Motorsports Racing News & Blog Articles

Piaggio announced an updated MP3 lineup, giving its three-wheeled scooters a number of technological upgrades, as well as a new range-topping MP3 530 hpe Exclusive model.

The 2023 MP3 models receive a new, larger front end. The bodywork is wider and now looks a bit like a hockey goalie’s mask. The LED headlights are slimmer than the previous design, and the front turn signals are integrated into the wheel arches, which Piaggio says is a design element inspired by modern automotive trends.

A 530cc engine replaces the previous 493cc powerplant at the top of the MP3 range. Piaggio claims the new engine produces more than 44 hp, the same peak as the previous engine, but Piaggio says the larger engine provides a significant increase in torque. The Piaggio MP3 400 hpe and Piaggio MP3 400 hpe Sport return, with an updated engine to reduce noise and vibrations. The 400cc version claims an output of 35 hp and improved fuel economy over the previous engine.

A new 7-inch TFT display replaces the previous generation MP3’s dual analog dials and LCD screen. The full-color display is the hub of the MP3’s infotainment system, with smartphone integration and GPS navigation.

If you wanted a Harley-Davidson Road Glide that wasn’t a Harley, Indian’s been offering that for a while now in the form of its Roadmaster line of full-dress V-Twin touring bikes. If you want an American V-Twin full dresser that looks the part, but goes like stink, now Indian also offers the Pursuit. The traditional American V-Twin buyer has always been highly skittish prey, easily frightened off by overhead cams and lack of cooling fins. But with its Challenger of two years ago, Indian decided it was time to take the high-performance plunge, developing a revver instead of a chuffer, an oversquare engine instead of an undersquare one. Along with that new engine comes the increased horsepower those changes have brought to the internal combustion engine since, well, for a very long time.

2020 Indian Challenger First Ride Review

Editor Score: 87%

The results were laid bare for all to see a couple weeks ago, again, on the Rottweiler Performance dynamometer: 105 horsepower at 5600 rpm. And if you think an old-fashioned pushrod V-Twin is going to out-torque Indian’s PowerPlus V-Twin, you’d be wrong again. 

A new month means a new giveaway here at Motorcycle.com. This time, Scorpion USA will provide one lucky entrant with an EXO-R420 in their size. All you need to do is provide MO with a working email address, and when you win, we’ll notify you with instructions on how to claim your prize.

Here is what Scorpion has to say about the helmet:

ScorpionEXO redefines value with the EXO-R420 full-face helmet featuring both DOT and SNELL certifications for well under $200!

The advanced polycarbonate shell is sculpted for maximum aerodynamics and works to compliment the aero-tuned ventilation system which uses a large Ram-Air intake that channels thru to a dual port exhaust spoiler for maximum flow-thru effect. Complimenting this superior ventilation is the moisture wicking and quick drying KwikWick II comfort liner that keeps cool, dry, and comfortable. Superior vision comes by way of an ElliptecTM II quick-release face shield mechanism with integrated center lock that provides a secure and uniform shield-to-gasket seal while the EverClear No-Fog coated shield helps keep your vision clear in cold and damp conditions. Also be sure to check out the wide variety of optional shields ranging from Pinlock compatible to mirrored finish.

I’ve worn gauntlet gloves for years because I like the superior protection they offer. However, it always came at a cost of no cooling air flow up the sleeves. So, when I found myself looking for a new set of gauntlet gloves, I thought I’d try a pair with gauntlets that go inside the sleeves to see if they allowed for the ventilation I was craving. I ordered up a set of Dainese Steel-Pro In Gloves because of both the protective features and the fact that they had a low-profile cuff that would fit inside of jacket sleeves. When they arrived, a visual inspection showed the features to be every bit as stout as I had hoped they would be. The funny thing is that when I first put them on, I didn’t like them at all. It had been a while since I’d worn a pair of gloves that required more than a minimal break-in period. However, after the all-day use afforded by my multi-day tour in Virginia and North Carolina, I changed my tune considerably as the Steel-Pro In gloves had molded themselves almost perfectly to the shape of my hands. 

They’ve got the goods

Since Dainese sells the Steel-Pro Ins as a track glove, the emphasis in their construction is protection from high-speed mishaps. In fact, they are certified at CE Level 1 protection. The base construction is of goatskin leather with double-stitched seams. The gloves are precurved to prevent the leather from bunching up under your fingers when wrapped around the grips. A single piece of leather wraps around the outside of the hand, while the inside edge features a single seam. This means that the only seam in the piece of leather that forms the inner chassis of the glove appears to run from the wrist up to where the pieces of the index finger join the gloves. A second layer of leather covers the initial one from the heel of the hand all the way across the back of the hand. Additional layers also protect other vulnerable portions of the palm area, like the crotch between the thumb and forefinger. 

Armor is used throughout the gloves where they might contact the ground, with much of it being thermoplastic resin construction to promote sliding. Rather than use a flap of leather to attach the pinky to the ring finger, Dainese uses a plastic Distortion Control device in addition to the three slippery plastic pieces on the pinky. The remainder of the knuckle protection comes from composite insert, while the back of the hands and knuckles get stainless steel over the composites, too. The backs of the fingers received additional layers of leather with accordion panels to promote flexibility. 

One interesting feature is the ribbed polyurethane patch at the base of the fingers on the palm. Dainese claims this gives the rider better feel on the grips. I don’t know about the extra feel, but I do think that this patch added to the break-in time the gloves required. However, once broken in, I was no longer aware of it as I wrapped my hands around the grips. 

Energica got our attention this weekend when it announced the Energica Experia Green Tourer. What’s that, you say, an electric touring bike? Yes, and here’s what Giampiero Testoni, CTO Energica Motor Company, has to say about it:

“We have focused on the real-world needs of motorcycle riders worldwide, creating an ex novo state-of-the art engineering platform. We melded high-tech electric mobility with the roaming spirit of the motorcycle traveler. The intention was to create the first electric motorcycle created specifically for long-distance bike lovers.”

Meeting this goal required some big changes. Both the motor and battery are brand new. Battery has increase to 22.5 kWh maximum, and the motor puts out 101 peak hp and 85 lb-ft of peak torque – all to propel a claimed 573 lb. In addition to Level 1 and 2 capability, 80% charging in just 40 minutes is possible with the standard Level 3 DC Fast Charging, which Energica claims is the first bike with all three modes as standard equipment.

We know you’re interested in the Experia’s range, as are we. Energica claims that it has “the longest range of any electric motorcycle, regardless of speed: from 246 km (153 miles) combined to 420 km (261 miles) in urban areas.”

One quarter-century ago, the Vietnam war was still sharp in the rearview mirrors; 25 years on, that southeast Asian conflict and its combatants have begun fading into history, as a litany of fresher US military interventions have sprung up to keep our soldiers, sailors and airpersons occupied – many of whom weren’t yet born in the Vietnam era. Eventually there won’t be enough real estate in our nation’s capitol to memorialize all of them, but in 1997 the Vietnam Veterans Memorial was only four years old, the wound was still fresh, and a great excuse for a ride on your Harley. Hats off to all you veterans on this Memorial Day weekend.

What a beast, I thought to myself as I put my first few miles on the 2022 KTM 1290 Super Adventure R. In retrospect, that thought kind of made sense given the fact that the mill tucked beneath the 1290’s new tank design is an iteration of the Super Duke’s 1301cc V-Twin – the naked bike dubbed by KTM marketing folks as “the beast”. And beastly it is. Even in larger ADV garb coming in at 542 pounds dripping wet, the SA-R is still an absolute ripper of a motorcycle that is fully capable of serially killing rear tires.

Editor Score: 92.5%

It took a while for us to get our hands on this big orange monster, but we’re certainly glad to have finally done so. While the middleweight ADV wars have seemed to steal all the thunder lately, you’d be remiss to forget the lightning clash preceding those machines in the open-class adventure segment. KTM has long held the title of most pointedly off-road worthy in the category, but as time has marched on and smaller more manageable machines have infiltrated the market, do customers still want sky-high seats and serious off-road intentions in these big bikes? Never one to rest on its laurels, KTM has reworked its big adventure line and delivered a motorcycle that is better performing in every way with useful technology that helps the rider use the machine exactly how they prefer. 

A new recipe

The orange Kool-aid is now just a bit sweeter. The Super Adventure R has received a pretty thorough redesign and, as we’ve seen happen with other OEMs, seems to be bringing its big bikes more inline with its middleweight’s winning formula. These changes have made a massive difference in how the SA-R handles itself.

Continental Tire is recalling 68,770 motorcycle tires because they may develop cracks that can result in tread separation. The recall includes the popular TKC 80 dual sport tires, ContiGo! tires for lightweight motorcycles, plus K62 and LB scooter tires. The recall may also include tires that were installed as stock equipment on certain BMW, KTM and Husqvarna models. The recall affects tires manufactured between Jan. 6, 2019 and April 30, 2022. The full list of tires and specific sizes affected is posted at the bottom of this article.

According to the recall report released by the U.S. National Highway Traffic Safety Administration, the problem was first noticed in February after a separate recall on ContiScoot scooter tires for potential tread groove cracking. That initial recall led Continental to conduct endurance testing on other tires. From February to April, testing revealed the TKC 80, ContiGo!, K62 and LB tires may be prone to develop groove cracks.

Cracks in grooves can lead to tread separation which may increase the risk of a crash. Continental says the grooves are superficial and “did not propagate into the reinforced material of the tires. However, the cracks found during endurance testing exceeded the 3/16 inch maximum limit specified by federal safety standards. As a result, Continental initiated recall procedures on April 29. Continental says it has not received any field complaints or reports of damage or injury related to this issue as of that date.

Continental will replace all affected tires sold to customers or that are in dealer inventories, and reimburse customers who have already replaced their tires because of groove cracks. Continental says it hasn’t determined the cause of the problem yet, so replacement tires may not be the exact same type, but will be “substantially similar tires not affected by the recall.” Letters to owners are expected to be sent out on June 6. Customers may also contact Continental’s customer service line at 1-888-799-2168.

Last week, Kawasaki dropped a teaser for a new electric two-wheeler, and we uncovered evidence that the teaser is for an electric balance bike called the Elektrode. Kawasaki is set to reveal the Elektrode on June 7 alongside some side-by-side models, but we’ve already got an idea what the balance bike will look like.

Japan’s intellectual property office has published designs for a balance bike from Kawasaki, and though it doesn’t say it outright, the designs we can only assume will be for the Elektrode. The designs were filed by Kawasaki on April 28, 2021, and officially registered this month.

The design filings indicate the balance bike is a Kawasaki creation and not from a manufacturer like the Stacyc, which produces balance bikes for its owner, Harley-Davidson, and under license for KTM, Husqvarna, and GasGas.

Some of us were a bit surprised when Yamaha’s newly overhauled 2021 MT-09 snagged first place in last summer’s 900cc(ish) Naked Bike Comparison, against such more-expensive heavy hitters as the new Ducati Monster and KTM Duke 890. And all of us were a little surprised when the XSR900 defeated Indian FTRs 1200 and 1200S, and the now-defunct Monster 1200S, in an only slightly unfair 2019 comparo. (Slightly unfair because our test route was really nothing but tight, twisty roads.) Now, the 2022 XSR900 is newly overhauled just as last year’s MT-09 was, using all the same parts from the waist down, including the new super-sized 890 cc version of that most excellent CP3 three-cylinder and all its electronic controls.

Editor Score: 90.0%

From the waist up, as even a rudimentary eyeballing reveals, things are completely different. What’s going on, says Yamaha, is an homage to its iconic old GP racers of the ‘80s, the blue one here in particular representing “a modern take on the classic French Sonauto Yamaha race colors — the stunning blue, cyan and yellow combination famously campaigned by legendary French Grand Prix champion Christian Sarron.”

You can see it in the big, flat-top 3.7 gas tank (the rear chunk is steel), in the little gap between tank and seat, in the Dzus fasteners that hold the sidepanels on and the tucked-under taillight. But mostly that ‘80s GP connection is trying to be conveyed by the shape of the seat, the rear section of it in particular. Nobody at Yamaha USA claims to know why there’s not a plastic cover to match the tank either already on the bike or at least in the accessories catalog?

Who are we to question the motorcycles red-blooded Americans love most? Harley-Davidson sells more Street Glides than it does Road Glide Limiteds (which basically adds the frame-mounted fairing and trunk), but the song remains the same. Indian’s new Pursuit adds the same things to its Challenger – though its fairing was already a frame-mounted design. Who doesn’t want more storage? More closet space? Nobody. And that goes double for people who travel in pairs. In every couple, there’s at least one shoe hound.

Gold Wing and BMW fans will continue to look down their noses, but American-style grand touring has always been a slightly different animal – one that generally covers longer distances at slower speeds than you’ll find on the Continent. True, Honda built the Gold Wing primarily for the USA, but especially the latest version is almost too swoopy for its own good: It’s hard not to speed on the ’Wing, and they actually made it smaller and lighter. WTF? Maybe the bigger problem is that Honda’s never made the slightest effort to make the bike look American. For some people, that’s a problem. Really, Honda’s just smart enough not to try, though it did sell plenty of American-styled Shadow cruisers and things once upon a time.

Encroaching into Harley-Davidson territory, though, is exactly what Indian’s been up to ever since Polaris resurrected the name eight years ago, and so now it falls upon us to relive the Harley/Indian wars just as our ancestors did decades ago.

Looking out over the Pacific Ocean, six months into a ride across the Americas, I found myself attending The Cold Start, an off-road riding clinic in Ensenada, Mexico. This may seem like an odd way to spend finite travel funds, but the rewards for this type of investment are surprisingly numerous.

I hate to pass up an opportunity to learn, and when I heard that The Cold Start aligned perfectly with my route and time frame, there was no way I was missing it. Why would anyone who has been riding adventure bikes for several years, all across the United States in sand, mud, rocks, and more decide to pause in the midst of a journey to go back to the basics? Besides a nice break from the constant moving of an overland moto trip, there are actually quite a few reasons why any experienced rider should still enjoy clinics and workshops. Firstly, no one is infallible on a motorcycle, not you, not me, not even a Dakar Champ. Secondly, dedicated practice time is invaluable and too often put on the back burner by a lot of us. Thirdly, a outside perspective is one of the best tools out there for improving body positioning. Finally, but most importantly, what better way to meet other riders? The Cold Start not only checked all of these boxes for me but helped me adjust to riding in a new country, all while feeling like I was on vacation the entire time.

Cold Start Off-Road Riding Clinic & Culinary Experience Set To Kick Off Feb. 2022

No One Is Above Learning

If you ever meet someone whose ego is so large that they no longer need to learn anything new on a motorcycle, run away. Even riding daily does not mean there is nothing left to learn, and these skills are perishable, like any other. Many folks go into hibernation during the cold months and could benefit from re-learning a few things. A flexible two-day clinic seems to be just the trick. Morning drills to reinforce clutch control, practicing full lock turns and braking, followed by an afternoon ride with a competent instructor will have most people close to their peak riding in no time.

Here at modern MO, we probably wouldn’t publish a road test of a new Honda without a few photos of the thing in action. Twenty years ago, though, there was probably a perfectly reasonable-sounding excuse: My dog ate the film, a bear ate the photographer… Most probably, somebody slud the shiny new Honda 919 down the road on the way to the shoot, and the show had to go on. Who knows? They shouldn’t have called the color “Asphalt.” In any case, this CBR900RR-based naked has become something of a cult classic, well loved by people who love Hondas. Enjoy the tiny studio photos and full spec chart.

BMW has released an exclusive anniversary edition of its road-going superbike, the M 1000 RR, to celebrate nearly a century of motorcycle production, but more specifically, to celebrate 50 years of BMW M vehicles. 

The most striking and distinctive feature of the 50th-anniversary edition M 1000 RR is the color – Sao Paulo Yellow. It’s the only color option available, so you better like it if you want one. Other exclusive additions to the 50 Years M package include:

If you really can’t stand the Sao Paulo Yellow and don’t care about the anniversary badging, you can also order the M 1000 RR in the standard M Motorsport colors.  

Harley-Davidson announced it is pausing assembly and shipments of all motorcycles for a two-week period due to a problem with a component from a third-party supplier. Production halted as of May 18, the day after Harley-Davidson was notified about the problem by the supplier.

The official statement was brief, and offered very little in the way of detail. It reads:

Statement from Harley-Davidson

MILWAUKEE, May 19, 2022 /PRNewswire/ — Yesterday, Harley-Davidson, Inc. (“Harley-Davidson”) (NYSE:HOG) took the decision to suspend all vehicle assembly and shipments (excluding LiveWire) for a two-week period. This decision, taken out of an abundance of caution, is based on information provided by a third-party supplier to Harley-Davidson late on Tuesday (5/17) concerning a regulatory compliance matter relating to the supplier’s component part.

There are a few details we can deduce from Harley-Davidson’s statement. Harley-Davidson says vehicle assembly is suspended, which suggests it will mainly affect its facility in York, PA. There is no indication that its powertrain operations in Menomonee Falls, Wisc., is affected, though there will likely be some trickle-down affect from the backlog. This suggests that the suspect component isn’t part of the powertrain.

LiveWire production will continue at the York facility, so we can assume the affected part isn’t used on the electric motorcycle. And yet, the suspect component must be common to a large number of models for it to affect production at this scale.