Motorsports Racing News & Blog Articles

What’s that? You want a simple, lightweight adventure bike with LCD instruments and no cruise control that won’t break the bank? Something Japanese, with a huge dealer network so you won’t be afraid to leave the neighborhood? Well you can’t have it now, and you couldn’t have it 25 years ago either, cause I’m pretty sure Suzuki never imported the XF650 Freewind to the US did they? You can probably blame the Freemasons or whoever it was that also quashed the 200-mpg Rochester Quadrajet. But Yossef got to ride it in Europe or somewhere, and five years later the wind theme continued with the first V-Strom.

To celebrate 30 years since Aprilia won its first world championship title, Aprilia (or, more appropriately, the racing division) is introducing this, the RSV4 Xtrenta. Encompassing the same basic profile the RSV4 has carried since its birth over a decade ago, the Xtrenta is defined by the level of aerodynamic work the Noale factory has applied from its MotoGP program.

Since aero is the hot topic in MotoGP racing today, let’s start there. The XTrenta sports the huge front wing just below and beside the nose that has become so commonplace lately. Interestingly, Aprilia claims this wing not only creates more downforce for the front wheel but also reduces drag at the same time.

Look a little closer and you’ll see the attention to aero also applies to the rear of the motorcycle, as the RSV4 XTrenta is the first production bike in the world to incorporate the “under wing” onto the swingarm. Racing fans may remember the under wing was actually introduced by Ducati, circa 2019. Despite the numerous raised eyebrows claiming the under wing would provide an unfair (possibly illegal?) aero advantage, Ducati outwardly claimed the wing was used to distribute air to the rear tire to help keep it from overheating. While nobody really bought that excuse, the wings stayed for that year and all the other manufacturers followed suit. Ironically, Ducati (and most of the other teams) no longer uses the under wing anymore.

Coming back to the XTrenta and its aero efficiency, Aprilia says its “aerodynamic load” has now increased 25% while drag has been reduced 4%. That’s impressive. As for the rest of the bodywork, the carbon fiber pieces are produced by PAN Compositi, using the same processes used in making MotoGP fairings.

As we expected earlier this week, Ducati kicked off its 2023 World Première series with a limited edition Streetfighter V4 Lamborghini model. This marks the second tie-in between the two Volkswagen Group brands, following the Diavel Lamborghini model in 2021.



Ducati will produce 630 units of the Streetfighter V4 Lamborghini in the Verde Citrea/Arancio Dac color scheme with matching Arancio Dac red brake calipers that matches one of the paint options for the Lamborghini Huracán STO. Another 63 “Speciale Clienti” models will be produced specifically for Lamborghini owners, with each Streetfighter getting paint colors to match their cars and a choice of caliper colors.

For those wondering, the number 63 stands for 1963, the year Lamborghini was founded, which makes 2023 its 60th anniversary. The number is heavily featured in the livery, as well as accompanying limited edition helmet, jacket and leathers.

Spy photographers have snapped images of two new Suzuki prototypes powered by a new Parallel-Twin engine. The two motorcycles, an adventure bike and a naked model, appear to be the eventual successors to the V-Strom 650 and SV650, and the culmination of a long development path for Suzuki’s new middleweight twin-cylinder engine.

The 645cc engine powering the V-Strom and SV650 has long been one of our favorites, but having only received updates to keep them compliant with emissions standards, the liquid-cooled V-Twin has been getting quite long in the tooth. This is especially true in the face of competition such as Yamaha’s 689cc CP2 engine, KTM’s 790 and 890 Twins, and even newer rivals like Aprilia’s 660 Twin and Triumph’s 660 Triple.

Suzuki has been working on a new middleweight parallel-Twin for some time now, going as far back as 2013 with the turbocharged 588cc engine in the Recursion concept, and in 2015, when Suzuki displayed the XE7 turbo engine (which presumably was closer to a 700cc displacement) at the Tokyo Motor Show.

As we reported a few weeks ago, GasGas is releasing a new replica based on its 2022 Dakar-winning race bike. The 2023 GasGas RX 450F Replica is a limited-edition model that comes as close as you can get to Sam Sunderland’s and Daniel Sanders’ factory rally-raid bikes.

And just as we expected, the RX 450F Replica is essentially the same bike as the 450 Rally Replica offered by GasGas’ Pierer Mobility stablemate, KTM. Juxtaposing the two bikes, the most visible differences between the two are the colors and the front fender.

There are a few mechanical differences between the two bikes. The GasGas uses a WP Xplor Pro 7548 fork and 7750 rear shock designed for enduro use, while the KTM employs a XACT Pro fork and shock typically used on motocross bikes. The RX 450F is powered by a 450cc SOHC Single based on the engine powering GasGas’ MC 450F motocross racer.

Other features include a carbon fiber navigation tower, a red anodized X-TRIG forged triple clamp, a red Supersprox Stealth rear sprocket, Neken handlebar, an Akrapovič exhaust, a Hinson clutch cover, Brembo brakes, Continental TKC 80 tires, and black anodized EXCEL rims.

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If there’s one thing KTM knows how to do, it’s how to get dirty. The company obviously has its long history of off-road competition, and victories, to its name, and that success has transferred nicely into the adventure bike market. You can even argue KTM’s adventure bikes (along with the BMW GS family) are responsible for this boom in the ADV market.

Editor Score: 88%

Considering that popularity in the category, KTM’s overhaul of the 1290 Super Adventure family made sense. On one hand, it was due for a refresh anyway, and on another hand, maybe this was KTM’s way of reminding everyone caught up in the middleweight ADV craze that big bikes have an undeniable flex the middleweights never will. In his review of the 1290 Super Adventure R, KTM’s big, burly, world-conquering adventure bike, RAdams gave praise to the bike, agreeing with KTM’s self-labeling of the SA-R as The Beast. 

2022 KTM 1290 Super Adventure R Review

If you haven’t already, I suggest reading Ryan’s review of the R model to get up to speed on everything KTM changed. It’s quite a laundry list of changes, but a basic overview consists of a new frame, updated styling to match the 890 Adventure, including the low-slung jugs on each side of the bike that make up the 6.1-gallon fuel tank. The engine’s been lightened and moved around (but with no internal changes) and the swingarm is a little longer, too. All in the name of better handling. 

Harley-Davidson unveiled the latest member of its Icons Collection with a devilish take on the Low Rider ST. Limited to a production run of just 1,500 models, the 2022 Harley-Davidson Low Rider El Diablo introduces a custom red paint job and a factory-installed Rockford Fosgate audio system for a price of $27,999.

The El Diablo joins last year’s Revival in Harley-Davidson’s Icons Collection, a series of limited edition models inspired by key bikes in the company’s past. In the case of the El Diablo, Harley-Davidson turned to the 1983 FXRT Sport Glide that first introduced this style of frame-mounted fairing. As a nod to the Sport Glide while connecting it to the new Low Rider ST, the El Diablo receives the model designation “FXRST”.

“The Low Rider El Diablo is a modern expression of the iconic 1983 Harley-Davidson FXRT and a representation of the creative times it was born in,” says Brad Richards, vice president of design and creative director of motorcycles Harley-Davidson. “It embodies the spirit of counterculture in Southern California in the ’80s in a contemporary package that features meticulously crafted custom paint, including pinstripe trajectories that nod directly to those of the original FXRT.”

Ducati released a teaser image ahead of its first World Première 2023 episode, with all signs pointing to a new Lamborghini tie-in model based on the Streetfighter V4.

The image shows a green and red piece of carbon bodywork with the “STO” logo that matches that of the Lamborghini Huracán STO. The initials stand for “Super Trofeo Omologata“, indicating the street-legal version of Lamborghini’s Super Trofeo racecar. The color scheme appears to be a match to the STO’s “Verde Citrea” livery.

Ducati and Lamborghini are, of course, neighbors in Bologna, Italy, and more importantly, both subsidiaries of Audi and the Volkswagen Group. The two Italian brands have collaborated before with the 2021 Ducati Diavel Lamborghini. Lamborghini marks its 60th anniversary in 2023, so another Ducati tie-in model comes as little surprise.

Lightening up the teaser image gave us enough clues to identify the bodywork as a match for the Streetfighter V4, specifically the lower fairing. The shape is a bit different, with a new opening in the carbon fiber panel, but the position of the fastener and the subtle Italian flag graphic above it are the giveaways. You can also make out some of the hoses and cabling from the 1,103cc V-Four engine.

If you read MO Touring: Building A Lightweight Adventure Tourer – Part 1, you know that I spent the first phase of my build focusing on protection, travel-worthiness, and luggage to transform a dual sport motorcycle into a lightweight adventure tourer. Although largely a success, a couple of short shakedown tours pointed the direction for further upgrades. Consider this the polishing draft of the project, in which I hone down the rough edges before committing to a longer tour.

MO Touring: Building A Lightweight Adventure Tourer – Part 1

Wind Protection

Since I frequently ride a naked bike, I initially scoffed at the idea of putting a windscreen on the KLX. After all, it will rarely top 70 mph, and the wind blast isn’t too intense at that rate. However, after my first extended highway ride on the little 300, I noticed that the fuel economy dropped significantly at 70 mph and above, making me wonder if mounting a windscreen might make the air flow around my body more efficiently and give that little 300cc Single a break.

After seeing what I thought was a good looking windshield on a forum, I reached out to the poster to inquire about where he got his. It turns out he saw this setup on a bike when he was on a ride in Central America and was able to get the information from the bike’s owner. It’s amazing how far good ideas can spread. Anyhow, the windshield is designed for a Yamaha MT-07 and can be bought on Amazon for $65. The Lorababer Motorcycle Motorbike Sport MT-07 FZ-07 Windshield shipped directly from its Chinese manufacturer to my home in a couple of weeks.

Well it’s not always about me. Or is it? One of the first things I remember seeing after I’d finally busted out to California, up there on the beautiful Presidio of Monterey, was my first Ducati. It was January 1981, and a pale baby blue, so it must’ve been one of the very first 500 SL Pantahs. Exotic place (for the Army, anyway), exotic bike. So exciting.

Ian Falloon, as always, has the whole story, excerpted here from his excellent The Complete Book of Ducati Motorcycles.

Looking back upon it through 20-year thick vino rosso-colored glasses, I remember really liking the 2002 Ducati 999. Probably because so many others did not; following that 916 shape was never going to be easy. But reading the old road test, the faint praise is palpable. Oh well, at least there’s a gratuitous crash pic of our new intern, Sean Alexander, on some other motorcycle. The look of Terblanche’s design has only grown on me over the years, but that could be because I haven’t seen a 999 in probably a decade. I do still have the t-shirt.

By JohnnyB Mar. 16, 2002

What more is there to say at this point really? By now you’ve read your eyeballs out on the matter of the new 999 — including Yossef’s quite inclusvie road test from Italy — and know everything about it.

Now that we’ve had our actual paws on the bike for the last couple of weeks, and  have ridden it at speed at the Willow Springs North American debut and upon actual U.S. soil, we have a few thoughts of our own.

Why not begin with the beginning then? As luck would have it, Ducati decided to use Pirelli’s excellent Supercorsa tires for the Willow Springs launch, which was wise on their part if the goal was to show what the bike is capable of, I mean of what the bike is capable. The Michelin Pilot Sports the bike will be delivered with

As we motored slaunchways across Utah, the late daylight stretched our shadows and cast golden hues against the tall canyon walls, further accentuating the contrast between the rust colored ancient seabeds peppered with lush green juniper and muted sage. The lavender sky over Bryce faded as we continued westward on Hwy 12. Refusing to pack a second visor for my Shoei Hornet X2, I lifted the dark smoke shield as I led our crew into the dark dense forest, keeping my line of sight just above the Ténéré’s windscreen in an attempt to protect my peepers from the onslaught of kamikaze insects. In a further showing of stubbornity, I refused to roll back off the throttle while the only bit of light left – aside from what the Ténéré’s quite ample quad headlight offered – was a thick crimson band at the horizon, the bottom punctured by spire-like tree tops.

Bugs bounced off my face and every now and then I’d notice a deer grazing on the side of the road caught just for an instant in my periphery, a reminder of the imminent danger. It had been a long day, one that started with 40 miles of off-road before we got to our itinerary’s previously scheduled 400-plus miles on pavement. Despite the darkness, the compounded weariness from a week on the road with my boss, and the sweat-soaked, then dried, then soaked again, condition of my gear, I thought to myself, I could go for another week or so.

All of you folks who remember the days when the bikes we now call middleweights were plenty for touring will likely echo my sentiment, but the idea of folks questioning the validity of touring on machines like the Aprilia Tuareg and Yamaha Ténéré has always puzzled me. The capability in terms of what we now call middleweight adventure motorcycles is immense. For me, the off-road ability combined with highway prowess is what does it. For folks just getting into such things, like Evans, the potential of doing an actual adventure tour involving full days of off-road riding bracketed by long days of pavement strafing, and not having to pilot a machine that put his inseam to the test, weighed 500-plus pounds, and made entirely more power than necessary, eased his anxiety for the unknown off-road sections.

Hey! I got to ride one of those once. My old 608cc Yamaha SRX-6 singles racer was built not quite to the hilt and made 52 horsepower. The Ducati Supermono made more like 70 hp from 502cc, and was about a 3/4-scale model of the Yamaha. 

Ian Falloon may be the greatest writer of motorcycle books ever. Lately he’s taken to excerpting some of his work on Facebook, which is where we stumbled across this tidbit from his 2014 tome, The Art of the Ducati.

Over Ducati’s history there have been many unfulfilled promises, but none more squandered than the Supermono. Ducati’s tradition was founded on single-cylinder motorcycles, and when the Supermono was conceived it promised to resurrect the concept, forming the foundation of a new family of high technology single-cylinder machines.

Championed by Massimo Bordi, Ducati’s then engineering chief envisaged the Supermono as the perfect single-cylinder motorcycle for both the racetrack and street. Although the Supermono project began after the 916, the Supermono prototype was unveiled a year earlier, at the Cologne Show, at the end of 1992. It caused a sensation, and remains one of the most beautiful and timeless of all Ducati designs. The Supermono was a catalog racer produced by the racing department, and intended for “Sound of Singles” racing, much the same as the 888 Racing.

Tires – they’re quite possibly the single most important part of any motorcycle, regardless of the type of riding discipline. They’re the one thing – okay, two things – that you ideally ever want coming into contact with the ground while riding a motorcycle (knee and elbow dragging don’t count). Speaking of contact, you only get but a couple square inches of rubber per tire ever touching the ground at any given moment, and on top of that, your tires have to contend with an ever-changing multitude of forces and conditions all while fighting for traction, so you definitely want to choose a tire that’s going to suit your riding style and needs as closely as possible.

The sport-touring tire segment is an interesting one because the goal is to blend supersport corner-carving grip and performance with mile-munching cruiser type wear and longevity – two opposite sides of the spectrum. Sport touring bikes like the KTM 1290 Super Duke GT and Kawasaki H2 SX (and many others) deliver horsepower numbers well north of 150 that can decimate the life of a tire. Additionally, tire life is obviously also heavily dependent on how hard you twist the throttle, and how often. So this begs the question: How much cornering grip are you willing to sacrifice in favor of a long-lasting tire you won’t have to change each season, and how often will you be tilting the horizon vs. riding in a straight line?

Fortunately, tire technology is advancing each year and manufacturers like those listed below have offerings that compromise very little side grip and performance in favor of centerline longevity. These are our picks for best sport-touring tires.

Back in May 2021, MO’s resident sleuth Dennis Chung took a dive into the rumor mill surrounding a possible mini-Africa Twin coming from Honda. Trademark filings for the name Transalp were filed in several markets around the world, including the U.S. Patent and Trademark Office.

Considering the success of the Africa Twin, and the history of the Transalp name, it wasn’t completely out of reach to think a mini-Africa Twin was coming. Now Dennis has done it again, as he’s uncovered a trademark application filing from Honda Motor Corporation, dated August 12, 2022, for the name XL750 Transalp. This is the strongest indicator yet that such a model is coming, as the publication of said trademark occurred 10 days later.

Details about said XL750 Transalp are virtually nil at the moment, but if history is to repeat itself, then the XL750 Transalp will likely be a more street-biased ADV machine, leaving the heavy off-road lifting to the Africa Twin. That being said, back in the day the Transalp was still fairly capable off-road – and considering the current explosion in middleweight adventure bikes, maybe Honda will deem it necessary to give the Transalp more off-road chops to compete with the established players. From an engine standpoint, it seems more than reasonable to assume the 750 engine will no doubt be the same one powering Honda’s new Hornet, and all we know about that so far is that it’s a middleweight Twin.

The XL branding is a nod to previous Honda dual sports, but since that’s the case it also seems odd Honda hasn’t chosen to use any CRF branding – maybe a further delineation between the “Adventure Sports”-focused Africa Twin and the “Rally Touring” nature of the Transalp.