And, just like that, EICMA has concluded to incubate for another year.
This year saw a plethora of new machines to the floor, all of which brought in a purported 38% spike in attendance – 82% of which was booked online, thanks to new digital content and services inspiring this year’s boom in numbers.
All told, 1,370 brands were present, with 59% from abroad, the culmination of which represented 45 different nations – brand like Honda, Suzuki, Energica, Yamaha, Kawasaki, Ducati, and Damon Motors – all of whom were present and had something new and titillating to offer our good global motorcycle communities.
EICMA 2022. Media sourced from EICMA.
“It is…the embrace of the general public, the massive presence of exhibitors who have emphasized their solid satisfaction and whom we thank for having always believed in EICMA,” enthuses EICMA S.p.A. president Pietro Meda in the brand’s most recent press release.
EICMA 2022. Media sourced from EICMA.
“…the attractiveness and international centrality, the positive increase in every performance indicator that affirm the unique value and indispensability of our event…EICMA unquestionably remains in its place: on the highest step in the entire international scene.”
With 2023’s EICMA already slotted for November 7-12th, we’ll be marking the spot in our calendars to relive the experience all over again.
EICMA 2022. Media sourced from EICMA.
Stay tuned with us by checking back at our homepage, drop a comment below letting us know what you think, and as ever – stay safe on the twisties.
KTM are making a few tweaks to the 390 Adventure for 2022, with the solid package evolving to meet the needs of the many riders who’ve taken up the reigns of the brand’s beginner adventure.
2022 KTM 390 Adventure
In some markets wheel failure in rough conditions has been a complaint which has seen KTM now fit a set of new five-spoke cast wheels, replacing the older six-spoke rims and promised to offer increased strength and rigidity.
2022 KTM 390 Adventure
It’s not the spoked units that some would have wished for, there’s still a strong road bias to the 390 Adventure, however 200 mm of ground clearance and 170/177 mm suspension travel at each end is nothing to scoff at, so this seems in keeping with the overall theme for the motorcycle.
2022 KTM 390 Adventure
The other change for 2022 follows in a similar vein, the traction control system will now offer two modes, Off-road and Street. The Off-road mode allows a limited amount of rear slip, giving the rider greater control in wet or slippery conditions where maximum traction at the rear isn’t always ideal, nor is an overly intrusive traction control system.
2022 KTM 390 Adventure
It’s worth mentioning the ABS already had an off-road mode, disabling the rear, a feature included for similar reasons. The ABS is also cornering sensitive, which is a rear feature to see at this price point.
2022 KTM 390 Adventure
Features carried across are the 43 hp and 37 Nm Euro5 single-cylinder, offering impressive performance in the LAMS category and enough for fully licenced riders to have plenty of fun.
2022 KTM 390 Adventure
WP Apex provide the suspenders, although it sounds like KTM is happy with how the 390 Adventure performs in that area now. Adjustability is just rebound and preload on the shock.
2022 KTM 390 Adventure
Bybre provide the braking system, with a 320 mm front rotor and 280 mm at the rear, with a powerful four-piston radial-mount caliper providing most of the stopping power on the larger rotor.
2022 KTM 390 Adventure
The trellis steel frame is joined by a removable sub-frame of the same type, and a 14.5 L fuel tank is meant to be good for 400 km between fills.
2022 KTM 390 Adventure
Styling has also been updated and two colour ways will be available, in Black or Blue, both incorporating the signature KTM orange.
2022 KTM 390 Adventure
There’s also an impressive range of accessories available if you’re looking to customise your 390 Adventure, to KTM also has you covered there.
2022 KTM 390 Adventure
The 2022 KTM 390 Adventure will be landing at authorised KTM dealers in Australia and New Zealand starting May 2022, with pricing yet to be announced.
Aprilia’s Tuareg 660 will hit dealer floors next year, with the manufacturer introducing an adventure offering that looks pretty hard-nosed and is built around the 660 powerplant already seen in the RS 660 and Tuono 660 machines.
The 2022 Aprilia Tuareg 660 looks set to sit somewhere in the segment between a T7 and an 890 Adventure R
In some ways the Tuareg 660 could be considered a competitor for the Tenere 700, although being an Aprilia the fairly extensive APRC package adds a host of rider aids, with pricing also expected to push up as a result of what’s on offer.
We’ll have to wait for Australian Tuareg 660 pricing, with a May/June arrival date in 2022
Australian pricing hasn’t been released at this stage, with a May or June release date, but based on the US pricing that is available, the Tuareg 660 sits squarely between the Tenere 700 on price and the 890 Adventure R – although obviously Australian pricing isn’t always a direct reflection of what we see elsewhere.
The Tuareg 660 is based on the 659 parallel twin first seen on the RS 660 and Tuono 660
The ‘660’ or 659 cc powerplant is the DOHC four-stroke twin-cylinder with 270 degree firing order from the previously mentioned models, but producing a more modest 80 horsepower and 70 Nm of torque. Down 20 hp and up 3 Nm from the RS 660 for comparison.
A new high exhaust system is featured in keeping with the ADV theme
Specific to the Tuareg is a new exhaust system, optimising low to mid-range performance, including an ignition advance management algorithm specifically for this model.
Final gearing is also shorter, running a 15 tooth front sprocket, two down on the RS 660, ensuring maximum drive from down low, while a new oil sump sits higher ensuring 240 mm of ground clearance.
Power is 80 hp with gearing also lower than the roadster 660s
Further tweaks were made ensuring adequate lubrication under any conditions with a new rose pipe and intake mouth, with new oil circuit channel in the semi-crankcase to prevent stagnation in the gearbox. In other words tweaks designed for a bike that might see more heavy duty off-road use and the accompanying greater range of conditions that ensues.
A different sump and increased lubrication were a focus on the Tuareg 660 with more extreme conditions obviously envisaged
The Tuareg 660 chassis also receives attention in various ways, with a new high resistance steel tube design with cast plates and the sub-frame is welded to the main unit to allow for a 210 kg load capacity in total, with double the frame anchor points to the engine, compared to the RS 660. As such as the bike uses the engine as a stressed element, with the cylinder bank more vertical for boosted agility in tight turns.
The engine is also used as a stressed member in the Tuareg with six anchor points
The aluminium swingarm is also longer for traction and stability, and pivots in the frame and engine, while running a progressive linkage to the rear Kayaba shock. The Kayaba system, front and rear, offers 240 mm of travel and is fully adjustable, with rebound, compression and preload, with the latter on the shock a convenient preload handle.
A longer aluminium swingarm boosts stability, with Brembo providing the stoppers
The 18 L fuel tank is also kept narrow where the rider grips it and is protected by the frame, with weight centralisation and the CoG a concern, along with ensuring fuel is accessible even in the steepest conditions.
Spoked wheels are run with Pirelli rubber and the front brakes are 300 mm rotors with dual-piston Brembo calipers
Wheel and tyre options are obviously very important, especially as we’re talking a ‘proper’ adventure machine, not just a tourer with some dual purpose tyres and we’re seeing a 2.50 x 21 inch front and 4.50 x 18 inch rear, which will be clad in Pirelli Scorpion Rally STR tyres in a 90/90 and 150/70 as standard fitment. Those are tubeless aluminium rims too.
Kayaba provide the fully adjustable long travel suspension
Brembo provides a top notch braking system with an obvious off-road bent, running dual 300 mm front rotors and dual-piston calipers, while the rear is a 260 mm unit with single-piston caliper. ABS is also fitted, linked to the ride modes, with various levels of intervention including off-road which disables the rear and allows the front to be disabled too.
The Tuareg 660 runs the APRC electronics package and a 5 inch TFT
Naturally as an Aprilia, the APRC system makes an appearance, offering a host of rider aids, with ATC – Aprilia Traction Control; ACC – Aprilia Cruise Control; AEB – Aprilia Engine Brake; and AEM – Aprilia Engine Map. The AEB basically controls off-throttle response and AEM or modes differs the throttle response without changing peak performance.
Two road orientated ride modes, an off-road mode and a fully customisable mode are on offer
Ride modes include two road specific options, an off-road option and a fully customisable option, those are Urban and Explore, Off-Road and Individual for the custom mode, which is fairly self explanatory. Urban is calibrated for maximum electronic intervention.
Aprilia Tuareg 660 stock one-piece seat
Aprilia promise intuitive switches, with the right side allowing easy mode selection, which with presents should largely negate the need to switch through individual settings on the run.
2022 Aprilia Tuareg 660
A 5 inch TFT meanwhile offers a clear view of what mode you’re in, speed and other important information. The Aprilia MIA or multimedia platform is an accessory, which can sync with a smartphone and save completed trip data, including geo-referenced telemetry, while a quick shift is also an accessory rather than standard fitment.
2022 Aprilia Tuareg 660
The wet weight figure, or kerb figure claimed by Aprilia is also 204 kg, or 187 kg dry, and aligns closely with the official Tenere 700 figure as a point of comparison, with seat height 860 mm and the 18 L fuel tank accompanied by a 4 L/100 km consumption figure, giving the Tuareg 660 an easy 400 km range starting to dip into the 3 L reserve with some room to play. Lighting is also all LED.
2022 Aprilia Tuareg 660
Colour options are the Martian Red or Acid Gold, with Indaco Tagelmust, as shown in the pictures carrying a premium in other markets and certainly standing out. The 2022 Aprilia Tuareg 660 is expected to arrive in Australian dealers in May or June of 2022, however we haven’t got local pricing at this stage.
2022 Aprilia Tuareg 660
2022 Aprilia Tuareg 660 specifications
2022 Aprilia Tuareg 660 specifications
Engine type
Aprilia forward-facing twin-cylinder, 4-stroke, liquid cooled, dual overhead cam (DOHC) with silent chain drive on the right side, four valve per cylinder.
Bore x stroke
81 x 63.93 mm
Engine capacity
659 cc
Compression ratio
13.5:1
Maximum power
80 hp (58.8 kW) at 9250 rpm
Maximum torque
70 Nm (7.13 kgm) at 6500 rpm
Fuel system
2x 48 mm throttle bodies, Ride-by-wire management
Ignition
Electric
Lubrication
Wet sump
Transmission
Six-speed, Aprilia Quick Shift (AQS) System up and down available as accessory
Clutch
Multiplate wet clutch with slipper system
Secondary drive
Chain, drive ratio 15/42
Electronics
APRC Suite that includes ATC (traction control), AEB (engine brake) AEM (engine maps), ACC (cruise control), Four riding modes (Urban, Explore, Off-road, Individual)
Chassis
Frame in steel tubing and built-in subframe screwed aluminium plates connecting the frame to the engine
Front suspension
Fully adjustable 43 mm upside-down Kayaba fork with counterspring. Wheel travel: 240 mm
MV Agusta revealed their Lucky Explorer Project at EICMA, ushering in two new adventure machines with an eye on capitalising on the strength of a segment which is going gangbusters, with some brands now even introducing ‘adventure’ scooters.
MV Agusta 9.5 Lucky Explorer
Those two adventure machines are the 5.5 and 9.5 which are a vague reference to the bike’s engine capacities and in no way shape or form are going to easily roll off the tongue in casual conversation.
Roughly speaking the 5.5 Lucky Explorer looks to offer an entry level machine, debuting a twin-cylinder engine that looks like it may be the basis for other beginner machines, while the 9.5 is a more typical triple-cylinder, high performance version that’s based on the 800 cc triple and carries a higher level of overall specification.
MV Agusta 5.5 Lucky Explorer
The Lucky Explorer livery is a tribute to the Dakar racer by Cagiva which ran similar sponsorship and looks to call upon a fairly historic image, which many will recognise even from road racing. How that translates in today’s market, especially amongst younger riders will be interesting to see.
Pricing and availability of both models in Australia is yet to be announced.
9.5 Lucky Explorer
The 9.5 Lucky Explorer boasts a 931 cc triple-cylinder engine producing 90.5 kW and 102 Nm of torque, the brand’s Smart Clutch System and a steel trellis frame. A trellis sub-frame will also be run.
MV Agusta 9.5 Lucky Explorer
The MVICS 2.1 will also be run, with just three injectors, an Eldoor Nemo EM 3.0 unit and 47 mm throttle bodies with full RbW. That allows for torque control with four maps, alongside the EAS quickshifter.
2022 MV Agusta 9.5 Lucky Explorer
MV Agusta note the engine runs a new cylinder head, new steal intake and exhaust valves, new cylinder head base gasket, new steel crankshaft, new main and trimetallic con-rod bearings and new forged aluminium alloy pistons. A Rekluse clutch will be an option as will be an electro-actuated gearbox.
Also new are the clutch, generator, starter, selector and gearbox covers.
Sachs will offer electronic suspension, front and rear with rebound, compression and preload adjustability all mentioned. Travel is 220 mm at the front and 210 mm for the rear, and an aluminium swingarm is run.
MV Agusta 9.5 Lucky Explorer
In keeping with the adventure theme is the inclusion of a 21 inch front and 18 inch rear tyre, clad in a 90/90 and 150/70 tyre respectively. Aluminium hub and rim are mentioned as well as being tubeless.
Brakes will be dual Stylema calipers up front on 320 mm rotors and backed by a Continental MK100 ABS which also offers RLM or rear lift migitation, as well as being cornering sensitive.
A 265 mm rear rotor with dual piston Brembo caliper is found at the rear.
MV Agusta 9.5 Lucky Explorer
The seat height is adjustable between 850 and 870 mm, with ground clearance listed as 230 mm, while fuel capacity is 20 L. The one figure that stands out and not in a good way is that 220 kg weight figure which is dry.
Add fluids and a tank of fuel and the bike is likely to weigh in near 240 kg wet. In fact that dry figure is 10 kg more than the 890 Adventure R kerb weight, fully fuelled.
9.5 Lucky Explorer Specifications
MV Agusta 9.5 Lucky Explorer Specifications
Engine
Liquid cooled 931 cc 3 cylinder, 4 stroke, 12 valve “D.O.H.C” with mechanical chain tensioner and DLC tappets.
Bore x Stroke
81 mm x 60,2 mm
Compression Ratio
12,5:1
Claimed Power
90,5 kW @ 10.000 rpm
Claimed Torque
102 Nm @ 7.000 rpm
Gears
Six speed, constant mesh – Cyborg electroactuated gearbox + Electronic quick shift MV EAS (Electronically Assisted Shift Up & Down)
Clutch
Wet multidisc hydraulic clutch + SCS (Smart Clutch System
Frame
Tubular high-tensile steel trellis frame
Forks
Sachs ELECTRONIC “UPSIDE DOWN” telescopic hydraulic fork with rebound – compression damping and spring preload external and separate adjustment.
Shock
Progressive, Sachs ELECTRONIC single shock absorber with rebound and compression damping and spring preload adjustment.
Tyres
Front 90/90 – 21 Rear 150/70 – R 18
Front Brakes
Continental MK100 ABS with RLM (Rear Wheel Lift-up Mitigation) and cornering function. Double floating disc. 320 mm( 12.6 in.), with steel braking disc and flange Front brake radial-type monobloc Brembo Stylema caliper, with 4 pistons 30 mm 1.18 in.)
Rear Brake
Single steel disc with 265 mm (10.43 in.) dia Brembo caliper with 2 pistons – 30 mm 1.18 in.)
Electronics
Integrated ignition – injection system MVICS 2.1 (Motor & Vehicle Integrated Control System) with three injectors. Engine control unit Eldor Nemo EM 3.0 Throttle body bore 47 mmdiameters full ride by wire Mikuni Pencil-coil with ion-sensingtechnology, control of detonation and misfire. Torque control with four maps.
Instrumentation
Exclusive contents TFT 7” Full HD Dashboard – Bluetooth and Wi-Fi connectivity – Cruise control – Launch control – 8 level Traction Control- GPS sensor – Immobilizer – Full led headlight with DRL and bending function – Full led tail light – Fog light – MV Ride app with turn by turn navigation system, engine and vehicle setup.
Dry Weight
220 kg
Seat Height
850/870 mm
Wheelbase
1.580 mm
Trail
118 mm
Fuel Capacity
20l
MV Agusta 5.5 Lucky Explorer
The 5.5 Lucky Explorer is the fruit of a collaboration with QJ, the same company that owns Benelli and one of China’s most prominent two-wheel manufacturers.
MV Agusta 5.5 Lucky Explorer
The model introduces a 554 cc two-cylinder, liquid-cooled and delivering a relatively staid 35 kW, while torque is 51 Nm. Styling pretty closely aligns with the 9.5, but obviously this smaller capacity version is designed for a smaller budget and perhaps less experienced rider, being A2 and LAMS compliant straight up.
MV Agusta 5.5 Lucky Explorer
A tubular high tensile streel trellis frame is run, with aluminium alloy swingarm and KYB provide the suspenders at both ends. 43 mm front forks with rebound and preload adjustment, while the rear monoshock is rebound, compression and preload adjustable. Front wheel travel is listed as 135 mm which is on the short side for an adventure machine, with no rear travel figure listed.
MV Agusta 5.5 Lucky Explorer
Brakes are a bit more impressive with dual 320 mm front rotors and Brembo four-piston calipers, while a 260 mm rear is joined by a two-piston Brembo caliper. Bosch provides the ABS system.
Alloy spoked wheels are run with tubeless tyres and that’s a 19 inch front and 17 inch rear, with 100/80 and 150/70 tyres respectively.
MV Agusta 5.5 Lucky Explorer
A 5 inch TFT is also run and features Bluetooth connectively, with GPS sensor and syncs with the MV Ride app for navigation.
Seat height is 860 mm, with 210 mm of ground clearance, which is fairly regular for an adventure machine, but may discourage some new riders of shorter stature.
MV Agusta 5.5 Lucky Explorer
Like the larger 9.5 the 5.5 Lucky Explorer also weighs in at a hefty 220 kg dry, with a 20 L fuel tank, managing to be heavier than something like the Benelli TRK 502, which boasts similar performance.
MV Agusta 5.5 Lucky Explorer
Standard features look to include hand guards, a screen offering reasonable protection, rear grab rails and rack, a high level exhaust that’s a fair bit beefier than the 9.5 and a sump guard, based on the images provided. Lighting also looks to be all LED, with a two-piece seat and fairly generous touring ergonomics.
Overall the MV Agusta 5.5 Lucky Explorer looks like it’ll compete with machines like the TRK 502X and Kawasaki’s more basic KLR650, with price remaining to be seen at this stage.
While not a complete wholesale change for 2022, the nips and tucks on the Ducati Panigale V4 are still quite thorough, and the most significant update since the model was first introduced in 2018.
Ducati claim lap-time improvements at Vallelunga of a full-second, while new suspension on the S model promises slightly better manners on the street. Best of both worlds then…?
The V4 S scores new Öhlins NPX 25/30 electronically controlled pressurised forks that now have 5 mm more travel than before on slightly softer springs (From 10 to 9.5 N/mm). These match up with an electronic TTX36 shock and Öhlins steering damper, all of which work in concert with the event based control system smarts.
2022 Ducati Panigale V4 S
The Panigale V4 standard version features 43 mm fully-adjustable Showa Big Piston Forks (BPF), Sachs steering damper and Sachs monoshock, also fully adjustable.
2022 Ducati Panigale V4 S
The pivot of the single-sided aluminium swingarm on both bikes is positioned 4 mm higher than that of the 2021 model for better anti-squat performance under power.
2022 Ducati Panigale V4 S
The seat is flatter in shape and wears a different coating to allow easier movement. Compared to the 2021 version, the tank has a new shape in the rear portion to allow the rider to better anchor when braking and allowing him to drive faster and longer. While not mentioned specifically in the supplied press blurb, it also appears the seat is 15 mm higher than before with the seat height now quoted at 850 mm.
2022 Ducati Panigale V4 S
Ducati engineers have changed the fairing, which now integrates more compact and thinner double-profile design wings with increased efficiency: this update guarantees the same vertical load, up to 37 kg at 300 km/h. Furthermore, the lower part of the fairing features redesigned extraction sockets to improve the cooling system and, as a consequence, the performance of the engine, in particular during racetrack days.
2022 Ducati Panigale V4 S
The heart of the bike is represented by 1,103 cc Desmosedici Stradale MotoGP-derived, which has undergone a series of updates. Updates in the lubrication circuit along with a new oil pump that reduces losses. The increased diameter of the silencer outlets allows to reduce the exhaust back pressure and, consequently, to increase the engine performance.
2022 Ducati Panigale V4
Thanks to these interventions and new mapping, the Desmosedici Stradale – Euro 5-compliant – delivers 215.5 hp at 13,000 rpm, with a power increase of 1.5 hp compared to the previous version, which rises to 2.5 hp over the peak of maximum power at 14,500 rpm. The engine also delivers 123.6 Nm (12.6 kgm) of torque at 9,500 rpm. Already by 6,000 rpm 80% of the maximum torque is available.
2022 Ducati Panigale V4
The gearbox now has longer first, second and sixth gears. This new SBK gear ratio is therefore more “racing-oriented”, more suitable for use on track. The first gear has been lengthened by 11.6%, the second by 5.6%. The tightest corners can now be taken in first gear and the smaller jump between the first two ratios allows the DQS, equipped with new calibration, to work more effectively. Lastly, sixth gear has been lengthened by 1.8% allowing, in combination with the increase in engine power, a top speed of 5 km/h higher than the Panigale V4 2021.
2022 Ducati Panigale V4 S
Power Modes on the Panigale V4 2022 which provides for 4 engine configurations: Full, High, Medium, Low. The Full and Low configurations are newly designed while the High and Medium configurations use a new strategy. Power Mode Full is the sportiest ever adopted by a Panigale V4 and allows the engine to express its full potential with torque curves without electronic filters, except for first gear.
2022 Ducati Panigale V4 S
New maps have been developed for the High and Medium Power Modes; now dedicated to each of the six gears, which guarantees the rider the possibility of always having the optimal thrust when opening the throttle. The Power Mode Low, on the other hand, has been conceived to make road riding a smoother affair, limiting the maximum power of the bike to 150 hp and offering a particularly manageable throttle response.
2022 Ducati Panigale V4 S
In order to offer everyone the opportunity to ride with a full racing exhaust even on circuits with tighter noise limits, an optional new exhaust system is available, completely in titanium, developed in collaboration with Akrapovič, which falls within the 105 dB noise limit (102 dB with the dB killer fitted). The new exhaust is equipped with high silencers alongside the tail and ensures a power increase of 12.5 hp, bringing the maximum value to 228 hp, while the maximum torque value rises to 131 Nm, along with an overall weight reduction of 5 kg. This new exhaust is added to the more compact full racing version already available in the catalogue, that extends under the engine and is also made entirely from titanium by Akrapovič, which at the same performance levels reduces weight by 6kg and has a noise level of 109 dB which drops to 107 dB when the dB-killer is installed.
2022 Ducati Panigale V4 S
An improved display features a new “Track Evo” option added to the existing Road and Track settings.In the “Track Evo” screen, the tachometer moves on a horizontal scale positioned in the highest part of the instrument, which is the most visible, and the indication of the gear engaged is in the center of the screen. On the right area there are four sectors of different colours, each dedicated to an electronic control (DTC, DWC, DSC, EBC). These sectors light up individually when the electronics are working on a certain parameter, remaining on for the time necessary for the rider to identify which indicator is activated. This signaling mode facilitates the user’s task in understanding the control that has actually worked to allow him to intervene more precisely and punctually on the choice of the optimal level and to obtain better performance more quickly. The left sector completes the information with the stopwatch, the number of laps completed and the speed. To make the gear change indication clearer, a green LED positioned on the left side of the dashboard, has been introduced.
2022 Ducati Panigale V4
The Panigale V4 features a latest-generation electronics package based on a six-axis inertial platform which instantly detects the bike’s roll, yaw and pitch angles. The electronics package oversees every aspect of the ride: some controls supervise start, acceleration and braking, others govern traction and others again lend a helping hand on corners and out-of-the-corner stretches.
ABS Cornering EVO
Ducati Traction Control (DTC) EVO 3
Ducati Slide Control (DSC)
Ducati Wheelie Control (DWC) EVO
Ducati Power Launch (DPL)
Ducati Quick Shift up/down (DQS) EVO 2
Engine Brake Control (EBC) EVO
Ducati Electronic Suspension (DES) EVO
2022 Ducati Panigale V4 S
The Panigale V4 will be available in Australia and New Zealand from February 2022. The Suggested Ride Away Price in Australia will be $34,000 whilst in New Zealand the Recommended Retail Price will be $35,495
The Panigale V4 S will be available in Australia and New Zealand from February 2022. The Suggested Ride Away Price in Australia will be $43,600 whilst in New Zealand the Recommended Retail Price will be $45,495.
Hydraulically controlled slipper and self-servo wet multiplate clutch
Frame:
Aluminum alloy “Front Frame” with optimized stiffnesses
Front suspension:
Fully adjustable Showa BPF fork. 43 mm chromed inner tubes. 120 mm travel
Rear Suspension:
Fully adjustable Sachs unit. Aluminum single-sided swingarm. 130 mm travel
Rake:
24.5°
Front wheel trail:
3.94 in (100 mm)
Front brake:
Dual 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema (M4.30) 4-piston calipers with Bosch Cornering ABS EVO
Rear brake:
245 mm disc, 2-piston caliper with Cornering ABS EVO
Front wheel:
5-spokes light alloy 3.50” x 17”
Rear Wheel:
5-spokes light alloy 6.00” x 17”
Front tire:
Pirelli Diablo Supercorsa SP 120/70 ZR17
Rear tire:
Pirelli Diablo Supercorsa SP 200/60 ZR17
Wheel travel (front/rear):
4.7 in (120 mm) / 5.1 in (130 mm)
Dry weight:
386 lb (175 kg)
Kerb weight:
437.6 lb (198.5 kg)
Seat height:
33.5 in (850 mm)
Wheelbase:
57.8 in (1,469 mm)
Fuel tank capacity:
17 litres
Number of seats:
Dual seats
Top Speed:
300 km/h (est)
Instrumentation:
Latest generation digital unit with 5” TFT color display
Safety equipment:
Riding Modes, Power Modes, Cornering ABS EVO, Ducati Traction Control (DTC) EVO 3, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO, Auto tyre calibration
Standard equipment:
Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO 2, Full LED lighting with Daytime Running Light (DRL), Sachs steering damper, Quick adjustment buttons, Auto-off indicators, Chain guard
Ready for:
Ducati Data Analyser+ (DDA+) with GPS module, Ducati Multimedia System (DMS), Anti-theft, Heated grips
Hydraulically controlled slipper and self-servo wet multiplate clutch
Frame:
Aluminum alloy “Front Frame” with optimized stiffnesses
Front suspension:
Öhlins NPX25/30 pressurized 43 mm fully adjustable fork with TiN treatment. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode. 125 mm travel
Rear Suspension:
Fully adjustable Öhlins TTX36 unit. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode. Aluminium single-sided swingarm. 130 mm travel
Rake:
24.5°
Front wheel trail:
3.94 in (100 mm)
Front brake:
Dual 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema (M4.30) 4-piston calipers with Bosch Cornering ABS
Rear brake:
245 mm disc, 2-piston caliper with Cornering ABS EVO
Front wheel:
3-spokes forged aluminum alloy 3.50” x 17”
Rear Wheel:
3-spokes forged aluminum alloy 6.00” x 17”
Front tire:
Pirelli Diablo Supercorsa SP 120/70 ZR17
Rear tire:
Pirelli Diablo Supercorsa SP 200/60 ZR17
Wheel travel (front/rear):
4.7 in (120 mm) / 5.1 in (130 mm)
Dry weight:
384 lb (174 kg)
Kerb weight:
431 lb (195.5 kg)
Seat height:
33.5 in (850 mm)
Wheelbase:
57.8 in (1,469 mm)
Fuel tank capacity:
17 Litres
Number of seats:
Dual seats
Top Speed:
300 km/h (est)
Instrumentation:
Latest generation digital unit with 5” TFT color display
Safety equipment:
Riding Modes, Power Modes, Cornering ABS EVO, Ducati Traction Control (DTC) EVO 3, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO, Auto tyre calibration
Standard equipment:
Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO 2, Full LED lighting with Daytime Running Light (DRL), Ducati Electronic Suspension (DES) EVO with Ohlins suspension and steering damper, Quick adjustment buttons, Lithium-ion battery, Auto-off indicators, Marchesini aluminium forged wheels, Racing style handle grips. Chain guard
Ready for:
Ducati Data Analyser (DDA+) with GPS module, Ducati Multimedia System (DMS), Anti-theft, Heated grips
CFMOTO is branching into the youth quad market, unveiling two all-new machines – including an electric version – at the EICMA motorcycle show in Milan.
CFMoto CForce 110
The CForce 110 and CForce EV 110 will go on sale in Australia in Q2 2022 and add a long-awaited entry-level element to the CFMOTO ATV family – which currently includes eight models ranging from 400-1000cc.
The electric-start CForce 110 is powered by a conventional single-cylinder fuel-injected engine, with styling cues from the existing CForce range but otherwise a blank-sheet design. Colours are blue and red.
Meanwhile, the CForce EV 110 has strong links to the show-stopping adult-sized ‘Evolution A’ electric concept that CFMOTO displayed at EICMA 2019. The EV 110’s motor produces 4.5kW and 40Nm of instantaneous torque – the same zone as CFMOTO’s current CFORCE 525 ATV – fed by a 44V, 53Ah lithium battery. Top speed is 45km/h.
The white EV 110 has all-LED lighting and a five-inch LCD dash, while safety features on both models include a speed limiter and a geo-fencing function where smartphones can be used to set range limits. Wheel sizes are 10/8-inch front and rear.
CFMoto CForce EV 110
“This is a big moment for CFMoto,” said CFMoto Australia director Michael Poynton. “Adding youth quads to the CFMoto ATV line-up has always been on the radar, and I’m delighted that it’s now coming to fruition. With CFMoto’s ATV pedigree and extraordinary value proposition, I’m confident that both models will make a huge impact on the local market. We are particularly excited about the CForce EV 110 with its mantle as the first electric CFMoto to go on sale Down Under. It’s not only a stunning design exercise, but with a level of dynamic and sporty performance to keep the kids smiling.”
Pricing on the CForce 110 and CForce EV 110 will be announced soon.
After the Milan Motorcycle Show (EICMA) was cancelled last gear due to the pandemic, the organisers have confirmed the world’s biggest motorcycle expo will return in November.
EICMA chairman Pietro Meda says the 100-year-old event is scheduled from 23 to 28 November next in the halls of Fiera Milano in Rho.
“EICMA is back after a stop of a year, strengthened by the renewed importance that the mobility market has given to two wheels and to the industry of reference,” he says.
“Milan will once again be the world capital in this sector. Our aim is to give back to exhibitors and the public what is theirs: a great container.”
However, no manufacturer has yet confirmed their attendance and there is a concern that many will be missing after a year of successful virtual live-streamed product reveals.
In February, BMW Motorrad announced it would not show at EICMA and the biennial Intermot in Frankfurt.
The pandemic has also forced motorcycle companies to abandon their usual media launches where they flew media from around the world to an exotic location at great expense.
Instead, media reveals have been done online via invitation.
Some have also been opened up to the public, such as launches by Harley-Davidson whose next online launch will be the new Bronx sports bike on July 14.
Bronx Streetfighter
Not only have companies found these launches reach further and faster than conventional shows and media launches, but they are also cheaper.
So it remains to be seen how many will attend EICMA and continue its future beyond 100 years.
The world’s biggest motorbike show has been postponed from this November for a year due to the COVID-19 pandemic, switching new model launches to the virtual world.
We wonder if this is the start of the end for motorcycle shows, anyway.
These shows have been the world’s biggest and most motorcycle companies have used them to launch new models, prototypes and concepts.
However, the strong competition for the limelight has forced many companies to conduct launch their new models on social media a few days before the shows open.
The biennial Intermot and annual EICMA motorcycle shows in October and November appear to be in jeopardy with BMW Motorrad the first to declare they will not attend.
The shows in Cologne and Milan are the biggest in the world and are the showcase for manufacturers around the world to debut their new models.
Despite being more than seven months away, BMW Motorrad has issued a statement saying they won’t attend.
It follows their recent decision to halt manufacturing at its Spandau factory in Berlin and their G 310 production in India for two weeks. They are expected to return to production next week.
BMW Motorrad factory in Spandau, Berlin
BMW’s decision not to attend the motorcycle shows several months from now is significant as BMW uses these major shows to launch all their next-year models.
Their withdrawal could be the first of many companies to do the same.
Here is the official statement:
Due to the hardly foreseeable development of the corona pandemic and its effects, BMW Motorrad will not be participating in the two leading motorcycle shows Intermot in Cologne in October and EICMA in Milan in November in 2020.
This decision was made in order to counteract current planning uncertainty at an early stage, also for all our partners involved in BMW Motorrad motorshow appearances, in the interests of the greatest possible security, predictability and transparency.
BMW Motorrad will present the world premieres and product highlights planned for these motorcycle shows on alternative platforms in autumn 2020. In doing so, the company will increasingly rely on its own formats and digital communication channels.
However, they now tell us it has been postponed and to “stay tuned”.
We have published several photos of the various models configurations as shown below and will update you with the production model when it is released.
Virtual shows
It follows recent motorcycle show closures in Japan, forcing companies such as Suzuki and Honda to stage “virtual” exhibits and launches.
Cherry red Katana virtual launch
Honda CB-F virtual launch
Yet, the organisers of the world’s biggest motorcycle rally in the world at Sturgis are still confident it will go ahead as planned in August.
Honda announced at EICMA that their entry level CMX 500 cruiser, also known as the Rebel in some markets, will receive a host of updates for 2020, including updated suspension, full LED lighting, a gear position indicator, slipper clutch and new seat for better comfort.
2020 Honda Rebel
Honda Australia are yet to confirm the local delivery schedule and any movements in pricing but are expected to do so early next year. The CMX has proved a winner as one of Australia’s most popular cruiser options, claiming the #8 position on the sales charts for the YTD as of Q3 in overall road motorcycles, as well as the #3 position in the cruiser category.
2020 Honda CMX ‘Rebel’
A 2020 ‘S’ model variant will also be available in some markets offering factory-fit accessories – as a styling option, and including a headlight cowl, blacked out fork covers and gaiters, plus a diamond-stitch seat. We’re yet to hear whether the S model will be available in Australia.
2020 Honda CMX ‘Rebel’ S headlight and cowl
The CMX retains the 471cc parallel twin-cylinder engine which is now Euro5 and produces a LAMS approved 34kW at 8500rpm, while peak torque is 43.3Nm reached at 6000rpm.
2020 Honda CMX ‘Rebel’
The CMX actually draws its powerplant from the CBR500R offering generous performance both for the segment and capacity, with PGM-FI fuel injection –further optimised – and valve and ignition timings revised to focus on bottom-end torque.
2020 Honda CMX ‘Rebel’ 471cc parallel-twin
A six-speed gearbox is also featured, with the new assist and slipper clutch lightening clutch lever operation by 30 per cent, while downshifting aggressively will remain smooth.
2020 Honda CMX ‘Rebel’
Part of Euro5 compliance necessitated a new LAF exhaust sensor, while the exhaust system is a 120mm shotgun-style affair.
The lean Bobber styling of the CMX is retained, but now includes full LED lighting including the indicators, for a premium feel, alongside the existing 11.2L fuel capacity and fat ‘bars.
2020 Honda CMX ‘Rebel’ LED headlight
The CMX has also had the black out treatment, with fork tubes and discs being the main areas not conforming. The taillight is also new and features mini-circular LED indicators, with a compact main light and die-cast aluminium mount.
2020 Honda CMX ‘Rebel’ LED taillight and indicators
The headlight is a compact 175mm item, with die-cast aluminium mount, and the LCD display now includes a new gear position indicator and fuel consumption reading. Ignition remains below the tank on the left side of the bike.
2020 Honda CMX ‘Rebel’ LCD dash
The pillion seat and footpegs are also easily removed, with Honda adding to the accessory line-up, as well as offering the S edition in a special Matte Axis Grey Metallic colour, with the accessories mentioned above.
2020 Honda CMX ‘Rebel’ seat and pillion seat
Suspension has seen both shock and 41mm forks revised, with new spring rates in both.
The Showa shock units are also now nitrogen charged, and feature reshaped damper rubbers, with Honda promising a firmer action as a result. The shocks are still five-step preload adjustable.
2020 Honda CMX ‘Rebel’
The 16inch front and rear wheels are retained from 2019, as is the 296mm front rotor and twin-piston caliper setup, with a single-piston rear caliper. Dunlop tyres are fitted in 130/90 -16 and 150/80 – 16 sizes. Two channel ABS is standard fitment.
2020 Honda CMX ‘Rebel’ forks feature new springs
The 2020 Honda CMX weighs in at 191kg at the kerb, with an ultra-low 690mm seat height and 1490mm wheelbase.
2019 Brisbane DGR
Sturgis Motorcycle Rally
