Vintage BMW motorcycles are elegant and beautiful pieces of artwork, no matter what type of riding you’re into. If you’ve been examining vintage BMW’s and haven’t had the perfect chance to get one; your time is now.
This 1965 BMW R660/2 is a refinished bike with paint so perfect it might trick you into thinking it just rolled off the dealership lot. Ozzie’s BMW dealership in Chico California did the restoration job in 2012, and the bike has seen limited miles since then (50). It comes with the same bill of sale and title that was originally gathered when the bike was purchased from Ozzie’s BMW dated 2013. The motorcycle currently sits at 25,000 miles displayed by the odometer, but the exact mileage will remain a mystery.
This R660/2 comes with the original 596cc opposed-twin engine (producing 30 vintage horses when new) with a four-speed gearbox. The paint has been redone in a gloss black with white pinstriping, and the two-up seat has been reupholstered in matching black leather with white accenting around the edges.
Don’t worry about rolling around on 50+-year-old tires, new period-correct Metzeler tires have been mounted to the wire-spoke 18-inch rims to keep the authenticity of this classic motorcycle as true-to-form as possible.
This piece of modern history currently sits at a comfortable price of $7500, despite the auction on bringatrailer.com only having 2 days remaining to bid. If you’re looking for a low-priced classic BMW for date nights with the wifey, this very well may be the bike for you.
Unchanged line-up of Purvis and Larwood confirmed by WBR
Section: Competition
Yamaha teammates stepping up in categories for 2021 ProMX campaign.
Image: Foremost Media.
WBR Bulk Nutrients Yamaha will retain the unchanged line-up of Maximus Purvis and Alex Larwood for the 2021 Pro MX championship, with Purvis stepping up to MX1 and Larwood MX2.
Current New Zealand MX2 champion Purvis will defend his title at home with JCR Yamaha prior to stepping up to the YZ450F in Australia.
“2021 needs to be a huge year for me and one that establishes me in Australian motocross,” Purvis said. “The move to the 450 class is one that excites me as I have been riding one in New Zealand for the last eight months and I feel really comfortable on the bike and suits the way I ride.
“Being back with WBR Yamaha is also great. We have a great working relationship that has grown over the past few years and they are a good group of guys to go racing with. The dealership is also close to where I base myself while in Australia, so they are always available if I need anything.”
Larwood was supposed to debut in MXD this year until motocross was cancelled, instead now stepping directly into the professional ranks after the MX3 class took the MXD category’s place. He’s recovered from a broken leg earlier this year.
“It’s great to be back with WBR Yamaha again and racing the MX2 class on the YZ250F,” Larwood said. “I had put in a lot of work at the start of 2020 and was feeling great on the bike, but my leg injury kept me sidelined for a while and that has only made the motivation stronger.
“I’m looking forward to racing the MX2 class and going against the best guys in Australia. It will be a big step, but I have been training with a lot of riders already in that class and feel comfortable riding with them. The leg is nearly 100 percent and I have a full program ready to go in the off season to ensure I hit round one in great shape.”
WBR Yamaha is a motorcycle dealer in the Victorian border town of Echuca. Ran by the Whitten family, the racing arm of the business has become a great promotional tool for WBR Yamaha and one that owner, Travis Whitten, is passionate about.
“Our whole family is into racing and as the business has grown, so has both our and Yamaha’s investment in racing with us,” he explained. “In 2021 we will be fielding two riders in the major classes and I’m confident in both the talent and determination of Maximus and Alex to succeed.
“The knowledge that we learn from racing can be feed directly back to our customers and we can provide them with real-world information that can make the most of their purchase. 2021 is a step-up up for our race team and one that we are looking forward to.”
Concept motorcycles and mock-ups are the life-force that keeps motorcycle enthusiasts tied-over between big releases. If you are suffering from dream withdrawal and are looking for a fix, Honda cooked up this vintage-inspired CB1000F just for you.
This aged roadster concept was based on honda’s current CB1000R naked sportbike with your favorite parts from historic motorcycles tied into a modern-day chassis and form factor. There is no way to tell if this concept bike is ever going to see production, but according to MCN, rumors from japan compounded with the original unveiling of the CB-F Concept last spring could suggest otherwise.
The current CB1000R already a beautiful looking motorcycle, but this F edition takes the best features from the R – such as the single-sided swingarm and light-weight modern rims – and packages it along with Honda’s dangerously smooth 998cc DOHC inline-four to create this pre-modern masterpiece. It’s safe to assume that if this motorcycle came to production, the engine would be slightly detuned much like Kawasaki’s Z900RS.
The same steel spine frame and aluminum swingarm will come right from the CB1000R along with the forks and brakes; so you know this motorcycle will ride its way into a much higher category of performance than what it’s appearance may initially lead you to believe.
The body features a very vintage seat and tank, along with the graphics and headlamp looking they were ripped straight off an 80’s CB. Personally, the CBX1050 is my favorite motorcycle of all time, and I think this bike is a beautiful throwback to honda’s golden age of industry domination.
Let’s see if Honda can turn this dream into a reality.
2020 mi-bike Australian Superbike Rounds 2-3 – Wakefield Park
ASBK competitors awoke to a foggy and damp backdrop cloaking Wakefield Park this morning as they prepared to shake off the shackles of COVID hibernation and prepare for what is a busy four-day schedule at this double-header ASBK finale.
The gloomy morning soon dried and while conditions remained overcast the track was dry and in pretty good condition. Tomorrow is expected to be similar, with a cool morning giving way to a warm and sunny day.
Things look likely to change come Saturday, when a full round two schedule of racing will be run. The current forecast predicts a 70 per cent chance of 10-20 mm of rain on Saturday which will turn Wakefield Park sultry as the temperature is still expected to nudge 30-degrees.
Sunday is expected to be fine but much cooler as competitors run through another full day race schedule which will also be the final round of this interrupted season.Nothing like mixing it up to keep competitors on their toes and those changing conditions might bring some surprises…
Cru Halliday holds both the Superbike and Supersport qualifying lap records here at Wakefield. He set the Superbike benchmark last year at 57.138s and the Supersport record the year before at 59.050s. Less than two-seconds between an R1 and an R6 illustrates just how technical this track is, and how much outright power is not all that important. That is of course unless you want to pass someone else in the heat of battle then hold them up on entry into the next turn…
Cru Halliday topped FP1 while Wayne Maxwell topped a warmer FP2 where track temperatures passed 40 degrees. Track temps nudged 50-degrees as FP3 got underway just after 1600 this afternoon.
Wayne Maxwell improved his marker to 57.369 on his 14th lap of the final session. Herfoss cut a tenth off his previous best with six-minutes remaining in the session, but that 57.406 was not good enough to knock Maxwell out of top spot. Cru Halliday then improved his best to 57.382.
Herfoss then went top with a 57.328 before immediately backing it up with a 57.366 and a 57.735.
Maxwell was on another good lap but the red flag then came out as Chandler Cooper went down at turn two, his bike hitting the fence.
Only a couple of minutes were remaining in the session so officials declared the session and thus Herfoss ends day one on top. An impressive show of pace considering he had not ridden the completely new Fireblade around this circuit before.
Things are tight at the top though with less than six-hundredths of a second covering the top three.
Maxwell, Herfoss, Halliday, Allerton, Wagner and Jones are all in the 57s.
So plenty of riders have great one-lap speed, but who can go the 18-lap race distance?
Maxwell is running Pirelli rubber, as is FP1 pace-setter Cru Halliday.Troy Herfoss is a Michelin man while Dunlop have the likes of Bryan Staring and Josh Waters on their hoops.
That is an answer we won’t have until Saturday afternoon. It will be very interesting to see how that tyre war unfolds this weekend, especially as we might also get a dump of rain on Saturday, followed by cool but dry conditions on Sunday.
Before that though we have qualifying on Friday, where an important single point for pole position will be up for grabs. Superbike competitors have a possible maximum points earn of 102 from the weekend if they were to take both pole positions and all four race wins.
One competitor though that will take no points this weekend is Evan Byles. The SA Motorcycle Dealer Principal crashed today and damaged his shoulder which ruled him out of the remainder of the event.
Max Stauffer topped the opening two Supersport sessions but was pipped in the final 30-minute bout by Broc Pearson, Stauffer going down a turn six after going fastest through the first split, thus Thursday honours belong to Pearson. Tom Toparis was third quickest today ahead of Oli Bayliss and Tom Edwards.Aiden Hayes and Jack Hyde are not far behind.
The Supersport Championship is completely wide open with 102-points up for grabs this weekend.
Riders will be back on track tomorrow with qualifying for all classes and a few races at the end of the day for the support classes.
Tune in on Saturday and Sunday to watch it all unfold or follow our coverage right here on MCNews.com.au in what will be our 21st year covering the Australian Superbike Championship. And in all that time, Trev has only missed one round this century!
Who will be crowned king come Sunday afternoon…..?
Kawasaki Superbike Combined Practice Times
Pos
Name
Bike
Lap
1
Troy HERFOSS
Honda CBR
57.328
2
Wayne MAXWELL
Ducati V4R
57.369
3
Cru HALLIDAY
Yamaha YZF-R1M
57.382
4
Glenn ALLERTON
BMW S RR
57.761
5
Aiden WAGNER
Yamaha YZF-R1M
57.894
6
Mike JONES
Ducati V4R
57.920
7
Bryan STARING
Kawasaki ZX10R
58.051
8
Josh WATERS
Suzuki GSXRR
58.477
9
Jed METCHER
Yamaha YZF-R1M
58.861
10
Arthur SISSIS
Suzuki GSXRR
58.878
11
Glenn SCOTT
Kawasaki ZX10R
59.144
12
Lachlan EPIS
Suzuki GSXRR
59.470
13
Brendan McINTYRE
Suzuki GSXRR
1m00.747
14
Luke JHONSTON
Yamaha R1
1m01.336
15
Michael EDWARDS
Yamaah YZF-R1M
1m01.363
16
Giuseppe SCARCELLA
Ducati Panigale
1m01.418
17
Nathan SPITERI
Suzuki GSXRR
1m01.601
18
Chandler COOPER
Honda CBR
1m02.163
19
Evan BYLES
Kawasaki ZX10R
1m02.452
Motorsports TV Australia Supersport Combined Practice Times
Pos
Name
Machine
Lap
1
Broc PEARSON
Yamaha YZF-R6
59.565
2
Max STAUFFER
Yamaha YZF-R6
59.628
3
Tom TOPARIS
Yamaha YZF-R6
59.668
4
Oli BAYLISS
Yamaha YZF-R6
55.951
5
Tom EDWARDS
Yamaha YZF-R6
1m00.166
6
Aidan HAYES
Yamaha YZF-R6
1m00.508
7
Jack HYDE
Yamaha YZF-R6
1m00.800
8
Joel TAYLOR
Yamaha YZF-R6
1m00.986
9
Scott NICHOLSON
Suzuki GSXR
1m01.597
10
Jack PASSFIELD
Yamaha YZF-R6
1m02.030
11
Noel MAHON
Kawasaki ZX6R
1m04.951
12
Patrick LI
Yamaha YZF-R6
1m05.141
YMI Australian Supersport 300 Combined Practice Times
Pos
Name
Machine
Lap
1
Carter THOMPSON
Yamaha R3 321
1m05.789
2
Harry KHOURI
Kawasaki EX 400
1m05.936
3
Archie MCDONALD
Yamaha R3 321
1m05.955
4
Ben BAKER
Yamaha R3 321
1m05.955
5
Jacob HATCH
Yamaha R3 321
1m06.117
6
Archie McDONALD
Yamaha R3 321
1m06.273
7
Luke POWER
Kawasaki EX 400
1m06.348
8
John LYTRAS
Yamaha R3 321
1m06.489
9
Brandon DEMMERY
Yamaha R3 321
1m06.799
10
Peter NERLICH
Kawasaki EX 400
1m07.337
11
Laura BROWN
Yamaha R3 321
1m07.390
12
Tom DRANE
Yamaha YZF-R3
1m07.402
13
Joseph MARINIELLO
Kawasaki EX 400
1m07.426
14
Zylas BUNTING
Kawasaki EX 400
1m07.507
15
Zak PETTENDY
Yamaha R3 321
1m07.518
16
Reece OUGHTRED
Yamaha R3 321
1m07.534
17
Patrick BOGNAR
Yamaha R3 321
1m07.554
18
Jake FARNSWORTH
Kawasaki EX 400
1m07.634
19
Matthew RINDEL
Yamaha R3 321
1m07.698
20
Glenn NELSON
Yamaha R3 321
1m07.698
21
Clay CLEGG
Yamaha R3 300
1m07.782
22
James JACOBS
Kawasaki EX 400
1m07.939
23
Cameron DUNKER
Yamaha R3 321
1m09.155
24
Jamie PORT
Yamaha R3 321
1m09.402
Yamaha Motor finance R3 Cup Combined Practice Times
Pos
Name
Bike
Lap
1
Carter THOMPSON
Yamaha YZF-R3
1m05.900
2
Archie McDONALD
Yamaha YZF-R3
1m05.990
3
Ben BAKER
Yamaha YZF-R3
1m06.110
4
Archie MCDONALD
Yamaha YZF-R3
1m06.333
5
John LYTRAS
Yamaha YZF-R3
1m06.523
6
Luke POWER
Yamaha YZF-R3
1m06.627
7
Brandon DEMMERY
Yamaha YZF-R3
1m06.651
8
Laura BROWN
Yamaha YZF-R3
1m06.967
9
Jacob HATCH
Yamaha YZF-R3
1m07.028
10
Glenn NELSON
Yamaha R3 321
1m07.169
11
Angus GRENFELL
Yamaha YZF-R3
1m07.608
12
Reece OUGHTRED
Yamaha YZF-R3
1m07.618
13
Patrick BOGNAR
Yamaha YZF-R3
1m07.627
14
Jake FARNSWORTH
Yamaha YZF-R3
1m07.826
15
Zak PETTENDY
Yamaha YZF-R3
1m07.944
16
Matthew RINDEL
Yamaha YZF-R3
1m08.137
17
Tom DRANE
Yamaha YZF-R3
1m08.324
18
Cameron DUNKER
Yamaha R3 321
1m08.740
19
Nate O’NEILL
Yamaha YZF-R3
1m10.206
20
Lincoln KNIGHT
Yamaha YZF-R3
1m11.529
bLU cRU Oceania Cup Combined Practice Times
Pos
Name
Machine
Lap
1
Marianos NIKOLIS
Yamaha YZF-R15
1m15.698
2
Tom DRANE
Yamaha YZF-R15
1m16.855
3
Clay CLEGG
Yamaha YZF-R15
1m17.119
4
Cameron SWAIN
Yamaha YZF-R15
1m17.130
5
Hayden NELSON
Yamaha YZF-R15
1m17.167
6
Angus GRENFELL
Yamaha YZF-R15
1m17.333
7
Cameron DUNKER
Yamaha YZF-R15
1m17.704
8
Nate O’NEILL
Yamaha YZF-R15
1m17.751
9
Glenn NELSON
Yamaha YZF-R15
1m17.787
10
Jai RUSSO
Yamaha YZF-R15
1m17.868
11
Varis FLEMING
Yamaha YZF-R15
1m17.869
12
Levi RUSSO
Yamaha YZF-R15
1m18.014
13
Lucas QUINN
Yamaha YZF-R15
1m18.101
14
Toby JAMES
Yamaha YZF-R15
1m18.153
15
Jamie PORT
Yamaha YZF-R15
1m18.225
16
Lincoln KNIGHT
Yamaha YZF-R15
1m18.702
17
Henry SNELL
Yamaha YZF-R15
1m19.113
18
Brodie GAWITH
Yamaha YZF-R15
1m19.795
19
Casey MIDDLETON
Yamaha YZF-R15
1m21.316
20
James WEAVER
Yamaha YZF-R15
1m21.396
2020 mi-bike Australian Superbike Championship Points
Pos
Name
Machine
Pole
R1
R2
R3
Total
1
Wayne MAXWELL
Ducati V4R
1
25
25
25
76
2
Cru HALLIDAY
Yamaha
20
20
20
60
3
Josh WATERS
Suzuki
18
15
18
51
4
Bryan STARING
Kawasaki
17
17
15
49
5
Troy HERFOSS
Honda
16
16
16
48
6
Daniel FALZON
Yamaha
14
14
13
41
7
Arthur SISSIS
Suzuki
15
10
12
37
8
Mike JONES
Ducati
18
17
35
9
Jed METCHER
Suzuki
12
11
10
33
10
Glenn ALLERTON
BMW
5
12
14
31
11
Linden MAGEE
BMW
10
6
9
25
12
Matt WALTERS
Kawasaki
13
11
24
13
Max CROKER
Suzuki
9
7
7
23
14
Aiden WAGNER
Yamaha
13
9
22
15
Sloan FROST
Suzuki
8
5
8
21
16
Beau BEATON
Ducati
7
4
6
17
17
Glenn SCOTT
Kawasaki
4
8
4
16
18
Brendan McINTYRE
Suzuki
6
3
5
14
19
Josh HAYES
Yamaha
11
11
20
Matthew TOOLEY
Yamaha
1
1
3
5
21
Giuseppe SCARCELLA
Ducati
3
2
5
22
Dean HASLER
BMW
2
2
4
23
Nathan SPITERI
Suzuki
1
1
2020 mi-bike Australian Superbike Rounds 2-3 – Wakefield Park Schedule
Every motorcycle company has made a couple of bikes it wishes it hadn’t, like the Wankel-engined Suzuki RE5, 1974-1976, or Ducati’s GTL 350, a SOHC parallel twin, 1975-1977. And close to the top of Honda’s list might be the CB500T. Curious that the three just mentioned all appeared in the mid-1970s. With any new model, aesthetics play a part, as do performance and price.
Lots of money goes into any development, whether it’s for a new bike or upgrading an old model, and sales have to compensate. Most times it is not the engineers who make these decisions, but the suits, the people who are supposedly experts on what people want to buy. The CB500T was definitely an upgrade, so here is a little background: The CB450 model, along with its fraternal CL and CM versions, had been around for a decade, 10 years, which is a long time in the mind of Japanese motorcycle designers who are competing with other Japanese motorcycle designers. When the 450 first appeared in 1965, it was applauded for its originality, the vertical twin having the first double overhead camshaft engine in a street bike. Plus, an electric starter. And 444cc! This meant Honda was going to do battle with the British motorcycles American dealers had in their shops.
The Europeans had their own thoughts on the subject, but essentially they thought the Japanese would never really be able to compete with BSAs and BMWs. While the sole American company had just gone public in an effort to turn red ink into black, and would soon be bought by an outfit best known for its golf carts.
The Black Bomber, as that first CB450 was known, had problems and did not sell well. In 1968 a much revamped version showed up, with more traditional styling, plus a fifth gear. And a disc brake in 1970. Sales improved somewhat, and Honda felt this mid-sized machine was good for the brand, and had a price point for the casual rider. The more motivated rider would buy the new four-cylinder CB750.
In the early 1970s Honda engineers were very busy working on its Gold Wing, and somebody pointed out the elderliness of the CB450. It probably was the newest guy in the shop who was told to do something about it. And do it without spending too much money. OK, we’ll keep the DOHC and two-valves per cylinder design, but stroke it an additional seven millimeters and bring the cubic capacity up to 498cc and call it a CB500, with big numbers on the side covers. We’ll put a T after it, so people will know it’s a Twin, and not a four like the CB400F and CB550F.
Engine mods? Those extra millimeters in the stroke might cause problems to the crankshaft, so we’ll swap the 450’s roller bearings for big ball bearings, which should extend the life of the engine. We can use the 450’s DOHC head, but better cut the compression a little, from 9:1 to 8.5:1, so the owner can run the cheapest gas — which is getting expensive right about 1975. No need to change the 32mm Keihin CV carburetors. Rear-wheel power will be the same as on the 450, some 34 horses, but there will be a few extra pounds, like 15, on the 500. Wet weight, with 4.2 gallons of gas, was 460 pounds.
Unfortunately, their cost-cutting ways caused them to miss out on what should have been their primary concern — vibration! The 450 was known as a shaker, and the 500 was even worse. Rubber-mounted seat, rubber-mounted handlebars, thick rubbers on the pegs — and it still shook. In a seven-bike middleweight shoot-out, all Japanese, one moto-mag rated the CB500T worst in a number of categories, including vibration and overall. How expensive would it have been to put in a counterbalancer?
The chassis had a standard cradle frame holding the engine, a new fork up front, standard shocks at the back, 19-inch wheel at the front, 18-inch rear. Brakes were adequate, a disc up front, drum at the back. However, anybody who liked a good bit of lean angle was in for unpleasant surprises. On the left side the sidestand would start to scrape, soon followed by the centerstand, while on the right side the rear brake lever, which looped under the exhaust pipe, could pick up the rear wheel. Not fun. To compensate, sportier riders would crank up the spring preload on the shocks to give a bit more altitude, but then the ride could be unpleasantly stiff.
A curious addition was a rather bulky resonator/connector running between the two header pipes, in a successful effort to keep exhaust noise down. The photo bike has rather attractive aftermarket mufflers, which probably would not pass a contemporary sound test. The U.S. was becoming concerned over air pollution, so Honda added a couple of gizmos. One was the blow-by gas circulator in the cylinder head, and the other the air-cut valves in the carburetors, both of which were designed to prevent unburned gas from getting to the atmosphere. There is not enough room here to get into the specifics, just a reminder that green-suited ecology cops have been around for a long time.
With all these complaints, one nice aspect was the long and comfy seat…except for the passenger grab-strap. Easily removed, and many riders preferred to have their passengers pressed up against them with arms around their waists.
The main thing the CB500T had going for it was the classic look, which meant British. If a rider was not interested in going fast or far, for $1,545 this could be his or her ride — that’s $7,400 in 2020 dollars. And a new 2021 twin-cylinder CB500F costs only $6,100.
Ducati has announced an update to its middleweight naked bike lineup, with the new 2021 Ducati Monster and Monster+ models. Singularly dubbed “Monster” by the Bologna-based brand, the latest iteration of Ducati’s iconic series features a new chassis and utilizes the same weight-saving front-frame design as the Panigale and Streetfighter V4 motorcycles. That’s right — the new Monster is no longer using a steel-trellis frame. The result is a 40-pound weight reduction when compared to the Monster 821. Couple that with a more powerful 937cc Testastretta 11-degree V-twin engine, top-shelf electronics and a complete aesthetic refresh, and this Monster looks like a whole new beast.
Pricing for Ducati Red color options of the 2021 Ducati Monster and Monster+ is $11,895 and $12,195, respectively. Meanwhile, Aviator Grey and Dark Stealth colorways are an additional $200.
Interestingly, the MSRPs for the new Monster and Monster+ are cheaper than the 2020 Monster 821 ($11,995) and 821 Stealth ($12,895) models.
The Monster series dates back to 1993 and is the brainchild of famed motorcycle designer Miguel Galluzzi. Since its inception, Monster motorcycles have satiated those looking for real-world street sensibilities coupled with sporting performance. It has been a winning formula for Ducati, with over 350,000 Monster units sold since its introduction.
The rider triangle is more neutral and upright, thanks to the handlebar moving 2.8 inches closer to the rider. Legroom is said to have increased as well. In stock trim, the new Monster’s seat height is 32.3 inches and, with its narrow chassis, should accommodate riders of varying sizes. Ducati has taken an extra step for riders with shorter inseam lengths, offering a low seat option (31.5 inches) and spring lowering that drops the saddle height to 30.5 inches.
Powering the Monster and Monster+ is the 5.5-pounds-lighter 937cc Testastretta 11-degree V-twin that is also found in the SuperSport and Hypermotard lineups. Claimed peak horsepower has increased 2 ponies to 111 at 9,250 rpm, and peak torque has risen to 68.7 lb-ft at a street-friendly 6,500 rpm. The increase in displacement is said to distribute power more evenly across the entire rev range, emphasizing low and mid-range grunt. An up/down quickshifter is also standard and will make quick work of the 6-speed gearbox.
A full suite of rider aids is standard, and owners will be able to choose from three preset riding modes — Sport, Urban and Touring — which adjust throttle response and intervention levels. The new Monster also benefits from IMU-supported cornering ABS, lean-angle-sensitive traction control, wheelie control and launch control — all of which are adjustable from the 4.3-inch color TFT instrument panel. The top-tier amenities don’t stop there, with LED lighting all around, self-canceling turn signals and a USB charging port.
This year, the Monster has hit the gym, boasting a claimed wet weight of 414 pounds, shedding a whopping 40 pounds of weight compared to the Monster 821. This was achieved in numerous ways, and the biggest break in Ducati Monster tradition is the use of a much lighter aluminum front-frame design that uses the 937cc as a stressed member. The new superbike-derived front-frame weighs just 6.6 pounds, nearly 10 pounds lighter than the traditional steel-trellis frame featured on all prior Monster motorcycles. Also, engineers whittled the swingarm down by 3.5 pounds and the cast aluminum wheels by an additional 3.75 pounds. Other weight savings were achieved by using a lightweight GFRP (Glass Fiber Reinforced Polymer) subframe.
Weight reduction also extended to the 3.7-gallon fuel tank, which holds 0.7 gallon less than the Monster 821’s.
Ducati engineers also worked to create a more agile middleweight Monster by altering its geometry. The wheelbase comes in a slightly shorter 58 inches, and the rake is now at 24 degrees.
The suspension is handled by a non-adjustable 43mm inverted fork with 5.1 inches of travel and a spring preload-adjustable shock equipped with 5.5 inches of travel.
Braking duties are handled by robust radially mounted Brembo M4.32 4-piston calipers, clamping onto 320mm floating rotors in the front. In the back, a Brembo 2-piston caliper.
Available in two models, the Monster and Monster+ are identical mechanically and their technological features. For an additional $300, the Monster+ is equipped with a svelte flyscreen and passenger seat cover.
Ducati anticipates that the 2021 Ducati Monster and Monster+ will arrive in North American dealerships in April 2021. We can’t wait to throw a leg over one for a full review, but until then, feast your eyes on the new Monster.
2021 Ducati Monster and Monster+ Specs:
Base Price: $11,995 / $12,195 (Monster+) Website:ducati.com Engine Type: Liquid-cooled, transverse 90-degree V-twin, desmodromic DOHC, 4 valves per cylinder Bore x Stroke: 94 x 67.5mm Displacement: 937cc Transmission: 6-speed, hydraulically actuated assist-and-slipper wet clutch Final Drive: O-ring chain Wheelbase: 58.3 in. Rake/Trail: 24 degrees/3.7 in. Seat Height: 32.3 in. Claimed Wet Weight: 414 lbs. Fuel Capacity: 3.7 gals. MPG: 91 PON min. / NA
Ducati’s 2021 Multistrada V4 for is a significant step forward from the previous model. There’s a completely new V4 engine, a new and lighter chassis, and new wheels, with a more off-road-oriented 19-inch front.
2021 Ducati Multistrada V4 S
It also comes loaded with class-leading technology never before seen in the motorcycle market, like rear and forward-facing radar, along with a new look and style.
The new V4 is derived from the Panigale superbike with its counter-rotating crank, but not a lot of that 214 hp motor remains. The big talking point is the move to conventional spring-operated valves rather than the desmodromic actuation. The main reason for this is to extend the service intervals to an industry-first 60,000 km before needing to check the clearances.
Long major service intervals
In contrast to the V4 Panigale engine, the Multistrada’s capacity is up by 55 cc from 1103 cc to 1158 cc, with a larger bore of 83mm, out from 81mm. Peak power from the valve-operated engine is an impressive 170 ponies at 10,500 rpm, and 125 Nm of torque at 8750rpm. Compared to the old V-twin, that peak figure is up by about 10 horsepower and, like the torque, higher up in the rev range. Peak torque is down from 129 Nm to 125 Nm.
Origins in the Panigale V4, but not much inside those crankcases remains the same
The new V4 is also 1.2 kg lighter than the former model, 8.5 cm shorter, 9.5 cm lower, and only two centimetres wider. It also now sits higher in the chassis, which gives the new Multi 220 mm of ground clearance, which is 46 mm more than before.
Ducati has also thought about the heat generated by the V4, so the back two cylinders are switched off at idle to stop heat build-up. And there are additional and very neat little wings on either side of the engine to deflect its heat from the rider.
2021 Ducati Multistrada V4 S
It’s got some serious voodoo
For the first time, the motorcycle market gets a bike with Adaptive Cruise Control (ACC) as an optional extra, and Blind Spot Detection (BSD), which is also an optional extra, which works with the front and rear radar detection. In straightforward terms, you set the cruise control to any speed between 30km and 160km, and the adaptive system will control your speed, gently accelerating or decelerating according the information gathered via the front radar’s detection.
2021 Ducati Multistrada V4 S
The BSD uses the rear radar to monitor vehicles approaching from the rear, and illuminates an LED in the rear-view mirror as a warning.
And of course, the new Multistrada V4 is laden with other advanced rider aids, including corning ABS, lean-sensitive traction control, wheelie control, cornering headlights, and hold control (both standard on the V4 S or optional on the other models), plus multiple rider modes: Sport, Touring, Urban, and Enduro.
2021 Ducati Multistrada V4 S
As mentioned earlier, the new Multi comes with a 19-inch front-wheel, as opposed to the more conventional road going 17-incher on the previous model. The rear wheel has also been reduced in width. This is a major change for Ducati and a clear signal of the new bike’s off-road ability and aspiration.
The second big change is the introduction of a new aluminium monocoque (like the Panigale) chassis which is four kilograms lighter. The chassis dimensions are also sportier.
This is an all-new Multistrada
Those who like to venture off-road will be very pleased at some of the improvements. The mirrors are deliberately curved, which means they don’t hit your forearms when you’re standing up, while the pegs have been designed to cater for bulky off-road boots, and have easy, no-tool removeable rubbers, giving you plenty of grip in the dirt. Even the intake and exhaust are set high, so you can ride through deep water, and the standard handlebars have multiple positions and can be tailored for off-road riding.
2021 Ducati Multistrada V4 S
Engage the keyless ignition, and the full-colour six-and-a-half-inch TFT dash lights up beautfully. A new back-lit toggle switch on the left handlebar enables me to scroll through the informative clocks easily and choose my specific riding mode. With blips of the throttle, the counter-rotating V4 comes alive and has a nice little bark to it. A light clutch-pull, into first and we’re away; the clutch is now unnecessary. The up-and-down quickshifter is all about smooth, clutchless changes.
Instrumentation works well
The fuelling is perfect, and the engine is like silk. In Urban mode, the ride is easy and user friendly. The Multistrada doesn’t have the top-heavy, intimidating feeling of some adventure bikes, either. Hard acceleration onto the freeway is exhilarating. All 170 of those Italian horses enjoy a gallop.
Final drive is via chain
At cruising speed, it is a delight, and with the screen fully up there is very little wind noise. The all-new clocks are clear and easy to navigate, and as we enter the countless Italian tunnels out of Bologna, I notice the backlit switchgear, which is always such a classy touch.
Controls are fairly intuitive
Now for the tech…
I’m riding in the middle lane and the left LED light above the mirror illuminates to warn me a vehicle is approaching from the left. A quick glance in the mirror and over my left shoulder I see an aggressively-driven BMW. The Blind Spot Detection is spotting vehicles, which I may have missed, approaching from the rear. Impressive.
Blind spot detection and radar cruise
I now try the Adaptative Cruise Control (ACC). I set it to 140 km/h, release the throttle and we’re doing 140 with the radar beaming its benefits ahead. A digital graphic on the bottom right of the huge TFT dash shows the ACC is working, and I can increase or reduce the range of the radar. As I’m slowly getting closer to a car in the middle lane, the radar detects it, and reduces power to match the speed of the car ahead. I check my mirror, indicate left, pull into the outside lane, and we accelerate back up to 140 km/h, and I’ve not touched the throttle or brake in the process. Also impressive.
2021 Ducati Multistrada V4 S
Aside from the remarkable electronic gadgetry, comfort is excellent, Ducati has really excelled here. The Skyhook ride is forgiving, and there is little vibration despite the V4 cruising easily along at 160 km/h.
Sixth gear is tall, but at 160, I thought the revs would be a little lower. In this respect, it will be interesting to see how it compares to the competition. The Italian designers have also increased the fuel capacity to 22-litres to presumably compensate for the thirstier V4.
2021 Ducati Multistrada V4 S
Ducati claim 5.47L/100Km, and on the test I averaged a little less than 6L/100Km, though the pace was brisk. Thankfully the Multi V4 isn’t going to be as thirsty as Ducati’s other V4 models. They all drink faster than a drunk at happy hour with a lottery win in his pocket. The quoted range is 334 km, but 300 is a more realistic estimate. This means you’re going to start looking for petrol stations at around 250km. Is that enough for a big adventure tourer?
The steering is excellent. It does not steer like a 243 kg (wet weight) adventure bike with a 19-inch front tyre. Instead, it is accurate and relatively easy to throw around, and change direction at speed. Superb cornering ABS and Brembo Stylema brakes are always there for you if you should dive in a little too hot.
2021 Ducati Multistrada V4 S
Ground clearance is likewise impressive. Even during aggressive cornering, I didn’t have any issues and the feedback and grip from the Pirelli Scorpion Trail 2 rubber, which has been designed in partnership with Ducati for this model, is spot on.
The control offered by the 50 mm-diameter forks’ control is notable, but possibly more impressive is the rear, which always feels planted and controlled. You hit an undulation hard on the power and you can feel the rear compress, the Pirelli grip, but then it controls the rebound, and importantly, doesn’t recoil too quickly, thus reducing the push/grip to the rear tyre.
2021 Ducati Multistrada V4 S
There is 180 mm of travel on the rear, which is 10 mm more than before, but it’s superbly controlled. A well-ridden Multi could give a sportier bike a run for its money on the right road, and that larger front wheel hasn’t hampered the steering or fun it offers the rider.
After a full day in the saddle, the ergos still felt excellent and I had no grievances. The wind protection and lack of wind noise meant I didn’t even bother with earplugs – and that’s no small thing.
Updated mineral glass 6.5-inch TFT display on the S models
In Touring mode, the suspension becomes more compliant when compared to the Sport mode, and again the rear radar detection was spotting crazy Italian drivers whizzing down the outside lane at speed, despite the fact I was cruising at 150 km/h.
Back in Bologna, and being careful of the fitted panniers as I lane-filtered, I flicked it into Urban mode. This noticeably softens the suspension, gives it more fluidity, and reduces the power. This really is a bike for all occasions.
Off-Road
Ducati has made huge gains in the off-road capabilities of the new Mutistrada V4, with the introduction of a larger 19-inch front wheel and greater ground clearance, along with a specific Enduro riding mode and electronic suspension. To allow us to get a flavour of the new bike’s off-road capabilities, Ducati provided a more off-road oriented model, with spoked wheels, crash protection, and off-road-biased Pirelli Scorpion Rally rubber.
Let’s get dirty!
In the specific Enduro mode, the Skyhook suspension is more accommodating to off-road riding, ABS is set to 1, there’s no cornering ABS, no ABS on the rear and no rear-wheel-lift prevention, while other rider aids are also minimised. I went a little further and turned off the TC. Then I also re-positioned the standard handlebars a little higher and removed the rubber from the pegs for more boot-grip.
The new Multi feels more at home off-road than its predecessor. The old model was only good for a gravel drives, well graded bush roads or the pub carpark. Now the Ducati feels comfortable on the lose stuff. The slim seat allows you to move freely while standing, the high handlebars are more accommodating, the mirrors don’t get in the way, and while there is lots of room for bulky boots, you can also change the gea-lever position to accommodate them.
More off-road ready than before
The power is soft and without any peakiness, and the new Multi finds grip pretty much all the time. In fact, you have to provoke a slide in order to show off to friends. The suspension is controlled, so even when the shock is on the upward stroke it’s measured and doesn’t allow the rear to break free. I was worried there would be too much power, but in Enduro mode this is limited to 115 hp.
Despite its size and weight, I felt comfortable off-road. I only got a taste of what this bike can do, but first impressions are good and it is clearly ahead of the old model on the dirt. It will be interesting to see how it compares to the competition in tougher terrain.
The L-Twin Ducati Multistrada 1260 Enduro with its 30-litre fuel tank and 19-inch front wheel will continue in the Ducati line up for now.
Verdict
Adding a larger front wheel hasn’t impeded the Multistrada’s rideability, while vastly improving its off-road capabilities. Fuel consumption is higher than the competition, and for some, the range may not be enough. The Multistrada is not cheap, but service costs are relatively low.
It really is hard to find fault with this new V4. Now more versatile than ever, it truly is four bikes in one. It’s capable off-road, comfortable for touring, it can make you smile in the bends, and is relatively easy to live with and use around town.
The 2021 Adventure group comparo is going to be interesting…
2021 Ducati Multistrada V4 S
2021 Ducati Multistrada V4 Pricing
Multistrada V4 – From $28,990 Ride Away
Multistrada V4 S – From $33,490 Ride Away
Multistrada V4 S Travel Package – From $35,990 Ride Away
Multistrada V4 S Travel + Radar Package – From $37,590 Ride Away
Multistrada V4 S Performance Package – From $35,690 Ride Away
Multistrada V4 S Full Package – From $39,690 Ride Away
Multistrada V4 Sport S Performance Package – From $36,790 Ride Away
Multistrada V4 Sport S Full Package – From $40,690 Ride Away
Ducati have unveiled the final new model for 2021 in their last web world premiere, with the new Monster breaking cover, fitted with a 111 hp Testastretta 11° engine, which it shares with the latest Supersport 950.
2021 Ducati Monster+
Ducati are calling this the lightest, most compact Monster yet, representing the epitome of the Monster line, even if it does feature a double-sided swingarm. Hence the name, just Ducati Monster, or Monster+ if you’re after the extras, with no number designation.
Euro5 homologated the engine boosts capacity over the outgoing 821, offering more power and torque while slimming down weight by 2.4 kg. The main gain is in torque which is up to 93 Nm from 85.4, while power is bumped up a couple of ponies and their should be some instant urge thanks to a high 13.3:1 compression ratio. A slip and assist clutch is also fitted.
The new Monster runs the same powerplant as the SuperSport 950
The frame is based on the design of the Panigale V4, with an aluminium front frame attached directly to the heads, weighing only 3 kg, or 60 per cent less than the previous traditional trellis style unit.
The rims likewise have been shaved down to save 1.7 kg, while the swingarm loses 1.6 kg. The subframe uses Glass Fibre Reinforced Polymer technology to save a further 1.9 kg, with a total of 18 kg saved over the Monster 821, bringing the 2021 Ducati Monster to just 166 kg dry.
Weight savings are seen in the new frame, rims, swingarm and sub-frame
The new Monster is suspended by 43 mm USD forks, while a progressive linkage and preload adjustable monoshock handle the rear of the bike via an aluminium double-sided swingarm.
Brakes are Brembo M4.32 monoblock four-piston units, with semi-floating 320 mm rotors, and a radial master cylinder. At the rear you’ll find a 245 mm rotor with Brembo two-piston floating caliper.
Brakes are Brembo M4.32 calipers
Seat height is now 820 mm with a narrow design between the legs, ensuring an easy reach to the ground. A lower 800 mm accessory seat is also available. For those who need the bike lower still Ducati offer a lowered suspension kit which can further lower the seat height to 775 mm in conjunction with the low seat, but that will of course have trade offs in suspension travel and compliance.
Standard seat height is 820 mm and narrow between the legs for the reach to the ground
The steering angle has been increased to 36°, up 7° compared to the 821, benefiting low speed maneuvering, with handlebars 70 mm closer to the rider and more upright for better control and comfort. The rider’s feet have also been moved, with Ducati stating ‘the legs are now less curled up’.
Lighting is LED with bars moved back towards the rider
An extensive electronics package includes cornering ABS, traction control and wheelie control as standard, alongside launch control. Ride modes include Sport, Urban and Touring, with electronics controlled via the switchblocks and current settings and speed viewed via a 4.3 TFT display that includes tacho and gear.
Other standard fitment tech includes the Ducati Quick Shift system, full LED lighting, including dynamic indicators and a USB socket for charging personal devices.
Electronics include rider modes, cornering ABS, TC, Launch Control and Wheelie Control
On the Monster+ we see a fly screen and passenger seat cover included.
Service intervals are 15,000 km or every 12 months, while Desmoservice is every 30,000 km.
2021 Ducati Monster+ in Ducati Red
The 2021 Ducati Monster will be available in Ducati Red and Dark Stealth with black wheels, or in Aviator Grey with GP Red wheels. The Monster+ will be available in the same colours.
The new Monster will be available in Australia from June with a starting price of $18,200 Ride Away.
Energica’s partnership agreement aimed at producing powertrains for other applications.
Begin press release:
Energica Motor Company S.p.A. has just begun a technological collaboration with Sealence s.r.l, an innovative startup that has revolutionized the world of naval propulsion with its own DeepSpeed electric jet.
The meeting of these two Italian companies will allow Energica to approach a new field, the nautical market, and gives additional impetus to the company’s long-term strategy to help turn The Motor Valley into a center for sustainable “Made in Italy” mobility.
This industrial cooperation will be aimed at the development of an electric powertrain: providing not only economies of scale, but also ensuring this new electric product by Energica-Sealence will be among the most powerful and technologically advanced on the world market.
“We are very proud of this new all-Italian collaboration that will bring us to the marine market”, said Livia Cevolini, CEO of Energica Motor Company S.p.A. “Our country is fast becoming the epicenter of extraordinary electric innovation.
Sealence although a young company has been able to establish itself in a very short time. The synergy of skills between our companies is only the first step towards new eco-sustainable industrial scenarios. ”
“As Energica we are convinced that we can accelerate the development of DeepSpeed by bringing our technology and our know-how gained both on the road and on the track, thanks to our experience in the FIM Enel MotoE World Cup”.
“Energica represents excellence in electric mobility”, says William Gobbo CEO of Sealence s.r.l. “Over the years they have been able to build a business capable of competing at the highest levels, on a global scale. I know how difficult it is to launch similar entrepreneurial initiatives in Italy but, despite these difficulties, it is clear that Energica is now emerging in the sector as a key point of reference. We are therefore honored by this collaboration”.
In the future, high-powered Energica-Sealence powertrains could become available for other types of applications in different fields based on technical compatibility, thus prefiguring the basis for other new electric vehicles.
The Austrian’s dish out some high-performance eye-candy in the 2021 KTM 450 SX-F Factory Edition.
Begin Press Release:
THE 2021 KTM 450 SX-F FACTORY EDITION IS FUNNELING THE FLOW OF COMPETITION EXCELLENCE
December 1, 2020, MURRIETA, Calif. – KTM North America, Inc. is pleased to announce details of the new KTM 450 SX-F FACTORY EDITION, offering enticing performance and aesthetic upgrades for 2021, along with the innovative addition of myKTM app connectivity straight off the showroom floor.
With its development based on feedback straight from top-level Red Bull KTM Factory Racing Team stars, competition never stops as KTM remains true to its fundamental goal of continuously pushing the boundaries while searching for something even better for all racers at the starting line. From a stadium seat, a track fence or through a screen, the sight of a race-winning motorcycle in full flight is something special for every READY TO RACE fan.
After securing the 2019 AMA Supercross 450SX Championship, Cooper Webb collected 13 podium results and four Main Event victories to finish runner-up in the 2020 championship aboard the KTM 450 SX-F FACTORY EDITION. This machine was also the tool for Marvin Musquin to post seven top-three moto finishes in the 2020 AMA Pro Motocross series as he bounced back from injury with a satisfying fourth in the final 450MX class standings.
Taking full advantage of the experience collected through countless training and racing laps, KTM has applied key upgrades to the latest installment of the KTM 450 SX-F FACTORY EDITION, including a near-identical visual aspect to the Red Bull KTM Factory Racing machines raced in Supercross and Motocross. When it comes to performance, there’s a direct link to the works machines of Cooper and Marvin as the bike comes with an orange frame, Factory wheels, Factory triple clamps anodized in orange, a composite skid plate, a Hinson clutch cover and an orange rear sprocket. The spec list also boasts elements like the Akrapovič silencer, the Factory start holeshot device, the semi floating front brake and the disc guard.
A notable addition for 2021 is the Connectivity Unit that comes as standard on this special model and is integrated onto the new bar pad. This means the innovative myKTM App can be synced immediately and without the need of any additional parts. Through the use of the myKTM app, riders of all levels can customize ENGINE settings.
An additional benefit of the myKTM app is its ability to offer SUSPENSION recommendations based on every rider’s personal characteristics. Through a few easy menu options and swipes of your smartphone, every 2021 KTM 450 SX-F FACTORY EDITION rider can shape their bike to a variety of conditions or terrain.
KTM 450 SX-F FACTORY EDITION – MODEL HIGHLIGHTS
Updated Red Bull KTM Factory Racing graphics
Connectivity Unit fitted as standard
Ability to connect with the innovative myKTM app
Akrapovič slip-on silencer
Factory triple clamps anodized in orange
KTM Factory wheels
Factory start for front fork
Exclusive orange frame
Composite skid plate
Factory seat with Selle Dalla Valle cover
Semi-floating front brake disc
Front brake disc guard
Orange rear sprocket
Engine updates
Hinson clutch cover
Produced in limited quantities, the 2021 KTM 450 SX-F FACTORY EDITION will be available at authorized KTM dealers from January 2021 onwards. For more information please contact your local KTM dealer or visit www.ktm.com.