While he may not have pocketed the Championship, he certainly caught the eye as he was quickly snapped up by Gresini Racing for the 2016 Moto3™ season, as well as debuting with the side at the Valencia GP. Di Giannantonio took some time to get used to his new Honda, failing to crack the top 15 in the first five races of the season. However, it was a different story for the sixth race of the season, storming to a P2 finish in Mugello and kickstarting a memorable season for the rookie Italian. Two more podiums followed, as well as a glut of top six and top ten results as he finished sixth in the Championship.
The 2023 Triumph Tiger 1200 lineup includes five variants, with the GT Explorer (left), GT Pro (back), Rally Explorer (right), and Rally Pro (front) shown above (base GT model not shown).
In recent years, Triumph has expanded its Tiger range to include more models than ever. From the Tiger Sport 660 to Tiger 850 Sport to the Tiger 900 lineup, the extended family now caters to avid off-roaders and long-haul tourers alike. Now, it’s the range-topping Tiger’s turn for an upgrade, and Hinckley spares no expense with the 2023 Triumph Tiger 1200 lineup.
In typical Triumph fashion, the flagship Tiger champions an inline-Triple engine, but the updated mill comes from the firm’s heralded Speed Triple 1200 RS naked bike. In adventure bike form, the liquid-cooled, 1,160cc powerplant touts 147 horsepower at 9,000 rpm and 95 lb-ft of torque at 7,000 rpm. Similar to the Tiger 900 series, the Triple benefits from Triumph’s T-plane crank, delivering tractability in the low-end without sacrificing the engaging mid-range and top-end.
2023 Triumph Tiger 1200 GT Pro
Triumph wedges the large-capacity Triple into an all-new frame with a bolt-on aluminum subframe. A lighter and stronger tri-link swingarm steadies the ride at the rear while the semi-active Showa suspension adapts to the rider and road conditions. On the GT models, the semi-active system provides 7.9 inches of travel while the two Rally variants enjoy 8.7 inches. Rake also differs between the two camps, with the GTs reporting 24.1 degrees and the Rallies coming in at 23.7 degrees. Despite those differences, all Tiger 1200s receive Brembo Stylema calipers mated to dual 320mm front discs and a single-piston Brembo binder with a 282mm rotor at the rear.
2023 Triumph Tiger 1200 Rally Pro
The Tiger’s new compact design also results in a 55-pound weight saving. The slimmer waist and revised ergonomics improve rider comfort and users can adjust the standard seat between 33.5 and 34.25 inches. The revised bodywork also emphasizes the Tiger’s newfound poise and stance while seamlessly integrating the dual-radiator system and downsized exhaust silencer.
The 1200 family may share the same core components, but Triumph splits the model into five variants. The GT, GT Pro, and GT Explorer favor long-distance travel on the tarmac while the Rally Pro and Rally Explorer prefer life off the beaten path. As a result, the road-focused GT line features 19-inch front and 18-inch rear cast-aluminum wheels, and the Rally trims opt for dirt-worthy 21-inch/18-inch tubeless spoked wheelset. Conversely, the Explorer trims share a 7.9-gallon gas tank for extra mileage between fill-ups while all other variants settle for the 5.3-gallon unit.
2023 Triumph Tiger 1200 GT Explorer
In addition to the Tiger’s differing hardware, Triumph equips each model with trim-specific software. The Rally Pro and Rally Explorer get all six ride modes including Road, Rain, Sport, Off-Road, Off-Road Pro, and Custom. Triumph only removes the Off-Road Pro mode from the GT Pro and GT Explorer, but reduces the standard GT to Rain, Road, and Sport. While each Tiger 1200 boasts a 7-inch TFT display with My Triumph Connectivity System, only the Explorer models feature a blind-spot radar system, heated grips and seats, and a tire pressure monitoring system. Regardless of the trim, each Tiger 1200 comes with dual-channel cornering ABS and cornering traction control.
2023 Triumph Tiger 1200 Rally Explorer
Of course, Tiger 1200 owners can also turn to Triumph extensive accessories catalog for everything from full luggage systems to auxiliary lights to comprehensive bike protection. The new big-bore ADV will be available in four colorways including Snowdonia White, Sapphire Black, Lucerne Blue, and Matte Khaki, and it will hit Triumph dealerships in spring 2022. Pricing is as follows:
2023 Triumph Tiger 1200 GT: $19,100
2023 Triumph Tiger 1200 GT Pro: $21,400
2023 Triumph Tiger 1200 GT Explorer: $23,100
2023 Triumph Tiger 1200 Rally Pro: $22,500
2023 Triumph Tiger 1200 Rally Explorer: $24,200
For more information or to find a Triumph dealer near you, visit triumphmotorcycles.com.
Johann Zarco (Pramac Racing) sat on pole but the Frenchman failed to make that advantage count as he was quickly swallowed up by the chasing pack, which was now led by Aprilia’s Aleix Espargaro. However, it didn’t take long for Marquez to make his mark, rolling back the years to take control of the race by the close of the second lap. Catalan GP victor Miguel Oliveira (Red Bull KTM Factory Racing), who was impressive once again, and Fabio Quartararo (Monster Energy Yamaha MotoGP) were in pursuit of the RC213V, but they were powerless to resist a rider who had found his groove again. Even the rain couldn’t stop Marquez, with the number 93 ending a 581-day wait to stand on the top step of a MotoGP™ podium once again and remain undisputed of King of the Ring.
The 2022 BMW R 18 B “Bagger” and R 18 Transcontinental (above) are BMW Motorrad’s first foray into the heavyweight traditional touring cruiser segment. (Photos by Kevin Wing)
BMW has long been committed to designing and building motorcycles for travel, and the all-new 2022 BMW R 18 Transcontinental continues that tradition in a new segment for the German brand. BMW’s current lineup is filled with sport-tourers, adventure tourers, luxury tourers, and even a bagger, but all occupy the modern, performance-oriented end of the spectrum. Many are popular and sell in respectable quantities each year, especially on a global scale.
But here in North America – the biggest market for large-displacement motorcycles – cruisers are king. And when it comes to heavyweight touring cruisers, Harley-Davidson is by far the dominant brand.
With a batwing-style fairing, audio and infotainment system, hard saddlebags, a trunk, a passenger seat with a wrap-around backrest, and other amenities, the R 18 Transcontinental is fully equipped for two-up, long-haul touring.
According to data from Infobike, two Harley-Davidson model families – Street Glide and Road Glide – accounted for 65% of global sales for heavyweight cruisers last year. If you add in Harley’s Electra Glide, Sport Glide, and Road King models, that number jumps to 84%. Of 67,859 units sold worldwide, Harley-Davidson accounts for 57,178 of them, and 49,331 (73%) were sold in the U.S.
That’s a lot of iron.
Carving out even a small slice of the big cruiser pie can be profitable, which is why the Japanese brands entered the traditional cruiser segment years ago. Taking a bite out of Harley’s market share motivated Polaris to launch Victory in 1998 and buy Indian in 2011. BMW gave it a shot, too, when it launched the R 1200 C back in 1998, but its small engine, funky ergonomics, and out-of-touch styling failed to resonate with buyers.
A Bigger Boxer
For its traditional cruiser reboot, BMW focused on both style and substance. First, it needed an engine – a big one. Just as Harley-Davidson is known for V-Twins, BMW is known for its horizontally opposed “boxer” Twins. In the spring of 2019, BMW unveiled a prototype engine it called the Big Boxer, which was the centerpiece of The Revival Birdcage, a minimalist custom built by Revival Cycles and shown at the Handbuilt Show in Austin.
Later that year, BMW unveiled the Concept R18 /2 and revealed that the Big Boxer displaced 1,800cc, making it by far the largest boxer to come out of Germany. In early April 2020, just as the pandemic began to suck all the air out of the room, BMW announced a production-ready model called the R 18. Rather than the modern styling of the Concept R18 /2, the R 18 had traditional styling inspired by the 1930s-era BMW R 5.
Aimed at solo riders, the R 18 B foregoes the trunk and has a slimmer seat and a shorter windscreen. It also weighs substantially less than the TC.
When we finally got a chance to test the R 18 late last year, former EIC Mark Tuttle wrote: “At 788 pounds fully fueled sitting on a long 68.1-inch wheelbase, the R 18 looks and feels overbuilt, like there’s a roomful of bagger and dresser bodywork tucked away somewhere just waiting to be hung on the sturdy platform.” The R 18 Classic, equipped with a windshield and semi-soft saddlebags, soon joined the lineup. But it wasn’t until this past summer that BMW announced the models that would compete with all those Road Glides and Street Glides.
Flight of the Hard Baggers
The R 18 B “Bagger” and R 18 Transcontinental fully realize the vision of what the Big Boxer platform was meant to be. Both have a handlebar-mounted batwing-style fairing, an infotainment system, hard saddlebags, and a comfy passenger seat. And the Transcontinental adds a top trunk with a wrap-around passenger backrest.
BMW invited Rider to test both models at their U.S. press launch in Denver, Colorado. After the one-day press ride, I spent four days riding an R 18 Transcontinental (TC) more than 1,500 miles through five states, with my wife, Carrie, as a passenger and the luggage packed full of gear.
PHOTO CAPTION: Carrie and I loaded up the R 18 TC and set off on a 1,500 mile journey. Starting in Denver, we rode west through the Rockies, crossing the Continental Divide several times (Loveland Pass, Hoosier Pass, and Monarch Pass) and visiting Black Canyon of the Gunnison National Park. We continued west through Utah and Arizona, riding through the red rocks of Monument Valley, crossing the Colorado River, and visiting the North Rim of the Grand Canyon. (Photos by the author)
Whereas the K 1600 B and K 1600 Grand America are high-performance, high-tech touring bikes powered by BMW’s inline-Six, the R 18 B and R 18 Transcontinental take a different approach. The K 1600 mill is ultra-smooth and makes 130 horsepower and 106 lb-ft of torque at the rear wheel. Traditional cruiser buyers aren’t concerned about horsepower. They want generous torque at low revs, and they want an engine with rumbling sound and feel. When we put the R 18 on Jett Tuning’s dyno, it made 109 lb-ft of rear-wheel torque at just 2,900 rpm, with more than 100 lb-ft of torque on tap from 2,000 to 3,600 rpm. Horsepower topped out at 80 at 4,500 rpm, and the rev limiter kicks in 6,000 rpm.
BMW’s 1,802cc Big Boxer lives up to its name.
The R 18 B and R 18 TC are both equipped for long-haul touring, but they’ll appeal to different buyers. With its low windshield and slim seat, the R 18 B is suited for solo touring and boulevard cruising with the occasional passenger. Designed for two-up touring, the R 18 Transcontinental is equipped with a tall windshield, a wide seat, wind deflectors, driving lights, heated seats, highway bars, a trunk, and a passenger backrest. The saddlebags hold 27 liters each, and the TC’s trunk holds 48 liters. Fuel capacity is a generous 6.3 gallons (up from 4.2 on the R 18), and over the course of more than 1,500 miles on the TC, every one of them ridden two-up and fully loaded, we averaged 42.5 mpg, which translates to about 268 miles of range.
The Right Tool for the Job
The R 18 B and R 18 TC are not just the R 18 with a fairing and luggage tacked on. Their shared frame was beefed-up to carry more weight; even with their higher curb weights, load capacity meets or exceeds that of the standard R 18. Compared to the R 18, the B and TC have a shorter wheelbase (66.7 inches, down from 68.1), less rake (27.3 degrees, down from 32.7 degrees), and more trail (7.2 inches, up from 5.9). They also have more rear suspension travel (4.7 inches, up from 3.5), which translates to additional cornering clearance (35 degrees, up from 32), and the rear shock auto-levels to accommodate various loads. The B and TC are heavier, but they handle better, especially on twisty roads and during low-speed maneuvers.
Compared to the standard R 18, a beefed-up frame increases load capacity, revised chassis geometry improves handling, and additional rear suspension travel increases cornering clearance.
The R 18 B and R 18 TC bikes we tested were equipped with optional packages that BMW believes most buyers will want. The Select Package adds a locking fuel filler cap, central luggage locks, a tire-pressure monitoring system, an anti-theft alarm, and heated seats on the B (they’re standard on the TC). The Premium Package adds the Adaptive Headlight with a mechanical cornering light function, which swivels +/-35 degrees to illuminate the inside of curves, as well as hill-hold control, reverse assist, Active Cruise Control, and Marshall Gold Series speakers in the saddlebag lids and, on the TC, in the passenger backrest.
In the Saddle
During the one-day press ride, I logged about 100 miles on the R 18 B. With its low, 28.3-inch seat and mid-mount footboards, my knees were level with my hips and my back was straight, which I preferred over the hip-rotating “clamshell” seating position that’s common on many cruisers. A comfortable reach to the pullback handlebar allowed me to maintain a relaxed bend in my elbows, and smooth airflow over the low windscreen hit right at helmet level with no buffeting.
Luxury touring amenities on the TC include plush heated seats, a passenger backrest, and surround-sound audio.
Because the Big Boxer’s cylinders jut far out to the sides, the rider’s legs are hemmed in place, limiting options to adjust knee and hip angle during long stints in the saddle. The engine is too wide to accommodate highway pegs, so BMW will offer (though we didn’t get a chance to test) accessory leg rests so riders can stretch out their legs on top of the cylinders without roasting their calves. The TC has highway bars in front of the cylinders, and my legs are long enough that I was able to put my heels on them and mostly straighten out my knees, though only briefly because it felt awkward.
Thicker foam in the TC’s seat adds nearly an inch of seat height, which resulted in more legroom and additional comfort during the 350- to 400-mile days in the saddle on our ride from Colorado to California. Carrie found the TC’s passenger seat and backrest to be all-day comfortable, and she liked the comfort and convenience of the footboards, especially when climbing on and off the bike.
The BMW R 18 Transcontinental is designed for America’s wide-open spaces.
Airflow over the TC’s tall windscreen went above my helmet, and Carrie appreciated the calm pocket of air with no turbulence. The top edge of the non-adjustable screen was in my line of sight, which was sometimes distracting during back-and-forth cornering. At the bottom edge of the TC’s fairing are adjustable air flaps that can be closed or opened to direct air into the cockpit. It also has non-adjustable wind deflectors mounted atop the highway bars, which were helpful when temps dropped as low as 40 degrees on Colorado’s Million Dollar Highway, but less so when we encountered triple-digit highs in the deserts of Arizona and Nevada.
Large and In Charge
To assist riders while piloting these machines, the cockpit is packed with data, functions, switches, and buttons. Behind the fairing are four analog gauges (speedo, tach, fuel, and power reserve) and an enormous 10.25-inch TFT color display, with different screens for vehicle info as well as music, phone, and navigation functions via a smartphone and the BMW Motorrad Connected app. BMW’s Multi-Controller wheel on the left grip makes menu navigation, volume control, and other functions easy, but the TFT’s hardened, glare-resistant screen isn’t touch-enabled.
Mission control includes analog gauges, a huge 10.25-inch TFT display, BMW’s proprietary Multi-Controller wheel on the left grip, and sensibly placed buttons.
BMW partnered with Marshall to create a premium audio system for the R 18 B and TC, and the standard setup includes two 25-watt speakers in the front fairing. The Premium Package adds two 90-watt subwoofers in the lids of the top-loading saddlebags and brings total output up to 230 watts on the B. The Premium-equipped TC gets another pair of 25-watt speakers in the passenger backrest, for a total of 280 watts. The surround-sound audio pumps out the jams, and the subwoofers add serious bass.
One downside of the extra speakers is that they reduce storage capacity by 0.5 liter in each of the saddlebags and 1 liter inthe trunk. The saddlebags seem large on the outside, but their narrow interiors present some challenges with packing (BMW offers accessory drop-in liner bags that should make the process easier). The trunk has a spacious, carpet-lined interior with a charging port. Pop-up metal levers with positive actuation make the luggage easy to open, close, and latch even when filled to the brim, and the central locks add convenient security.
On the Road
The R 18s have three ride modes – Rock, Roll, and Rain – that alter throttle response, idle character, engine-drag torque control, and traction-control intervention. In Rock mode, they feel lumpy and shake a lot at idle to add some visceral theater, and throttle response is direct. But in Roll and Rain mode, the response feels duller and slow to respond. The single-plate dry clutch requires some slip when pulling away from stops on hills and riding up steep hairpins, but the 6-speed transmission shifts smoothly and the heel-toe shifter comes in handy.
The TC’s fixed-height windscreen was sometimes distracting while cornering. The LED Adaptive Headlight swivels up to 35 degrees in each direction.
Like most heavyweight cruisers, the R 18 B/TC work best when they are short-shifted and kept in their peak torque range. Riding the TC day after day, it cruised smoothly in top gear and when maintaining steady throttle on flat stretches of road. Rolling on and off the gas while accelerating or negotiating curves and grades, however, sent a fair amount of vibration through the seat and grips that became tiresome after a while.
Despite the weight of the fairing on the handlebar, the R 18 B/TC steer with stability and confidence, though some effort is required. The massive brakes with BMW’s linked Full Integral ABS slow down the heavy bikes with authority, and the large brake and clutch levers are adjustable for reach. The R 18 and R 18 Classic have spoked wheels with tube-type tires, but the R 18 B/TC roll on cast wheels with tubeless tires, which is a real boon for roadside flat repairs.
Dynamic Cruise Control is standard on the B and TC, and, if necessary, it applies the brakes to slow the bikes on steep descents to maintain the set speed. Active Cruise Control, which is part of the Premium Package, uses radar sensors embedded in the front fairing that scan the lane in front of the bike when cruise control is activated. If a vehicle is detected in front of the bike, the system will automatically reduce speed to maintain a fixed distance. Using inputs from the lean-angle sensors, ACC also adjusts speed to assist with safer cornering. The system works well and isn’t affected by vehicles in adjacent lanes.
An early-morning exploration of roads near Golden, Colorado.
Toward the Horizon
Given BMW’s extensive experience in the touring segment, it’s no surprise that it built fully featured, highly functional heavyweight touring bikes right out of the gate. Traditional cruisers, though, are as much about style as they are about substance, and it’s tricky to strike the ideal balance. The R 18 B and R 18 Transcontinental are good-looking motorcycles that caught the attention of many people we encountered at gas stations, restaurants, hotels, and national parks.
Cruiser buyers tend to be conservative. They’re wary of unconventional styling and will embrace high-tech features only if they don’t alter the look and feel of the motorcycle. BMW’s Big Boxer is a large-displacement air-cooled Twin, but its configuration is very different from a traditional V-Twin.
Likewise, there was no small amount of skepticism from the ADV crowd about Harley-Davidson building an adventure bike, a segment long dominated by BMW. But the Pan America 1250 proved itself to be highly capable, and Harley says it has become the best-selling ADV in the U.S.
For those interested in a heavyweight bagger or full-dress tourer with traditional styling, the R 18 B and R 18 Transcontinental are worthy choices
Our R 18 Transcontinental test bike was equipped with the Premium and Select Packages, First Edition Black Storm paint scheme, Vance & Hines exhaust, and select Roland Sands Design accessories, for an as-tested price of $35,244.
2022 BMW R 18 B / Transcontinental Specs
Base Price: $21,945 / $24,995 Price as Tested: $28,420 (Premium & Select Packages, Galaxy Dust metallic/Titanium Silver 2 metallic) / $35,244 (Premium & Select Packages, First Edition Black Storm, Vance & Hines exhaust, Roland Sands Design accessories) Website:bmwmotorcycles.com
ENGINE Engine Type: Air-/oil-cooled, longitudinal opposed flat-Twin, OHV w/ 4 valves per cyl. Displacement: 1,802cc (110ci) Bore x Stroke: 1 x 100.0mm Compression Ratio: 9.6:1 Valve Insp. Interval: 6,000 miles Fuel Delivery: BMS-O EFI w/ 48mm throttle body Lubrication System: Wet sump, 4.2 qt cap. Transmission: 6-speed, hydraulically actuated single-plate dry slipper clutch Final Drive: Shaft
CHASSIS Frame: Tubular-steel double cradle w/ tubular-steel double-sided swingarm Wheelbase: 66.7 in. Rake/Trail: 27.3 degrees/7.2 in. Seat Height: 28.3 in. / 29.1 in. Suspension, Front: 49mm telescopic fork, no adj., 4.7 in. travel Rear: Single cantilever shock, adj. for spring preload, 4.7-in. travel Brakes, Front: Dual 300mm discs w/ 4-piston opposed calipers & ABS Rear: Single cantilever shock, adj. for spring preload, 4.7-in. travel Wheels, Front: Cast, 3.5 x 19 in. Rear: Cast, 5.0 x 16 in. Tires, Front: 120/70-B19 Rear: 180/65-B16 Wet Weight: 877 lbs. / 941 lbs. (claimed, base models) Load Capacity: 512 lbs. / 448 lbs. (claimed, base models) GVWR: 1,389 lbs.
PERFORMANCE Horsepower: 80 hp @ 4,500 rpm (2021 R 18, rear-wheel dyno) Torque: 109 lb-ft @ 2,900 rpm (2021 R 18, rear-wheel dyno) Fuel Capacity: 6.3 gals. Fuel Consumption: 42.5 mpg Estimated Range: 268 miles
New Australian company Benzina Zero has launched an electric scooter brand, led by a robust looking adventure scooter crossover model.
Longtime motorcycle and scooter industry stalwarts Joe D’Ercole and Ben Silver have been working a “long four years” developing the product with a Chinese factory.
“We have worked extensively with the factory to produce a product that is very unique and robust for Australian and European conditions,” Joe says.
Their range of five scooters now has European Certification and Australian ADR (Australian Design Regulations) Compliance.
The Duo crossover model resembles the New Zealand Ubco and has a top speed of 45km/h and 109km of range;
The lightweight 65kg City has a top speed of 45km/h and 80km of range;
Sport has an 80km/h top speed and 133km of range; and
The leaning Cargo three-wheeler delivery vehicle has a roof, reverse gear, 80km of range and a top speed of 70km/h.
All models, expect the Duo+, can be ridden in Australia on learner licences, while the Duo and City can be ridden car licences in Queensland, NT, WA and SA.
Prices and availability are yet to be announced.
All models can be charged via any wall socket or the battery can be easily removed for direct recharging. Charging range from five hours for the Cargo to seven hours for the Duo models.
The two-wheeler scooters are powered by Bosch electric motor technology with LG lithium batteries, while the 206kg Cargo has a Thai Yuma motor and lithium battery.
Benzina Zero also has a range of accessories that include pizza boxes for those who want to use them as delivery vehicles.
“We will be importing and distributing our brand in Australia and Italy,” Joe says.
“Italy was always number two in Europe to Spain but in the last 12 months it has made it to number one in the two-wheel market segment.
“There are many European countries who are now waiting for our shipment to arrive in Italy, estimated January 2022.
“I can confirm that we have 14 countries interested in our brand, so the UK, Philippines and Singapore have now confirmed orders for evaluation samples.
“Our Philippines importer who has looked at our product now wants us to consult for him on other transport projects that he is currently working on as well.”
It will be replaced by the Ducati in 2023 and it looks just as sporty and sexy!
The electric motorcycle prototype, code-named “V21L”, is the result of the joint work of the Ducati Corse team and the Ducati R&D engineers, led by Roberto Canè, Ducati eMobility Director.
“We are experiencing a truly extraordinary moment,” Roberto enthused.
“I find it hard to believe it is reality and still not a dream. The first electric Ducati on the track is exceptional not only for its uniqueness but also for the type of undertaking: challenging both for its performance objectives and for its extremely short timescales.
“Precisely for this reason, the work of the whole team dedicated to the project has been incredible and today’s result repays us for the efforts made in recent months. We are certainly not finished yet; indeed, we know that the road ahead is still very long, but in the meantime, we have laid a first important ‘brick’.”
The V21L was piloted on track by Michele Pirro, professional rider and Ducati test rider since 2013.
“Testing the MotoE prototype on the circuit was a great thrill, because it marks the beginning of an important chapter in Ducati history,” Michele says.
“The bike is light and already has a good balance. Furthermore, the throttle connection in the first opening phase and the ergonomics are very similar to those of a MotoGP bike. If it weren’t for the silence and for the fact that in this test, we decided to limit the power output to just 70% of performance, I could easily have imagined that I was riding my bike.”
The most important challenges in the development of an electric racing motorcycle remain related to the size, weight and range of the batteries.
Ducati is also not changing its aims of making high-performance and lightweight motorcycles.
They say the focus of the MotoE project is to provide performance, light weight and consistency of power delivery during the race.
They hope to achieve this with an efficient cooling system.
The expertise they gain through the exercise will obviously trickle down to their future electric road and adventure bikes.
Italian electric motorcycle company Energica is about to open its first showroom in Australia which means the bikes will be available on five continents.
Their bikes will be imported by Australian Electric Motor Co who open their showroom in Burleigh Heads on the Gold Coast in January.
Company founder Tobin Page says a 2021 Energica Eva Ribelle RS arrived recently in Brisbane and is awaiting import approvals.
“Our other two demonstrator bikes are leaving Italy this week. We should have all three RS models on the shop floor in February.”
Energica Eva Ribelle
Energica Ego
Energica Ego and Eva motorcycles have up to 400km (250 miles) of range which is the best on the market, beating Zero motorcycles with 360km if you use their optional Charge Tank which costs an extra $US2295.
Energica also supplied 18 bikes for the past two MotoE World Cup series run at select MotoGP rounds but will be replaced in 2023 by Ducati.
Energica MotoE race bike
“We are thrilled to represent Energica Motorcycles in Australia and New Zealand,” Toby says.
“This region has been patiently waiting to experience the best electric motorcycles in the world – this partnership between Energica and Australian Electric Motor Co means we can now bring Australians and New Zealanders the range of premium electric motorcycles they have been asking for.
“We have a huge backlog of demand here – with hundreds of sales leads waiting to be serviced.
“We have a great climate for motorcycles, amazing roads and scenery. Our fast-charging infrastructure is improving rapidly.
“Now with Energica Motorcycles in the region – we can finally unleash the potential of electric motorcycles here.“
Australia and New Zealand has one of the longest linked fast-charging EV networks in the world at almost 5000km from Cairns to Adelaide.
In the next few years this network is forecast to become the longest in the world with 80 ultra-fast charging stations strategically located for long distance trips around Australia.
Energica Sales & Field Marketing Director Giacomo Leone says the agreement with Australian Electric Motor Co is a “further stage in the development of the Energica distribution network in the World” with a presence in five continents.
Growing up in San Martin de la Vega on the outskirts of Madrid, Fernandez began racing when he was just 11 years of age. Having competed in the Cuna de Campeones, he made the step up to the FIM CEV Moto3™ Junior World Championship in 2014. After a spell with KTM, the Spaniard switched to Husqvarna machinery and in 2016, he experienced an upturn in fortunes. A maiden podium came in the Algarve, which was swiftly followed by a second in Jerez. The end of season doubleheader in Valencia saw him on the podium once again before he took the chequered flag first in the season finale, helping him to finish third in the Championship. He was concurrently competing in the Red Bull Rookies Cup, and he ended his time in the Road to MotoGP™ programme in third.
Oliveira didn’t put a foot wrong all day despite coming under intense pressure from the M1 behind him, but with two laps to go, it was Quartararo who had to contend with some late challengers. Zarco blasted by his compatriot before Aussie Miller capitalized on a mistake from the Yamaha rider to move into third. As the two battled for the final podium place, Quartararo’s leathers came undone and his chest plate was removed, while he also took a late shortcut. He was slapped with a penalty post-race as a result and despite crossing the line third, he dropped to sixth on the timesheets.
The makers of the inVIEW helmet light hope to raise more than $US1m to develop an update of their innovative product that not only indicates when brakes are applied or a rider slows down on the throttle, but also shows a rider’s intention to turn.
Third Eye Design, founded in 2009, have announced they are producing inView2 and hoping to fund it through their first public stock offering.
Common shares cost $US5.17 each with a minimum investment of $US248.16. Supporters can invest via credit card, ACH, or wire with funds held in escrow until close.
There is no date yet for the new model nor any information about how it will be updated.
The stick-on bluetooth inVIEW light has been available for three years at $US249.95, but the current model has been reduced to $US149.95 ahead of the new model.
It features an accelerometer that activates the brake light even when just slowing down on the throttle which many riders do.
inVIEW
We can’t see why they would be illegal here as they do not replace the motorcycle’s brake lights or indicators.
Some might think this is a great idea as it lifts these important lights higher where drivers are more likely to see them.
It could also be a good safety feature with its brake light that illuminates when the rider slows down on the throttle, rather than the brakes.
How inVIEW works
The inVIEW unit has bright LEDs and is powered by two AAA batteries that they claim will last for months.
Riders get a warning when batteries are low or if there is a problem with the system.
It snaps on via a 3M hook and loop mounting system that Third Eye Design claim is unobtrusive when the unit is not attached and snaps off in the event of a crash.
There is also a small transmitter that can be located close to the rear brake light and indicators.
They say it draws “almost no power and works on all motorcycles, including those with CANBus electrical systems”.
