Motorcycle Technology – Joerg Teuchert Wed, 22 Sep 2021 20:31:20 +0000 en-US hourly 1 Motorcycle Technology – Joerg Teuchert 32 32 Piaggio wins patent infringement lawsuit against Peugeot – roadracing world magazine Wed, 22 Sep 2021 09:05:08 +0000

© 2021, Roadracing World Publishing, Inc. Extract from a press release published by Piaggio Group:



The Piaggio Group continues its fight to protect its products against counterfeits

Paris – Milan – The Piaggio Group (PIA.MI) said that with rulings delivered within days of each other, both the Paris Judicial Court and the Milan Court had found Peugeot Motocycles (now owned by an Indian group) guilty of an offense to a European patent regulation on the technology of the three-wheeled scooter Piaggio MP3 with the Peugeot Metropolis model.

The patent in question held by the Piaggio group to which the judgments in its favor (still subject to appeal) refer concerns the control system which allows a three-wheeled vehicle to tilt sideways like a conventional motorcycle.

For the infringement, Peugeot Motocycles was ordered in France to pay damages calculated at 1,500,000 euros, in addition to additional penalties for infringement and legal costs.

The decision of the Paris court also prohibits Peugeot Motocycles on French territory from producing, promoting, marketing, importing, exporting, using and / or owning any three-wheeled scooter using the control system patented by the Piaggio Group (including Peugeot Metropolis ), under penalty of paying a fine for any counterfeit vehicle.

The Milan court banned Peugeot Motocycles on Italian territory from importing, exporting, marketing and advertising (offline and online) Peugeot Metropolis, with a fine of € 6,000 established for each vehicle sold after a period of 30 days from the announcement of the sentence. Peugeot Motocycles must also withdraw all counterfeit vehicles from sale in Italy within 90 days, under penalty of payment of an additional fine of € 10,000 per day of delay in the execution of the order.

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Rise of delivery services teaches Mexicans to love motorcycles Wed, 08 Sep 2021 22:57:47 +0000

I was surprised to see hardly any motorcycles when I first arrived in central Mexico in 2003. After all, the temperate climate in most areas makes them much more convenient than in places like New York. . But it is only in the last few years that I have noticed a significant number of motorcycles on the streets of Mexico City.

I’m not the only one, and it wasn’t just in Mexico City that this happened.

Scooters (motonetas in Mexican Spanish) and small-engine motorcycles are becoming an important part of major urban areas in Mexico. They can be seen in small towns and even more so in rural areas.

Mexican statistics agency Inegi says there are about five million motorcycles registered in Mexico, with an increase of 10 to 20 percent each year. Growth started as early as 2003 but has really taken off since 2013, in large part thanks to the rise of delivery services. In fact, small motorcycles are sometimes classified as “deliveries” (using the English word).

With numbers doubling and tripling, most motorcycles can be found in Mexico City, Guadalajara and Monterrey. But the Yucatán Peninsula comes in fourth with a fairly long history of using these small bikes for daily transport.

Motorcycles parked in Valladolid, Yucatán, testifying to the popularity of vehicles in this region. Wikimedia Commons

The impact of food delivery services such as Rappi and Uber Eats is best seen in central and northern Mexico, which lacked an urban motorcycle culture. But only 15% of small motorcycles are used primarily for this job. Many are now used as a general means of transportation.

They are much cheaper than cars, take up less space, are nimble in heavy traffic, and fare much better in terms of gas mileage – that’s no small thing, considering the fuel prices of our cars. days. In Mexico City, small motorcycles face less hoy no traffic traffic restrictions, which aim to combat the city’s notorious smog, and none if the vehicle is electric.

The “discovery” in Mexico of two-wheeled motorized transport caught the attention of foreign manufacturers. They have become a bigger part of companies like Yamaha and BMW, which have been selling these bikes and bigger bikes for years, but new players are looking to take advantage of the low-end market.

These include Chinese manufacturer Tayo Motorcycle Technology and Indian manufacturer Bajaj. CEO Olaf Sarabia González says Bajaj México’s interest comes from the fact that the country has a much higher population than Chile and much more room for growth than Colombia, two Latin American countries where the brand has had success.

By far the main Mexican brand of small motorcycles is Italika. Their motonetas and deliveries can be found all over the country, even on sale in supermarkets and department stores. At its plant in Toluca, Mexico, the company produces more than 650,000 units per year, mostly vehicles with 125cc and 150cc engines.

Specialty motorcycles have been around for some time in Mexico, often operating as mini-taxis and small delivery trucks. Muevetec, based in Ecatepec, Mexico, specializes in these vehicles, and their activity has increased significantly due to the pandemic.

Driver Uber Eats
An Uber Eats delivery boy on a motorcycle. The arrival of food delivery services in Mexico has contributed to the growth in the use of motorized two-wheeled transport.

Their most popular vehicles are three-wheeled motorcycle trucks. These are built to order, almost always for small businesses like food trucks and mobile pet grooming and used to haul everything from clean water to dry cleaning.

The tailor-made concept is important, explains co-founder Roberto Sánchez, as they can tailor the vehicle to customer needs and the peculiarities of Mexican roads.

But the rise of the economical motorcycle is not without its problems. Chief among them is the high accident rate, which has tripled across the country as the number of motorcycles has similarly increased.

The main problem is that there is a lack of motorcycle culture here. Lack of helmet use is the main contributor to motorcycle fatalities, along with speeding, faulty lights, and little or no rider training.

Bikers complain that cars don’t take them into consideration, but motorists and pedestrians complain about little bikers ignoring basic traffic rules. In some areas, up to 98% of motorcyclists do not have insurance.

Some manufacturers offer riding lessons to help with this, and new laws have been passed and proposed for the same purpose. These include helmet laws, prohibiting minors from riding motorcycles, and even special permits for delivery drivers.

Woman on mototaxi Tehuantepec, Oaxaca
Woman riding a mototaxi in Tehuantepec, Oaxaca. Alejandro Linares Garcia

In large cities, crimes committed using motorcycles have been a problem. They are used in robberies, assaults and even murder. Attackers use them because motorcycles make it easier to escape in traffic and their small number plates are more difficult to read. Mexico City has tried to require credentials on runners’ helmets, but this has proven impractical.

The economy favors the increase of urban motorcycling, and time will tell if a (semi) orderly motorcycle culture will emerge in the country. If you watch movies about automobile traffic from the turn of the 20th century, you know that the adoption of the car was also a chaotic process.

With an increasing number of users, they become less abnormal, making cars and pedestrians more aware of their possible presence. Hopefully they will reciprocate by seeing themselves as motorists as well.

Leigh Themadatter arrived in Mexico 18 years ago and fell in love with the land and culture especially its crafts and art. She is the author of Mexican cardboard: paper, paste and fiesta (Schiffer 2019). His culture section appears regularly on Mexico Daily News.

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Intro: 2021 Yamaha Tracer 9 GT: Rapid Transit (includes video) – Roadracing World Magazine Wed, 08 Sep 2021 16:47:46 +0000

Copyright 2021, Roadracing World Publishing, Inc.

By Michel Gougis

Fast, light for its market segment, comfortable and balanced, Yamaha’s Tracer 9 GT has always been targeted for the rider who really wants a 50-50 balance of speed and comfort in his bike. This has always been a great choice for a rider who wants a motorcycle capable of performing a wide range of tasks, in style but without pretension.

For 2021, Yamaha has changed the recipe for the popular sport-tourer, adding features at the cost of a little more weight. New suspension components, new driving aids and a new cockpit make a machine even more efficient. And if it sounds boring and pedestrian, it isn’t. Not by far.

Yamaha unleashed a pack of motojournalists on the last Tracer 9 GT on Southern California back roads for the day, and after several photo stops we managed to cover exactly 166.5 miles. At that point, I had a pretty good idea of ​​the good and the bad about this machine, and the list of good ones absolutely eclipses the list of bad ones.

Technical briefing

This model has always been based on Yamaha’s smooth three-cylinder inline engine, and this year the Tracer gets the latest version of that powertrain. The displacement can reach 890 cm3, the emissions comply with the Euro5 standard and most of the internal components have been redesigned. The increased inertia of the crankshaft and the slightly higher first and second gears are the most important. The fuel injection system has been redesigned, as has the intake and exhaust.

An all-new aluminum frame showcases some of Yamaha’s crazy skills in controlled-fill aluminum die-casting – some sections of the frame are as thin as 1.7mm. The swingarm is longer and is now mounted inside the side members of the double frame, which increases rigidity.

Electronic upgrades abound. There is a new six-axis inertial measurement unit (IMU), which is part of a neural network that includes corner-sensitive ABS and active KYB suspension front and rear. Clutchless ascent and descent are standard. A full line of LED lighting now incorporates cornering lights that illuminate the top of a corner.

More minor changes include a new radial master cylinder for the front brakes and a dual thin-film transistor instrument panel layout. New bodywork and saddlebags are part of the upgrade.

The Tracer 9 doesn’t require or even really encourage road racing style gymnastics from the rider. Sit comfortably, turn the throttle and operate the bars, and the turns and miles quickly disappear. Photo by Joseph Agustin / Yamaha.

Ride the plotter 9

A forest fire forced us to change our route, so we spent most of the time rushing down the roads behind the Angeles National Forest, through miles of scorched landscape and past at least one lama in the look puzzled. We drove a few miles of crowded city streets and a moderately congested freeway.

I took a moment to adjust the machine to my liking before starting. I set the active suspension electronically to the softer A-2 mode, set the traction control suite (it also incorporates slip control and wheel control) to setting # 1 (the least intrusive) and set the driving mode to its most aggressive setting. I remembered that Yamaha had done a remarkable job with mapping their previous Tracer models and their predecessors, and I was counting on their continued good work here. As I walked away, the clutch lever was light, and I never used it again. Clutchless shifting is a godsend in traffic.

I found the riding position comfortable as the machine came out of the factory. Remember, this model has adjustable footrests, adjustable handlebars, adjustable seat and windshield. The higher bars really don’t make the road racer-style travel in the cockpit very comfortable. The machine felt like it wanted the pilot to sit in one place and stay there.

Fortunately, once on the secondary roads, the bike responded well to the demands of the bars and to a little inclination of the upper body. The chassis allowed for quick transitions and was reasonably stable at mid-corner. The electronic suspension, set to A-1 mode for twist ends, was still consistent but really helped to minimize fork back-and-forth and shock. I admire the work KYB has done in adapting the technology to a moderately priced machine.

The new radial master cylinder offered better feel to the front brake lever, and there was plenty of stopping power for whatever this machine was likely to encounter.

Yamaha wanted this bike to develop power more deliberately than previous versions of the Triple. And I certainly noticed it. Combined with the slightly higher gearing, the bike spins slower in the lower end of the rev range. Above 6,500 RPM, however, the Triple wakes up and sings to the indicated red line of 9,500 RPM.

Little things: Cruise control is simple, efficient, and intuitive, and I’ve used it all the time. Yamaha has found a true balance between sophistication and user-friendliness when it comes to its electronic steering aids. It is very simple to switch between the choices of the traction control suite, drive modes and suspension modes. More granular settings on things like ABS mode force the rider to stop, which I really don’t mind – it’s a good idea for a rider to be at rest when facing heavy traffic. small detailed changes. Twin dashes are fully customizable and are more useful than you might think. The heated grips now offer 10 different settings, pure luxury.

Here’s my whole “bad” list: With more buttons on the left handlebars, I found it a bit more difficult to locate the turn signal switch. And while the wind deflectors on the handlebars definitely kept the breeze out of my hands, I had a little reptile brain melt every time I reached the brake lever and touched the deflector. I learned to brake with two fingers, thus avoiding the deflector and the aforementioned panic microsecond.

Yamaha has seen great success with the Tracer 9, and the new model is an even better place to spend a long day in the cockpit. The combination of speed, handling and comfort is the definition of the concept of sport touring, and the new electronics allow the bike to do more of what I wanted it to do with more comfort and confidence. I feel another trip to Seattle is coming …

The suggested retail price is $ 14,899.

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Damon Motors Takes $ 35 Million In Pre-Orders For Electric HyperSport – Roadracing World Magazine Wed, 08 Sep 2021 14:32:11 +0000

Damon Motors Reaches $ 35 Million In Pre-Orders, Expands Management Team To Meet Global Demand For HyperSport Motorcycles

Company Adds Broc TenHouten (CSO and Board Member), Chris Efstathiou (VP, Supply Chain) and Mike Galbraith (CFO and Senior VP, Operations)

VANCOUVER, BC – September 8, 2021 – Damon Motors announced today that the company has reached a new milestone of $ 35 million in pre-orders for its flagship HyperSport, the world’s smartest, safest all-electric motorcycle. The company also announced the expansion of its leadership team with Broc TenHouten as Chief Strategy Officer and Board Member, Chris Efstathiou as Vice President of Supply Chain and Mike Galbraith as as Chief Financial Officer and Senior Vice President of Operations. The nominations come as the company enters its next phase of global growth with ramp-up production and the upcoming delivery of the critically-acclaimed superbike.

“Our goal is ambitious: we are committed to building a crash-free future,” said Jay Giraud, Founder and CEO of Damon Motors. “The $ 35 million in pre-orders confirms that HyperSport offers the security cyclists are looking for today in two-wheeled transportation. To meet this demand, we have reinforced our experienced world-class team with Broc, Chris and Mike to continue to grow the business and deliver the first HyperSports to the road.

Broc TenHouten, Chief Strategy Officer and Member of the Board of Directors

Broc TenHouten is an experienced technical leader with a background in general management in the commercialization of new technology vehicles. Broc was COO and Chief Engineer of Divergent 3D, developer of the 3D printed 21C hybrid hypercar. Previously, he also led engineering and technology development at Wrightspeed, EnerSys Advanced Systems and Coda. Broc started his career with General Motors, where he held various positions in the areas of safety, validation and chassis design. In his role at Damon, Broc leads the company’s strategy and development efforts to provide the safest and cleanest motorcycles on the road.

“Damon is poised to transform the motorcycle industry by creating the safest and most technologically advanced motorcycle company,” said Broc TenHouten, Chief Strategy Officer, Damon Motors. “I am delighted to be part of the team that is changing the way the world views motorcycle safety and the place of electrification by simultaneously achieving next-level performance and environmental sustainability.”

Chris Efstathiou, Vice President, Supply Chain

Chris Efstathiou has built, scaled and operated some of the most complex and important supply chains within global technology companies. He started at Dell in 1990, playing a key role in creating the supply chain that transformed the way people bought computers, and continued as head of purchasing and supply chains at Marconi , BlackBerry, Amazon Robotics and Mattel. At Damon, Chris will develop the best global supply chain capabilities for the business. His responsibilities range from realizing the intellectual property of Damon’s battery technology to sourcing parts and components through a global network of ISO9000 and ISO / TS 16949 qualified suppliers.

“As Damon builds the most advanced motorcycles in the world, it is imperative to bridge the traditional automotive and high-tech supply chains to bring motorcycles to market,” said Chris Efsthathiou, vice president of supply chain, Damon Motors. “I look forward to driving production efficiencies and ultimately reducing costs for our passengers. “

Mike Galbraith, Chief Financial Officer, Senior Vice President, Operations

Mike Galbraith is a proven financial and operating executive with over two decades of experience. Previously, he served as CFO at North and raised $ 200 million from leading institutional and strategic investors, making the company an all-day smart glasses leader with a successful exit to Google. Prior to North, Mike held senior vice president, finance and operations roles at BlackBerry, growing from a few hundred employees to a global leader with $ 20 billion in revenue. As Chief Financial Officer and Senior Vice President of Operations at Damon, Mike will implement the business, financial and operational processes to manage the business throughout its growth and maturity phase.

“Since the launch of HyperSport, Damon has been riding a wave of momentum and poised to be the next big Canadian company,” said Mike Galbraith, CFO and Senior Vice President, Operations, Damon Motors. “I look forward to unlocking new markets and new revenues, and aggressively growing the Damon business into a global mobility powerhouse. “

To see the Damon HyperSport in action, watch this video.

For more information on Damon Motors, visit

About Damon Motors Inc.

Damon unlocks the full potential of personal mobility for commuters around the world. With its exclusive HyperDrive ™ electric powertrain, the company has developed the world’s safest, smartest and fully connected electric motorcycles using sensor fusion, robotics and AI. Designed as a platform for expanding the global lineup, Damon motorcycles will ship direct to customers on subscription plans to drive to scale. Based in Vancouver, Canada, Damon is founded by serial entrepreneurs Jay Giraud and Dom Kwong. Learn more at and follow us on Instagram @damonmotorcycles.

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Designer reinvents iconic Akira motorcycle Wed, 08 Sep 2021 06:48:18 +0000

We recently talked about the 5 Classic Motorcycle Movies You Must Watch and in that list was the cyberpunk sci-fi anime Akira. Some of you may have watched this movie before and are intimately familiar with Kaneda’s bike, the bright red tourer / hot rod / superbike featured prominently in the movie.

The movie has been gaining traction again lately because, despite its release in 1988, it predicted the cancellation of the Tokyo 2020 Olympics. Additionally, cyberpunk games have become popular over the past two years, prompting people to revisiting the aesthetic and design idea explored in the classic film.

Many have created their own interpretations of the Akira bike in the past, with some even trying to build the bike for real. The latest is a reimagining of the motorcycle, using current or future motorcycle technology to make it a bit more realistic.

Concept artist Ryan Hong achieved such a reimagining. He submitted his renderings to Design Boom as part of their DIY call for applications.

A designer reinvents the iconic image of the Akira motorcycle

In creating his design, Hong took inspiration from the original creation but made changes to aspects that he deemed impractical in reality.

Hong’s creation is fully electric, using a combination of fixed and interchangeable batteries. The bike contains a lower fixed battery unit and two sets of interchangeable batteries on the sides for more power and range. This gives the rider more control over battery usage with less risk of overheating both sets of batteries.

A designer reinvents the iconic image of the Akira motorcycle

To keep the batteries cool, he installed nitrogen cooling to keep both engines cooler, even when running at high revs. We assume that these are the two cartridges at the rear that look like tailpipes. They work overtime when the bike’s supercharging system is on, the same way he gets a speed boost in the movie.

A designer reinvents the iconic image of the Akira motorcycle

The bike retains its overall aerodynamic structure. The long, curved fighter-plane-shaped windshield has been removed. Instead, it compensates with aerodynamic features around the headlight and duck fenders on the body. The air entering the air intakes at the front is directed to the sides of the body to cool the batteries.

A designer reinvents the iconic image of the Akira motorcycle

As for the pilot, he has a built-in GPS display to know where he is going. There does not appear to be a speedometer or other monitors for the battery level. But then again, the Akira bike has always been kind of a custom hot rod, which usually doesn’t have these features.

It may look like a real bike, but it’s actually a high-res render. We have to supply artist Ryan Hong with props to make it as real as he makes it, right down to the imperfections on the tires, carbon fiber surfaces and even the warning decals on the batteries. He even thought about technical aspects like power sources and cooling. It even has a center stand.

You can see more of Ryan Hong’s creations, like his epic Kei Truck, here.

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September 2021 – Roadracing World Magazine Wed, 01 Sep 2021 19:01:00 +0000

On the front cover: Jake Gagne is on the stakes and holds onto his Yamaha Fresh N ‘Lean Attack Performance on a ridge at PittRace, where he set new records for AMA Superbike racing wins in one season and back to back. Photo by Brian J. Nelson.

Roadracing World & Motorcycle Technology is THE definitive source for motorcycle racing, riding and technology information.

World of road racing and motorcycle technology magazine is available in print and digital format. SUBSCRIBE NOW. Or call (909) 654-4779 to subscribe, 9:00 a.m. to 5:00 p.m. Pacific Time, Monday through Friday.

Log on HERE to read the September 2021 issue of World of road racing and motorcycle technology with your online subscription.

In this problem:


Information inside: gigantic BMW R 18 Transcontinental and R 18 B Bagger; Improved Honda Monkey; Rossi retires, and more…

Illustrations of historic racing bikes: 1949 Norton Manx 30M

Intro: Powerful Triumph Speed ​​Triple 1200 RS, No Excuses

Intro: Aprilia Tuono V4 and Tuono V4 Factory offer power and comfort

MotoGP analysis: Albert Puig, the tough guy in the Honda paddock

Tried & Tested: Avon 3D Ultra Xtreme Track & Race Tires

Tried & tested: Traxxion Dynamics AR-25 Fork Kit

Dating MotoAmerica immigrant Hector Barbera


MotoGP doubles in Austria: Martin and Binder win

MotoAmerica Superbikes in Brainerd: Gagné sets records

MotoAmerica Superbikes at PittRace: Winning Closes

World Superbike in Assen, Most, Navarre: Dead Heat!


Letters to the Editor: WSBK TV MIA; Learn more about Lucas Electrics

10 years ago, September 2011: Ben Spies wins in MotoGP; Valentino Rossi’s Ducati experience is going badly, and more…

New products: Starlane GPS Lap Timer; the book by Kenny Noyes; RW Issues with Valentino Rossi on the cover

Children’s page: Hayden Miller

Figures and anecdotes: the career of Valentino Rossi

The Crash Page: Wyatt Farris tries to save his burning racing bike

Race, school and track day calendar: where to ride

ASRA / CCS Bulletin

High performance parts and services

Chris Ulrich: Adventures of a Former Runner

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11 automobile museums in Europe Tue, 31 Aug 2021 07:00:00 +0000

As it is no longer a question of celebrating the product, the car-object, the trend concept is to create extended experience platforms more than the usual museums, where the present of the automobile is combined with its past. and the opportunity is given to learn more about its future. Sometimes they are integrated into a brand’s headquarters or final delivery center, as is the case with BMW or Volkswagen; sometimes production plants themselves become the attraction, as at Ferrari in Maranello; sometimes instead, they are both spatial artefacts and tales of eras and entire worlds, like the Mauto in Turin.
The role of spaces and interfaces has also evolved: no longer from a simple container to content, what was a more or less luxurious static garage had already metamorphosed into representative institutional architectures, then into sculptural symbols of specific brands, to finally land in the contemporary dimension of the multiprofessional platform, often acting as an active component of all cultural networks or territorial systems.
Europe is actually punctuated with such places, so Domus wants to try and take you on a virtual road trip across the continent featuring as relevant and diverse a selection as possible of all the ways we interact with our century-old dimension of individual mobility. .

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Goodbye Yamaha, hello Aprilia! Maverick Vinales joins the Italian squad for the 2022 season Mon, 16 Aug 2021 07:00:00 +0000

Maverick Vinales signed with Aprilia for the MotoGP 2022 season.

The rider separates from Yamaha following a series of events that have severed relations.

Vinales will team up with his Spanish compatriot Aleix Espargaro at Aprilia.

For more automotive stories visit Wheels24

Maverick Vinales has been confirmed as The new signatory of Aprilia Racing for the MotoGP 2022 season. Vinales, who will replace Loreno Savadori, will line up alongside fellow Spanish player Aleix Espargaro for one season, but has the option of renewing the deal.

2022 will also be a big year for Aprilia Racing as it will only be its second year as a full-fledged factory team. With Vinales joining their ranks, the Italian team hopes to accelerate its growth and development strategy.

The Aprilia Racing team have scored 71 points in the 2021 season so far.

Vinales brings value

Vinales made his racing debut with Aprilia in the 125cc class in 2011. With strong performances over the next two years, he joined the Suzuki MotoGP team in 2015, followed by Yamaha in 2017. Vinales claimed nine victories. , 13 pole positions and 28 podiums in the premier class.

The rider’s relationship with Yamaha has been very strained over the past year, with a boiling point at the Styrian Grand Prix two weeks ago. The result was that the team pulled the driver out of his roster for last weekend’s Austrian GP. While it was already announced that Yamaha and Vinales would go their separate ways at the end of the season, Aprilia was set to sign the rider out of contract for a 2022 deal.

WATCH: The last nail in the coffin? Pictures show Vinales surrealizing his Yamaha

Massimo Rivola – CEO of Aprilia Racing – said MotoGP: “We are extremely happy to announce that we have signed Maverick Vinales, a very high level rider and one of the purest talents in the premier class. Our project has now been enriched by the value brought by Maverick – a world champion who confirmed his talent as a top rider in MotoGP. In a time of great change, having brought a completely revamped motorcycle to the track and regularly imposed ourselves in the group of protagonists, we are also facing a change of status as a factory team now, to lead Aprilia to success.

“We are honored to be able to provide Vinales with all of our best skills, enthusiasm and passion. I am convinced that, like Aleix, he will embrace this project with very high potential. Maverick’s arrival in no way alienates Lorenzo Savadori from the team, as he will remain an integral part of the Aprilia Racing family. “

Non-conformist Vinales

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Intro: 2021 Aprilia Tuono V4 & V4 Factory Deliver More Beauty, More Beast (Including Video) – Roadracing World Magazine Wed, 11 Aug 2021 00:01:25 +0000

Copyright 2021, Roadracing World Publishing, Inc.

By Michel Gougis

When I first rode the new Aprilia 660 RS last year, my first thought was, “There’s no way this thing is just a 660.”

When I first turned the throttle on the 2021 Tuono V4 Factory, my first thought expressed the same feeling, but in a different direction. I thought, “This is Absolutely an 1100! Woo-hoo! “

It’s a winning formula for Aprilia: Take a powerful engine from a sports bike and put it in a chassis that offers a slightly more user-friendly riding position. This is the Tuono, historically one of the most important models of the company.

The 2021 Tuono V4 models refine this idea a bit, with Aprilia offering two similar but very distinctive models from its iconic range of “standard” sports models. The Factory version is even more track oriented than the previous RR model, while the V4 version is aimed at the person who rides on the street and wants to accumulate significant mileage.

When Aprilia unleashed a handful of motojournalists on the new machines on the Southern California mountain roads last week, the glorious sounds of V4 motorcycle engines echoed in the canyons above Pasadena.

Technical overview

The machine is powered by Aprilia’s 1077cc 65-degree V4, with architecture it shares with the company’s flagship sports bike, the RSV4. Aprilia says the Tuono version has been readjusted for more mid-range torque, but still puts out 175 horsepower at 11,350 rpm with a peak torque of 89.25 lb-ft. at 9,000 rpm. Aprilia was determined to ensure that meeting the new Euro5 emissions standards did not reduce the overall performance of the engine.

The rest of the powertrain is very similar and in line with the DNA of the Aprilia V4 sportsbike. The engine retains its unique chain / sprocket camshaft drive system. Lighter valve spring lifters raise the redline from 12,500 RPM to 12,800 RPM.

A new Magneti Marelli 11MP ECU offers more pins (from 80 to 144, to allow more inputs into the electronic brain of the bike) and four times the computing speed of the previous unit. Driver aids include ABS when cornering, traction control, wheel control, engine braking, launch control, clutchless climbs and descents, pit speed limiter, cruise control, three engine maps and six driving modes. (You know you are really versatile when your bike is equipped with a pit lane speed limiter and cruise control. That’s a wide range of features!)

The cosmetic changes for this model year are subtle, but significant. Both versions get a redesigned fairing, and both versions get a new reverse swingarm based on a MotoGP design and are lighter, easier to produce and 48% stiffer. A new tank is present on both machines, as are the LED headlights that illuminate the inside of the corners. The changes, or the differences between the two models, are in the suspension, in the riding position and in the details.

The Factory model comes with an electronically adjustable Ohlins Smart EC 2.0 semi-active suspension, a system that also controls the settings at the steering damper. On this model, suspension adjustments are made using buttons on the left handlebars and displayed on the thin-film transistor dashboard.

The windshield is tilted, the tubular bars are lower than on the previous model and at the rear of the machine, the factory uses the subframe, footrests and passenger seats from the RSV4. For people who have already been passengers of the RSV4, these arrangements are a polite way of saying that the biker prefers to travel alone! They were, however, designed to be removed quickly for track use.

And for track use, the Factory comes with a shorter final gear and a bigger (200 series), stickier Pirelli Supercorsa rear tire, paired with a 120 series Supercorsa front tire.

The base model V4 comes with conventional Sachs suspension front and rear; handlebars raised about an inch via taller risers; a wide, flat passenger seat; and passenger footrests which are located on longer rods to provide more legroom for the passenger.

In addition, the bike comes with a bespoke soft luggage set consisting of a remarkably spacious tank bag and a set of asymmetric saddlebags to fit around the exhaust system.

A final touch to increase rider comfort is a higher windshield than found on the factory and a pair of small side panels that help keep wind away from the rider. Taller gears for a more relaxed cruise and Pirelli Diablo Rosso III tires complete the entire street.

The suggested MSRP for the base model is $ 15,999, while the factory version costs $ 19,499.

These are important models for Aprilia. Depending on the year, Aprilia will sell between two and three times more Tuono than RSV4. Plus, the Tuono is the model that brings people into the Aprilia brand, and an owner is more likely to hang on to it longer than an RSV4 owner. Aprilia therefore did not take this model review lightly.

Aprilia followed the lead of its customers and built the Tuono V4 into a more street-oriented machine, with special attention to driver and passenger comfort, and plenty of cargo space. Photo by Michel Gougis.

Riding prints

As mentioned, the first thing I noticed was the potency. It’s everywhere. And while the company’s claims about usable mid-range torque sound so much like a marketing cliché, the point is, it’s true. The torque produced by this large-caliber sportbike engine is a joy, and there in buckets. Pick a speed, turn the throttle, and there’s always enough thrust to move quickly. Unlike other Euro5 machines that I have ridden, the Tuono always turns quickly and enthusiastically.

As I walked up Angeles Crest Highway and the surrounding roads, I found that I had a choice of several speeds. I could spin the thing closer to the red line in second and let the power at the top pull me through the turns, or I could leave it in third and just apply torque all the way through the apex, wearing even more. speed through a longer part of the turn and exiting harder on the accelerator. Either way, provided a lot of speed.

The author at full speed on a 2021 Aprilia Tuono 1100 V4 Factory. Photo courtesy of Aprilia.
The author at full speed on a 2021 Aprilia Tuono V4 Factory. Photo courtesy of Aprilia.

The chassis clearly demonstrated its cutting edge sports roots. The best way to describe the handling of this machine is responsiveness and precision, as you would expect from a bike with the RSV4’s frame and an upgraded swingarm. But I felt all the imperfections in the pavement, thanks to the very stiff chassis and swingarm. Maybe that was a function of the straighter tubular handlebars, compared to the clip-on handlebars, but I felt like I could respond to those very direct messages from the bike with a light, precise feel. Driving through the bends of the Crest, I felt like I could put the bike where I wanted, even at high speed. Between that, the excellent Brembo M50 Monoblock brakes and the ease with which the engine delivers power, this made for a very stress-free ride, even carrying more than a little bit of speed.

The riding position is significantly more comfortable than on a complete sports bike. It’s not a naked bike, and it’s closer to a full-fairing sports bike than a bare one. Aprilia’s philosophy is that a motorcycle that rolls this fast should offer rider protection and aerodynamic stability, hence the fairing. And the fairing works, providing a pocket of still air to the rider, reducing turbulence and leaving the rider feeling more planted at the bars.

Clutchless gear changes work seamlessly, throttle response is precise and smooth. Clutch traction is a bit heavier than I expected after being completely spoiled by the modern crop of power-assisted slip clutches that are now standard on apparently all motorcycles.

The Factory version was a bit soft and vague when I first turned around in the corners, but pressing a few buttons on the left handlebars allowed me to dial an electronic “click” for more firmness up front and at the rear, and, to add a little more resistance, add a steering damper “click”. It was an absolute pleasure to ride, with more feedback and feel than most other bikes, and the complete confidence that the bike would do whatever I asked it to do.

After lunch I hopped on the base V4 model and was ready to be disappointed. I can honestly say that I was not disappointed – a remarkable surprise. The Sachs suspension is more than enough to go down the mountain at a very, very fast pace. The straighter handlebars increased the comfort of an already comfortable riding position, and the slightly larger windshield offered noticeably more protection.

The Tuono V4, in base or factory trim, is a powerful combination of RSV4 chassis technology and a strong Superbike-derived engine.  Photo courtesy of Aprilia.
The Tuono V4, in both bases [as pictured] or Factory Trim, is a powerful combination of RSV4 chassis technology and a strong Superbike-derived engine. Photo courtesy of Aprilia.

Aprilia marketers say the two new models are based on what they found Aprilia customers actually do with their Tuonos. Either they were built into more track oriented machines, or they were outfitted for longer walks down the street.

It is best not to view the two new models as better or worse. Instead, think of them as two very, very good bikes aimed at different target audiences and configured to meet the needs of these two different riders. It is indeed a horse business for the courts, and in each case Aprilia has created an even better thoroughbred.

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Zontes 350GK revealed in the latest patent filings Wed, 04 Aug 2021 06:01:28 +0000

The model inspired by the Chinese-made scrambler is the second-generation single-cylinder motorcycle, and the platform will have other models as well.

The Zontes 350GK will feature a neo-retro and urban design with a 42 hp and 350 cc engine

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The Zontes 350GK will feature a neo-retro and urban design with a 42 hp and 350 cc engine

Chinese motorcycle brand Zontes is gearing up with a new 350cc single-cylinder platform, which will have its first model as a scrambler-inspired street bike. The Zontes 350GK, as it will be called, has now been revealed in design patents, which give a pretty good idea of ​​the production version, although the design was featured in official renderings earlier this year. What’s interesting is the new 350cc platform, which includes the engine, frame and suspension, which is likely to be used on a range of other motorcycles from the Chinese firm.

Read also: Zontes three-cylinder engines to power the 650 cc, 1000 cc models


The Zontes 350GK will feature a neo-retro urban jammer design, with a distinctive round LED headlight

The Zontes 350GK follows a neo-retro and urban-scrambler design. Even the headlight looks like the circular LED headlight used in the Husqvarna Svartpilen and Vitpilen models, with a horizontal strip separating the low beam and high beam. The look of the modern Scrambler is obvious, but the Zontes has its own unique styling, with the body panels including the fuel tank, saddle and belly pan all distinctively original.

Read also: Chinese brand Zontes announces three-cylinder engine


The bike will feature the signature stacked exhausts on the right side, seen in most Zontes 310 bikes.

Like most of Zontes’ motorcycles, the 350GK also features dual stacked exhausts on the right side. In terms of performance, the 350 cc alone is expected to produce around 42 hp, which will put the Zontes 350 on par with the KTM 390 Duke. So far, only the final design patents have been issued and we expect to see the production model very soon. However, as with the rest of the Zontes range, there are no plans to introduce the new 350GK in India anytime soon.

Read also: Zontes VX 310 touring motorcycle unveiled


The Zontes 350GK is expected to be unveiled in production form later this year, but the chances of the brand making its debut in India are almost nil.

Zontes is headquartered in Guangdong, China and is a subsidiary of Tayo Motorcycle Technology Co Ltd. The brand specializes in manufacturing small displacement motorcycles, step-throughs and scooters, although the brand is well known for its 312 cc range of bikes, which are also exported to a few European markets, as well as America. Latin.


(Source: World of Cycle)

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