Tag Archives: Motorcycle News

2024 H-D Street Glide and Road Glide First Look

Harley’s iconic Road Glide bagger is completely redesigned for 2024 but you can still easily recognize the shark nose fairing.

Harley’s iconic Road Glide bagger is completely redesigned for 2024 but you can still easily recognize the shark nose fairing. (Harley-Davidson/)

We saw Harley’s returning models announced earlier this month but now the Milwaukee brand has revealed the ones with updates for 2024. The two with the most significant revisions are the reworked 2024 Harley-Davidson Street Glide and 2024 Road Glide, both getting many of the same styling, suspension, and electronics upgrades that initially appeared on their CVO Street Glide and Road Glide counterparts last year (both of which return for 2024 unchanged).

The redesigned 2024 Street Glide (and Road Glide) now rolls with the more powerful Milwaukee-Eight 117 engine and upgraded Showa suspension.

The redesigned 2024 Street Glide (and Road Glide) now rolls with the more powerful Milwaukee-Eight 117 engine and upgraded Showa suspension. (Harley-Davidson/)

2024 Harley-Davidson Street Glide | $25,999

Headline news for both the Street Glide and Road Glide models this year is the bigger Milwaukee-Eight 117 powerplant, which adds new liquid-cooled cylinder heads as well as a new cooling system. It’s a major upgrade from last year’s standard bikes, which rolled with the M-8 107 powerplant and produced just 86 hp at 5,020 rpm (claimed); for the M-8 117 mill, we’re looking at a healthier 105 hp and 130 lb.-ft. of torque (again, H-D’s claimed numbers). While there’s no variable valve timing on this engine as on the CVO’s VVT 121ci engine, it’s still a nice boost.

Related: 2023 Harley-Davidson Street Glide Special Anniversary Review

A 12.3-inch TFT touchscreen dominates the inside of the fairing and allows access to infotainment as well as performance adjustments.

A 12.3-inch TFT touchscreen dominates the inside of the fairing and allows access to infotainment as well as performance adjustments. (Harley-Davidson/)

Harley also says the bikes are lighter as well as more powerful and comfortable than the outgoing models, and 2024 also sees the addition of a new infotainment system for both Glides, complete with a new 200-watt audio amplifier to power a pair of fairing-mounted speakers. You now navigate the menu via a huge 12.3-inch TFT color touchscreen, which is where you can also select from four ride modes: Rain, Road, Sport, and Custom. This giant screen is also where you’ll interact with the infotainment systems on both models, as it replaces all the previous analog instrumentation and most switches.

New LED lighting strips and adjustable air vanes mark the fork-mounted batwing fairing on the 2024 Street Glide.

New LED lighting strips and adjustable air vanes mark the fork-mounted batwing fairing on the 2024 Street Glide. (Harley-Davidson/)

The visuals have been tweaked too, with modern, more sculpted styling cues, particularly in the Street Glide’s redesigned fork-mounted fairing and the Road Glide’s frame-mounted unit. Both fairings also offer improved air management, according to H-D, while still keeping the classic batwing and shark nose profiles. The fuel tanks also feature a new shape, while the one-piece seat’s shape has been redesigned and the padding improved for long-haul comfort.

Redesigned fairing on the 2024 Road Glide also features a new windshield with air management and revised LED lighting arrangement.

Redesigned fairing on the 2024 Road Glide also features a new windshield with air management and revised LED lighting arrangement. (Harley-Davidson/)

2024 Harley-Davidson Road Glide | $25,999

On the suspension front, we see a new 49mm Showa fork (with Dual Bending Valve internals) that offers 4.6 inches of travel along with preload-adjustable dual shocks that increase travel to (ahem) 3 inches. The bikes also receive larger 320mm brake rotors with radial-mount calipers up front and a 300mm disc at the rear.

As the bikes are purported to be lighter this year, that should result in noticeably better stopping power. But all the upgrades to these standard models have likely made the ST versions of the Street and Road Glide redundant; the only ST you’ll find in the 2024 lineup is the completely hopped-up CVO Road Glide ST, featuring a Milwaukee-Eight 121 HO engine.

Related: 2020 Harley-Davidson CVO Road Glide First Look Preview

Both the Road Glide and the Street Glide can be ordered in Chrome or Black trim options. Base MSRP for both bikes is $25,999, but black trim adds $1,350.

Both the Road Glide and the Street Glide can be ordered in Chrome or Black trim options. Base MSRP for both bikes is $25,999, but black trim adds $1,350. (Harley-Davidson/)

2024 Harley-Davidson Street Glide / 2024 Road Glide Specifications

Price: $25,999 / $25,999
Engine: Liquid-cooled, 45-degree V-twin; 4 valves/cyl.
Displacement: 1,923cc
Bore x Stroke: 103.5 x 114.3mm
Compression Ratio: 10.3:1
Transmission/Final Drive: 6-speed/belt
Claimed Horsepower: 105 hp @ 4,600rpm
Claimed Torque: 130 lb.-ft @ 3,250rpm
Fuel System: Electronic Sequential Port Fuel Injection
Clutch: Wet, multiplate slipper/assist
Frame: Steel tube w/ two-piece backbone and bolt-on rear subframe
Front Suspension: 49mm Showa fork; 4.6 in. travel
Rear Suspension: Dual emulsion shocks, spring preload adjustable; 3.0 in. travel
Front Brake: 4-piston radial-mount calipers, dual floating 320mm discs w/ ABS
Rear Brake: 2-piston caliper, 300mm disc w/ ABS
Wheels, Front/Rear: Cast aluminum; 19 x 3.5 in. / 18 x 5 in.
Tires, Front/Rear: Dunlop H-D Series bias blackwall; 130/60B-19 / 180/55B-18
Rake/Trail: 26.0°/6.7 in. ; 26.0°/6.8 in.
Wheelbase: 64.0 in.
Ground Clearance: 5.5 in. / 5.7 in.
Seat Height: 28.1 in. / 28.3 in.
Fuel Capacity: 6.0 gal.
Claimed Wet Weight: 811 lb. / 838 lb
Contact: harley-davidson.com

Source: MotorCyclistOnline.com

2024 Harley-Davidson CVO Road Glide ST Preview

Harley celebrates the CVO program’s 25th anniversary with the release of the new 2024 CVO Road Glide ST performance bagger.

Harley celebrates the CVO program’s 25th anniversary with the release of the new 2024 CVO Road Glide ST performance bagger. (Harley-Davidson/)

Given the massive popularity of and Harley-Davidson’s success within the MotoAmerica King of the Baggers race series, it was only a matter of time before Milwaukee threw down a tribute cruiser to celebrate last year’s championship-winning racebikes. And here it is; leading the CVO lineup for 2024 is the new CVO Road Glide ST, which Harley bills as “the quickest, fastest, and most-sophisticated performance bagger” the brand has ever produced. Although it’s not quite a factory racebike, the touring bike comes dang close, with key features like the Milwaukee-Eight 121 High Output V-twin engine, fully adjustable suspension, premium Brembo braking components, and electronically controlled ride modes.

The 2024 CVO Road Glide ST flaunts its aggressive West Coast style with a deep solo seat and 6-inch riser paired with a moto handlebar that plants the rider in an attack position. The bike is available in two premium finishes; this one is called Golden White Pearl.

The 2024 CVO Road Glide ST flaunts its aggressive West Coast style with a deep solo seat and 6-inch riser paired with a moto handlebar that plants the rider in an attack position. The bike is available in two premium finishes; this one is called Golden White Pearl. (Harley-Davidson/)

With the ST designation already hinting at the CVO Road Glide ST’s performance intent, its placement in the CVO series allows this bike to also channel much of 2023′s CVO Road Glide overhaul, including a more powerful version of the Milwaukee-Eight 121 engine, electronic rider aids, and that new, more aggressive styling.

And since the CVO series is meant to showcase the best-in-class performance, paint, and parts—and 2024 is also the 25th anniversary of said series—H-D decided to throw the kitchen sink at this machine, with everything from premium color to exotic carbon fiber finishes, while mixing in a few cues from the King of the Baggers racebikes for good measure. That includes a Screamin’ Eagle graphic on the fairing sides and fuel tank, while CVO 25th Anniversary graphics celebrate the series’ milestone run.

Related: 2020 Harley-Davidson CVO Tri Glide First Ride Review

The CVO Road Glide ST embraces the “performance bagger” category courtesy of a Milwaukee-Eight 121 High Output V-twin engine tuned to produce more horsepower and torque than the Milwaukee-Eight VVT 121.

The CVO Road Glide ST embraces the “performance bagger” category courtesy of a Milwaukee-Eight 121 High Output V-twin engine tuned to produce more horsepower and torque than the Milwaukee-Eight VVT 121. (Harley-Davidson/)

Although Harley’s Factory Team Road Glide motorcycles are powered by modified Screamin’ Eagle Milwaukee-Eight 131 Performance Crate engines, the 121 mill is no slouch, especially in the High Output version seen here on the 2024 CVO Road Glide ST (exclusive to this bike). For instance, it adds a high-performance camshaft, a high-performance air intake, and an increased 5,900 rpm redline that combines to produce a claimed 127 hp and 145 lb.-ft. of torque—”the most horsepower and torque yet from a factory-installed engine in a production Harley-Davidson motorcycle” says Harley. A low final drive ratio is said to enhance acceleration performance in every gear, while selectable ride modes—Road, Sport, Track, Track Plus, Rain, and multiple Custom modes—electronically control the performance characteristics of the motorcycle.

Fully adjustable front and rear suspension includes inverted 47mm Showa 1x1 fork and adjustable Showa rear shocks with remote reservoirs.

Fully adjustable front and rear suspension includes inverted 47mm Showa 1×1 fork and adjustable Showa rear shocks with remote reservoirs. (Harley-Davidson/)

Continuing the performance theme are fully adjustable front suspension with inverted 47mm Showa 1×1 fork, and adjustable Showa rear shocks with remote reservoirs.

Harley also touts the ST’s use of alternate materials, like lightweight titanium on the mufflers, forged carbon fiber for the end caps, and forged carbon fiber composite on the front fender, seat cowl, and tank console. The wheel design and wave-style front brake rotors are also optimized to minimize unsprung weight; Harley claims 800 pounds as a dry weight for the CVO ST.

TFT touchscreen is shared with the standard Road Glide, but the CVO ST gets a more premium audio system with Rockford Fosgate speakers.

TFT touchscreen is shared with the standard Road Glide, but the CVO ST gets a more premium audio system with Rockford Fosgate speakers. (Harley-Davidson/)

Then again, the CVO ST also packs on plenty of infotainment tech, navigated via the same color touchscreen seen on the standard Road Glide, but paired with a premium audio system featuring a 500-watt amplifier and Harley-Davidson Audio powered by Rockford Fosgate Stage II 6.5-inch fairing speakers. (So much for saving weight.)

The ST also wears an aggressive West Coast custom style to make sure you get the performance intent, with a deep solo seat and 6-inch riser paired with a moto handlebar that plants the rider in an aggressive, upright position.

You’ll be able to choose from two premium paint choices when the 2024 CVO Road Glide ST hits dealerships later this month: Golden White Pearl or Raven Metallic.

MSRP is $42,999.

Source: MotorCyclistOnline.com

MotoAmerica-bound Herfoss lands surprise Indian deal

Factory opportunity opens for 2024 season in the United States.

Image: Supplied.

Triple Australian Superbike champion Troy Herfoss has landed a surprise deal with Indian Motorcycle Racing in MotoAmerica’s King of the Baggers and Super Hooligan categories with the S&S Cycle-operated factory team.

Herfoss effectively quit his longstanding Honda association in order to pursue an international career at 36 years of age, signing what’s understood to be a lucrative contract in the US.

“To have the opportunity to don Indian Motorcycle red leathers and compete on behalf of such a historic brand is a true honour,” Herfoss commented. “As a motorsports enthusiast in Australia, I’ve been envious of all the bagger racing taking place in the States, and I’m extremely grateful to have the opportunity to pilot an S&S Indian Challenger and ride for a factory team who has a championship to its name.”

Indian has signed Herfoss to join defending Super Hooligan champion Tyler O’Hara, the pair to be equipped with the Indian Challenger in the King of the Baggers and the Indian FTR in the Super Hooligan ranks.

Source: CycleOnline.com.au

Wired Bikes ready to charge up your kids weekend

Wired Bikes introduce redesigned e-balance bikes


The new look electric balance bikes from Wired Bikes are exactly what future two-wheel champions need to develop and advance their core riding skills.

Wired Bikes new e-balance bikes have arrived in 12"and 16" variants
Wired Bikes new e-balance bikes have arrived in 12″and 16″ variants

Designed in Australia, the latest release 12” and 16” Wired Bikes have been completely redesigned from the original, taking cues from BMX and MX to make the ultimate combination of style and function.

Wired Bikes Brand Manager, Damien Ballinger, says the balance bikes are small but pack a punch with value, power and style.

Damien Ballinger

“We’ve completely redesigned the look to incorporate suspension forks, a more powerful motor and a battery that is now protected by the downtube. Whilst the overall styling of the bike is influenced heavily by BMX, the forks add more of an MX feel but are more than just an aesthetic choice. While the girls want the pink one and the boys just want to go fast, we’ve built in three levels of power providing adjusted torque, acceleration and top speed so kids can build up their skills and safely work their way to a more powerful ride”

Wired Bikes 16" e-balance bikes
Wired Bikes 16″ e-balance bike

Having the battery placed inside the main triangle means the chromoly steel frame can protect the battery from major impacts commonly associated with bikes that have the battery mounted under the downtube. This means there’s a lower chance of mud, debris, rocks or gutters causing a problem with your battery as your child rides along.

The forks allow improved handling and feel as well as cushioning to improve the overall comfort of the ride over rough terrain. This is important because depending on the throttle setting, your little ones could be zooming at up to 29 km/h on the 16” and 19 km/h on the 12”.

Wired Bikes 16″ e-balance bike

The throttle control has three settings, with the beginner requiring the child to push off like a traditional balance bike and then use the throttle once moving to get to a max speed of 10 km/h on the 16”.

This setting has minimal torque for softer acceleration to reduce the effect of kickback. The intermediate setting sees riders take off from a standing start with mid-level torque and a 17 km/h top speed. Advanced has unrestricted throttle control and torque with a top speed of 29 km/h.

Wired Bikes 16" e-balance bikes
Wired Bikes 16″ e-balance bike

Hidden in the rear wheel is the 16” hub drive motor, which pumps out 40 Nm of torque with 250W (max 400 W) and is powered by a rechargeable 36 V 5.2 Ah lithium battery.

The 12” bike, being aimed at much younger riders, has a 24V 5.2Ah battery with a 12” hub motor pumping out 24 Nm of torque and 250 W (max 350 W). Depending on the terrain and how hard you’re riding the bike, you’ll get up to 75 minutes of fun before having to recharge the battery.

Wired Bikes new e-balance bikes have arrived
Wired Bikes 16″ e-balance bike

The single rear disc brake means there’s no thinking required for the kids, with one hand making the bike go and the other making it stop; being a rear brake means they are less likely to go over the bars (and more likely to rip sick skids).

The 12” is for young riders up to 35 kg and is priced at $899.99 RRP whereas the 16” is for riders up to 45 kg and $999.99 RRP. Available in matte black, metallic pearl pink and pearl white across both sizes, all Wired Bikes are available at AMX Superstores and local motorcycle dealers nationally.

The Wired Bikes 12" e-balance bikes are suitable for younger riders
The Wired Bikes 12″ e-balance bikes are suitable for younger riders

Source: MCNews.com.au

Toprak tops final European WorldSBK Test at Portimao – Times/Quotes

Portimao WorldSBK Test
Day Two – January 30, 2024

Toprak Razgatlioglu forged his way to the top of the time-sheets at Portimao overnight to finish up the final European pre-season test on a high. The Turk’s 1m39.189s under the lap record to finally push Ducati WorldSBK rookie Nicolo Bulega off the top of the charts.

While this is no race win, it will still be an incredible shot in the arm for the BMW World Superbike project, and all who work inside the motorsport division at BMW Motorrad.

Marc Bongers – BMW Motorrad Motorsport Director

For sure, to come away with P1 in the list and four riders within the top ten makes me confident to start the season. We had some difficulties in December, namely testing in bad conditions and not having comparables to measure us against. We came to these tests with a good feeling but no proof where we were after the long winter. At Jerez and here at Portimão we luckily found good and stable weather conditions, luckily with most of the paddock being here because we need to know where we stand. We’ve been consistently in the top three with the fastest rider which is pleasing. Now we are packing everything up for Australia, a very different track with a new surface, with harder tyres than what we have used during these tests. So it will be a new situation but we have a lot of positives we can build on. It was also important to see that the setup we brought from Jerez worked immediately here. There are still things to improve, we even see some more potential but I am happy to see how the structure has been build up, I am happy to see how the entire team is working together and I am happy with the results. It makes me look very positively on the season. It will be hard, no doubt; we have seen last year how competitive the field is but we want to be with the competitors at the very top. I am confident that we will be there.

Toprak Razgatlioglu

The last race victory for BMW actually came at Portimao, when Michael van der Mark took the top step in 2021. And that 2021 victory had broken a drought that had stood since 2013, when Chaz Davies won at Nurburgring.

Toprak Razgatlioglu
Christian Gonschor – Technical Director BMW Motorrad Motorsport

It was interesting and busy test days. The good thing was that we actually had six riders on the track simultaneously, operating up to a total of twelve BMW M 1000 RRs. This benefits us immensely for further development. With this setup, we were able to gather so much data and information that we can now make very rapid progress. I think it’s evident that we are making progress. We were consistently in the top three or top four, with Toprak mostly in first or second place from the first to the last minute in both Jerez de la Frontera and Portimão. It was nice to see our BMW racers always up there. It was also phenomenal to see during both tests that ideas generated in the race teams but not immediately tested were passed on to the test team. This approach is optimal, allowing us to support the race teams effectively. Among other things, we tested applications and provided feedback before the WorldSBK riders tried them. With the test team, we evaluated various chassis elements. Bradley (Smith) focused intensively on basic topics and couldn’t chase lap times much, but that’s not the core task of a test team anyway. Sylvain (Guintoli) pre-tested many things for the racing teams. All bikes were run with the new E40 fuel, which is mandatory in the WorldSBK starting this year. This also proved successful, and there were no technical problems. Overall, we can now travel to Phillip Island with confidence because the collaborative efforts of all involved of the past months are bearing fruit.”

Bradley Smith was also testing with BMW

Toprak’s immediate form on the bike will also buoy the hopes of other riders on the M 1000 RR who will, of course, be studying Toprak’s data closely in their own quests to find more speed. And there will be plenty of time to do that study, as now the bikes are about to get crated up and shipped to Australia, where teams will undergo one final pre-season test at the Phillip Island Circuit (19-20 February), before the season’s first races get underway at the same venue on the weekend of February 25th.

Toprak Razgatlioglu

I have to say that I was also surprised when I saw the 1:39.2 with the SCX tyre. Before, I did a 1:39.8 with the SC0 tyre and then I said to the team, if I am feeling a little more grip with the SCX tyre, we will make a very good lap time. So we did. Then I wanted to try the Q tyre and we got one from the Bonovo team, thanks to them. We tried to do another good lap time with that but the bike setup is completely different and I had the feeling that the bike was just jumping because there was too much grip. But in general I am very happy. After this test, it looks like we are 99 per cent ready with the bike. But again, we are still learning, getting better every day. I don’t know how it will be in Phillip Island. We were very strong here on these two days. Also our pace on race tyres is really strong. But Phillip Island is completely different. We will see there, it is impossible to say anything before the race or the test. But in general, this atmosphere is very good, I am very happy and we did a very good job on these two days.”

Toprak Razgatlioglu

Other headlines from testing overnight included a big spill for MotoGP rider Franco Morbidelli.  The Pramac Ducati rider, along with many of the other Ducati MotoGP pilots, had joined the WorldSBK regulars on track while riding lightly modified road bikes.  Morbidelli spent the night at Faro Hospital under observation but it seems that he might have got lucky and avoided any major injuries.

Franco Morbidelli had a big off

Nicolo Bulega (Aruba.it Racing – Ducati) continued to impress, securing the second-fastest time with 1m39.275s. Bulega had topped the previous day of testing, and also both days earlier this month at Jerez, and indicated that he was not pushing to his maximum potential.

Nicolò Bulega
Nicolò Bulega

“I am very happy with what we have done in these tests. The feeling was very positive both on the race pace and in the time attack and this shows the good work done with the team. Now we are going to Australia, and I can’t wait to be on track at my favourite circuit. Goals? I want to have fun: this is my rookie year and I certainly won’t have the same pressure as the top riders.

Nicolò Bulega

However, his team-mate Alvaro Bautista faced a more demanding day, finishing in the 15th place, after ongoing work with ballast configurations, compounded by his struggles with strength due to the compressed discs he suffered during testing late last year.

Alvaro Bautista
Alvaro Bautista

I can’t say I’m particularly satisfied with this test. During the first day, the sensations were not negative as I felt I had taken a step forward compared to the two days at Jerez. Today, however, I couldn’t find a good feeling and even at a physical level things didn’t improve. I’ll try to work as best I can at home these 15 days to arrive in Australia in the best possible condition“.

Alvaro Bautista

Alex Lowes (Kawasaki Racing Team WorldSBK) claimed the third spot focusing on race pace and crucial chassis adjustments. Meanwhile, team-mate Axel Bassani worked on adapting to the in-line four, but faced challenges, finishing 11th.

Alex Lowes
Alex Lowes

We have been working hard this winter with my crew chief Pere on used tyre settings. The final day here at Portimao was the first day where he was pushing me to focus on finding some speed as well. The electronics work we did, the set up work we did; we have definitely improved our pace on used tyres. We didn’t know how that would affect our one lap pace but when we pushed on with a run on the SCQ tyre, I did a couple of laps in the 1’39s and my best ever lap here. So we have to be happy because the bike was working well. We finished our winter testing in Europe with our best day yet.”

Alex Lowes
Pere Riba – Crew Chief for Alex Lowes

Our lap time at the end of this test was good, but we focused on the weakest points of our package at the start, and adapting the bike to the new rules. We focused in Jerez and here in Portimao with the same items. We improved the electronics and the balance, in terms of chassis, swing arm and some other measures. We worked with Showa, as always. I would say that I am very happy. In Jerez Alex already showed a very good performance. We now need to go to the races and ride under hotter conditions. But, it seems Alex is very consistent, very linear with the lap times. He is doing the same lap times on the second lap that he can do on the 18th lap, and this is something very impressive. A very important point is that I am always working with the rider feeling. I think he is talking very deeply with the bike, understanding when there is a new tyre, when the tyre is dropping, when the bike behaviour is changing – he understands it. He made a big effort and a lot of laps. Well done to Alex as he made a very good job, as did everybody in the team. Now we are ready to go to Australia and keep working. We still have a job to do, as always, because it never stops.”

Alex Lowes
Axel Bassani

This test was good and the family of Kawasaki is really nice. You feel like you are home. I am really happy to be here. The bike is not easy right now and we have to improve a lot but we are testing the bike here to do this. All the team are pushing a lot to try to be first in WorldSBK, and we have a lot to do. The first test at Jerez was not easy because the bike was completely different from the one I rode before, but step-by-step I am starting to learn a lot about this machine. I have had to completely change my style of riding. I have to think about everything I have to do. Especially in these two last European test days in Portimao, we have worked a lot on that. We improved a lot. We are ready for the next test in Australia.”

Axel Bassani
Marcel Duinker – Crew Chief for Axel Bassani

I am impressed the way Axel is managing all these tests because it not easy to jump into a factory team. He has shown his professionalism even in his youth and is really committed to the job. This is not the easiest track especially when you are fresh to a bike and still have to learn to manage the bike properly. Our bike has a unique character and it takes some time to get used to it. But especially on the final day of this test the bike and rider became closer and we made some small adjustments on the chassis set-up. We reconfirmed some items we had at Jerez. Especially today, we had the first race at Phillip Island in our minds and we are really preparing ourselves for the opening round. We did a long run and Axel started to change his riding style to be more suitable for the Ninja ZX-10RR. He learned a lot over these 15 laps. In the end we used some softer tyres and Axel was able to improve his lap time with each set of tyres. We can say we did a good job in this test and really prepared ourselves for Phillip Island.”

Axel Bassani

Yamaha witnessed a day of two halves, with Remy Gardner (GYTR GRT Yamaha WorldSBK Team) in fourth as the lead Yamaha rider.  Remy put in a total of 168 laps across the two days.

Remy Gardner
Remy Gardner

We had another positive test here in Portimao, we definitely enjoyed our time here in Portugal and in general the days of testing we had. On the final day we also focused on race performance, trying a long run. We’re still looking for the maximum performance, but I’m happy with the job done so far. Finally, I tried a flying lap as well; unfortunately I had some traffic on my fastest laps, but I’m satisfied overall with the lap time.”

Remy Gardner

Andrea Locatelli (Pata Yamaha Prometeon) impressing throughout, securing sixth place, while team-mate Jonathan Rea faced technical issues in the morning but finished in seventh.

Andrea Locatelli
Andrea Locatelli

It was an interesting test, especially today because I think we made a big improvement particularly in the long run – we did a really good job. I always had a really good feeling on my R1 in all the days, so this is the main point – and at the same time, we have been working well to be ready for Phillip Island. Let’s see what can happen there, it’s always a bit of a strange track, but to do a good job here in Portimão and Jerez was really important. It was the first time working with Tom and we are working very well together in these days, everything looks positive – we changed some things in the way of working, for him it was the first tests with me and with this bike but I already know it very well! We have a lot of data and completed very good long runs, with fast lap times every lap – so we can be happy with our work and now I am looking forward to the first round of the Championship.

Andrea Locatelli
Jonathan Rea

We lost a little bit of time today, but we just focused on what we could with our workload. I was not completely satisfied with the feeling out there, but I did a longer run to understand the tyre drop here and I got faster and faster during that – so there are some positives. I think we need to improve our “out and out” pace a bit, but I wasn’t completely comfortable as we are still looking to find that optimum set-up for my style. First time here at Portimão on my R1 threw a few curveballs from what I’m used to, so a little bit of work to do – but still happy, confident and relieved now that testing is finished and we can move on to focusing on Phillip Island. We still managed a lot of laps so I have to thank everyone on the team, from AP and my electronics engineer Davide to all the mechanics – they worked tirelessly all day to get through all the items! It has been super cool to be in full 2024 colours, kudos to Yamaha and Paul for getting the bike looking so nice – it feels real now riding on track that I have joined Yamaha and I’m enjoying it.

Jonathan Rea
Paul Denning – Team Principal, Pata Prometeon Yamaha

All of the riders and teams have done a lot of mileage in four days across Jerez and Portimão – we’ve been really lucky with the weather and the conditions in general. The first “thanks” has to be to our Pata Prometeon Yamaha crew – tests are the hardest days for a race mechanic and these have been no different: lots of changes and some challenges, but the guys always give 100% and overall, we can be quite happy with the work completed. Loka’s test was smoother than Jonathan’s and this allowed him to complete two race distance simulations and a slightly wider test programme. He is riding really well, was very consistent and is looking to start the season strongly in Phillip Island. For JR, there were a few challenges to overcome for the first time at a different track with the R1 – and even if the ultimate lap time was disappointing by his extremely high standards – his consistency and ability to grind out very good lap times on old tyres is a positive sign not only for the demands of Phillip Island but the season as a whole. Now, there is a lot of work for the crew chiefs, electronics engineers and for Yamaha’s guys to ensure we go to Australia with the best start point possible. Testing is done, let’s go racing!

Jonathan Rea and Paul Denning

Michael van der Mark, Razgatlioglu’s teammate, worked on bike setup and secured the fifth position overall. 

Michael van der Mark

I was really happy with the end of the day. Today we changed the setup of the bike, we had some ideas and we changed honestly the whole bike and immediately from the first lap that felt good. At the end of the day we were trying some new tyres, doing some good laps with the SCX and I felt happy. I felt good with the bike so I think I even could have gone a little bit quicker. But I am really happy. I am feeling more and more ready to race. Also doing so many laps in these perfect conditions I gained a lot of confidence again. I feel faster and more ready than last year. I feel that the old Mickey is coming back.”

Michael van der Mark,

Scott Redding and Garrett Gerloff were ninth and tenth respectively, making for four BMW machines in the top ten.

Scott Redding

Portimão was a lot more difficult than Jerez. We knew that there was a possibility that this could be the case but it is also good sometimes to have this in testing because you have the time to work. We tried a lot of different things and nothing was really hitting the spot. It was a bit of confusion with the tyres and the track grip so that made it a bit time consuming for us. We managed to try some test items which was also important to do. We have a bit more a clear direction with the parts for round one at Phillip Island. After two days we finally made a little bit of progress and it was good to finish knowing you’re making steps. Going to Phillip Island it will be interesting what characteristics the bike will give us. In Jerez everything was running pretty easy, here it seemed quite difficult, so it will be interesting to see what is the outcome of the bike. Regarding the situation of what the track grip gives us we’ve done a lot of work in both areas. I’m looking forward to going to Phillip Island now. I’ve really enjoyed my time here testing with the team, having a lot of fun, laughing a lot and working hard. Now I can’t wait to go racing.”

Garrett Gerloff

The test here in Portugal has been a bit up and down. Yesterday I struggled more than I like to admit but we finally found a setting on the last run yesterday that set up today as a really good day. Especially in the beginning of the day I felt really strong and I felt like I had a decent pace. I’m just frustrated with the end of the day. I had a crash and after that we struggled getting both the bikes to work like they should. That’s frustrating a little bit but I know that I have a team that’s on top of it and looking to solve all the problems that we have before the bikes go on the crates to Australia. That’s not the way I wanted to end the test but we still have positive stuff from these days, so that’s good.”

Other notable performances include Danilo Petrucci (Barni Spark Racing Team), Scott Redding (Bonovo Action BMW), and Garrett Gerloff (Bonovo Action BMW) displayed strong performances completing the top 10, contributing to the anticipation of a competitive 2024 season.

Danilo Petrucci

Yesterday, we tried new solutions to improve corner entry, but we didn’t find what we expected. Today, we returned to a more ‘standard’ solution, and I immediately felt better and I was able to be strong. The test in Portugal was an important proving ground because on this track, we struggle a lot due to numerous weight transfers and poor grip. Compared to a year ago, after the Portimao test, we look at the opening race in Australia with more confidence: I feel good, the team supports me at its best, and our race pace is good.”

Danilo Petrucci

Honda showed some small signs of improvement, with Xavi Vierge (Team HRC) and Iker Lecuona adjusting electronics and addressing traction issues.

Xavi Vierge

After last week’s Jerez test the team put together a really good plan for us to follow here at Portimão. So yesterday we started by working on the base, looking for greater stability, and then we mainly focused on the electronics. I think we’ve taken a little step forward, working on our riding style to manage the traction issue a little better. Today we essentially continued in a similar vein, as without traction it’s hard to fully exploit the potential of the engine and tyres. Overall, and as I said after the Jerez test, the feeling on the bike is not bad. At the end of this test, I can say that we have more understanding and are moving in the right direction. We now have a huge amount of data to look at before Phillip Island, where I hope we can take a similar step to the one we’ve made from Jerez to Portimão.”

Xavi Vierge
Iker Lecuona

I’ve definitely completed a lot of laps over the two days here, and we’ve worked very hard. Unfortunately, despite the great efforts of everyone on the team, we cannot be satisfied with our result or performance. We were honestly expecting more, especially considering this is a track where I had a strong race last year. We still need to find a way to establish a good base setup to exploit the potential of the new bike. We have another two days to test at Phillip Island, although there it will be more about preparing for the first races. We will see. I’ll go to Australia with the best possible attitude though. It was nice to see some of the MotoGP guys here too. I chatted with the Marquez brothers, Luca Marini, and at one point I was on track at the same time as Rossi, which is always a pleasure”.

Iker Lecuona

Tarran Mackenzie and Adam Norrodin, representing the PETRONAS MIE Racing Honda Team, faced a mixed day, with Mackenzie experiencing a delay due to a starting issue, while both riders missed the action on day one.

Tarran Mackenzie

This test was mainly about getting used to the new bike, which for now is a mix of 2023 and 2024 parts, for a variety of reasons. We should have the full 2024 spec ready in time for Phillip Island. I ran in the engine this morning before making some laps this afternoon and working with the 2024 parts, so we now have some data we can use. We worked out a few small issues during the session and I think some of the new electronic components can really help too; I could see an improvement there. Unfortunately, today was cut a little short after I crashed but, like I say, it’s a matter of working to understand what we have and how we can exploit it.”

Adam Norrodin

I’m happy with what has been my first real test, considering we didn’t complete many laps last time out at Jerez. We only really had a few hours in which to set up the bike, after running in the engine this morning and mounting some new parts yesterday, so we’re running a little behind everyone else. We improved every time we went out on track, but we still have a lot of work ahead of us. Everything is new for me, so there are many things I need to understand. We will receive some new parts in time for Phillip Island, which I hope can offer better feeling.”

The rest of the field, including Michael Ruben Rinaldi (Motocorsa Racing), Andrea Iannone (Team GoEleven), Tito Rabat (Kawasaki Puccetti Racing), Brad Ray (Yamaha Motoxracing WorldSBK Team), and Philipp Oettl (GMT94 Yamaha), continued to work on various aspects of their setups and strategies during the test.

Top WorldSSP rider was Adrian Huertas (Aruba.it Racing WorldSSP Team), ahead of Niccolo Antonelli (Ecosantagata Althea Racing Team).

Adrian Huertas

Teams will undergo one final pre-season test at Phillip Island (19-20 February), before the season’s first races get underway at the picturesque venue between 23-25 February.

Tickets for the 2024 season opener are on sale now, check out your options at www.worldsbk.com.au

Portimao WorldSBK Test Times
January 30, 2024

Pos Rider Bike Time/Gap
1 Toprak Razgatlioglu BMW 1m39.189
2 Nicolò Bulega Ducati +0.086
3 Alex Lowes Kawasaki +0.332
4 Remy Gardner Yamaha +0.377
5 Michael van der Mark BMW +0.428
6 Andrea Locatelli Yamaha +0.469
7 Jonathan Rea Yamaha +0.496
8 Danilo Petrucci Ducati +0.767
9 Scott Redding BMW +0.946
10 Garrett Gerloff BMW +0.947
11 Sam Lowes Honda +1.091
12 Axel Bassani Kawasaki +1.173
14 Xavi Vierge Honda +1.261
15 Michael Ruben Rinaldi Ducati +1.276
16 Alvaro Bautista Ducati +1.456
17 Andrea Iannone Ducati +1.465
18 Iker Lecuona Honda +1.472
19 Tito Rabat Kawasaki +1.520
20 Bradley Ray Yamaha +1.663
25 Philipp Ottl Yamaha +1.971
26 Sylvain Guintoli BMW +2.287
27 Bradley Smith BMW +2.529
31 Francesco Bagnaia +3.589
32 Fabio Di Giannantonio +3.714
33 Adrian Huertas Ducati +3.805
35 Franco Morbidelli +3.876
36 Marco Bezzecchi +4.083
37 Enea Bastianini +4.147
38 Luca Marini +4.194
39 Celestino Vietti +4.242
40 Tarran Mackenzie Honda +4.471
41 Niccolò Antoneli Ducati +5.351
42 Andrea Migno +5.451
43 Piotr Biesiekirski Ducati +5.456
45 Adam Norrodin Honda +6.223

Portimao WorldSBK Test Times
January 29, 2024

Pos Rider Bike Time/Gap
1 Nicolò Bulega Ducati 1m39.913
2 Toprak Razgatlioglu BMW +0.094
3 Jonathan Rea Yamaha +0.148
4 Remy Gardner Yamaha +0.355
5 Andrea Locatelli Yamaha +0.357
6 Sam Lowes Honda +0.550
7 Michael van der Mark SMR +0.723
8 Alvaro Bautista Ducati +0.760
9 Xavi Vierge Honda +0.816
10 Alex Lowes Kawasaki +0.866
11 Bradley Ray Yamaha +1.114
12 Garrett Gerloff BMW +1.126
13 Iker Lecuona Honda +1.131
14 Michael Ruben Rinaldi Ducati +1.168
15 Scott Redding BMW +1.170
16 Danilo Petrucci Ducati +1.239
17 Andrea Iannone Ducati +1.295
18 Axel Bassani Kawasaki +1.392
19 Tito Rabat Ducati +1.571
20 Philipp Ottl Yamaha +1.823
22 Sylvain Guintoli BMW +2.189
22 Bradley Smith BMW +2.979
23 Francesco Bagnaia +3.177
24 Florian Marino Kawasaki +3.410
25 Luca Marini +3.438
26 Franco Morbidelli +3.516
27 Marco Bezzecchi +3.709
28 Enea Bastianini +3.751
29 Celestino Vietti +3.800
30 Fabio Di Giannantonio +3.827
31 Adrian Huertas Ducati V2 +3.893
32 Valentino Rossi Yamaha +4.790
33 Niccolò Antoneli +4.902
34 Andrea Migno +5.113
35 Piotr Biesiekirski Ducati +5.248
36 Tarran Mackenzie Honda +27.424

2024 WorldSBK Dates

Date Circuit WSBK WSSP600 WSP300 WWSBK
23-25 Feb Phillip Island X X
22-24 Mar Catalunya X X X
19-21 Apr Assen X X X
14-16 Jun Misano X X X X
12-14 Jul Donington X X X
19-21 Jul Most X X X
9-11 Aug Algarve X X X X
23-25 Aug Balaton Park X X X
6-8 Sep  Magny-Cours X X X
20-22 Sep Cremona X X X
27-29 Sep Aragón X X X
18-20 Oct Jerez X X X X

Source: MCNews.com.au

Kawasaki’s Original Ninja 250 Grows to a Ninja 500 Sportbike

Kawasaki now offers a new option for mid-displacement sportbike riders in the Ninja 500, the latest in a platform evolution that began with the Ninja 250 and progressed through the 300 and 400. The 500 is available in several configurations, which are listed below along with MSRPs.

Kawasaki offers midsize sportbike riders a new option in 2024 with the Ninja 500.

Kawasaki offers midsize sportbike riders a new option in 2024 with the Ninja 500. (Kawasaki/)

Ninja 500: $5,299

Ninja 500 KRT Edition: $5,499

Ninja 500 ABS: $5,699–$5,899

Ninja 500 SE ABS: $6,399

Ninja 500 KRT Edition SE ABS: $6,399

Ninja 500 SE 40th Anniversary Edition ABS: $6,599

If you’re familiar and amenable with the Ninja 400, you’ll be pleased to know that the 500 is essentially the same machine packaged with a new 451cc parallel-twin engine. That 52cc bump comes by way of a 6.8mm-longer stroke and updated compression ratio. It has a new crankshaft, con-rods, pistons, and updated hard alumite piston treatment. Kawasaki is touting 51 hp at 10,000 rpm for the new mill and 31.7 lb.-ft. of torque at 7,500 rpm.

Kawasaki increased stroke and updated several components to create the new 451cc parallel-twin engine.

Kawasaki increased stroke and updated several components to create the new 451cc parallel-twin engine. (Kawasaki/)

Apart from the increase in engine capacity and the accompanying modifications required to dial the powerplant, the 500 is a near carbon copy of the 400 mechanically. It has the same 41mm fork with 4.7 inches travel and horizontal back-link shock. Braking specs are the same, as are seat height, fuel capacity, rake and trail, frame design, fueling, and the six-speed gearbox.

The new Ninja 500 gets an updated LCD dash and more comfortable seat.

The new Ninja 500 gets an updated LCD dash and more comfortable seat. (Kawasaki/)

In terms of creature comforts, the 500 does have some amenities that the 400 lacks. These include a new LCD instrument panel with Bluetooth connectivity. When connected and utilizing the Rideology app, riders can access riding logs, bike info, call notices, the maintenance log, and communication sharing settings. The seat is a slightly different shape as well, made to improve rider comfort in the relaxed, yet sporty ride position of the bike. It has updated LED headlights and taillights as well.

Available colors vary depending on trim you select, so check with your local Kawasaki dealer to see what’s available.

The 40th Anniversary trim looks sharp on the new Ninja 500.

The 40th Anniversary trim looks sharp on the new Ninja 500. (Kawasaki/)

The 2024 Kawasaki Ninja 500.

The 2024 Kawasaki Ninja 500. (Kawasaki/)

Mechanically, the Ninja 500 is strikingly similar to its sibling, the Ninja 400.

Mechanically, the Ninja 500 is strikingly similar to its sibling, the Ninja 400. (Kawasaki/)

More power and torque while retaining its rider-friendly appeal.

More power and torque while retaining its rider-friendly appeal. (Kawasaki/)

New con-rods, crankshaft, pistons, and piston treatments are highlights of the changes made to the mill.

New con-rods, crankshaft, pistons, and piston treatments are highlights of the changes made to the mill. (Kawasaki/)

The 2024 Ninja 500, undressed.

The 2024 Ninja 500, undressed. (Kawasaki/)

2024 Kawasaki Ninja 500 Technical Specifications and Price

Price: $5,299–$6,599
Engine: 451cc, DOHC, liquid-cooled twin
Bore x Stroke: 70.0 x 58.6mm
Compression Ratio: 11.3:1
Fuel Delivery: DFI w/ dual 32mm throttle bodies
Clutch: Wet, multiplate
Transmission/Final Drive: 6-speed/chain
Frame: High-tensile steel trellis
Front Suspension: 41mm hydraulic telescopic fork, 4.7 in. travel
Rear Suspension: Horizontal back-link shock, spring preload adjustable; 5.1 in. travel
Front Brake: 2-piston caliper, 310mm semi-floating disc, ABS available
Rear Brake: 1-piston caliper, 220mm disc, ABS available
Wheels, Front/Rear: 5-spoke; 17 in. x 17 in.
Tires, Front/Rear: 110/70-17 / 150/60-17
Rake/Trail: 24.5°/3.6 in.
Wheelbase: 54.1 in.
Seat Height: 30.9 in.
Fuel Capacity: 3.7 gal.
Claimed Curb Weight: 370–377 lb.
Available: Now
Contact: kawasaki.com

Source: MotorCyclistOnline.com

Beaton ‘shaking the cobwebs out’ with NZMX stint

P2 overall in Yamaha reunion for ProMX MX1 runner-up.

Image: Phil Smith.

A P2 finish for CDR Yamaha Monster Energy Team regular Jed Beaton at the Woodville GP marked his first proper shakedown on the YZ450F, opening his stint of races across the Tasman with Altherm JCR Yamaha that will see him contest the 2024 New Zealand Motocross Championship.

Beaton scored second in all three of the motos behind top Kiwi Hamish Harwood (CML KTM Racing), who claimed all three race wins on his way to the overall victory.

“It was good to race Woodville on the weekend, it’s been a long time between races since I didn’t do supercross in Australia,” Beaton told MotoOnline. “I had roughly a three-month break before getting on the Yamaha, but I felt pretty comfortable basically straightaway, which has been really good.

“I came over to New Zealand do a few races and their championship, I just wanted to shake the cobwebs out and try get some gate drops in before the ProMX series starts back at home.

“Woodville went pretty good on the weekend. Like I said, it’s been a while between gate drops, so I suffered pretty bad from arm pump and it was a little bit uncomfortable. I felt quite good by the time we got to the last moto, so I was pretty happy with that.

“The track was quite difficult, we had a fair bit of rain throughout the day, so it made the track fairly one lined and slick which meant that starts were important. I just didn’t really execute the starts how I wouldve liked.

“I was pretty much just in there battling behind Hamish in the last two races just following him around. i felt like I had good pace to try and pass and get out to a gap, but unfortunately there just wasn’t many passing options and I didn’t want to risk too much in my first race of the year, plus while I’m still getting used to the Yamaha.

“I’m pretty happy with where we’re at on the Yamaha, I’m feeling comfortable quite quickly, the transition has been smooth, so there’s a lot of positives to take from the weekend and I’m looking foirward to working with Josh [Coppins] now and trying to improve the bike even more.”

Beaton will now set his sights on the opening round of the 2024 NZMX championship at Rotorua on Saturday, 3 February, where he’ll contest the MX1 series with Josh Coppins’ Altherm JCR Yamaha team.

Source: MotoOnline.com.au

2024 Triumph Scrambler 1200 XE Review

The 2024 Triumph Scrambler 1200 XE ($15,295) is a distinctive standard motorcycle that merges classic styling elements with modern technology, delivering a thrilling riding experience both on road and off. Renowned for its versatility, this streetbike is equally adept at navigating the streets as it is at conquering trails off-road. Think of it as a big, stylish dual sport motorcycle that fellas like Steve McQueen would dream of.

“That’s that look,” six-time AMA Supercross and outdoor motocross champion Jeff Stanton says. “The double pipe look. I’m a dirt track fan, Scotty Parker, Jay Springsteen days—the double pipe Harley days, and the Scrambler has that look. Put good tires on it and ride it wherever you want.”

We take a ride on Triumph’s 2024 Scrambler 1200 XE in this review.

We take a ride on Triumph’s 2024 Scrambler 1200 XE in this review. (Ernie Vigil/)

Editor’s note: We test rode the original Scrambler 1200 XE during the 2019 Triumph Scrambler 1200 XC And XE First Ride Review article and video. Watch the 2020 Triumph Scrambler 1200 XC Review MC Commute for added insight.

As usual, Triumph Motorcycles’ Scrambler 1200 XE continues to impress with its versatility off-road and on.

As usual, Triumph Motorcycles’ Scrambler 1200 XE continues to impress with its versatility off-road and on. (Adam Waheed/)

The Scrambler 1200 XE stands out with its timeless, retro-inspired design. A contemporary, production version of modified bikes ridden during films like On Any Given Sunday (read the On Any Sunday: Behind the Scenes Part 1 and On Any Sunday: Behind the Scenes, Part 2 articles), we love its classic scrambler elements such as high-mounted shotgun exhaust, wire-spoked wheels (21-inch front, 17-inch rear), and a minimalist silhouette pay homage to its British heritage. The combination of a sculpted 4-gallon fuel tank, wide handlebar, and a cozy seat reinforces its vintage appeal. The attention to detail in the design, including the high-quality finishes and iconic Triumph branding, adds to the motorcycle’s overall charm.

“I love the bike and I have it in my garage. I love riding it from farm to farm, through the fields, through the woods, to the auto parts store, to the gas station,” Stanton continues. “To me you can take it anywhere and bounce around town. It’s a great bike for running around town.”

The Scrambler 1200 XE’s ergonomics are well throughout and it is capable and relatively easy to ride in the dirt and on the road.

The Scrambler 1200 XE’s ergonomics are well throughout and it is capable and relatively easy to ride in the dirt and on the road. (Ernie Vigil/)

Powered by a punchy 1,200cc parallel-twin engine, with an uneven firing order, the Scrambler 1200 XE delivers snappy performance with nearly 76 hp at 7,300 rpm and 68 lb.-ft. torque at 5,000 revs. With a responsive throttle, the engine produces a smooth and linear power delivery, making it great for ripping holeshots from traffic signals and spirited roost-throwing escapades in the dirt. The engine and exhaust have a nice growl to it that makes riding fun. There is however some engine vibration, especially at higher revs.

Powered by a punchy 1,200cc parallel-twin engine, with an uneven firing order, the Scrambler 1200 XE delivers snappy performance with nearly 76 hp at 7,300 rpm and 68 lb.-ft. torque at 5,000 revs. With a responsive throttle, the engine produces a smooth and linear power delivery, making it great for ripping holeshots from traffic signals and spirited roost-throwing escapades in the dirt. The engine and exhaust have a nice growl to it that makes riding fun. There is however some engine vibration, especially at higher revs.

Powered by a punchy 1,200cc parallel-twin engine, with an uneven firing order, the Scrambler 1200 XE delivers snappy performance with nearly 76 hp at 7,300 rpm and 68 lb.-ft. torque at 5,000 revs. With a responsive throttle, the engine produces a smooth and linear power delivery, making it great for ripping holeshots from traffic signals and spirited roost-throwing escapades in the dirt. The engine and exhaust have a nice growl to it that makes riding fun. There is however some engine vibration, especially at higher revs. (Adam Waheed/)

The six-speed gearbox provides precise shifts and the gearing is spot-on for off-roading, i.e., first gear is low enough for steep hill climbs and second gear isn’t too tall for slower single-track rides. The torque character of the engine only aids its low-speed manners. The cable-actuated clutch ensures a light feel at the lever. Contrary to most modern chain-drive bikes, the chain final drive is on the right-hand side of the vehicle. The engine’s performance is enhanced by advanced features such as ride-by-wire technology and multiple riding modes.

The only caveat in the Scrambler 1200 XE’s off-road prowess is its propensity to head shake when traveling at moderate speeds over high-frequency bumps.

The only caveat in the Scrambler 1200 XE’s off-road prowess is its propensity to head shake when traveling at moderate speeds over high-frequency bumps. (Adam Waheed/)

Keeping speed in check are a stout set of triple disc hydraulic brakes highlighted by the jewellike and superbike-grade radial-mount Stylema Brembo brake calipers and large 320mm discs. The setup is augmented by a radial-mount master cylinder and stainless steel brake hoses. Unfortunately, a more basic single-piston Nissin rear caliper replaces the former model year’s twin-piston Brembo. It functioned adequately but lacks the sharp response we remember on the last version.

The double shotgun exhaust is a signature styling trait of the Scrambler 1200.

The double shotgun exhaust is a signature styling trait of the Scrambler 1200. (Ernie Vigil/)

One of the standout features of the Scrambler 1200 XE is its low-speed agility, especially for a 507-pound streetbike. The high-specification suspension, including fully adjustable units from Marzocchi, contribute to a plush and controlled ride. With nearly 10 inches of suspension travel, the Scrambler 1200 gobbles up bumps, whoops, and obstacles you would usually be scared to hit on a streetbike. It provides a comfortable experience over varied terrain. The chassis design and longer alloy swingarm boost grip and stability especially through the rough stuff. Although during medium-speed high-frequency bumps the XE can get nervous with a scary degree of head shake. Perhaps a steering damper from the aftermarket would quell head shake in these conditions.

True to its name, the Scrambler 1200 XE excels in off-road conditions. This motorcycle comes equipped with features like switchable ABS and IMU-powered traction control, allowing riders to customize their experience. The extended suspension travel and rugged spoked wheels shod with Pirelli Scorpion Rally STR tires provide excellent traction over pavement and dirt. The riding modes optimizes the bike’s performance for use in a variety of conditions, making it a capable companion no matter where you ride.

Triumph has prioritized rider comfort in the Scrambler 1200 XE, evident in the well-padded ribbed seat and thoughtfully positioned footpegs and handlebar (a tad wider than the previous version). The upright riding position allows for excellent visibility, and the wider handlebar provides precise control. The inclusion of cruise control enhances long-distance comfort, making it suitable for both short commutes and extended journeys. Heated grips are available for an upcharge as accessory.

The Scrambler 1200 XE is equipped with a comprehensive suite of electronics, including a stylish color instrument gauge pod, LED lighting, and the return of a keyed ignition (hooray!). The intuitive interface of the display allows easy access to information and customization of settings. The inclusion of smartphone connectivity adds a modern touch, enabling riders to access navigation and other features on the go.

Triumph’s Scrambler 1200 XE is a versatile and capable motorcycle that seamlessly blends classic styling with modern performance and technology. Whether cruising through city streets, carving up winding roads, or tackling challenging off-road trails, this motorcycle offers a thrilling and rewarding riding experience. With its distinctive design, powerful engine, and advanced features, the Triumph Scrambler 1200 XE stands as a testament to Triumph’s commitment to delivering motorcycles that cater to the desires of both seasoned riders and newcomers to the dual sport scene.

Gear Box

Helmet: Shoei Hornet X2

Jacket: Rev’It Defender 3 GTX

Gloves: Rev’It Massif

Pant: Rev’It Defender 3 GTX

Boots: Alpinestars Tech 7

2024 Triumph Scrambler 1200 XE Technical Specifications and Price

Price: $15,295
Engine: 1,200cc, SOHC, liquid-cooled parallel twin; 8 valve
Bore x Stroke: 97.6 x 80mm
Compression Ratio: 11.0:1
Fuel Delivery: EFI w/ ride-by-wire
Clutch: Wet, multiplate assist
Transmission/Final Drive: 6-speed/chain
Frame: Tubular steel
Front Suspension: Marzocchi 45mm inverted fork, adjustable spring preload, rebound and compression damping; 9.8 in. travel
Rear Suspension: Marzocchi shocks; spring preload, rebound and compression damping adjustable; 9.8 in. travel
Front Brakes: Brembo Stylema Monoblock 4-piston calipers, dual 320mm discs w/ ABS
Rear Brake: Nissin 1-piston floating caliper, 255mm disc w/ ABS
Rake/Trail: 26.9°/5.1 in.
Wheelbase: 61.8 in.
Seat Height: 34.25 in.
Fuel Capacity: 4.0 gal.
Curb Weight: 507 lb.

Source: MotorCyclistOnline.com

Cannon leads Team Australia to Oceania Women’s Cup win

Image: Supplied.

Back-to-back Penrite ProMX MXW champion Charli Cannon emerged victorious at the inaugural FIM Oceania Women’s Motocross Cup at Woodville over the weekend, the newly-signed Honda rider’s consistent 1-1-2 scorecard leading Team Australia to the win.

Joining Cannon on the podium were Australians Taylah McCutcheon (Kawasaki) and Taylor Thompson (Husqvarna), with McCutcheon claiming victory in the final moto, preventing Cannon from clean-sweeping the event.

It was far from smooth sailing for Cannon in the lead-up to the event, the 18-year-old revealing that she’d undergone surgery on her right thigh to clean up a wound caused by a footpeg only a matter of weeks out from Woodville.

“I was nervous about racing,” said Cannon. “But I wanted to race for Australia and if I could race, I was going to give it my all. The injury was scary, the footpeg tore through my thigh and I needed surgery.

“I wasn’t sure what to expect. Winning the overall and helping Australia’s victory in the Oceania championship is an experience I’ll never forget. Every member of the team did an amazing job to help Australia secure the win.”

Finishing in P4 and P5 were Team Australia’s Madison Healey (GasGas) and Maddison Brown (Honda), making it a lockout of the top-five for Australia.

Source: MotoOnline.com.au

2024 Royal Enfield Shotgun 650 Preview

Royal Enfield released its brand-new 2024 Shotgun 650 cruiser late last year. It should hit US dealers by springtime.

Royal Enfield released its brand-new 2024 Shotgun 650 cruiser late last year. It should hit US dealers by springtime. (Royal Enfield/)

Just a couple of months after its new Super Meteor cruiser launch, Royal Enfield has taken the covers of the fourth model in its 650 twins platform with the 2024 Shotgun 650. The newest parallel-twin-engined model joins the Super Meteor as well as the INT650 and Continental GT standards in the series, and is basically the production version of the SG650 Concept shown at EICMA 2021. The new bike reworks the brand’s usual retro formula to a large degree, mashing styling elements from the bobber, retro, and modern worlds to create a more modern interpretation of their classics, though you can still see hints of that “heritage” DNA. At the launch, Enfield called the design “retro-futuristic,” and emphasized the bike’s customization potential, but underneath that unique neo-retro styling, the Shotgun shares its frame, gearbox, and brakes (in addition to the engine) with the Super Meteor cruiser.

The Shotgun’s revised geometry gives it a more aggressive stance with a shorter front fork (still inverted), tighter rake, and shorter wheelbase. Rear shocks are taller as well, raising the rear end. Here it is in Plasma Blue.

The Shotgun’s revised geometry gives it a more aggressive stance with a shorter front fork (still inverted), tighter rake, and shorter wheelbase. Rear shocks are taller as well, raising the rear end. Here it is in Plasma Blue. (Royal Enfield/)

In short, the Shotgun’s mill is that same familiar air/oil-cooled SOHC 648cc parallel twin with four valves per cylinder and a counterbalanced crankshaft with a 270-degree firing interval. There are no internal tweaks to speak of, so the engine’s power and output figures are right in line with the other 650s, spitting out a claimed 46.4 hp at 7,250 rpm and 38.6 lb.-ft. of torque at 5,650 rpm.

As with the Super Meteor, power flows through a six-speed gearbox, and it’s all packed into the same steel frame with a stout 41mm inverted Showa fork connecting to the front. The braking arrangement is identical too, with two-pot ByBre calipers and a 320mm disc front/300mm disc rear, augmented by ABS and braided stainless steel lines.

Related: 2021 Royal Enfield INT650

As the fourth model in the 650 twins platform, the Shotgun 650 rolls with the same air/oil-cooled SOHC 648cc parallel-twin engine as the Super Meteor. Wheel sizes are 18 inches front and 17 rear.

As the fourth model in the 650 twins platform, the Shotgun 650 rolls with the same air/oil-cooled SOHC 648cc parallel-twin engine as the Super Meteor. Wheel sizes are 18 inches front and 17 rear. (Royal Enfield/)

The digital-analog combo instrument cluster is all shared with the Super Meteor as well, though on the other side of that is the Shotgun’s LED headlamp, which is fitted into its own gorgeous aluminum nacelle. Back in the cockpit, you’ll also see the Tripper navigation system, but on the Shotgun 650 you also get the just launched Royal Enfield Wingman in-app feature, which keeps riders updated on the motorcycle’s live location, fuel and engine oil levels, service reminders, and more. That feature will no doubt trickle down to other models as well.

Where the Shotgun goes its own way is via different chassis geometry, with revised ergonomics, tweaked suspension, and fresh bodywork; the design team changed the bike’s stance by dropping the front end and raising the rear. In real terms, that means the fork is 33mm (1.3 inches) shorter (though it has the same Separate Function Big Piston internals) and the exposed rear shocks are 20mm (0.8 inch) taller, but offer less travel (now 3.5 inches).

Custom cues include blacked-out engine components, chopped fenders, and a smaller tank. Shown is the solo seat configuration; the bike comes with a removable passenger seat.

Custom cues include blacked-out engine components, chopped fenders, and a smaller tank. Shown is the solo seat configuration; the bike comes with a removable passenger seat. (Royal Enfield/)

Other key differences include an 18-inch front and 17-inch rear wheel on the Shotgun, as opposed to a 19/16 combo on the Super Meteor; a shorter wheelbase, at 57.7 inches; and a steeper 25.3-degree rake, with the reduced trail at 4 inches. The seat height is taller as well, sitting at 31.3 inches, with lower-set mid-mount controls positioned below, instead of the forwards on the Super Meteor. The lower, narrower handlebar also contributes to a massively changed riding position.

Related: 2023 Royal Enfield Super Meteor 650 Cruiser Review

Another very trick detail includes this sweet neo-modern aluminum nacelle enclosing an LED headlight.

Another very trick detail includes this sweet neo-modern aluminum nacelle enclosing an LED headlight. (Royal Enfield/)

One of the clever design elements on the Shotgun is the passenger seat pad/removable subframe and luggage rack. The pillion can be removed by twisting a key, revealing the solo seat bobber look you see in these photos. The rear subframe too is removable, but you’ll need to undo four bolts. This feature alone should inspire folks to personalize the bike, and at the launch, Enfield was quick to jump on that theme, saying that the Shotgun’s custom-inspired styling is meant to “act as a blank canvas for customization and personalization.”

Given the Shotgun’s minimal aesthetic and custom-influenced styling cues—we’re talking chopped fenders, harder edges, a smaller tank, and blacked-out components—it’s not hard to see that Enfield is looking to tap into the accessory aftermarket, going so far as the to release 31 of its own RE accessories (that also can be fitted to most of the other Enfield 650s, we’re told). Royal Enfield has also partnered with US apparel manufacturer Icon Motosports for a line of branded clothing and helmets, with more details to be announced.

Cockpit rear view reveals a lower, narrower handlebar and differently shaped fuel tank on the Shotgun than the Super Meteor. Instrumentation is the same. (Bar-end mirrors are accessory items.)

Cockpit rear view reveals a lower, narrower handlebar and differently shaped fuel tank on the Shotgun than the Super Meteor. Instrumentation is the same. (Bar-end mirrors are accessory items.) (Royal Enfield/)

The 2024 Royal Enfield Shotgun 650 will be launched across global markets early this year, and is expected to hit the US sometime in spring of 2024. The model will come in four colors: Stencil White, Plasma Blue, Green Drill, and Sheetmetal Grey, which will be available in all markets. At this point we only have pricing for a few markets: the bike is 6,699 pounds in the UK; and a quoted 7,590 euros for Germany and France. For comparison, those prices are slightly below the current base price of the Super Meteor in those areas. As an FYI: In the US, the base Super Meteor 650 goes for $6,999.

Stay tuned.

The Shotgun’s 43mm USD Showa fork has the same internals as the Super Meteor’s, but is 33mm shorter, giving the bike a different geometry and stance. ByBre brake arrangement is the same.

The Shotgun’s 43mm USD Showa fork has the same internals as the Super Meteor’s, but is 33mm shorter, giving the bike a different geometry and stance. ByBre brake arrangement is the same. (Royal Enfield/)

Enfield is releasing more than 30 accessories for the Shotgun 650, including bar-end mirrors, different solo seats, and contrast-cut billet rims to name a few.

Enfield is releasing more than 30 accessories for the Shotgun 650, including bar-end mirrors, different solo seats, and contrast-cut billet rims to name a few. (Royal Enfield/)

2024 Royal Enfield Shotgun Technical Specifications

MSRP: N/A
Engine: 648cc, SOHC, air/oil-cooled parallel twin
Bore x Stroke: 78.0 x 67.8mm
Compression Ratio: 9.5:1
Fuel Delivery: EFI
Clutch: Wet, multiplate
Transmission/Final Drive: 6-speed/chain
Claimed Horsepower: 47 hp @ 7,250 rpm
Frame: Steel open-cradle spine
Front Suspension: 43mm inverted fork; 4.7 in. travel
Rear Suspension: Dual exposed shocks, spring preload adjustable; 3.5 in. travel
Front Brake: 2- piston floating caliper, 320mm disc (w/ ABS)
Rear Brake: 2-piston floating caliper, 300mm disc (w/ ABS)
Wheels, Front/Rear: Cast aluminum; 18 in./17 in.
Tires, Front/Rear: 100/90-18 / 150/70-17 (tubeless)
Rake/Trail: 25.3°/4.0 in.
Wheelbase: 57.7 in.
Ground clearance: 5.5 in.
Seat Height: 31.3 in.
Fuel Capacity: 3.6 gal.
Claimed Curb Weight: 529 lb. (w/ oil and 90% fuel)
Availability: Spring 2024
Contact: royalenfieldna.com

Source: MotorCyclistOnline.com