honestly, I didn’t think that I would get such a good opportunity to move up to MotoGP this season. But once the first contact had been made, we knew that this team would be immediately fighting to be the best satellite team, that it would have a very professional technical staff and a very positive atmosphere, so I had no doubts in accepting the challenge.”

Did you change anything about your physical training before the first preseason tests?

“Yes, actually, on the flyaways I started to work more specifically on my arms but when I got on the MotoGP bike it wasn’t as physical as I expected. That doesn’t mean I don’t have work to do this winter, to be as prepared as possible going into the preseason and then the Grands Prix.”

What was the first lap like on a MotoGP bike?

“It was a very strange feeling. I was a bit anxious, I didn’t feel comfortable. Once I got onto the straight and was able to feel the power that these bikes have, that was… spectacular! The bike was still wheelieing in sixth gear. That was one of the most fun straights of my life! We are excited to go back to Sepang and feel their support, to be able to ride in front of them with the new colours on our bikes.”

What surprised you most about the bike during the tests?

“Even though I was expecting it, the power still surprised me, especially over the opening few laps. You get up to 300 km/h very quickly. Little by little I got used to the speed, although I still have some way to go. But definitely the most striking thing was the carbon brakes. You get back down to 50 km/h much quicker than on a Moto2 yet the braking points are virtually the same, it’s incredible.”

Do you get the feeling that you are going to have to change much about your riding style?

“Along with the technical staff we analysed how I am riding the bike and the truth is there is not much we need to change, which surprised me. I know that I need to be faster in corner entry, but… little by little.”

MotoGP Valencia Day Fabio Quartararo — Fabio Quartararo

How is it to work with this new Petronas Yamaha SRT crew?

“We are a new team but with very experienced professionals in the World Championship, which at the end of the day is the most important thing. The first tests went very well, I felt very comfortable with the whole team. I am looking forward to getting the winter break over with so we can get back to work together.”

MotoGP Valencia Test Quartararo GPT AN — Fabio Quartararo

What is your plan for the next two months?

“First of all, to rest and spend some days with my family, especially over Christmas. After that I have a tough winter planned, with a very physical training programme, to make sure I am 100% ready in February when preseason starts again at Sepang.”

MotoGP Test Valencia Day Fabio Quartararo — Fabio Quartararo

I guess the Sepang tests will be a good opportunity to meet the fans in Malaysia…

“Of course, we already saw this year at the Sepang International Circuit how the fans got behind the Malaysian riders during the Grand Prix. We are excited to go back there now and feel their support, to be able to ride in front of them with the new colours on our bikes. It will be a very special occasion for the team.”

Source: MCNews.com.au

Motorcycle News, News, Uncategorized

Have Your Dog and Ride With Her Too

December 20, 2018 mcnews Leave a comment

Riding motorcycles with your dog — The author with her German Shepherd co-pilot, Moxie.

At the end of a 10-day motorcycle trip south from New Orleans, my husband Greg and I arrived at Lake Atitlan, Guatemala, where we planned to spend a couple of years working remotely, supporting a non-profit and enjoying the wonderful riding. However, a few months in we made a fateful decision that imperiled the latter. We adopted a nine-week-old German Shepherd puppy that we named Moxie.

After those first nerve-racking weeks as new dog owners, the New Year’s holiday presented the opportunity for a riding trip to Mexico. As we packed our panniers and secured the tank bags and duffels, it nearly broke our hearts to read the abandonment in those sad puppy dog eyes!

Eventually, we made it out the gate and down the road and all the way to Mexico for a few days on the coast. However, all along the way we lamented leaving Moxie behind. So, although it seems quite obvious in retrospect, it honestly struck us as inspired when, during the ride, Greg mused over the intercom, “You know, we should figure out how to bring her with us on a motorcycle!”

I was skeptical. It felt like having your cake and eating it too. But for Greg, the metaphorical gauntlet was thrown and so our bold endeavor began as do all those of the modern era: we “Googled” it!

We discovered trailers and sidecars but dismissed them, preferring to maintain as much of the original form and physics of my BMW G 650 GS as possible. Now, when you search “motorcycle travel carrier,” you find a variety of clever do-it-yourself creations and even a few commercial products. Parenthetically, the cutest are those that involve carrying a small pup in a tank bag or backpack. Unfortunately, our Moxie was on course to grow into a large beastie and few commercial carriers contemplate such large dogs. The few that do are bike model-agnostic and tend to look the part.

So, Greg set to work sketching, measuring, cutting and welding. His first try fell flat. Inspired by the motorcycle pizza delivery boxes that are ubiquitous in Guatemala, the carrier was ugly and heavy. It threw the GS’s handling out of whack and strained the chassis.

A little dispirited, he put Frankenstein’s failed dog carrier aside and hit pause on the project. Then, a couple months later Greg’s self-described moment of inspiration struck. He shook me awake and exclaimed, “The carrier doesn’t need to carry her!”

The next day he left for the workshop and a few days later he brought home the K9 Moto Cockpit. It’s a semi-enclosure of metal tubes that look like crash bars suspended along either side behind the rider. The cushioned bars secure to Moxie’s harness at several anchor points to prevent her from leaping out to chase cats or from being launched in a sudden stop or crash.

The exciting part is this, and I’ll repeat the pun because it really is a giggle, the carrier does not “carry her.” It has no bottom. Instead Moxie lays on a cushion, which itself lays directly on the seat and luggage platform. This means her 65-plus pounds rest entirely on the motorcycle like a cross between passenger and luggage.

Now, of course, Moxie is neither exactly passenger nor luggage, but she is certainly a member of the family. That means her safety is most important. All of the best commercial carriers provide for harnessing the dog rather than allowing for an easy get-off. Our initial tests indicated harnessing as the better option and our subsequent riding experience has definitely confirmed it. For more about the build and safety, check out this video and to see how we secure her before a ride watch the beginning of this one.

OK great, you’re thinking, but how does a slender woman lift a 65-pound German Shepherd onto a motorbike? Initially, Greg constructed a small platform that unfolds to be used as a step. However, when we began teaching Moxie to “saddle up,” we found that the promise of Guatemalan blood sausage sent her leaping directly onto the motorcycle seat and into the cockpit. From there, the training process went: sausage, “turn around,” sausage, “sit,” sausage, “lay down,” sausage and strap her in.

Finally, it came time for trial runs. At first Greg ran alongside while I foot-paddled the bike and feathered the clutch. After a couple of laps on the dirt road along the river beside our house, the clutch slipped out, my feet came up and we were riding!

It feels a little like carrying a duffle bag–only different–and also a little like carrying a passenger–only different. About the best I can do to describe riding with your big dog is to say it’s like love, sex and chocolate: it can’t be described, only experienced.

So, I guess on one level this story is another among many that celebrate the proverbial “can-do spirit.” On another level, however, I suppose there is a lesson–dare I say moral–and it is this: sometimes with a bit of cleverness and some hard work, you can actually have your dog and ride with her too!

Jessica Stone is a former international aid worker who, with her husband, Greg, started Ruff on the Road handmade dog apparel to beautifully and ruggedly equip dogs for adventure while creating dignified work-to-empower indigenous Guatemalan artisans. Jess’s German Shepherd co-pilot Moxie shares their motorcycle travels and outdoor adventures around Mexico and Central America in a video series called “On 2 Wheels + 4 Paws”–think Motorcycle Diaries meets A Dog’s Purpose. Come visit ruffontheroad.com to experience motorcycle adventures through Moxie’s eyes and the lessons she learns along the way!

Source: RiderMagazine.com

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