Let’s go @ducaticorse 👏🤟 https://twitter.com/ducaticorse/status/1383474219246243841
Source: Twitter @jackmilleraus
Let’s go @ducaticorse 👏🤟 https://twitter.com/ducaticorse/status/1383474219246243841
Source: Twitter @jackmilleraus
RT @teammiller43: Impressive Quali from the Thriller! See you on the grid tomorrow 👋 #JM43 #MotoGP #PortugueseGP
Source: Twitter @jackmilleraus
Do you love motorcycles? Are you curious, adventurous, and hard-working? Do you love a challenge? Are you creative, detail-oriented, and good at solving problems? Are you experienced at creating written and visual content for multiple platforms, including print, web, and social? Do you love to travel and go on multi-day motorcycle adventures? Do you want to get paid to do so?
EPG Media & Specialty Information is hiring a full-time, remote (within Southern California; see below) content creator/editor to work for its two consumer motorcycle publications: Rider, a street-focused, all-brand motorcycle magazine that specializes in travel and adventure, and Thunder Press, a street-focused American V-twin magazine. Both magazines publish 12 monthly issues and produce content for websites, buyers guides, social media platforms, videos and podcasts.
This is a fast-paced, demanding job. You will be an integral, essential member of our editorial team, so you will wear many hats and get a wide range of experience. We’re looking for an enthusiastic, “all in” candidate who wants a challenge, doesn’t give up easily, and holds themself to a high standard. This is also a rewarding job where you will get to do what you love — ride motorcycles and share your experiences with other enthusiasts — and get paid for it. And you’ll never have to pay for helmets or gear or gas or tires!
Because the editors-in-chief for Rider and Thunder Press are based in Southern California (one in Orange County, the other in Ventura County), and because test bikes, equipment, photographers, etc. are based in the same area, even though this is a remote position you must live in Los Angeles, Orange, Santa Barbara or Ventura counties. Sorry, we love Austin and Portland too, but we’re not fans of long-distance relationships.
To apply, please submit your resume and a cover letter telling us why you are perfect for this job. Writing samples (raw copy, not previously published content) and a proofreading test will be required during the interview process.
The post We’re Hiring! first appeared on Rider Magazine.
Source: RiderMagazine.com
Indian Motorcycle has announced plans for three customization projects based on its recently unveiled 2022 Indian Chief platform, which includes the Chief, Chief Bobber and Super Chief. To showcase the range of possibilities inherent to the new Chief platform, three well-known V-twin customizers will create unique interpretations: the former Indian Larry team of Paul Cox and Keino Sasaki, freestyle motocross legend Carey Hart and the creator of Bratstyle, Go Takamine.
Read our 2022 Indian Super Chief Limited first ride review
Cox and Sasaki are teaming up for the first time in nearly 15 years, having parted ways in the early 2000s after the untimely passing of legendary customizer and friend, Indian Larry.
“Keino and I have stayed in touch over the years, continuing to work in our own individual styles, but when Indian Motorcycle approached us about this collaboration, the timing seemed right. We both bring unique skills to this project, and it will be interesting to collaborate again,” said Cox. “Initially, I found the new Chief platform to be beautifully designed and thoughtfully engineered in its stock form. It’s tough and clean but possesses a modern elegance at the same time. These are all qualities that I try to combine in my own work, for a well-balanced custom.”
Completely overhauled for 2022, the new Chief platform has a tubular-steel frame wrapped tightly around Indian’s air-cooled Thunderstroke V-twin motor and exposed dual rear shocks. It’s more stripped down and elemental, the perfect canvas for customization.
“This bike is as much about history and heritage, as it is about modern design sophistication, and that’s why we were intentional in choosing builders that represented both old and new styles,” said Ola Stenegard, Director of Design for Indian Motorcycle. “With Go, we have a builder who honors and takes inspiration from the post-war bobber scene. On the other hand, Carey will push forward with modern, performance-oriented design elements, while Paul and Keino bridge the gap between past and future.”
Over the past five years, Hart has customized various Indian models, and he unveiled the first-ever custom 2022 Indian Chief — a modern club-style take on the new bike — soon after the model’s debut in early February.
“With the new Chief, Indian Motorcycle has done an incredible job of capturing the strength and timeless lines of what we all have come to expect from a true American V-twin, and in doing so, they’ve served up the ultimate platform for customization,” said Hart. “I’m proud to be amongst this incredible group of builders, and I couldn’t be more excited to see what each of us comes up with.”
Well-known for his Bratstyle brand, a design aesthetic and lifestyle that has inspired followers and copycats across the globe, Takamine has focused much of his work on restoring and customizing vintage Chiefs and Scouts. This project will be the first time that Takamine will bring Bratstyle to a modern Indian.
“Indian Motorcycle has been at the heart of my work for many years, and I have great admiration for the company. It’s an honor to be included in this elite group of builders,” said Takamine. “The new Indian Chief is ideal for customization with its classic steel tube frame and air-cooled motor, and I’m excited by the possibilities of what I can do with it.”
To inspire personalization, Indian Motorcycle has curated three Authentic Accessory collections that dramatically change style, enhance comfort and increase power and performance. Each piece within the collections are sold individually and can pair with any Chief model — allowing riders to mix and match parts to fit their style and riding preference. Riders can design and build their own Chief on Indian Motorcycle’s accessory configurator.
Rogue Collection: Providing a stripped-down riding experience where power and minimalism lead the way, Indian Motorcycle curated the Rogue Collection to enhance performance and deliver aggressive attitude for the Indian Chief and Indian Chief Dark Horse. With the all-new Thunderstroke Forward Stage 1 Intake, Stage 1 Slip-On Exhaust and Thunderstroke Stage 2 Performance Kit, the Rogue Collection delivers 17% more horsepower than a stock Thunderstroke 116 engine. Indian Motorcycle’s Slash Cut Exhaust Tips personalize style, while a passenger seat, backrest and pegs provide two-up riding capabilities.
Authentic Collection: With bulky tires wrapped around spoke wheels, a muscled-up front end and a solo bobber seat, the Chief Bobber and Chief Bobber Dark Horse pay stylistic homage to the classic post-war era V-twins. Riders looking to personalize their ride can outfit it with premium accessories from Indian Motorcycle’s Authentic Collection. Featuring a floating solo seat, luggage rack, Mini Ape Handlebars, and various performance accessories, this collection pays tribute to the original 1922 Indian Chief.
Tour Collection: Featuring soft saddlebags and a windshield, the Super Chief and Super Chief Limited begs riders for longer miles and an even bolder escape. For those looking to take the capable day tripper to the next level, Indian Motorcycle assembled its Tour Collection. Heated grips, a passenger backrest, highway bar lower closeouts and highway pegs take the Super Chief’s comfort to an entirely new level for both the rider and passenger going the extra mile.
Riders can learn more about the Chief Customs program on the Indian Motorcycle Custom Garage webpage.
The post Indian Chief Custom Program Announced first appeared on Rider Magazine.
Source: RiderMagazine.com
#MillerTaxis in Portugal 🇵🇹 8th and 5th in Practice today not the best conditions but I had no issues with my which arm is good 🤘🏼
Source: Twitter @jackmilleraus
RT @ducaticorse: Two-seater? 🤔Nope… A bit of #DucatiTeamBuilding and, of course, a new customer for #MillerTaxis 😜 #ForzaDucati #PortugueseGP🇵🇹
Source: Twitter @jackmilleraus
Not that we want to put the mouth on him, but California boy Joe Roberts had a great Friday in Portugal, leading free practices 1 and 2 by 0.041 and then 0.317 seconds. Read all about it here. And pay no attention to our lead image, as that’s Sam Lowes leading Wayne’s kid, Remy Gardner.
In other developments, Marc Marquez was sixth-fastest on his first day back on a MotoGP bike.
But there are zero Americans in MotoGP, so we’ll feign disinterest and turn our attention to Triumph’s Moto2 Portimao pre-race briefing, in which we learn that even though California-kid Joe Roberts finished the first Doha round this year in 6th place, and the second round in 10th – his pole position lap record from last year still stands. That’s in spite of the fact that the Doha Grand Prix (round 2) was 7.5 seconds faster than the 2020 race, and that the fastest race lap was 0.3 seconds faster than last year. That’s gotta count for something!
Meanwhile, our other fellow American, multi-time MotoAmerica Superbike champ Cameron Beaubier, finished 11th in round one and crashed out of race two. In Portimao, he’s 22nd in FP2. It’s always good to leave room for improvement. He’s on Roberts’ last year’s American Racing Kalex.
Here’s a pic of Joe and his dad from an interview we did last year, from more than a couple years ago.
Triumph also informs us, via its Doha recap, that:
Upcoming race:
Triumph Triple Trophy #PoweredbyTriumph
About the Triumph Triple Trophy #PoweredbyTriumph
The Triumph Moto2 765cc race engine is a development of the class-leading Street Triple RS 765cc road motorcycle and produces more than 140PS and the same visceral soundtrack.
2021 Qatar race information: 2021 Moto2 Grand Prix winners:
Winner: Sam Lowes
Pole position: Sam Lowes
Fastest lap: 1m 58.954s (S. Lowes) Top speed: 295.8km/h (M. Ramirez) Race lap record: 1m 58.711s (T. Luthi, 2019) Circuit best: 1m 58.136 (J. Roberts, 2020)
2021 Moto2 World Championship top ten:
Pos | Race # | Rider | Chassis | Engine | Nation | Points |
1 | 22 | S. Lowes | Kalex | Triumph 765cc | GBR | 50 |
2 | 87 | R. Gardner | Kalex | Triumph 765cc | AUS | 40 |
3 | 25 | R. Fernandez | Kalex | Triumph 765cc | SPA | 27 |
4 | 72 | M. Bezzecchi | Kalex | Triumph 765cc | ITA | 26 |
5 | 21 | F. Di Giannantonio | Kalex | Triumph 765cc | ITA | 22 |
6 | 13 | C. Vietti | Kalex | Triumph 765cc | ITA | 13 |
7 | 37 | A. Fernandez | Kalex | Triumph 765cc | SPA | 12 |
8 | 79 | A. Ogura | Kalex | Triumph 765cc | JPN | 11 |
9 | 64 | B. Bendsneyder | Kalex | Triumph 765cc | NED | 11 |
10 | 16 | J. Roberts | Kalex | Triumph 765cc | USA | 10 |
2021 standings – Triumph Triple Trophy #PoweredbyTriumph:
Pos | Race # | Rider | Nation | Points | Team |
1 | 22 | S. Lowes | GBR | 17 | Elf Marc VDS Racing Team |
2 | 42 | M. Ramirez | SPA | 7 | American Racing |
3 | 19 | L. Dalla Porta | ITA | 7 | Italtrans Racing Team |
4 | 6 | C. Beaubier | USA | 7 | American Racing |
5 | 87 | R. Gardner | AUS | 5 | Red Bull KTM Ajo |
2021 Moto2 calendar:
Date | Race | Date | Race | ||
1 | 28 Mar | GP of Qatar, Losail | 11 | 15 Aug | GP of Austria, Red Bull Ring |
2 | 4 Apr | GP of Doha, Losail | 12 | 29 Aug | GP of Britain, Silverstone |
3 | 18 Apr | GP of Portugal, Algarve | 13 | 12 Sept | GP of Aragon, Aragon |
4 | 2 May | GP of Spain, Jerez | 14 | 19 Sept | GP of San Marino, Misano |
5 | 16 May | GP of France, Le Mans | 15 | 3 Oct | GP of Japan, Motegi |
6 | 30 May | GP of Italy, Mugello | 16 | 10 Oct | GP of Thailand, Chang |
7 | 6 Jun | GP of Catalunya, Barcelona | 17 | 24 Oct | GP of Australia, Phillip Island |
8 | 20 Jun | GP of Germany, Sachsenring | 18 | 31 Oct | GP of Malaysia, Sepang |
9 | 27 Jun | TT Assen, Assen | 19 | 14 Nov | GP of Valencia, Valencia |
10 | 11 Jul | GP of Finland, Kymirng |
Go Joe.
The post Joe Roberts Fastest on Friday in Moto2, Portimao appeared first on Motorcycle.com News.
There is a lovely burble on the overrun, even at low rpm, which pops with character as you roll to a stop. Around town it’s noticeable but not annoying, simply adding a little appeal. Higher in the rpm, it’s addictive and gives the bike a sporty feel. There is a lovely drive from low down in the revs, accompanied by a snarl and deep breath from the airbox. The user-friendly Ducati SuperSport makes similar power to the legendary Ducati 916/996—which makes you think, doesn’t it?—this is not a slow bike. Peak power is 110 bhp at 9,000 rpm, with peak torque at 69 pound-feet at 6,500 rpm.
You don’t need to be bouncing off the rev limiter, you don’t need to jump up and down the (standard) up-and-down quickshifter… Instead, there is that lovely spread of torque that allows you to play with just fourth and fifth gear. I can see why some may favor the SuperSport to one of Ducati’s pricier, more focused sporting siblings, especially for the road. You can use the engine, enjoy the sound and feel, drive out of corners, and feel in command. You are the boss.
At low speeds the fueling is excellent. Ducati has perfected L-twin fuel injection, the only setback being the now standard quickshifter. Above 30 mph and higher in the revs it works perfectly, but at low rpm it can be snatchy and doesn’t balance flawlessly with the revs. While I’m complaining, I don’t like the way the bars now trap fingers and thumbs on the new bodywork on full lock. This is only noticeable when doing slow-speed U-turns, usually when one or both feet are down. It’s not hazardous or too dramatic, but annoying and again something I wasn’t expecting from Ducati.
The SuperSport is comfortable (the seat has increased in comfort) with relatively high bars and low pegs that are not too far back. When I first threw a leg over the surprisingly low seat (31.9 inches high, with optional seats offering plus 0.98 inch and minus 0.79 inch) I was surprised by the comparatively roomy ergonomics. The screen is adjustable by 1.97 inches, the new TFT clocks are neat and clear, and the visual appeal once onboard is high. The way the bodywork swoops under the clocks, the neat actuation of the buttons, the relatively easy to navigate clocks… It all adds up to a sophisticated cockpit.
With the screen fully upright, wind protection wasn’t too bad, while the seat and ergonomics were faultless. Ducati has improved comfort, and I rode all day without any physical complaints on that comfortable seat, while the bodywork deflected the heat generated by the engine away from my legs. Comparing the comfort of the SuperSport to a dedicated trackbike is like comparing a sofa to a wooden park bench.
But little niggles started to creep in. The mirrors give an excellent view at the rear, but once the revs build and vibrations start, the images become blurred. The mirrors have improved over the previous model, but they’re not perfect and at high speed it’s hard to see if the car following has a roof rack or blue lights on the roof—you can see my issue. The screen is sufficient, but I think taller riders may prefer something larger.
The fuel light came on at around the 130-mile mark, with around 40 miles remaining, depending on conditions. I averaged 47.5 mpg (39.6 US mpg), which gives a theoretical range of 167 miles. Is that enough for touring? The tank range is easily large enough for two hours in the saddle, and possibly relatively new riders the 950 is aimed at won’t want to go much further anyway.
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The Öhlins suspension is sublime; there is a superb, natural feel from both ends. It copes with everything from fast-flowing stuff to bumpy roads taken at speed. I really pushed and asked some difficult questions of the 950′s stability and handling, but the Duke always came back with the appropriate answers.
The suspension is on the sporty side of sport-touring and holds the chassis once on its side, yet is soft enough to take the strain on the exit, allowing you to dial in the L-twin power early in and feel for the grip. Alternatively, simply rely on the very smart electronics, which are now lean-sensitive due to the new Bosch six-axis IMU.
On track with tack-focused rubber, an experienced rider will have to reduce the suspension’s movement because, in standard trim, the Öhlins setup is a little too soft for serious track action. But for most, especially the target audience, the base setup will work on the road and track.
The Brembo radial brakes remain as the old model’s, which isn’t a bad thing as they are top quality and more than strong enough for the road and track. The big change for 2021 is the introduction of a six-axis IMU, which means the ABS braking can now be lean-sensitive.
As we’ve come to expect from Ducati, the rider aids are excellent, and a big step over the previous model as well as perfect for both new and inexperienced riders. The Cornering ABS and TC are like riding with an expert on your shoulder, keeping you safe and preventing you from doing something untoward. The new 4.3-inch full color dash makes the settings clear and easy to customize, for a trackday for example.
Verdict
Ducati has enhanced the SuperSport 950 S’ appeal: It’s now a stunning bike, with a functional design that features new LED DRL lights and clever bodywork that takes engine heat away from the rider. The electronics are a welcome and significant renovation, which can be easily personalized. Now Euro 5 compliant, without losing any performance, the engine/exhaust still delivers fun, character, and real-world performance, which isn’t intimidating.
Surprisingly, I’ve uncovered a few doubts. The mirrors vibrate too much at high rpm/speed, and, with comfort improved, I’d like a longer fuel range so I could embark on some serious miles. Also, the bars trap fingers on full lock, and the quickshifter isn’t perfect at low speeds—not what we’d expect from Ducati.
The SuperSport is a great bike. It’s also arguable that the target audience may not want a larger fuel tank. I’m probably being harsh comparing the fluidity of the quickshifter compared to pricier models in Ducati’s range. For me, the 950 S is a good bike, a nine out of 10, just not 10 out of 10, which is what I’ve come to expect from Ducati of late.
2021 Ducati SuperSport 950 S Technical Specifications and Price
PRICE | $15,795 (UK £13,895) |
---|---|
ENGINE | 937cc, liquid-cooled L-twin; 4-valve/cyl. |
BORE x STROKE | 94.0 x 67.5mm |
COMPRESSION RATIO | 12.6:1 |
FUEL DELIVERY | Fuel injection w/ 53mm throttle bodies, ride-by-wire |
CLUTCH | Wet, multiplate, slipper and self-servo; hydraulic actuation self-bleeding master cylinder |
TRANSMISSION/FINAL DRIVE | 6-speed/chain |
CLAIMED HORSEPOWER | 110 hp @ 9,000 rpm |
CLAIMED TORQUE | 69 lb.-ft. @ 6,500 rpm |
FRAME | Tubular steel trellis |
FRONT SUSPENSION | Öhlins fully adjustable 48mm fork; 5.1 in. travel |
REAR SUSPENSION | Öhlins shock, fully adjustable; 5.7 in. travel |
FRONT BRAKE | Radial Brembo 4-piston caliper, 320mm discs w/ Cornering ABS |
REAR BRAKE | 2-piston floating caliper, 245mm disc w/ Cornering ABS |
WHEELS, FRONT/REAR | Spoked alloy; 17 x 3.5 in. / 17 x 5.5 in. |
TIRES, FRONT/REAR | Pirelli Diablo Rosso III; 120/70-17 / 180/55-17 |
RAKE/TRAIL | 24.0°/3.6 in. |
WHEELBASE | 58.2 in. |
SEAT HEIGHT | 31.9 in. |
FUEL CAPACITY | 4.2 gal. |
CLAIMED DRY WEIGHT | 406 lb. |
WARRANTY | 2 years, unlimited mileage |
AVAILABLE | April 2021 |
CONTACT | ducati.com |
Source: MotorCyclistOnline.com
Last-minute bike changes lead to success at ATL 2.
Team Honda HRC’s Hunter Lawrence continues to show his capability in Monster Energy Supercross, returning to the podium and setting the fastest lap of the race in the Atlanta 2 250SX West main event on Tuesday.
After two rounds off the podium, Lawrence rebounded for a second-place finish in the 250SX West main event on Tuesday in the second of three races at Atlanta Motor Speedway, citing bike changes just before the main event that helped him to the podium.
“It was a tough day, actually,” Lawrence explained. “We were struggling with bike setup all day, and after the heat race the team made a really good decision.
“We made a shock change for the main, and we had to test it on the site lap, when I had to push to get a feel and make sure we didn’t have to change any clickers; I was happy with how the bike felt.”
As the gate dropped on the main, Lawrence didn’t get the best start, eventually hitting the ground in the whoops before Cameron McAdoo’s (Monster Energy Pro Circuit Kawasaki) crash brought out the red flag.
With a second shot at it, Lawrence again didn’t get the best jump but was able to find his rhythm and salvage a second place on the night.
“I definitely think my speed was there,” he continued. “Didn’t get the best start, but yeah I think I got the fastest lap time and had a really good pace going from the halfway point onwards. And yeah, I would have loved to have put myself in a better position off the start for sure.”
Lawrence is now 16 points behind championship leader Justin Cooper with just three races to go, they’ll line back up this Saturday for the final race in the residency at Atlanta Motor Speedway.
Source: MotoOnline.com.au