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Beta Motorcycles, while relatively new to the scene in Australia, has a rich history dating back to 1905 in Florence, Italy, making bicycles by hand. With a hunger for off-road performance, the company has won multiple world championships in both enduro and trials competition, with 2023 Enduro GP and E2 class World Champion Steve Holcombe, and 2023 E3 World Champion Brad Freeman its latest. A little closer to home, the Australian Hard Enduro Gold class this year was dominated by Beta Australia rider Reuben Chadwick. You can see the sort of bikes we are dealing with here. With this kind of silverware in mind, it is easy to see why an average Joe may be intimidated by the RR range of bikes but, rest assured, there is a bike for every taste with no less than eight models to choose from in the RR range, as well as two Xtrainers for good measure. The last major update of the RR range came in 2020, and the updates since then have been subtle but significant thanks to the help of Holcombe and Freeman. The updates for the MY24 RR models include a new seat which feels flatter and a bit softer under the bum, even on the next to zero-kilometre test units which will get a bit softer with some hours on them. The front suspension has been developed to be a bit softer and improve flexibility with lighter upper fork tubes. This is aimed to increase sensitivity and controlled flexibility over the previous forks. I did feel the forks to be a bit softer than I remembered from the 2020 models, but I think I push them a bit harder than I did previously. The 250cc and up models received new radiators that are lighter, stronger and reshaped to allow tighter tuning of the handlebar. It may seem odd, but when riding snotty singletrails and hard enduro, every bit of turning circle improvement is noticed. They are also more efficient at keeping the bikes cool and have a more robust metal radiator cap over the previous plastic one. The front brake line has been tweaked with a better mounting set-up to help it survive the pummelling it cops in rough terrain. There are new radiator shrouds shaped to be slimmer between the knees for more freedom during cornering. Lastly is the new very-red graphics which introduce a more modern look. Some other more significant changes have been made to the RR 300 two-stroke machine. The engine’s main bearings are now a roller-style bearing in place of the ball bearings of the previous model to improve reliability and performance. The RR four-stroke models had the traction-control system refined after feedback said it was too sensitive and invasive. It is hard to detect while it’s doing its job, so I think Beta hit the nail on the head there. Also, the airbox has been given a tweak to increase mid- to top-end power across all the four-stroke models. It’s worth noting that the entire RR and Xtrainer ranges are still fully road registrable in all Australian states and territories. The ring dingers Beta’s two-stroke RR range is made up of four bikes across two different chassis platforms. The 125cc and 200cc are based off a slimmer and more nimble chassis, whereas the 250cc and 300cc smokers share the same chassis as their four-stroke siblings. The Beta two-strokes are still carb fed, with oil injection (except the 125cc) for the old school fueling and performance, but also have adjustable ignition maps; just select the sun for full power or the cloud for reduced power output. The 125cc, while not available on the test, is aimed at younger racers moving up to a full-sized bike. Or lighter riders looking for a thrill. The 125 is a proper ripper that loves to be ridden in the powerband. It is a racing-style bike and, as such, is the only model in the range not to feature electric start and oil injection. Up next is one of my personal favourites, the 200cc. The 200 has the same slim chassis as the 125 but with more power, torque, electric starter and oil injection. I feel it’s a bit of a unicorn in the range, offering a raw and zippy power delivery. I tip the scales at 100kg, so the 200 does work hard if caught out of the power band, but it still has enough torque to recover when in the right gear. Holding the 200 pinned through the gears in the powerband is a trip down memory lane to riding my old KX80 as a kid; it is a real pocket rocket. The step up to the 250cc two-stroke is a decent one. The 250 rolls on the full-size chassis and has the counter-balanced engine to help make it feel silky smooth in comparison to the 200. The 250 feels to me like a proper 250cc two-stroke motocross engine; plenty of torque but when the power valve opens, you need to be hanging on as it packs a decent punch. I own a 2018 Husqvarna 250cc enduro ring dinger and the Beta feels much stronger in the engine department than my bike. Next we have the 300, the most popular of the RR two-stroke range among capable riders and it’s a different beast. The new engine sets it out on its own compared to the rest of the two-strokes. The power delivery is more linear and while it could rip your arms off in the top-end of the rev range, it has truckloads of torque down low for snotty enduro riding. The engine feels like it has a heavier flywheel effect allowing you to crawl up hills at pretty much idle speed and allows you to just gently power away without breaking traction, or looping it –whichever floats your boat. I always thought I was a 250 kind of guy, but the RR 300 definitely surprised me with its poise while still carrying a big stick for when it’s really needed. The thumpers Not too many years ago, four strokes were the future. A lot of the die-hard two-stroke fans were wooed into four-stroke life and never looked back, even when the 300 two-strokes upped the ante and kept the two-smokers alive. Beta has four different thumpers to choose from, and they go from mild to wild. All of the four-stroke range features twin-injector fuel injection, map switches and traction control. Traction control on a dirtbike is a long way from the traction control on your modern roadbike – there are no wheel-speed sensors here. The ECU keeps an eye out on both the revs and throttle position while scanning for spikes in revs, which would indicate a sudden loss of traction, and cuts power intermittently. It still allows you to churn up the dirt, chuck wheelies, powerslide and throw roost at the poor soul stuck behind you. It is for this reason that it is almost undetectable to a regular Joe like me. The baby of the thumpers is the 350. I nicknamed this one the “hero bike”. It loves to be revved and it puts the hammer down smoothly without any sudden bursts of power. I could hold it flat where I wouldn’t dare on any of the other bikes which made me feel like a bit of a hero. It’s not slow by any stretch, but it’s the most user friendly of the bunch and suitable for less confident riders. Step up to the 390 and things get a little bit grunty. With its longer stroke, the 390 is an ideal middle ground for riders wanting more torque than the 350 without giving up that predictable feeling and being overwhelmed by the power delivery. I feel the 390 is the unicorn of the four-strokes. It is a great middle-ground machine. Up next is the 430cc weapon. It’s a bit of a powerhouse and has longer internal gearing than the smaller four-strokes, which makes it quite rapid. The power delivery is instant and relentless. I struggled to find anywhere in our test loop to really let it sing without exceeding my talent levels. Selecting the rain map was a nice way to take the edge off the 430 when you just wanted to ride lower in the revs and use torque. The big daddy of the fleet is the 480cc monster. Featuring the longer gearing as on the 430, but with more torque and more top-end power, I would say that the 480 is more suited for desert riding. While not physically bigger, the 480 feels stauncher while riding in the singletrails and will not care in the slightest if you are two gears too high – it just chugs away. It is not for the unfit or inexperienced. Fight club Punching out multiple-capacity ranges isn’t a new thing for Beta, so the bikes are carefully thought out and, where possible, utilise a lot of similar parts across the range. However each has its own personality mainly thanks to the engines. The chassis, brakes and suspension are the same on all bikes from the 250cc machine and up so they all have a very similar handling feel. The four-strokes carry about four to five extra kilograms of weight, and therefore they do have a bit of a heavier feeling and tend to load up the front-end more as you close the throttle. I get the feeling there is a stronger spring in the front of the four-strokes. While I love the 350 and 390 I’m still not sure I would choose them over a two-stroke for singletrail riding and hard-enduro style riding. I feel less fatigued when riding the two-strokes thanks to the non-existent engine braking, that’s just me. The brakes are identical across the whole range and are unchanged from the previous model. The Nissin brakes work like a charm; I can happily brake with one finger when I usually would be using two for added effect. The rear brake is accurate and easy to regulate even with motocross boots on. Overall they’re very easy bikes to jump on and ride straight out of the showroom. Beta is expanding its reach in Australia by taking on new dealerships. There are currently 36 dealerships in Australia, mostly down the east coast, so spare parts are plentiful and easy to get hold of via your dealer or Beta’s online ordering system. Things look promising from a customer point of view with dealership support not far away for most, and the bikes are priced to move. That’s a bucket-load of bang for your buck. Test David Watt + Photography Busta Photo The post BETA MY24 RR AND XTRAINER RANGE appeared first on Australian Motorcycle News.

It took me a second to realise the car turning right in front of me wasn’t going to stop. I brake hard, swerve heavily to the left and instinctively raise my right leg as if able to stop a moving vehicle with my shin. The front corner of the car brushes my leg as I somehow make it past, but before I can exhale, the Royal Enfield 350 Bullet drops into a deep pothole large enough to accomodate my front and rear wheels before violently bouncing back out. My ears are filled with a cacophony of horns and adrenaline is flowing. I’m riding in Chennai, a city in India with a population of 12 million people and the place Royal Enfield has called home since 1955. I brake and tuck in behind a couple of scooters just as a beaten-up bus forces its way towards us and passes, horn blaring. The road straightens, I catch my breath and drop a gear because, as they said in the pre-ride briefing, I need to keep up or I’ll get lost. With the engine spinning faster, I start planning my path forward on the overcrowded road punctuated with feral dogs, tuk-tuks, craters and zero road rules. I spot a gap and accelerate assertively as I execute my plan, my eyes out on stalks scanning for immediate danger. The fact that the bike only has a handful of kays on it as I navigate my way through this perilous environment speaks volumes. The fact that I’ve only travelled a handful more on it and I’m literally trusting it with my life speaks even more. The group turns off onto a dirt road, it’s heavily potholed and clearly never been maintained. Picking our way around the deep washouts while dodging oncoming traffic, cow shit, sharp speed humps, star-struck kids who want to high-five you… hang on, was that a monkey?! I realised I’ve lost sight of the rider in front, I stand to take the hit out of holes I really should be rolling slowly through, but I brace and accelerate so as to not get lost. As if by muscle memory, the bike just takes the whole melee in its stride, remaining stable and composed as the Aussie riding it bounces about in a mild state of panic on top. There’s some remnant tarmac, a sharp left, a 90-degree right and I only spot the piles of gravel in the final moments. I dab the rear brake, make a quick desperate input into the handlebar and the bike rolls confidently through what must have only been a 15 centimetre gap in the debris. I look in the mirror amazed I made it through. The bloke behind me wasn’t so lucky… As well as a bit of luck, that surprising precision probably has a bit to do with the 2023 Bullet’s new chassis which is the same all-new twin-downtube cradle unit found in the firm’s Meteor and Hunter 350 models. And like all new chassis that have rolled off Royal Enfield production lines in recent years, it’s carefully considered and well executed. I catch up to the group and take a moment to catch my breath. I’m now on the back wheel of Brit Mark Wells, Royal Enfield’s Chief of Design. On the approach to every speed hump – and there’s a lot – he stands on the ’pegs, bounces his weight to compress the suspension before launching off the humps and landing two-wheel bunny hops. It’s amusing, but also indicative of the belief he has in the bike’s build quality. The pace quickens again and the 349cc single relishes the opportunity – in this environment, the 27Nm of torque and 15kW of power is ample and the bike’s 195kg of heft means it’s stable, planted and predictable. There are sections where I have no choice but to raise my bum slightly off the seat and use my legs to absorb the hit of a hole, hump or hairy section. It’s frantic, loud and crowded – it’s everything the Bullet isn’t. The engine, which is the firm’s latest Euro 5-compliant J-series unit, is matched to a five-speed gearbox whose ratios, again, are perfectly matched to this environment. First gear is really low, best used for the hairiest of sections or the most choked of heavy traffic, both of which there are plenty in India’s second-most populous city. Fifth, likewise, is an overdrive ratio, saved only for higher-speed transport sections along multi-lane highways… not that you can afford a lapse in concentration, even six-lane highways with a divider down the middle means which side of the road one chooses to use is merely suggested – I encountered a bus-load of people barreling towards me on my side of the highway. Second, third and fourth gear is where it’s at for 90 percent of the time, on these types of roads anyway, and the spread of usable power and torque means you’re rarely looking for anything more as you chug your way through the landscape. And that ‘chug’ is something Royal Enfield is really proud of – the beating single-cylinder heart is what this motorcycle brand was built on. The Bullet is the world’s longest running motorcycle in continuous production and you can’t help but feel its significance of not only what it represents to this historic brand, but what it has meant to the countless Bullet owners over the past 91 years, and indeed what the Bullet represents to motorcycling itself. As I start to settle into my surroundings I can begin to afford to turn some of my attention to the bike beneath me. Undeniably Bullet, I’m met with a cockpit that isn’t dissimilar to the very first Bullet built in 1932. Built into the housing of the large round headlight is a circular analogue speedo flanked by the small iconic parking lights referred in this part of the world as ‘tiger eyes’. Beneath the speedo sits a relatively modern LCD screen displaying the fuel gauge, a single trip meter and an odo. To the left of the screen is the ignition and to the right a blank where the firm’s Tripper turn-by-turn navigation unit would sit if it was included on the bike. Whether or not the Tripper function will be fitted as standard when the bike hits Australian dealerships later on in the year is still unknown. Because of the state of the roads, it occurs to me just how well padded and well thought out the design of the seat is. Plush but supportive, wide yet narrow where it matters and, like nearly every Bullet in the nine decades before it, features the stepped height difference between the rider’s and pillion’s perches. In fact, it doesn’t take me long to realise that more often than not, I can simply stay seated and let the astonishingly good seat absorb what I’ve been asking my legs to do for the last 30 minutes or so. Directly below the seat is a pair of wide rubber footpegs which, combined with the relatively narrow but relaxed handlebar makes for comfortable all-day ergonomics. The bike I’m riding has a heel-toe gearshift, though I doubt that feature will make it to the Australian-delivered bikes, while the brake pedal on the right-hand side sports a wide rubber cover which I’m grateful for – I don’t need to be taking two dabs at the brake in these kind of conditions. Speaking of brakes, given how few kays the bike had on it before I rolled out into the fracas that is Indian traffic and I’m still alive, they’re very good. Decent bite and feel, as well as power, all of which will presumably improve as they bed in with more use, too. But that’s what we’ve come to expect from Brembo’s Indian manufacturer ByBre who has supplied the dual-channel-ABS equipped system on the Bullet 350. Just as it is on the firm’s latest Hunter 350, the package consists of a 300mm disc gripped by a twin-piston caliper matched to a 270mm disc at the rear with a single-piston caliper. It’s not fancy, but it works. And the same can be said for the suspension. With no fiercer test of the conventional non-adjustable fork and dual six-step preload adjustable rear shocks than the roads in Chennai, the units chosen and their factory settings performed beautifully with everything my 64kg frame asked of them. Helping navigate the unique terrain, of course, is the 19-inch front and 18-inch rear wheels shod with narrow 100/90 and 120/80 profile tyres respectively. The larger diameter hoops are useful for climbing out of crater-like potholes, and the highest speed I saw all day was a brief 120km/h, so the notion of ‘lazy steering’ due to the larger diameter front wheel isn’t an issue. But really, lazy steering is what this bike is all about, now and in the 90 years of its existence. Its vintage styling remains true to even the first 1932 Bullet. As well as the stepped seat, the new model features the side-mounted peashooter exhaust, the long front guard that extends down below the engine, the beautifully integrated headlight – even the small chrome visor over the light on the top-tiered Black Gold model. It’s what Royal Enfield calls an iconic silhouette and I can’t argue with that. Mind you, there was nothing lazy about that morning dash to a teahouse on the outskirts of Chennai where we stopped for a quick bite to eat and to get some reprieve from the stifling heat. I could hardly believe the trip meter only read 44km – the perilous nature of India’s roads made it feel twice as far as that. But as I sipped on water and watched the rest of the traffic beep its way by, it became really clear that the Bullet 350 makes so much good sense in this environment. Royal Enfield has succeeded in creating a modern version of a historically significant model while staying steadfastly true to the legacy of one of the motorcycling’s icons. Knowing what I was in for, the ride back to the starting point was no less frantic than the ride there, but it was certainly less panicked. We swapped the dirt road for a highway blast and the not-yet-run-in Bullet was happy to sit on 120km/h, but there wasn’t a lot left past that. There might be a bit more once the engine frees up some more. But really, if you’re complaining about the bike’s top speed capabilities, you’re missing the point of the Bullet 350. There’s a reason why Royal Enfield’s owner Siddhartha Lal rode a Bullet 350 to his wedding in 2014 and it had nothing to do with performance. While remaining enormously popular in its domestic India during the last 91 years, it’s been over a decade since the Bullet 350 has been made available on the Australian market. And with bikes such as the laid-back Meteor 350 (from $8190 ride-away), the youthful Hunter 350 (from $7590) and the retro-styled Classic (from $7990) covering off most of the J-series 350’s market here in Oz, it’ll be really interesting to see how the Bullet is marketed to would-be Australian owners. Royal Enfield’s Chief Commercial Officer Yaddi Singh walked up to me at the end of the ride, keen to hear my thoughts on the new bike and to quiz me on a price point I believe would work for the Australian market. The last time we’d spoken, I’d quizzed him on some of the rumoured upcoming models AMCN had both snapped during testing or had confirmed through type-approval documents (Royal Flush, AMCN Vol 73 No 03). Protective of his future marketing strategy, he remained tight-lipped at the time and eventually made it clear he was growing pretty tired of my prying. So after a brief exchange about the brilliantly executed Bullet 350, I couldn’t help but enquire about the possibility of a new Bullet 500, which I believe may be well received in a fussy market such as Australia. He turned on his heel and walked away, but not before I glimpsed a wry smile. Which may just suggest a bigger Bullet might also be in the works… Test Kellie Buckley + Photography Royal Enfield The post 2023 ROYAL ENFIELD BULLET 350 appeared first on Australian Motorcycle News.

The sun was shining and the Putty Road to the northwest of Sydney beckoned, and while a big, heavy cruiser such as the BMW R 18 Octane I was on wouldn’t be my first choice up such an iconic piece of tarmac, there was no doubt the day ahead looked promising. While the R 18 Roctane is no shrinking violet, parked in front of me it too looked promising. Big, sure, but stylish as hell thanks to its 1930s BMW R 5-inspired ‘streamlining design’, headlined by the big boxer engine, teardrop fuel tank, rigid-look frame and black-on-black finish. With a rangy 1720mm wheelbase and a claimed kerb weight of 374kg, the Roctane is a big mutha… and it looks big too, with that black-painted 1802cc boxer twin the dominant visual feature. As well as the engine block, the cylinder heads are black, the rocker covers are black, and even the twin exhausts have a trick-looking black chrome finish. Too much black? A bit of contrast can be obtained by ordering the bodywork in Mineral grey metallic matt or Manhattan metallic matt… or there’s the standard Black storm metallic for those who simply like… black. The appearance of the R 18 was paramount in its development process, and as such a dummy bike was initially built up to get the look right, and then the final product was reverse engineered from that. The Roctane is the fifth model in the R 18 line-up, joining the R 18, R 18 Classic, R 18 B and R 18 Transcontinental, and although all share the same basic underpinnings including the 1802cc boxer engine and double-loop tubular steel frame, unique to the Roctane are its mini-ape hanger style handlebar, large-diameter 21-inch front wheel (up from 16-inch on the R 18 Classic and 19-inch on the R 18) and 18-inch rear wheel combination, and single analogue/digital dial mounted in the headlight body. Despite its low seat, hoiking the Roctane off its sidestand takes a fair bit of effort. Once settled into the wide and comfy seat, look down and that big boxer engine dominates your view, with its black cylinder heads jutting out way beyond the width of the footboards, totally obscuring the gear and brake levers. It’s not a long stretch to the mini ape-hanger style ’bar, but rather than the slightly foot-forward position you might expect of a cruiser, the Roctane’s footboards are positioned a bit further back as dictated by the cylinder heads. Fire up the overhead valve boxer twin and it lets out a gruff bark while the bike lurches to the side thanks to the massive flywheel effect. No, the engine does not settle down into a smooth idle, instead it throbs away between 900 and 1000 revs, shaking the handlebar from side to side and the headlight-mounted analogue speedo with it. If you need to back the Roctane out of a tight spot, engaging reverse gear is a simple affair; gearbox in neutral, pull up a lever on the left side of the engine and hit the starter button. It’s a quick and efficient process that means you can park the Roctane where you want without fear of getting it stuck somewhere. It also features a Hill Start Control system; just pull hard on the front brake lever when stationary and it holds the brake on until you accelerate and let out the clutch lever so you don’t roll backwards. Most likely by design, the local launch ride didn’t include much in the way of urban riding, just a handful of traffic lights from the start point in Windsor and we were across the Hawkesbury River and on to the start of the Putty Road. Those who have traffic to deal with before they can get out of town will need to bear in mind that the boxer engine itself is almost one metre wide, so a decent gap is needed for lane splitting. Fortunately the widest parts of the bike (engine and handlebar) are in front of you, so it’s easy to pick where the Roctane will fit and where it won’t. Out on the open road the Roctane surges away from low in the rev range, with a whopping 150Nm of torque available from just 2000rpm. The torque peak of 158Nm happens another 1000rpm further up the rev range at 3000rpm, and it’s only another 1750 revs beyond that where peak power of 67kW (91hp) is achieved at 4750rpm. The result is that loping along at highway speeds in top gear is not only easy but bloody good fun as the big boxer rumbles away beneath you, only becoming a bit cantankerous if you let revs drop below 1800rpm or so and you try to wind on the throttle too fast. The Roctane has three selectable ride modes – Rain, Rock and Roll – Automatic Stability Control (ASC) and engine drag torque control, the latter aimed at preventing rear wheel slip when abruptly throttling on or downshifting through the gearbox. It also has an anti-hopping single-plate dry clutch aimed at preventing rear wheel juddering on downshifts. Rain mode offers the least aggressive throttle response and the most active ASC and engine drag torque control settings, Rock mode provides the most aggressive throttle response and ‘some’ slip from ASC , while Roll mode sits somewhere in the middle. Unless you’re in a raging hurry, Roll mode is the best bet for smooth running, making it less likely that you’ll upset the balance of the Roctane mid-corner when getting on and off the throttle. The six-speed gearbox is surprisingly smooth when you consider how much torque it has to deal with, but you’ll have to get used to the heel-and-toe shifter to make the most of it. I found it difficult to get my boot between the gear lever and the footboard so had to use my heel for upshifts. I even found downshifting a bit awkward from time to time as I tried to position the toe of my boot between the gear lever and the cylinder head. I’m sure it would become second nature if you owned a Roctane, but even after a full day in the saddle I still had to focus on gear shifting. Overall gearing is suitably tall and well suited to relaxed highway cruising, with just 2200rpm displayed on the digital tacho at 100km/h in top gear. Drop down a couple of cogs to overtake and there’s plenty of poke on offer in the midrange. Sure, you can explore the upper half of the rev range too if you want (it redlines at 5750rpm) but there’s not much point heading north of 4500rpm or so, and if you do there’s a fair bit of overrun when you back off the throttle, but the brakes are up to the task of hauling up the heavy Beemer if you need to stop in a hurry. Roctane brake hardware consists of twin 300mm discs up front gripped by four-piston BMW-branded calipers, and a single 300mm disc at the rear with a twin-piston caliper. Front-brake feel on the low-mileage testbike felt a bit wooden, but there’s still plenty of stopping power with a good pull of the lever. The Roctane runs braided brake lines with connectors up near the handlebar that mean you won’t have to replace the entire brake lines if you swap over to a taller (or shorter) ’bar – a neat touch. I had to really focus on rear-brake application due to the position of the brake lever, but once I got on top of it, I found it plenty powerful enough and handy for tightening up a line mid-corner. The Putty Road has its fair share of potholes and uneven sections, and is a good test of any roadbike’s suspension, and the Roctane performed remarkably well on it. There’s no adjustment on the 49mm fork but with 120mm of travel it works well enough over a variety of surfaces. Although the rear-end of the Roctane looks like a rigid frame, it has a cantilever single-shock setup with preload adjustment, and 90mm of travel. The rear-end can feel a bit harsh on big hits, but it’s no worse than any other big cruiser in such conditions. You don’t have to head far along the Putty before you get to some lovely sweeping corners and although the Roctane runs a 21-inch front wheel you wouldn’t pick it from the ease with which you can throw it into a corner. Just a gentle nudge on the wide ’bar and a slight shift in body weight is enough to have you cranked over and scraping those footboards in no time, and that’s despite the Roctane offering slightly more ground clearance than others in the R 18 range. If you want to press on through the twisties, the solution is to give up on a relaxed cruising stance and get as much of your body weight as possible hanging off the inside of the bike, but you’ll still be making sparks before too long. I felt as fresh as a daisy after spending the day on the Roctane, covering a tad over 300km and having a great time doing it. The relatively neutral riding position and the wide and supportive seat result in decent comfort, and decent-size footrests are a bonus, even if they do make access to the gear lever and rear brake a bit awkward. The heated grips work a charm, the cruise control is easy to operate, and all the other controls such as mode selection and scrolling through the menu on the gauge’s digital screen are intuitive to use and clearly presented. Some neat touches on the Roctane include the rotate-to-adjust mirrors and the keyless start system, the latter meaning you don’t have to take the key out of your pocket to fire up the boxer, but you’ll still need it if you want to lock/unlock the steering or the 27-litre panniers, or open the cap on the 16-litre fuel tank. And the headlight-mounted gauge deserves special mention, not just because it looks fabulous, but because it’s well positioned and easy to read, and the LCD insert has all the info you’ll ever need… except perhaps, a fuel gauge; odd that you only get a low-fuel warning light. Oh, and the exposed nickel-plated driveshaft also looks super trick. The Roctane starts at $27,890 plus on-road costs and the Highline variant as tested costs $30,990, the later including the lockable fuel cap, Hill Start Control, Headlight Pro (adaptive headlight and DRL), floorboards, reverse gear, Tyre Pressure Control and anti-theft alarm. The gloss black is the standard colour and the two matt-colour options add $475. For the record, I reckon you’d be nuts not to fork out the extra $3100 for the Highline package, if simply for the fact it includes reverse gear, ’cos you ain’t going to look so stylish if you need to enlist the help of bystanders to get your 374kg Roctane out of a parking spot. Test Dean Mellor + Photography Dean Walters The post 2023 BMW R 18 ROCTANE HIGHLINE appeared first on Australian Motorcycle News.

The first Diavel debuted in 2010 with the theory of putting a superbike-spec engine into a cruiser chassis as the ultimate hot-rod boulevard brawler. Thirteen years on, the theory remains the same but with added tech and a whole different engine to showcase in the Diavel V4. With the success of Ducati’s V4 engine in MotoGP and Superbike racing, it was only a matter of time before the Diavel would cop a major overhaul and a V4 engine. Ducati didn’t hold back either; the Diavel is new from the ground up and it is every bit the weapon it should be but with all the modern technology and poise. The centrepiece of the Diavel V4 is the 1158cc 90º V4 Granturismo engine. And what a centrepiece it is. It pumps out a lazy 124kW (168hp) of power and 126Nm of torque. Diehard Desmo fans will shed a tear at the thought of valve springs featuring inside the Diavel’s heart instead of Ducati’s famous desmodromic valvetrain, but every cloud has a silver lining and in this case, it’s a much quieter valvetrain and long 60,000km valve check intervals. The Granturismo V4 engine sounds huge and thunderous, but it’s actually quite a small package and the rear cylinders are hidden by a cover which makes the engine look much larger. As the engine is the showpiece of the Diavel V4, the chassis is of the monocoque variety and runs up over the engine leaving the beast in view with minimal body work to get in the way. The single-sided swingarm allows a massive eight-inch wide rear wheel to be put on show and it looks simply mental. While not everyone’s cup of tea, the exhaust is a quad-exit engineering marvel. With strict Euro 5 emission targets to meet, the bike is proper snuffed but still manages a bit of a note. There is quite a bit of technical witchcraft going on inside that exhaust, the sound changes quite a bit depending on revs and throttle position. The servo-controlled valve in there is working overtime trying to work out if it’s go time or quiet time. The silencer looks okay but owners may want to swap it out for something with a bit more street cred. In stock form, a fair whack of the noise is emitted from the airbox up behind the headlight, it’s so free flowing that you can see straight into the paper air filter when the ’bar is turned – no wonder it sounds so glorious at full noise. LED lights are of course featured all around the motorcycle. The trademark DRL around the headlight screams Ducati at anyone going in the opposite direction on the road, and anybody following is rewarded by a cool X-shaped tail light design. The attention to detail is top of class – little things like adjustable levers, keyless ride system, backlit switches and the beautiful five-inch colour TFT dashboard. Special mention for the fold-out pillion footrests and the pull-out pillion grab handle that slides out from under the passenger seat. The Diavel V4 is full of little niceties. As expected, the Diavel V4 is no slouch. The long, low geometry and launch-control program makes you feel like Pecco Bagnaia at the start of a MotoGP race as you rocket away and click gears with the front wheel hovering just off the tarmac. The glorious snarl of induction noise becomes an addiction and it just keeps egging me on for more as I click through the gears with the quickshifter. De-activating the wheelie control will allow power wheelies through first and second gear – and even in third if there are some undulations on the road. That certainly doesn’t happen on your average cruiser. The Diavel V4 is loaded up with seemingly endless rider aids thanks to the top spec six-axis IMU. The IMU casts a watchful eye over your riding in an effort to keep the Ducati rubber-side-down at all times. The Diavel gets the top level Ducati Traction Control Evo 2, Ducati Wheelie Control EVO, Ducati Power Launch Evo, Ducati Quick Shift Evo 2 and ABS Cornering Evo. This is the same tech found on the Panigale V4 so the Diavel isn’t bringing a knife to the gunfight. All these aids are adjustable within each ride mode and can also be turned off. The four modes are Rain, Urban, Touring and Sport. Each mode is customisable but generally the Rain mode is low power with max rider aids, Urban mode is similar with a little less traction control and wheelie intervention. Touring mode is set to have max power but with a soft throttle sensitivity and mid-level traction and wheelie control. Sport mode has full power again, but with a direct throttle sensitivity, with low TC intervention, sportier ABS and low wheelie intervention. With traction control on, you can feel the bike holding back the power while cranked over and gradually allowing more power as the bike stands up on corner exit. I ended up setting Sport mode to have no TC and no wheelie intervention which gives a more raw, old-school performance. The Diavel does love a wheelie and also laying down bulk rubber all over your favourite set of bends. While hooning is an absolute riot, it isn’t the only feather in the cap of the Diavel, it can also cruise with the best them. The engine makes oodles of torque down low and the throttle connection is very precise and predictable. While tootling along low in the revs, the engine can feel a little clunky through the drivetrain, I find cruising a gear lower than I would usually a bit more comfortable to have the engine spinning a little more. While riding at a steady pace, I can hear the engine shutting off the rear two cylinders to create less heat and save fuel as well as when pulled up at the traffic lights with the clutch in. As soon as you either release the clutch or twist the throttle, all four cylinders come back online for maximum drive. The quickshifter is a real pleasure to use even while low in the revs. The ECU takes into account gear, revs, throttle position and even lean angle now to ensure the smoothest gear change possible to retain maximum traction and drive just like the Panigale V4. The handling is looked after by Sachs equipment. Down the back there is a fully adjustable monoshock attached to a chunky single-sided swingarm housing that massive rear wheel. I don’t envy the workload of that poor rear shock in managing the 240-wide rear tyre getting an absolute pounding by my heavy throttle hand. Even while intentionally breaking traction when powering out of corners in the twisties, the rear-end was up to the task. I could do with a little more preload to reduce the exhaust and ’pegs scraping mid-corner when there are bumps, but the onboard tool-kit consists of only one allen key. Up front is a chunky 50mm fork that provides a very planted feeling when the wheel is on the ground. It is adjustable for preload, rebound and compression. Steering the Diavel V4 up a twisty stretch of road takes a little bit of effort depending on how brisk you want the ride to be. The massive rear tyre does feel a little bit strange on changes of direction as the contact patch goes from one postcode to another, but once settled into the next corner it holds a line very well and without protest. The first real reminder that you are riding a cruiser is when your feet and ’peg touch the ground in a corner, the cornering clearance is by no means poor, but the bike does suck you in a bit with it’s cornering stability encouraging more speed and lean angle. The Brembo Stylema calipers with 330mm discs put an intense load on the front-end of the Diavel V4, so the fork cops a fair old workout dragging 236kg plus my weight to a grinding halt, but they do so faultlessly without needing a gym membership to squeeze the lever. While probably not Ducati’s first consideration, comfort on board the Diavel V4 is quite reasonable. The rider’s seat is sculptured in a way to stop the rider sliding straight off the back when launching, so it has a bit of a backstop built in. The seat is low and wide with a little bit of room to alter your seating position fore and aft. Planting two flat feet on the ground is no drama for the average rider as the seat is only 790mm off the ground. While the wind protection appears to be non-existent, the brunt of the wind is directed away from your chest. If you don’t like the wind in your face, best check out the optional screens that attach above the headlight. The best fuel consumption I managed was 6.14L/100km, so its 20L fuel tank can get the Diavel V4 about 320km which would be easily achievable in one sitting. The seating position is quite relaxed without having to reach for the handlebar so fatigue is minimal riding longer distances. Thanks to the Ducati connect app, hooking up your phone and Bluetooth headset to the Diavel allows control of messages, music and phone calls on the fly, and the bike is ready for turn-by-turn navigation once purchased through the app. The Diavel V4 comes with a two year unlimited kilometre warranty and roadside assistance for extra peace of mind. So, what’s it gunna cost? The Diavel makes bank at $41,100 (ride away) in standard form, but who’s going to leave it standard? It comes in Red or Black and there is only one model available so far, I imagine an S version would appear in the future equipped with semi-active Öhlins boingers and a heavier price tag, but for now, it’s this one or nothing. There isn’t much not to like about the Diavel V4, I feel like I’m nitpicking to want heated grips as standard and a more substantial pillion seat that I almost lost up a bumpy road. Initially I had trouble cancelling the cruise control, as I would normally roll the throttle back or give the clutch a quick flick, but on the Diavel these don’t cancel the cruise control. But once aware of it, I just have to tap the brake instead. Otherwise, the bike is a work of art and an absolute weapon on the road. It is a genuine hot rod with little competition in the category. Test David Watt + Photography Incite Images The post 2023 DUCATI DIAVEL V4 appeared first on Australian Motorcycle News.

Right now in this country, cost and practicality are the two biggest barriers to electric vehicle ownership. So while there’s an increased willingness to make more sustainable decisions around how we move around our cities, the size of the pool of potential electric bike owners is more or less decided by the distance of their commute and the depth of their pockets. This makes what 39-year-old Michelle Nazarri is doing with her two-model range of Australian-made commuters as courageous as it is clever. Because not only are the Fonz-branded machines utterly customisable in all the conventional ways we’ve come to expect, but the motor, the controller, the power pack and the charging infrastructure can all be customised to suit both your budget and individual needs. I’m riding the NKD, which is the flagship nakedbike that sits alongside the less-expensive scooter called Arthur. Other than getting your head around the NKD’s unique and polarising styling, the first thing you’re struck by as you approach the NKD is the surprisingly high build quality. Take the ’bar-end indicators and shmick borderless mirrors which use chiselled aluminium instead of a glass insert, for example. Both are part of the firm’s extensive list of options, but certainly not things I expected to see on a sub-$15k bike which rolled off an assembly line in Sydney’s inner south. There used to be four ‘starting’ versions of the NKD, but the least-expensive base model has been dropped due to poor sales, which leaves the NKDs, the NKD+ and the NKDx, whose differences basically come down to performance. I say starting, because once you’ve settled on your performance spec, the long list of choices continues to things like mirrors, bodywork material, frame colour, seat (shape and material – there’s even vegan leather!), tyres, chargers, grips, luggage – even a surfboard mount – before your order is sent off to the local assembly line. And of course, because they’re put together in Sydney, if you really do want a base model, Fonz will accommodate. The NKDs has a top speed of 100km/h from its 8.6kW motor and a claimed range of 100km of urban riding. The NKD+, which I’m riding, has the same top speed of 100km/h, this time from a 9.6kW motor and range is extended to a claimed 140km. The top-tier NKDx gets an 11kW motor, a top-speed capability of 110km/h with range as high as 200km if ridden in Eco mode. Eco mode is one of three selectable maps standard on all three variants, joining Street and Beast. And while an Eco mode on other electric commuters I’ve ridden would reduce acceleration or restrict speed quite noticeably, I couldn’t really discern any difference between the three modes on my admittedly short inner-city test ride. It’s a similar customisable story with the charging infrastructure. All three come standard with a basic trickle charger which takes 11 hours to charge the NKDs, around 14 hours to charge the NKD+ and almost 20 hours to recharge the NKDx, but there are two more options that you can choose to include – or even have all three – to align the charging times with your individual circumstances. There’s a fast charger ($290) that conveniently packs up under your seat which connects the bike to the wall via an external charging point on the bike’s right-hand side panel. You can also choose to up-spec to a Level 2 charger ($1190) which is compatible with public charging stations, reducing the top-spec NKDx’s charging time down to just a couple of hours, or opt for a portable system, meaning you can lift the battery out of the bike and charge it overnight in your home or in your workplace during the day. I reckon it’s the NKD’s unique shape that makes its seat look higher than it is, but at 815mm (there’s 770mm available, too) it’s fairly accessible for most riders. Sitting aboard the bike, you’re met with a simple LCD dash displaying your speed, a tacho, the battery level, what mode you’re in, as well as an odo and tripmeter. At both ends of the one-piece tapered handlebar are quality-looking switchblocks set beneath those impressive mirrors, while even the master cylinders for the ’bar-mounted front and rear brakes look like anodised aluminium as opposed to the plastic units you see on almost every sub-$20k bike these days. Both the ’bar and the master cylinders are Fonz branded, too – a neat touch. Once the ignition is on (the NKD+ and NKDx come standard with a keyless ignition), making the vehicle live is as simple as flicking up the sidestand, then it’s twist-and-bloody-go. Because despite testing all sorts of electric bikes over the years, from early Super Socos which topped out at 60km/h, right through to Lee Johnston’s Isle of Man TT Zero podium getter, the launch off the line caught me a bit off guard as the thing leapt forward and into the traffic on Melbourne’s oh-so fashionable Chapel Street. Even though I’m prepared for it, the acceleration still impresses me and I’m searching for gaps in the traffic in order to get to the front of the queue to experience it again and again. I’m riding Michelle’s personal bike, so I’m not sure of its actual weight, but depending on spec the NKD will tip the scales somewhere between 111-132kg. Either way, the acceleration is addictive. Both the NKD and the Arthur use a regenerative-braking system which is harnessing the energy created on deceleration and feeding it back into the battery. Fonz has the ability to program just how much regen, or just how quickly the bike will decelerate off throttle, and it’s also activated by the initial movement of either brake lever. You’ll know when regen is occurring by the red lights that appear around the perimeter of the dashboard. One idiosyncrasy which takes a bit of getting used to is the ADR requirement that states the motor can’t accelerate while either brake is engaged, and as someone who uses rear brake to aid the kind of manoeuvrability a busy city requires, I often found myself accelerating but being left powerless, before figuring out why and having another go. As an owner, you’d get used to it, and it wouldn’t be an issue for long. Speaking of brakes, that’s handled by a combined braking system made up of a single disc at both ends gripped by LBN-branded calipers and, used together, they haul the bike up confidently and effectively. The combined braking system also does a good job of masking any dive in that short, non-adjustable, right-way-up fork. Instead of diving heavily under heavy front braking, the simultaneous application of the rear steadies the whole shebang and adds stability. The rear shock has a remote preload adjuster and, while I didn’t spend enough time on the bike to really get a for its effectiveness or play with the adjustment, it certainly didn’t make itself known to me, which is a good start. I don’t know whether it’s the Mitas MC19 dual-purpose tyres’ tread pattern, the small diameter Y-spoke wheels or if it’s the 29º rake of that unconventional front-end, but there is a slight disconnect between the handlebar and the front wheel. There’s still feedback coming through to you, just not as much as I’d probably like on a small machine designed to navigate the thrills and spills of city life. However, I suspect this would improve greatly if you ticked the Pirelli street tyre box during the purchasing process over the standard-fitment Mitas hoops. That unconventional front-end, by the way, is the legacy of a scooter chassis – they all look like that under the plastic bodywork – and what began as a prototype starting point as the firm looked at designing its first motorcycle, was retained in the end because Michelle ended up falling for the unique styling cues it offered. The NKD boasts plenty of other clever features, too. Like the reverse gear that’s actuated by pressing a button on the left-hand switchblock and twisting the throttle – handy for awkward parking spots – and there are two sets of footpegs, both aimed at the rider’s ergonomic preferences. The forward-mounted ’pegs are good for taller riders (or for all riders when there’s a pillion), while the mid-mounted ’pegs offer a sportier rider triangle (or pillion ’pegs) – and both were comfortable for my 164cm frame. It’s what Michelle refers to as the “Mechano vibe. We can fit into so many people’s requirements.” And she’s right. Whether it’s price, performance, style or ergonomics, if you have a limited pool of potential customers, it makes good sense to cast your net as wide as possible. But perhaps the most clever decision of them all is to offer what Fonz calls the guaranteed trade-up offer. Having launched its first scooter in 2012, the company knows a thing or two about just how quickly the EV space is moving so will buy back your powertrain tech and batteries and upgrade you to the latest as it becomes available. The starting price for a Fonz NKD is $11,990 (plus on-road costs) and, according to Michelle, the average purchase price is around $15k. “Some people have specced them up to 26 grand, they’ve literally ordered every different feature and function; tick, tick, tick, tick,” she said, adding that the majority of NKD buyers are males aged between 35 and 55, are right into the technology associated with EVs and are looking to reduce their impact on the environment. Which explains why Fonz bodywork choice extends to materials as well as colour with options including recycled plastic at one end of the scale and full carbon-fibre at the other. It’s a well thought-out operation. The NKD’s chromoly frames are manufactured on New South Wales’ Central Coast, which affords Fonz the luxury of being able to powder coat them in the customer’s choice of colour. “Once you manufacture a frame, it needs to powder coated really quickly,” says Michelle, adding that the carbon associated with shipping such a bulky item from overseas was part of the decision to have the frames manufactured locally. The body kits are also manufactured in Australia, as are a handful of other parts including a couple of brackets that are 3D printed in-house at Fonz’ carbon-neutral micro-factory in Sydney’s Redfern, where assembly takes place. And the result means the NKD is certified 70 percent Australian made. Depending on spec, the batteries are supplied either by LG, CATL or Samsung and, while the brand wasn’t forthcoming with the supplier of the motor, it confirmed most of the electrical componentry is unsurprisingly sourced from Taiwan and China. I arrived at Fonz expecting to ride an ordinary well-built electric offering, complete with all the bells and whistles your average buyer has come to expect in 2023. But what I didn’t expect was the out-of-the-box thinking that makes the NKD such a logical and cleverly executed electric commuter. Yes, the motorcyclist in me would prefer larger-diameter wheels and a more orthodox front-end, but then I think that might be missing the whole point of the NKD, which was to build a sustainable transport option that answered the very questions being asked by would-be EV adopters. Test Kellie Buckley + Photography Janette Wilson The post FONZ NKD+ appeared first on Australian Motorcycle News.

You may be a die-hard proponent of the internal combustion engine we love so much and shun the move to a more electrified motorcycling future, but answer honestly: if you were invited to ride what are claimed to be the most powerful electric bikes on the planet, with direct lineage to the MotoE World Cup machinery, would you have a crack? Of course you would! I had the opportunity to do just that on the Gold Coast recently on Energica’s fully faired sports machine, the Ego+ RS, as well as its naked sibling, the Eva Ribelle RS. And both machines are bloody impressive. The Ego and Ribelle share most of their componentry, with the main difference being the obvious addition of a fairing on the Ego and the subsequent riding position that comes with it. In standard guise, both feature a tubular-steel trellis frame, a 43mm fully adjustable USD Marzocchi fork, a rebound- and preload-adjustable Bitubo rear shock, and both wear the same high-end Brembo braking package and same rubber. Both, also, are powered by the same liquid-cooled, Hybrid Synchronous 300-volt EMCE motor that puts power to the ground via a reduction gearbox and chain final drive. And powering the whole outfit is a 21.5kWh lithium polymer battery that’s used as a stressed member between the steel trellis frame. To increase range there’s a four-level (Low, Medium, High and Off) regenerative braking system that feeds power back into the massive battery when the rider gets off the gas, so to speak. Charging the battery from a wall plug at home takes around eight hours, however a DC charger achieves full charge in around 45 minutes and an 80 percent charge in just 16 minutes. The charging plug is located underneath the seat, and the TFT dash displays the charging progress. On the Ribelle there’s also a fancy Energica symbol on the tank that lights up when it’s charging. Are you bored yet? If you’re like me, what you really want to know is how it goes and how long will it go for before you have to charge up? Well, both the Ego and Ribelle deliver an impressive 126kW (171hp) of claimed peak power and an arm-stretching 222Nm of torque (up in 2023 guise from 215Nm) from 1rpm, and Energica claims a 0-100km/h time of just 2.6 seconds. For comparison, the Harley LiveWire that I rode (AMCN Vol 70 No 06) produced a claimed 78kW (106hp) of peak power and 116Nm of torque. And after riding these two missiles I wouldn’t be prepared to argue with Energica’s claim that the Ego RS and Ribelle Eva RS are the world’s most powerful electric motorcycles. As for range, Energica claims a city range of 400km which, pre-ride, I reckoned was achievable in Eco mode with a tailwind and going down a hill on the back of a ute. The Modena-based company also claims a combined city/country range of 246km. Read on to find out how accurate these mileage claims are. Both the Ego RS and Ribelle RS are available in ‘standard guise’ with the above-mentioned level of spec, but each bike is made to order via the company’s online configurator where you can change the spec to suit your preferences and budget. Your new bike will take about eight weeks to build, and is then loaded on a ship for the journey to its new owner. The Ribelle on test here was in standard trim, however the Ego had the optional Öhlins suspension and forged OZ Racing aluminium wheels. According to the Energica configurator, the Ego with that setup will set you back just under $65,000, plus on-road costs. For the love of the sweet green Jesus, these things are fast! From a standing start they really do take your breath away with the way they accelerate so ferociously. There are six levels of traction control including off, with one being the least intrusive and five being the most. In the lowest setting, some slippage is allowed but the system mainly keeps the rear under control. With it turned off, if the grip levels are compromised in the slightest, both machines will break into wheelspin if pinned. I wanted to practice my wheelies so I switched the traction control off – which also acts as wheelie control and will interrupt your fun if its on. And with 215Nm of torque right off a closed throttle you need to be on your game. If the surface isn’t that perfectly grippy new tarmac, then both bikes will attempt to wheelie and wheel spin simultaneously. And if the rear tyre does grip immaculately, the front comes up very quickly, so be sure to cover that Brembo rear brake. Keep in mind this is happening without the assistance of a clutch, and with no gear changes the wheelie could theoretically continue uninterrupted until the bikes run out of revs. The traction control really comes into its own on exiting corners – 215Nm of torque is approaching Triumph Rocket 3 territory, but whereas the Rocket 3 uses a fat 240-section rear tyre to manage traction, the two Energicas are relying on a relatively skinny 180-section rear. Hitting your local twisties with traction control turned off is only for the highly skilled, brave or stupid, because the Diablo Corsa III fails to keep the rear under control while on the side of the tyre at anything approaching full throttle. According to the Aussie importer, Australia Electric Motor Co., the Ribelle is restricted to 200km/h and the Ego+ RS is restricted to 240km/h. However, I can tell you the Ego is also restricted to 200km/h – don’t ask me how I know. Those worried about being flattened by other motorists due to the quietness of electric bikes shouldn’t be too worried. The three gears doing their thing in the reduction box are quite loud so it’s not a super silent ride. I quite like the sound – it reminds me a bit of the cam gear noise in the old Honda VFR750, only louder. Despite those decent range claims, once on the open road where regenerative braking is out of the equation, range is considerably reduced and both machines limped home with less than 10 percent battery remaining after a smidgeon over 150km. In fairness, the ride was on the high end of the enthusiastic scale and involved flowing country roads with very limited opportunity for the regen braking to do its thing. I reckon this is pretty good and here’s why. Firstly, I’d be pushing poo up a hill with a twig to get much more range than that from my old VTR1000 Firestorm and secondly, have you ever tried riding a modern-day sportsbike more than 150km without running out of juice, catching on fire from excessive heat (hello V4 engines) or requiring a well-trained chiropractor? Like any sportsbike, the Ego is uncomfortable and puts maximum weight on the wrists, so I much preferred the upright riding position of the Ribelle. In fact, for the most part I preferred the handling of the Ribelle over the Ego, too, despite the trick suspension on the latter. There’s no denying I’m a fan of the power and torque these two punch out; it’s exhilarating. And when I was riding around town I was praying that I’d get every red light at each intersection just so I could launch off the lights. However, apart from the power and torque, I can’t really see the benefits of four years of MotoE development – although I’m sure there’s under-bonnet stuff that I don’t have the technical smarts to appreciate. Are the Energicas powerful? Yes, they are impressive and addictive, but I wasn’t anywhere near as impressed with the handling. Both bikes weigh in at a claimed 260kg making them by far the heaviest sportsbike and hypernaked on the market. Weight has a lot to do with the cumbersome handling but, that said, at 260kg they are slightly lighter than the 264kg claimed wet weight of a Gen III Hayabusa and the ’Busa is a better handling motorcycle than either of these two. So the handling deficiencies must come down to more than just weight. The front-end on the Ribelle feels pretty good but the rear Bitubo shock is out of its depth when the cornering pace is wound up, which limits the ability to push, especially on bumpy corners. I stiffened up the rebound to stop the Ribelle from pogoing through bumps, but there was very little discernible difference between settings and, in standard form, you won’t be tuning the trait out. This limiting factor meant I couldn’t push the front as hard as I could on the Ego. The trick Öhlins front-end on the Ego provides better feedback about the front tyre’s intentions which heightened a trait that I grappled to come to terms with. Turn-in is on par with other bikes lugging this sort of weight – cumbersome. And while the rear-end is much better than the Ribelle, feedback from the front continually gave me the impression that the weight of the bike was going to push the tyre to the point of no return. I was pushing reasonably hard, but I never got comfortable with the front-end feel of the Ego. Maybe it’s the relatively short swingarm due to the sheer size of the battery, perhaps it’s a case of how the weight of the battery is carried, or perhaps it’s something as simple as tyres. Both machines are fitted with Pirelli Diablo Rosso III rubber. A decent tyre for sure, but Pirelli has upped its game with Rosso IV and most superbikes and hypernakeds are fitted with a Diablo Rosso Corsa rather than the less-sporty Rosso. A stickier, more modern tyre may make a difference to the handling, but I suspect it’s more a case of excessive weight bias over the front. Straight out of the box, the LiveWire handles better than either the Ribelle or Ego, but I guess that’s irrelevant now that we can’t get the LiveWire in Australia anymore. Brakes are certainly up to the task, even with the portly combined dimensions of the machinery and my chassis, but we’ve come to expect that from Brembo, haven’t we? Both run twin 330mm floating discs tugged at by four-piston monobloc calipers. The rears feature a 240mm disc with a twin-piston Brembo caliper. Both ends have excellent feel, bulk power and can have the Bosch ABS working overtime if you’re aggressive with either end. The Ego’s lever felt a bit spongy but I’d put that down to needing a good bleed than anything being wrong or inferior. After all, the brake packages are identical and the Ribelle’s brakes are awesome. The traction control’s intervention is lovely and progressive for the most part. The only time it isn’t is on loose surfaces when it can cut power slightly more abruptly than systems on other bikes. The controls are standard across both bikes with the majority of goings on happening via the left-hand switchblock. Operation of the settings and modes via the colour TFT screen is easy to use once you work out the process, which doesn’t take a diploma to learn. If a relatively small mob like Energica can make a user-centred interface that’s fairly straight forward and easy to use, why can’t some of the larger manufacturers? The cruise control buttons are located on the right-hand ’bar, and I’ve heard some complaints that the main activation button can be a pain to use. With my 3XL sized hands I didn’t have an issue at all but I can see how the stretch to the button might be a pain to the little-handed. Finally, the looks and finish. These two are the first electric bikes that don’t look like they are designed by someone taking a punt at what bikes might look like in the future. They look like any other bike until you snoop around up close. What’s more, the paintwork is deep and lovely – they both look great. I had plenty of comments about how good both bikes looked, and many were surprised when informed they are electric bikes. Buy one of these and you’ll attract no shortage of admirers wherever you go. So are either of these two ready to replace your Panigale, Super Duke or trackbike? Well, that depends on what you want from a motorcycle. If you’re wringing the neck of either of these two, you’re going to need to whack them on a charger after about 150km. I can hear the whinging now but my retort would be this: they charge to 80 percent in about 20 minutes and that will get you a similar amount of distance down the road again. So, yes indeed, you could realistically replace your road-going sportsbike with the Ego+ RS. The Ribelle was by far my favourite of the two. It’s far more comfortable, it’s a hoot around town and felt a tad more reassuring when cornering. The price of admission isn’t cheap though. The Ego+ RS in standard form will set you back $55,329 (plus on-road costs) and an Eva Ribelle RS will cost you $52,471 (plus on-roads). They aren’t cheap but the price should come down as the technology improves and they become more popular. I know some people will say – and rightly so – that over time you claw back the extra dollars spent in savings on fuel, servicing and consumables, but if you’re spending $50k-plus on a motorcycle then you’re probably not the penny-pinching type. Energica’s two bikes aren’t going to suit everyone and there are negatives – mainly weight and price – but after riding them I came away with a feeling that electric bikes are almost there. A few more early adopters, a little more range and a bit less weight and electric bikes like these will give conventional combustion machinery a run for their money – and more than just from the traffic lights. TEST: PETE VORST PHOTOGRAPHY JOE SHEPPARD The post ENERGICA EGO+ RS & EVA RIBELLE RS appeared first on Australian Motorcycle News.

Sunday Motors is a new brand of purpose-built flat track machines that could very well nurture the next Casey Stoner. Who better than dirt-track legend Ben Grabham to get them sideways. It is pretty crazy to think that Dirt Track racing in Australia has been around since 1925 but for the last 30 years you could not walk into a motorcycle dealership and buy a production dirt track motorcycle. The only ones you see are custom builds or modified motocross bikes, but with the introduction of Sunday Motors’ new fast-track range, that has changed. A sub-brand of American dirtbike manufacturer YCF, Sunday Motors has so far produced two flat-track models, the 150cc S147 and the 190cc S187, which are competition-spec motorcycles but designed to be ridden by anyone of any skill level. Right now, it’s tricky to see exactly where these two models fit in Australia’s dirt track scene, as the main junior classes comprise of three categories; 85cc two-stroke, 125cc two-stroke and 250cc four-stroke. Likewise, the senior scene is mostly split between 250cc and 450cc four-strokes, so right now neither of these two offerings fit directly into an obvious class. But that aside, both bikes look amazing with their scaled-down 1980s flat-track styling in gloss black and they ecome even more appealing when you see the price tag: $3699 for the S147 and $4999 for the S187. The best way to see where they might be able to fit into our dirt-track scene is to get our hands on them and get to the track. S147 Seeing the Sunday Motors S147 for the first time I was both excited and nervous. It certainly looks the goods in the scaled-down flat-track styling it has going on. I am a fan of its black clean look and, for a motorcycle that is only $3699, the finish is more what you would expect to see on a much more expensive bike. The low slung exhaust gives it a racy look. In fact, I am actually a bit surprised to see the length Sunday Motors has gone to make sure this is race ready, and that’s why I’m excited. Features like the rubber sleeve over the left stainless-steel footpeg to provide grip, as most of us run a steel slide shoe on our left boot when racing dirt track. The bit that’s making me nervous are the small 14-inch wheels shod in a tyre with the name Timsun on the sidewall – the last time I rode on a dirt track tyre I’d never heard of before, I had to allow two meters either side of the line I actually wanted to be on as they had provided zero grip. Jumping onto the S147 it did feel reasonably small for my 178cm tall body. The seat is nice and firm like a flat-track seat should be and the handlebar feels nice and swept back for good cornering. Firing the S147 into life is effortless, too, as it has electric start. The exhaust note is what you would expect from a 150cc four-stroke single, but quiet enough not to upset the neighbours. Heading down the first straight, all I could think about was how well the Timsums were going to grip in the first corner. But, tickle me pink, these tiny flat track tyres feel amazing and it only took a few laps to get the S147 up to maximum speed. Sunday Motors has nailed the suspension on this model as the back end never bounced or unloaded me at any point, and the front fork provided great grip and feel from the front tyre with its supple feel. Both brakes felt more than strong enough the few times I needed them to stop, too. This little bike would be an ideal learning or training bike as it is so easy to ride, it even has enough punch to keep me entertained and busy on a small track. Hopefully Sunday Motors gets these approved for juniors as they would have so much safe fun racing them. S187 Cosmetic wise, the 187 looks very similar to the smaller-capacity 147, with the only real difference being the red numbers. When you get closer and look at them side by side, it’s clear the Daytona Anima 190cc engine is slightly bigger and doesn’t have electric start. Sitting on the 187 feels exactly the same as the 147, the only time I notice a difference is when I had to fire it into life. Starting the 187 with the kickstarter is quite easy, providing you give it a decent full kick. Once alive, it’s obvious the Daytona engine is a different beast as it builds revs like you would expect a race 250F engine to, and the exhaust note is much more snappy and angry, without being obnoxious. Heading down the first straight, the 187 surged forward with every twist of the throttle. I now had real concerns about the Timsuns handling the extra power. Distracted, I found myself going way faster than I planned to – the engine builds speed way faster than you expect – so I had no choice other than to turn in and hope for the best. Luckily (for my sake and pride), the tyres stuck like glue to the loose-granite surface. Now that I had full faith in these tiny hoops and knew the 197 was capable of much faster speeds, I let it rip. Even at what felt like twice the speed of the 147, the suspension on the 187 handled the extra speed and forces no worries at all. I’m super impressed at how well Sunday Motors has the chassis working – the last time I rode anything this small on a flat track, I was 15 on my Suzuki RM80 and I hated every second of it, as it was twitchy and all over the place. Sunday Motors has definitely nailed the setup and geometry for this style of riding, and it’s a good thing, too, because the engine is fast enough to do some serious damage if the bike didn’t handle. This particular 187, only has a rear brake which was no issue for me on the track I was riding, however all S187s imported into Australia will come with a front disc brake, just like the 147, and that will make them even more versatile on smaller tracks. I hope Sunday Motors gets these approved for junior racing, because as well as being quite competitive, they are a very affordable way to go racing – you need up to $30,000 to build a front-running dirt-track racer these days. There’s plenty of people who don’t want to burn a race engine’s life up in training laps, so until the homologation can happen, I reckon the 187 will prove to be a very popular and useful training bike. It’s fast enough to get the heart rate up, you need correct technique to log fast laps and, if you do throw it down the track honing your skills, it will be much more affordable to fix. Or, maybe Sunday Motors should make a dozen available at dirt track meeting where riders can turn up, pay a fee and race in an inexpensive one-make dirt-track series. Now there’s a thought. Find out more at sunday-motors.com Test // Ben Grabham Photography // Bernie den Hertog The post SUNDAY MOTORS FLAT TRACK TEST appeared first on Australian Motorcycle News.

The Arc Vector was unveiled to the public at EICMA back in 2018, dazzling the motorcycling world with its dramatic hub-centre steering and 436km of claimed range taking just 40 minutes to recharge. Most thought the Arc was an impressive concept that would fizzle away. But it’s real, it’s alive and we’ve ridden it. Arc motorcycles is the innovation of CEO British engineer Mark Truman, who set out to create something special: the world’s most advanced electric motorcycle. He started with a blank piece of paper, then let his imagination and brilliance run wild, free of the constrictions of noise, emissions, heat, exhaust routing and a thousand other limitations associated with petrol bikes. Earlier this year Mark and his small team conducted the bike’s final testing, with former BSB and MotoGP racer James Ellison at the helm. With the first tailored and British-made Vectors now reaching American customers, we took one of the very first £110,000 ($200,000) bikes to leave the factory for a quick spin close to Arc HQ near Coventry in England. The Arc is distinctive, and isn’t based on anything else in the market. There is no conventional frame; the chassis is the housing for the battery and motor, similar to Ducati’s Panigale and new MotoE racebike, but this was designed in 2018. Hub-centre steering allows a very steep head angle of 20 degrees compared to a normal sportsbike’s 24-25 degrees. The pivot point of the front shock is below the front wheel spindle, which, unlike other hub-centre steered models, allows the front to dive slightly like a conventional telescopic fork. The hub steering also allows the Arc to run a light spring at the front, which can cope with the weight (240kg) better than a conventional fork. In cooperation, rear and front arms are carbon fibre, as are the BST wheels. There are Brembo Stylema calipers up front, a full carbon-fibre seat unit, keyless ignition (via a wrist strap key) and belt drive. A digital dash sits on top of the dummy fuel tank which houses the charging ports behind a fake fuel cap. In spite of having multiple riding modes, our test bike didn’t have its finished set of rider aids installed, which will include lean-sensitive traction control and conventional ABS developed in partnership with Continental. The Arc’s permanent rare earth magnet AC motor is skilfully hidden by a blank belly pan, which houses a channel that directs cool air to the small, rear-facing radiator, which cools both the motor and inverter. The motor produces a peak of 173Nm of torque, and 87kW (117hp) of power, directed to the back wheel via a belt drive. The battery has a capacity of 16.8kWh (using Samsung Battery Cells) and is housed in a monocoque carbon shell, to which the front and rear bespoke carbon suspension is bolted. Arc quotes 436km on a single charge, but Mark and the team say that, realistically, around 320km could be expected during regular riding, and 190km during aggressive riding or with a motorway stint. During testing on track – with a handy James Ellison onboard – 97km was the worst recorded result, which is impressive. A normal ride on track should see, 120-140km at worst. Top speed is limited to 200km/h, which on some tracks will be a hinderance. But Arc quotes a 0-100km/h time of 3.1 seconds – that’s quick. Recharge time from 0-90 percent is only 40 minutes on a Type 2 rapid DC fast charge, which is the only way to charge the Arc – there is no 240-volt three-pin system. In theory you could ride hard on track, charge at lunch and ride again in the afternoon. For the road, the Arc is fully road legal and meets Euro 5 compliance, which obviously isn’t as strict for electric-powered vehicles as there are no noise or emission targets to meet. Despite spending around 30 percent of my time on electric superbikes these days, I’m still getting accustomed to riding them. Today, that initial apprehension is amplified by the value and uniqueness of the Arc. I’m the very first person outside the company allowed on the thing, and there is only one in existence. To add to my concerns, the TC and ABS have not yet been fitted, as they are still in the final throes of development. If you’re new to electric bikes, there are no gears, of course, and the instant response of direct torque always takes a little while to get used to. Unusually, the Arc also runs a handlebar-mounted back brake, like a scooter – and very little engine braking. Engine reaction off small throttle openings is a little abrupt compared to a petrol-powered superbike, even in Eco mode which reduces power and torque to 70 percent capability. The standard bike has three rider modes: Rain (40%), Eco (70%) and Road (100%). Once the so-called Human Machine Interface HMI (see sidebar) is completed, there will be a further three modes in Urban, Sport, and Euphoric, which will interact with your helmet and clothing. You don’t have to wait for peak revs– acceleration is rapid – and it’s hard to stop your left foot from hunting for a gear lever as you leave the lights with Superbike performance. From a standstill or from 50, 80, 100km/h, just twist and go. Rapidly. In wet or cold conditions, traction control will be needed. I could feel the front wheel go light on occasion over crests, but I didn’t have confidence to wheelie the Arc, it’s still unusual with not gears or clutch. So much torque makes overtaking painless, with no changing down gears to access peak torque either. It’s a bizarre sensation passing cars with such a consummate lack of effort and no longer accompanied by an exhaust tone. The British team has deliberately dialled-in minimal engine braking, meaning there is very little re-gen. This gives it something of a two-stroke feel that helps you roll and flow into corners. Funnily enough I ran a similar setup of minimum engine braking when I raced an electric bike at the Isle of Man TT. Hub-centre steering isn’t new, it’s still used by Bimota on the Tesi H2, while Yamaha famously had a crack with its GTS1000 in 1993. But, as previously mentioned, the Arc system is unique from most previous designs and it all adds up to allowing for a lighter spring for the Öhlins front shock. However, there are disadvantages, and cost is a clear one. Development was vast and expensive. Then there is the actual cost of production: the front swingarm is carbon fibre while the front mudguard, which is a structural component, is also one complete carbon unit. And they’re both bespoke items. The other disadvantage is a large turning circle that makes the Arc Vector a bit awkward in town. But Arc’s development team knew an electric superbike would be heavy and that a hub-centre steering system, which separates the braking, steering and suspension functions would, dynamically, manage that weight better than a traditional fork – and allow a steep and sporty steering head angle. They were also unimpeded by normal design limitations: without a radiator, waterpipes, front exhaust routing and engine heat to worry about, the designers and engineers had a relatively free run at the project. Other hub-centre steered bikes have to work around heat from downpipes, cooling for the radiator, etc. At first, the 240kg superbike does feel heavy, especially when you’re moving it around and throwing a leg over the 825mm carbon seat. Other electric bikes I’ve tested recently, which are considerably heavier, have a reverse or crawler gear, which the Arc doesn’t. I had to jump off to push backward, rather than paddle backward. But once the carbon BST wheels are turning that weight diminishes rapidly. That steep rake angle makes the Arc feels lighter than it actually is and it took a few miles to re-calibrate as I was continuously turning too quickly and hitting the apex early, then picking up the bike and having a second stab at it. But the more I rode the Arc the more we connected, and I found myself using less input at the ’bars and ’pegs to make it turn. The Arc Vector steers quicker than any other electric superbike I’ve ridden, but it’s far from nervous. With suspension and braking forces separated and a relatively light spring controlling the ride, you can feel the front end reacting to bumps and imperfections – the ride is almost plush – but there isn’t a huge amount of drive or weight transfer either, and takes a while to get used to. The rear suspension uses a directly mounted Öhlins unit, which is on the hard side. You really feel this at low speeds and over imperfections around town, but once up to speed, it comes into its own. Riding the Arc is a little like riding a racebike on the road. Generally, racebikes have less squat and suspension movement than roadbikes and that’s the same with the Vector. While that doesn’t feel great at slow speed or over large bumps and road imperfections, once you’re up to pace and putting forces through the suspension, it moves into its design window and begins to work appropriately. The Arc Vector doesn’t want to be ridden leisurely; above 80km/h is when the suspension works. Long flowing corners are its natural hunting ground and once the bike and rider are dialled in, it’s a satisfying bike to ride briskly. But I’d avoid town; the rear is a little harsh and the steering lock is limited. Add a tall-ish seat and that instant torque as you crack open the throttle, and I can see most owners heading for the hills or track immediately. However, because each bike is bespoke, suspension and power settings can be tailored to match the customer’s requests. Theoretically, a wealthy owner who wishes to ride their Arc around Monaco rather than Phillip Island can have it tweaked to suit. The set up can also be matched to the rider’s weight and whether they’re road or track riders. Stopping the Vector’s 235kg is down to two Brembo Stylema Monobloc calipers gripping 320mm discs. The rear is also a Brembo item, this time a 240mm disc. Once ABS is fitted, it will be possible to deactivate the ABS completely on the top-spec AE model, once you’re in Sports mode. The AE version will boast specialist machined parts and be programmed for the innovative, if not slightly controversial, Human Machine Interface (see breakout). Decelerating takes a little getting used to, especially with so little engine braking. The front dives a little; you can feel the front tyre loading as the weight transfers forward, but not as much as conventional forks. Meanwhile the ’bar-mounted rear brake is very effective and easy to lock the rear from the lever. Around town, I don’t think I used the front brake at all as the rear set up is so effective. It is only out of town, when you’re using all that torque and having fun, do you start to brake normally and using mainly the front. I’d really like to try the Arc on track, to push the boundaries, brake later to the apex, but as this was an early road test only, on an expensive first model, all I can truly say is that the quality Bembo items are up for the job on the road. I’m assuming most wealthy owners aren’t going to go touring, although the range figures are impressive. After a few hours you’ll be about ready for a break and the 40 minutes it takes to recharge will be a welcome relief, comfort isn’t brilliant, especially at low speeds. It just needs personalising. While the overall design and spec – Brembo brakes, Öhlins suspension, BST wheels – are fixed, each Vector can be customised to the rider and their demands. Colours, finish, the position of the pegs… almost everything can be matched to the owner’s personal taste. Some customers have requested black Öhlins springs instead of yellow, some have even gone for a timber-like finish on the top section – there are few limits. Customers can visit the Arc HQ or meet online to discuss materials, design, etc. Cruise control is standard and therefore as long as you plan your road trip with a DC fast charger along the way, you could cover some decent miles on the Arc. The range and battery usage are displayed on the dash, which also shows speed, riding mode, etc. And aside from the price, this is my only real criticism, because it’s hard to see, especially when the sunlight is directly behind you. However, in the future, all the information you’ll need should be in the heads-up display in the Arc Zenith helmet (see box out). Imagine trying to design and produce your own bike from scratch, and at the same time pushing the boundaries of design and tech. The Arc Vector is a gigantic project, one that started from nothing and has become a motorcycle that is distinctive, spectacular and very special. Its very existence is a huge achievement, which must be applauded. The small British team’s meticulous development of the front end has delivered a system that allows some dive, has quick steering and gives more feedback, than other hub-centre steered bikes. They’ve built a bike that uses the main battery as its chassis with both carbon swingarm bolting directly to it and a carbon mudguard that is a structural part of the bike. There’s also the forthcoming interface with a bespoke futuristic jacket and helmet. No longer hindered by the conventional architecture of petrol bikes, they have truly moved the dial in terms of design and engineering. Not only is it uniquely designed. it works as a motorcycle. It feels misleadingly light once on the move, turns well, gives feedback, has excellent brakes – this is one quick electric superbike. Our test machine was a little firm and the initial throttle response a tad demanding, but most faults can be rectified before delivery. The clocks are a little disappointing, and you obviously can’t ignore the jaw-dropping price. I’m assuming for actual customers, price isn’t an issue, like buying a Ferrari or Bugatti. For those privileged few who manage to grab an Arc Vector will be buying something extraordinary, not only in looks but in design and performance. When you stand back and look at what Arc has achieved, it’s impressive, which is why the orders are already coming in. Arc Vector Specs ENGINE Type Permanent rare earth magnet AC motor Controller Not given Cooling water jacket Transmission Single speed Clutch Not applicable Final drive Belt BATTERIES Type Lithium ion Capacity 16.8kWh Recharge time Wall charge: Not applicable DC fast charger: 90% in 40 minutes PERFORMANCE Power 87kW @ 1rpm(claimed) Torque 173Nm @ 1rpm (claimed) Top speed 200km/h (est) Range 436km (claimed)ELECTRONICS Type Continental Rider aids Cornering traction 0–control and ABS CHASSIS Frame material Carbon Frame layout Monocoque Rake 20˚ Trail 105mm SUSPENSION Front: Öhlins ILX56 monoshock, fully adjustable, 150mm travel Rear: Öhlins TTX56 monoshock, fully adjustable, 110mm travel WHEELS & BRAKES Wheels Carbon Front: 17 x 3.5 Rear: 17 x 5.5 Tyres Pirelli Diablo Rosso 4 Front: 120/70ZR17 Rear: 180/55ZR17 Brakes Brembo Front: Twin 320mm discs, four-piston Stylema calipers, ABS Rear: Single 240mm disc, two-piston caliper, ABS DIMENSIONS Weight 240kg (claimed) Seat height 825mm Max width Not given Ground clearance Not given Wheelbase 1450mm SERVICE & WARRANTY First service Not given Minor: Not given Major: Not given Warranty Not given BUSINESS END Price £110,000 ($198,000) Colour options Any Contact arcvehicle.com TEST // ADAM CHILD PHOTOGRAPHY // JASON CRITCHELL The post 2023 ARC VECTOR | TASTE THE FUTURE appeared first on Australian Motorcycle News.

Benzina Zero is a new electric moped producer here in Australia, nationally launching the brand last week on 15 September. The Brisbane-based company’s distinctive Duo model has received an overwhelming response in Italy, where premium mopeds are highly popular. Joe D’Ercole, the company co-founder, travelled around in Italy on a Duo several weeks ago. “He had people literally yelling from balconies for him to stop so they could come down and look at it,” the company’s other founder, Ben Silver, said. “Its simple U shape frame is unique and people in Italy wanted to know what it was, where they could get it and how much it costs.” A second shipment of Benzina Zero bikes is on the water to Italy, one of the company’s five initial target markets. Distributors have been confirmed in Singapore, the Philippines Hong Kong and the UK, with Benzina Zero handling Australian distribution with nine retailers already confirmed. The popularity of EV vehicles is rapidly growing in Australia, especially after the release of The ACT Zero Emissions Vehicles Strategy 2022-2030. Benzina Zero is currently offering 3 models: DUO and DUO+ (dual 35-amp-hour batteries) CITY (single 35-amp-hour battery) SPORT (dual 35-amp-hour batteries) The Duo and City both have top speeds of 45kmh and are classified as mopeds under Australian regulations, while the Duo+ (top speed 65kmh) and Sport (75kmh) are defined as motorcycles. The Sport and City have more conventional moped designs, with body panels and their batteries positioned under the seat. “The Duo’s design is so unique and so simple, the batteries sit on the floor. It’s such a bare-framed bike, without conventional body panels, you can’t put the batteries anywhere else,” Ben said. “But the benefit of that design is two-fold. By having a very simple, clean design we got front and rear loading, which does not happen on the other bikes. “The second thing is, by putting that battery weight as low as possible, you have a much better handling bike. Low centre of gravity is always a good thing for safety and rideability.” A new prototype?  The Benzina Zero mopeds are manufactured in China with quality components including Bosch motors, and LG and Samsung batteries. The Duos enter the market with an RRP of $4,650 plus on-road costs for the standard model, and $5,250 plus on-road costs for the Duo+. Benzina Zero will exhibit at The Micromobility Conference & Expo, 25 – 26 November 2022 at the Royal Randwick Racecourse in Sydney. PHOTOGRAPHY // BENZINA ZERO The post BENZINA ZERO EV MOPEDS REVEALED appeared first on Australian Motorcycle News.

With Triumph’s newest counterparts sharing so many traits, it’s the perfect opportunity for an electric vs petrol head-to-head comparison. BACKGROUND Triumph TE-1 Two years in the making, and using some of the best brains in the UK world of electric transport, the TE-1 is a one-off “prototype demonstrator” that looks production ready. However, Triumph says it’s just an “indication” of the direction it is taking with electric motorcycles and the technology could be applied to a range of models, both road and off-road. It chose the Speed Triple 1200 RS as its benchmark for development. Triumph Speed Triple 1200 RS Triumph took the original brawny nakedbike and totally redesigned it to create the Speed Triple 1200 RS. It has a 26 percent improved power-to-weight ratio over the previous 1050 version, but still meets Euro 5. The 2021 Speed Triple is light, streamlined and a greyhound rather than the original bulked-up bulldog of 1994. On track the RS pulls incredibly hard, meaning it takes a huge physical effort to hold on when on it. NUTS AND BOLTS Triumph TE-1 Electric motorcycles are all about instant torque and the TE-1 delivers an impressive 130kW and 109Nm. This means amazing responsiveness in a smooth controlled power curve all the way up through the rev range. Perhaps the best way to describe this is a standing start acceleration official test result of 3.6 seconds 0-100km/h and 6.2 seconds 0-160km/h. It weighs 220kg, half of this the battery pack. Triumph Speed Triple 1200 RS Peak power is up 22kW from the previous 1050 engine to 132.4kW. Peak torque is up 8Nm to 125Nm, and the engine spins 650rpm higher. Weight is slashed by 10kg to 190kg dry, there is a new, lighter aluminium frame, more advanced electronics, improved Öhlins suspension and Brembo Stylema brake calipers. To sum up, the 1200 RS is the fastest, most powerful triple-powered motorcycle Triumph has ever produced. ONES AND ZEROS Triumph TE-1 The TE-1 borrows signature design cues from the Speed Triple that include an aluminium frame, distinctive twin headlights and a head-down focused styling stance and poise. The level of electronics is impressive, with riding modes for rain/sport/track/unlimited. The battery lasts 20 minutes at full power (a typical trackday session) but can also be recharged in just 20 minutes. It sports similar suspension and brakes to the Speed Triple RS. Triumph Speed Triple 1200 RS The RS is loaded with tech: keyless ignition and fuel cap, a new five-inch TFT dash and five riding modes that alter wheelie control, ABS and traction control. There’s an Öhlins TTX36 rear shock, 43mm NIX30 front fork and Brembo’s latest brakes. With styling and outright performance similar to the TE-1, what’s the big difference? Serious power and torque are accessed after 6000rpm on the RS but are instant on the TE-1. SPECS – Electric vs Petrol Triumph TE-1 Engine: Battery pack comprising 900 cells shaped into 8 modules to fit frame Power: 130kW Torque: 109Nm Weight: 220kg Fuel capacity: 161km range (road conditions) Availability: Nil Triumph Speed Triple 1200 RS Engine: 1100cc, liquid-cooled, 12 valve, DOHC, inline 3-cylinder Power: 132.4kW @ 10,750rpm Torque: 125Nm @ 9000 rpm Weight: 198kg (wet) Fuel capacity: 15.5L (5.6L/100km) Availability: Now HAMISH COOPER The post ELECTRIC vs PETROL | TRIUMPH TE-1 vs SPEED TRIPLE 1200 appeared first on Australian Motorcycle News.

What better way to send off the WR250R than with a retreat to the beautiful Blue Mountains in NSW? After a good six months of blinging the Yamahammer out with performance mods and accessories from Y-Shop, and brushing up on my off-road riding skills, it was time for the final hoorah. It took the form of a proper two-day adventure with a good mate who spends most of his weekends exploring trails around Katoomba. After hours of late night planning and some ale-fuelled debate on the pros and cons of different routes, we decided to start from Mount Tomah for a 500km loop. We set off as glorious sunshine peeked over the sandstone cliffs, and I was sure it would be a trip to remember. We began with some obligatory tarmac cruising to take the edge off the morning and warm up the big thumpers before entering the Devils Wilderness, around 10km east of Kurrajong. Then it was time to tackle the fire trails that slash their way across the landscape and provide the perfect scratching ground for the WR’s compact and forgiving three-section semi-double-cradle frame. The easy handling and rim combo of a 21-inch front and 18-inch rear shod with Dunlop Enduros was a fine recipe for power sliding, and both of us were grinning ear to ear by the time we reached Mountain Lagoon. The next leg to Colo River was full of steep climbs across lumpy sunbaked clay that gave the long-legged LAMS bike a chance to use every bit of its 300mm ground clearance. At Kurmond the next morning we topped up the WR’s 13.8L Safari tank to jack it back up to its 400km range. Thanks to the relatively low 11.8:1 compression ratio there’s little risk of detonation, so we made do with 91 octane fuel. We set off again as cocky as you like and that’s when it happened. We came across some rutted out 4WD tracks filled with thick, soupy red liquid. For the WR it was a chance to flush off some dust and after a bit of splash and wiggle I was through the worst of it. But the same couldn’t be said for my mate’s bright yellow TE610E. It got well and truly bogged before refusing to turn over, and while the first few minutes were peppered with ribbing, it soon became clear that this bike was down for the count. Was it something in the water that caused the split crankcase we were eyeballing, or was it the result of some earlier mischief? We’ll never know, but the Husky’s lack of compression had got the better of us. We made the call to ditch it and return to base camp two-up for reinforcements. Despite the misadventure, the serene backdrop of sandstone cliffs put things into perspective on the rip home, and we had to be thankful for our good health and the relative ease at which we extracted ourselves from the wild. As a downright dependable trailbike, and part-time adventure rescue vehicle, the WR250R has now won another fan and I daresay he might consider a switch to the winning team if he can’t find the parts to fix his stricken yellow submarine. Yamaha WR250R $8299 (+ ORC) List of modifications: 13.8L Safari tank $571.91 Blue and white bark busters $129.90 GTYR alloy sump guard $189.94 GYTR slip-on muffler $550.18 Carbon look indicators $91.10 Y-Shop Australia yshop.yamaha-motor.com.au Dunlop tyres D907F 90/90-21 $113.95 D606 120/90-18 $119.95 Monza Imports monzaimports.com.au For your chance to win a Yamaha WR250R loaded with extras subscribe to AMCN mag http://amcn.com.au/editorial/subscribe-amcn-magazine-chance-win/ http://amcn.com.au/wp-content/uploads/2017/05/20170107_120737.jpg By Paul McCann The post True blue – Yamaha WR250R appeared first on Australian Motorcycle News.

The idea behind having a long-term fleet is to learn more about a motorcycle than a launch or a two-week loan will reveal. It’s the everyday riding that will reveal nasty surprises a bike is hiding. Thankfully, poorly built motorcycles are few are far between these days, and our long-term updates generally revolve around our adventures or the accessories we fit. But our Zero SR long-termer took me on a journey of understanding that revealed how easily an electric bike fits into everyday modern life, and it’s all thanks to the smartphone. What’s the first thing most of us do when we arrive at work or home? We plug our smartphone into a charger. No one complains that the battery life of a modern day smartphone is not overly impressive, many of us probably rarely see our phones at low power levels because keeping them charged has become as much a part of our daily routine as teeth brushing. Having an electric bike in your life simply requires you to treat it like your phone, keeping it topped up by putting it on charge at every opportunity. http://amcn.com.au/wp-content/uploads/2017/02/2016-Zero-SR4.jpeg My daily commute to the office is a 150km round trip. Most conventional motorbikes will require a visit to the service station almost daily. Since taking delivery of the Zero I have enjoyed riding straight home to a waiting powerpoint instead of the daily detour to the local service station. If your life consists of short-range commutes, always plugging in will ensure the Zero stays topped up and ready to tackle a 150+km journey. I’m not predicting the overnight extinction of the petroleum industry, and we could argue all day about the pros and cons of electric bikes, but having lived with the Zero SR electric bike for the past six months I can visualise a time when internal combustion engine bikes are an oddity. People will point and stare at them when spotted out for a ride on a sunny Sunday. http://amcn.com.au/wp-content/uploads/2017/02/2016-zero-electric-motorcycle-range_100530475_h.jpeg The post Long term ride – Zero SR appeared first on Australian Motorcycle News.

Why these two? These two thumpers triggered dirty dual- sport debauchery across the globe, and left a legacy that continues to this day 1979 Honda XL500S Street sweet and dirt worthy, Honda’s XL500S arrived to challenge the Yamaha in 1979, with five smaller capacity variants that ranged from 75cc-250cc. A massive 23-inch front wheel and 260mm of ground clearance allowed it to overcome many nasty obstacles on the trail. The four-valve per cylinder configuration and dual vibration counterbalancers helped to smooth power delivery from the single-cylinder powerplant. An automatic compression release made this big one-lunger easier to kick over. What it’s got The Honda XL500S is powered by an air-cooled, 497cc, SOHC, single-cylinder, carburetted four-stroke engine with four valves. Power runs through a five-speed constant-mesh gearbox. The front suspension is a leading axle fork with 224mm of travel. The rear swingarm has dual shock absorbers with 198mm of travel and is adjustable for preload. Braking is handled by a 140mm drum brake on the front wheel and a 130mm drum brake at the rear. The fuel tank holds 9.8 litres. Geometry Frame: Tubular steel. Rake: 28.5°. Wheelbase: 1420mm. Seat height: 879mm. Weight: 135kg (dry). Wheels: Spoked (23-inch front and 18-inch rear). Performance Power: 23.5kW @ 6500rpm Torque: 37.3Nm @ 5000rpm Compression Ratio: 8.6:1 Bore and stroke: 89mm x 80mm Top speed: 146.5km/h Fuel consumption: 3.6L/100km Standing 1⁄4 mile: 15.0 sec PRICE $1879 (+ ORC) http://amcn.com.au/wp-content/uploads/2016/12/Honda-XL500S-79-new.jpg 1979 Yamaha XT500 Yamaha’s XT500 dual-purpose bike was unveiled in 1975 and blazed a trail for the Japanese thumper genre. It continued production until 1981 and capitalised on the growing popularity of cross-country rallies like the Paris-Abidjan- Nice and the Paris-Dakar. The continuation of the lay-down rear shocks that debuted on the original model, 21-inch front tyre and large capacity single-pot engine brought dual-sport to the fore. In 1982 it was replaced by the four-valve XT550 that in turn gave rise to the iconic XT600 Ténéré. What it’s got The Yamaha XT500 is powered by an air-cooled, 499cc, SOHC, single-cylinder, carburetted four-stroke engine with two valves. Power runs through a five-speed constant-mesh gearbox. The front suspension is a leading axle fork with 195mm of travel. The rear swingarm has dual shock absorbers with 160mm of travel and is adjustable for preload. Braking is handled by a 160mm drum brake on the front wheel and a 150mm drum brake at the rear. The fuel tank holds 8.8 litres. Geometry Frame: Tubular steel. Rake: 29.5°. Wheelbase: 1475mm. Seat height: 840mm. Weight: 140kg (dry). Wheels: Spoked (21-inch front and 18-inch rear). Performance Power: 23.5kW @ 6500rpm Torque: 39.2Nm @ 5500rpm Compression Ratio: 9.0:1 Bore and stroke: 87mm x 84mm Top speed: 162km/h Fuel consumption: 4L/100km Standing 1⁄4 mile: 15.0 sec Price $1849 (+ ORC) http://amcn.com.au/wp-content/uploads/2016/12/Yamaha-XT500-77-1.jpg http://amcn.com.au/wp-content/uploads/2016/12/Screen-Shot-2016-12-20-at-7.34.40-PM-1024x306.png Did you know? The XT500 took victory at the very first Paris-Dakar rally held in 1979 with Cyril Neveu at the helm. The following year this model went on to take the top four places in the motorcycle class. Got something you’d like us to compare? Let us know by emailing paul.mccann@amcn.com.au and we’ll do the rest! The post Head to Head- 1979 Honda XL500S & 1979 Yamaha XT500 appeared first on Australian Motorcycle News.

When you ride an electric bike, questions are always about the numbers. How long does the battery last? What’s the range? How many hours does it take to recharge? All understandable considering electric bikes like the Zero SR are still relatively new. And there’s a lot of misinformation floating around. So I recently downloaded the smartphone app for the Zero SR. It not only allows me to alter the bike’s speed, torque and regeneration settings through the Custom mode, it also uses the phone to display dynamic information beyond the simple ‘battery percentage remaining’ icon on the dash. My daily commute to the office is 75km each way comprising 20km of freeway, 20km of multilane highway and 35km of city traffic. The 20km of freeway is the big battery killer. Sitting on 110km/h for just 11 minutes requires 22 per cent of the battery power. That’s in Sport mode; running the bike in Eco mode does use slightly less, however, the trade-off is a lack of roll-on power. The 20km of highway, at an average of 70km/h, uses around 13 per cent in Sport mode. Thirty-five kays of city traffic, with plenty of lane filtering and blasting away from lights in Custom mode with full power and zero regen, uses a further 17 per cent. The bike recharges from a standard socket at around 10 per cent per hour so it’s back to full charge well before I leave work to head home. I could easily make the return trip on one charge, a distance of 150km. Take the freeway out of the equation and those numbers become more attractive. Petrol station? Never heard of him. http://amcn.com.au/wp-content/uploads/2016/12/Screen-Shot-2016-12-11-at-6.29.33-PM.png The post Zero SR appeared first on Australian Motorcycle News.

I get excited about all new additions to our Long Term fleet, however, the arrival of the Zero SR had that feeling of Christmas about it. We first rode the Zero SR in 2014 when I found it interesting, but devoid of any feel due to the choice of tyres and suspension. When I discovered the 2015 model had been updated with Showa fully adjustable suspension and fitted with Pirelli Diablo Rosso II tyres, I was keen to get my hands on it. Sam MacLachlan tested the bike for AMCN back in May (AMCN Vol 65 No 23) and when he returned raving about it as a short-term test ride, I was keen to discover what it would be like to live day-in day-out with a bike that doesn’t need a service station, but does require a power point. Vince Tesoriero from Procycles in St Peters, Sydney kindly offered me an extended loan, so over the next few months I will be reporting on life as a member of the zero emissions set. I’ve only had the bike a few days, but I’ve already learnt plenty about riding a bike without a petrol cap. Blasting down a freeway at 110km/h in Sport mode really sucks the life out of the battery, yet around town it’s brilliant. In Eco mode, rolling to a stop from further back rather than braking at the last minute makes good use of the bike’s regeneration system, which puts power back into the battery. Problem is, the arm-pulling acceleration of Sport mode is so addictive I’m happy to arrive at my destination with a huge grin on my face and just a few percent in reserve. There’s still plenty to learn about the bike, including how to program it with my iPhone and how not to scare the bejesus out of people when you suddenly appear next to them at the lights. I’ll have more details in my next long-term update, but one thing I can report now is that the Pirelli hoops and Showa boingers have made a massive difference. http://amcn.com.au/wp-content/uploads/2016/07/160419_AMCN_Zero_0073.jpg http://amcn.com.au/wp-content/uploads/2016/07/160419_AMCN_Zero_0062.jpg Photography Josh Evans & AMCN The post Zero SR – The electric bike appeared first on Australian Motorcycle News.

We were so blown away by Yamaha’s WR250R when it showed up for our recent LAMS adventure in the Victorian High Country that we just couldn’t bear to part with it! When the going got tough the little Yamahammer’s lightweight chassis and torquey motor came to the fore, making it the weapon of choice for our crusty demons on tour. So, after far too many frothy beverages at Kevington, a diabolical plan was hatched to add the little blue and white dirt devil to our normally road-biased long-term fleet. Why buck the status quo by bringing a two-wheeled tractor into the fold you ask? Well, despite appearances, the WR250R is no run of the mill off-roader – its sleek enduro-inspired design and liquid cooled, fuel-injected 250cc DOHC four-stroke engine allow it to walk the fine line between weekend warrior and rock solid reliability. It’s also downright affordable, having dropped in price by more than $2000 since its release in 2008, and in my opinion, it’s also the coolest looking dual-sport on the market! In stock trim the WR can commute or kick up dust with equal aplomb, but Yamaha has kindly sweetened the deal for AMCN by prepping the long termer with a set of knobby Dunlop Enduro hoops (D907F 90/90-21 up front, D606 120/90-18 at the rear) and a few choice additions from the Y-shop (yshop.yamaha-motor.com.au). These include a 13.8L safari tank, bark busters, a GYTR alloy sump guard, an off-road number plate holder and luggage carrier. Our LAMS test revealed the long-legged LAMS-approved off-roader expertly flies the flag of so-called ‘Supertrail’ bikes, but let’s hope it can withstand some serious punishment in the hands of a ham-fisted rookie. Over the next six months I aim to test every ounce of its capabilities while embarking on a series of adventures across some of the toughest terrain around! http://amcn.com.au/wp-content/uploads/2016/10/IMG_3667-copy-1024x664.jpg By Paul McCann The post Yamaha WR250R appeared first on Australian Motorcycle News.