Motorsports Racing News & Blog Articles

Anybody who’s not playing in the ADV sandbox isn’t really playing in 2022, and that’s why MV Agusta is now dipping an exploratory toe. Two toes: Lucky Explorer 5.5 and Lucky Explorer 9.5. The 5.5, which at some point may inherit the Elefant monicker, is to be powered by a 554 cc DOHC parallel Twin to come from MV’s Chinese partner, QJ. “Despite being a mid-sized bike,” says MV, “its appearance is that of a higher displacement travel-oriented motorcycle, capable of seducing European riders looking for a sturdy and unstoppable companion.”

It looks like the 900 cc Triple currently known as 9.5 will be the more serious of the two bikes. The 5.5 will take the kinder, gentler midsize ADV path, with 19- and 17-inch wheels stroking through not much more than 5 inches of travel. MV says the seat will be 33.8 inches high, and weight is projected to be 484 pounds with 5.3 gallons of fuel on board.

At that rate, this one’s not exactly going to set the world anymore on fire than it already is, with a claimed 46.9 hp at 7.500 rpm and max torque of 37.6 lb-ft at 5.500 rpm. But it’s early days, and it sounds like we’re going for the romance of desert racing as much as actual desert racing. This is but “the foundation of an ambitious teaser communication project which will be initially developed through digital communication activities followed by others in the real-life world to finally back up the launch of two new adventure bikes.” Why not let MV’s copywriter run us through what it’s all about, and you can decide if the 5.5 gains or loses steam in the translation to English.

MV Agusta revealed two new adventure bike “projects” at EICMA, the Lucky Explorer Project 9.5 shown here, and the smaller Lucky Explorer Project 5.5. Both models appear ready for production, but the “Project” in the name implies they are still prototypes, and it’s unclear whether they will eventually be sold with the Lucky Explorer name, or if they’ll actually be named for the bike that influenced their design: the Cagiva Elefant.

The Elefant’s influence is clear in the design of the 9.5 and 5.5, with the graphics drawing inspiration from the original Dakar Racer’s Lucky Explorer logo. The original Elefant was a Cagiva, the brand that eventually became MV Agusta, but it’s not the only company with ties to the bike. Ducati produced the Elefant’s engine, during a period where it was owned by MV, and it is coming out with its own Elefant-inspired adventure bike in the DesertX. That’s an automatic shoot-out in the making right there.

Unlike the 5.5, which was co-developed with Chinese manufacturer QJ, the Lucky Explorer 9.5 was developed entirely in-house by MV Agusta. That includes the engine, a new 931cc Triple claiming 123 hp at 10,000 rpm and 75.2 lb-ft. at 7,000 rpm. The engine has some similarities to MV Agusta’s 800cc Triple, but most of its components are unique, such as the cylinder head, steel intake and exhaust valves, head-cylinder base gasket, and forged aluminum alloy pistons. Like other MV Agusta engines, the steel crankshaft is counter-rotating, spinning in the opposite direction to the wheels. The crank pins are evenly offset by 120° in a 1-2-3 firing order.

The 9.5 comes equipped with a wet clutch and will be offered with a choice of a manual transmission or an automatic Rekluse transmission.

Just a few years after it was (re)introduced, Suzuki has announced an updated version of the Katana, which is based on the updated 2021 GSX-S1000. Suzuki says the new Euro5-compliant Katana now makes approximately 150 horsepower. Better still, the new engine makes a broader spread of torque across the entire rev range. This is done via new intake and exhaust camshafts, new valve springs, a new exhaust, and a new airbox.

Getting the power to the ground can be done in three different intensities thanks to Suzuki’s Drive Mode Selector. All three modes deliver the same peak power, but the further down the alphabet you go, the softer the initial power delivery becomes.

The Katana benefits from a quickshifter that works in both directions, with five levels of traction control to keep the rear tire in line when you need it. It is unclear whether Suzuki employs an IMU on the Katana (or the GSX-S) to enable lean-sensitive traction control. Further, the TC can be switched off if you prefer.

A new Suzuki Clutch Assist System includes a slipper clutch to help keep the rear tire in check during downshifts or instances of heavy engine braking. Rounding out the Katana’s electronics package is the easy start system which requires only a tap of the starter button (instead of holding it down) and the low RPM assist system which raises the engine speed slightly when slowly releasing the clutch. This helps make leaving the line easier stalling the engine harder.

We saw a bunch of Honda X-ADV scooters on our pass through Rome a few weeks ago, and felt jealousy. When American Honda invited us to ride a new minimoto last week, we hoped against hope… alas, it was the Navi. For the new year, we can be even more covetous, as Honda Europe now has an ADV350 that’s bigger, badder, and cooler.

The new ADV350 mixes the rugged style of its X-ADV sibling with a chassis that includes a tubular steel frame, a 37mm inverted fork and remote reservoir rear shocks. Its 330cc engine produces a menacing 21.5kW (28.8 horsepower) and 31.5Nm (23.2 lb-ft) of torque, with rear wheel grip managed by HSTC. The screen is height adjustable, there’s room for two full-face helmets under the seat, and a USB Type-C socket in the glovebox. An LCD dash integrates the Honda Smartphone Voice Control system, Smart Key operation adds day-to-day riding convenience. And it looks the business: We’re an adventurous scooter rider.

Alas, the new ADV350 is asking 10,949 British pounds, which is $14,635.64 US today. So maybe don’t hold your breath for it to come to America anytime soon. You know you’d find something to complain about anyway. Where’s the cruise control? Anyway, that just makes the ADV150, which American Honda does import, feel like an even bigger bargain at $4,299.

Following the introduction of the limited edition Street Twin Gold Line model, Triumph announced it is giving the rest of its modern classics the same treatment. Unlike the Street Twin, of which only 1,000 units were produced and promptly sold, the new Gold Line Edition models will be produced only for the 2022 model year and will not be limited to a specific number.

The eight models receiving a special edition Gold Line Edition are:

Each Gold Line model will come in a special color scheme edged with hand-painted gold pin-triping. The gold paint is specially formulated from a mix of powdered color and a cellulose lacquer. This gives it the right level of consistency for striping, as conventional paint is too thin for this type of brush work. The golden striping is applied, usually in one continuous stroke, by one of six skilled artisans. The paint is then sealed with a final coat of lacquer and signed with the artist’s initials.

Mechanically, the Gold Line Edition models are the same as the regular model, including the updates introduced earlier this year for the 2021 year. Depending on the model, the premium paint schemes add an additional $750 to $900 to the MSRP. The Gold Line models arrive in North American dealerships in December.

2022 Triumph Bonneville T100 Gold Line Edition – $11,400

We were kicking candidates back and forth for this year’s MOTY awards, when somebody threw out as a possible Best Standard the Honda NC750X. Hey wait a minute, I’m the only guy around here who ever liked the NC! Maybe my stately mature influence is rubbing off on the kids at last? For me, it was love at first ride of the original NC700X, way back in 2012. By then, I guess I’d been subjected to enough compromising positions on exotic high-maintenance motorcycles to appreciate the NC’s practical advantages and comfort – and I wasn’t even doing any of the maintaining.

Editor Score: 90.5%

I also wasn’t paying for the gas, but I could still appreciate 60+ mpg. The NC’s ingenious storage compartment and automatic transmission were the ultimate in convenience, even if both were lifted directly from the Aprilia Mana. But when it was mentioned as a candidate in the 2021 MOTY fray, we realized we hadn’t ridden an NC since the big update to NC750X in 2018. How could that have happened?

2012 Honda NC700X Review – Video

Who will volunteer to test one? Ohhh! Pick me! Frankly, I think the NC is the only thing in Honda’s lineup I’d swap for the PCX I had in my garage, and so I once again made the majestic pilgrimage to Door #8 at Honda’s Torrance HQ.

And so it came to pass, ten years ago, that Trizzle, Pete and Duke did verily pilgrimage to Buttonwillow. And so we give a shoutout to the shootout of the most exciting new 2011 ZX-10R against the most exciting superbike of the year before, the BMW S1000RR… you know the drill. 

Maybe it’s the millennial in me, but I’ve always appreciated Arai helmets for the privately owned company’s history and the fact that the lids are handcrafted in Japan. Use the word “heritage” and/or “handmade” and you’ve got the attention of my generation. The thing is though, with Arai, they don’t need to rely on hip marketing to entice interested parties. The proof is in the pudding, as they say, and Arai has been serving it up thick since the 1950s. Arai lids can be found on the heads of the world’s most elite racers from MotoGP to Dakar and even in the less interesting four-wheeled sports like F1 (I kid, I kid).

What’s New?

The Arai XD4 replaced its predecessor (the XD3) back in 2012 and has gone largely unchanged since. When the XD4 hit the market, Arai claimed a better ventilation system including slight changes to diffusers throughout the helmet and a new shield with brow vents for better ram air cooling effect. The XD4’s internal padding allows for additional adjustment, giving users the ability to decrease the foam thickness by 5mm on the cheek pads and sides of the crown. Emergency quick removal tabs are also included for cheek pad extraction in the instance of the unfortunate.

In addition to all of that, the helmet’s shell shape has also been slightly changed and is now offered in five shell sizes (XS, SM, MD-LG (same shell), XL, and XXL) to ensure the smallest, lightest helmet possible. 

In 2018, we’re told the peak received slight aerodynamic changes, the internal fabric was upgraded to match that of the Corsair, and anti-fog coated shields with a few tint options were made available. 

Honda Europe revealed the new 2022 NT1100, a street-focused tourer based on the CRF1100L adventure bike. As of this writing, the NT1100 has only been announced for Europe, but we hope to see it come to North America eventually.

Visually, the NT1100’s design resembles the NT700V (a.k.a. the Deauville), which was last offered in the U.S. in 2013. The fairing is designed for touring comfort, and stands in contrast to the recent industry trend of sport-tourers with adventure-inspired styling. The windscreen is five-way adjustable for height and angle, and it’s supplemented with wind deflectors on either side.

Cruise control and heated grips come standard, as are the integrated detachable panniers. The cases are designed to be slim, with a maximum width of 35.4 inches at their widest point. The left case holds 8.7 gallons while the right is slightly smaller at 8.4 gallons, to create more clearance from the exhaust. Honda claims the NT1100 will get 47 mpg which, combined with the 5.4-gallon fuel tank, would mean a range of about 253 miles.

The 2022 Honda NT1100 is powered by a liquid-cooled 1084cc Parallel-Twin similar to the one used on the Africa Twin. The engine has the same 10.1:1 compression ratio and 270° phased crankshaft, but the air intake duct length and exhaust are tuned to make a low-rpm “throb”, with Honda claiming smooth, powerful acceleration and relaxed highway cruising performance. Honda claims the NT1100’s engine produces 101 hp at 7,500 rpm and 76.7 lb.ft at 6,250 rpm. That’s the same power output claimed by the 2022 Africa Twin, but a slight dip in peak torque.

Big news out of the Ducati camp, as the Bologna-based manufacturer has announced it has reached an agreement with Dorna to be the sole supplier for the all-electric MotoE World Cup, which races alongside MotoGP at select rounds. Ducati’s involvement will begin in 2023 through at least 2026.

The news comes as Energica recently announced its partnership with the series was coming to an end following the conclusion of its contract in 2022. Energica’s Ego Corsa electric race bikes were the first, and so far only, motorcycle the MotoE series has ever known, so the announcement of Energica’s departure at the end of next year left many to wonder who would take its place.

With this latest announcement, Ducati has boldly claimed its entry into the electric motorcycle arena. In classic Ducati style, it is entering the world of racing to fast-track development of several different technologies – all with an eye towards a future electric motorcycle that will be available to anyone.

It’s far too early to know any details of either the Ducati MotoE racer or the future production bike, other than the sketch you see here and the references by Ducati CEO Claudio Domenicali that the motorcycle must carry the Ducati DNA. We can infer that to mean it has to be light, sporty, and engaging. Speaking of weight, one of the Achilles heels of electric motorcycles has been how heavy they are, a byproduct of the large batteries required to run a full race distance (usually about eight laps) at full power. Bringing the weight down was one area Domenicali singled out as a primary objective, his optimism brought on by the continual advancements in battery technology.

At the beginning of this month, Kawasaki Heavy Industries officially spun off its motorcycle and engine business into a separate company. The move was supposed to give the newly formed Kawasaki Motors, Ltd., greater autonomy and flexibility in decision making. Well, it didn’t take long to demonstrate those benefits, as Kawasaki Motors held a presentation on the company’s future, including an ambitious plan to become carbon neutral, with a slate of new electric, hybrid and even hydrogen-powered models in the works.

Kawasaki says it will introduce at least 10 electric or hybrid electric motorcycles by 2025, with a goal of making all major models for developed markets battery electric vehicles (BEVs) or hybrid electric vehicles (HEVs) by 2035. And that’s just looking at motorcycles. Kawasaki has similar goals for its four-wheeled off-road vehicles, with five BEV or HEV side-by-sides and ATVs by 2025. The company also showed off a prototype motor based on the Ninja’s engine that is fueled by hydrogen.

As lofty as Kawasaki’s goal is, we have to recognize it comes out of necessity, as governments all over the world have announced plans to outlaw fossil fuel-powered vehicles in the not-too-distant future (it’s no coincidence that Kawasaki’s goal of 2035 lines up with bans announced in the European Union, Canada, and California). Other manufacturers may have their own plans in the works, but for now, Kawasaki is the first to announce any details at such a scope.

Is Kawasaki’s plan ambitious? Sure. Is it achievable? We’ll have to see, but considering the parent company’s resources and its experience in alternative energy, Kawasaki might be the motorcycle manufacturer best situated to reach this goal of being carbon neutral.

Admit it. You’ve shopped for a motorcycle before and have probably thought to yourself, “what if I checked every option off the list and put it on this bike?” It would be something, wouldn’t it? To have the ultimate version of a motorcycle is the kind of thing dreams are made of. Imagine a world where you spared no expense on your bike and slapped on only the best parts money could buy. Some of us are lucky enough to see that dream become reality. Others, meanwhile, think more modestly and are just happy with the bike we have.



This story isn’t about modesty. Nor is it about frugality. Not even close. This is a story about excess bordering on opulence. The subject? Ducati’s beastly Streetfighter V4. A wild bike to begin with, we’re obviously no stranger to the Streetfighter, having ridden the stock version before. But Ducati North America have taken a Streetfighter V4, opened up the accessories catalog, and basically said “One of each, please.” Behold the fruits of their labor. 

The Devil’s In The Details

I think I’m drawn to this bike because this Streetfighter doesn’t look much different from the standard bike. While some of the changes are more apparent than others, you have to look closely to notice everything. Then, of course, once you thumb the starter and bring this beast to life, it’s pretty clear this isn’t your standard ‘ol Streetfighter. Simply put, this is a Panigale V4R minus the bodywork and with a bigger engine.

I think it started when I picked up a test scooter from Honda two years ago. I read the last PCX150 MO had “tested” before the 2019 topped out at 63 mph, so I wanted to ride the new one back home to the OC from Honda’s Torrance, California, HQ without getting on I-405. The 405 is the easiest and most direct route, but also with the greatest chance of being rear-ended if you can’t do 80 mph. If I had a nickel for every time I’ve been up and down I-405 and I-5 and whatever, you wouldn’t be reading this because I’d be retired. I know those freeways the way Mark Twain knew the Mississippi River. I never really saw myself living near the epicenter of a major megalopolis, but here I am 30-some years later. I must like it?

Editor Score: 86.5%

When I tried to ride that PCX home two years ago, I had a good idea of my no-freeways route, but had not yet mastered my Cardo Pack Talk Bold. Really all it does is tie into your phone to announce GPS directions into your helmet speakers, but I couldn’t get it to announce, and I got lost, turned around, and pissed off a couple times.

Now that I’ve mastered the Cardo – or figured out how to turn up the sound at least – nothing can stop me and the mighty PCX as the nice lady whispers directions into my ear: Left on Torrance Blvd, under the 110, L on Vermont, R on Del Amo…

Listen, you know how it is. When you gotta hear Free Bird, you gotta hear Free Bird. Or Coltrane. Or Bach. Or Keith Urban, or whatever music you roll to. When you’re rolling on your bagger at freeway speed, you’ll need a little volume. Correction: You’ll need a lot of volume. Since you’re the kind of rider that insists on high performance from anything that touches your bike, that sound had better be super-clean, tight and accurate.

That’s exactly what you’ll get with Rockford Fosgate’s new HD14-SBSUB 800-watt dual subwoofer kit for 2014 and newer Harley baggers – a system that was just introduced at Sturgis, 2021. Designed to interface with existing Rockford Fosgate TMS aftermarket motorcycle audio systems, this pair of subwoofers is engineered for easy integration and superior flexibility: An 800-watt amplifier drives a pair of premium 10-inch subwoofers in custom-tuned rotomolded enclosures that drop right into and fit perfectly in your saddlebags. Totally engineered for on-road performance and survivability under tough conditions, the true plug-and-play design of the system combined with Rockford Fosgate’s 40 years of high-end audio experience create a best-in-class, full-throttle on-bike bass experience.

Power

A four-channel M5 Element-Ready amplifier producing 800 watts means those 10-inch high-performance woofers have no problem producing clean, tight, loud bass for as long as you can ride. Rockford Fosgate’s VAST (Vertical Attach Surround Technique) subwoofer tech increases radiating cone surface area up to 25%, and each sub is rated to handle 300 watts RMS, and 1200 watts peak power.

Twenty-five years ago, MO spoke in an ancient, now unintelligible language: Fuel delivery is handled via a Keihin PWK 38 carby, stock jetted with a 180 main, 48 pilot, #6 slide, and N85C needle with the needle clip in the #4 position (4th notch from the bottom)… We moved the needle clip to the middle #3 position and turned in the air screw for better punch off idle in cooler (30-50 degrees F) temperatures. These jetting changes and a fresh rear meat turned starts into virtual missile launches, and throughout all testing the bike ran cleanly, with nary a fouled plug.

Eh? But fear not. KTM still builds its awesome 300 stroker, but now it’s the XC-W 300 TPI. That’s transfer port injection, which electronically injects fuel for a nice clean burn and, according to KTM, “makes rejetting a thing of the past.”