ACEM

Guidelines on anti-tampering rules for motorcycle exhaust silencers

As reported in the last edition of IDN, in a press release dated May 31, 2023, the European Association of Motorcycle Manufacturers (ACEM) said that it "shares the concerns of citizens, politicians and regulators regarding the impact of noise in daily life" and that "sound emissions of motorcycles have been regulated in the EU, with maximum permitted levels defined since the 1990s, through European type approval requirements."

The release stated that "as part of the solution to address these concerns, ACEM has recently developed a set of guidelines in cooperation with key aftermarket exhaust industry players" and that "the aim of these guidelines is to avoid diverging, non-effective interpretations of anti-tampering rules for exhaust silencers, in particular for non-original equipment that may be alternatively fitted on motorcycles over their lifetime.  

"Putting forward state of the art solutions, the guidelines will help type approval authorities towards a more harmonised assessment of conformity to anti-tampering rules for exhaust silencers".

At the time Antonio Perlot, ACEM Secretary General, was quoted as saying that "this initiative, bringing together the expertise of recognised players in the motorcycle sector, addresses one of the main causes of motorcycle noise in the streets. 

"Approved silencers with too easily removable baffles or dB-Killers are today still present on the market, which may result in unacceptably high levels of noise on the road.

"Putting forward state of the art solutions, the guidelines will help type approval authorities towards a more harmonised assessment of conformity to anti-tampering rules for exhaust silencers. The call is now on all stakeholders to apply them without delay."

For sound level and anti-tampering rules of motorcycle exhaust silencers, the EU type approval framework Regulation 168/2013 mandates the application of United Nations Economic Commission for Europe (UNECE) Regulations no. 92 (aftermarket silencers) and no. 41 (original motorcycle). 

These regulations were developed and are maintained by the Working Party Noise and Tyres (Groupe Rapporteur Bruit et Pneumatiques - GRBP), under the World Forum for the harmonisation of vehicle regulations (WP.29), operating within the UNECE.

In December 2022, ACEM presented the guidelines to national type approval authorities at a stakeholder meeting organised by the European Commission. Following an informal approval by authorities at EU level, the International Motorcycle Manufacturers' Association (IMMA) introduced the guidelines in February 2023 at GRBP, the world forum on sound level of vehicles. A final document is expected be adopted at the next GRBP session in September 2023.

This initiative has been jointly developed within the motorcycle sector, by ACEM, IMMA, and a selection of motorcycle exhaust manufacturers - Akrapovic, Arrow, Giannelli, Lafranconi, LeoVince, MIVV and SC-Project.

The guidelines clarify the technical requirements "to ensure robustness of fixing solutions for silencing baffles and dB-killers, to prevent their easy removal", and IDN is now able to present a light-touch edit of those guidelines. 

www.acem.eu

Guidelines

These are the key elements and recommendations contained in the IMMA Informal document (GRBP-77-20) submitted to the UNECE Working Party on Noise and Tyres (GRBP).

They form the proposed industry guidelines on the anti-tampering provisions for Non-Original Replacement Exhaust Systems (NORESS) - namely, aftermarket exhausts - in UN Regulation No. 92.

The aim of the guidelines is to support "manufacturers, national Type-Approval authorities and enforcement authorities in their understanding of the requirements under section 6.3.1 of UN Regulation No. 92."

The stated intention is to give guidance on the interpretation of the guidelines with a view to "provide NORESS manufacturers with regulatory certainty, to ensure the implementation of a high level of anti-tampering measures, and to provide national authorities with a set of harmonised best practices for these requirements."

The two key definitions in the guidelines concern:

• Baffle: the component or sub-assembly that contributes to the noise attenuation performance of a silencer, e.g. 'dB killer'.

• Tamper-proof: an exhaust is considered tamper-proof when grinding, cutting or drilling is required to remove an exit-cone, a fastener or a baffle from a silencer.

• Permanent and irrecoverable damages - "removal causing permanent/irrecoverable damage to the assembly" is understood as a being the result of using other mechanical means than traditional, low cost, easily available tools such as hammer, screwdrivers, or pliers.

• "Permanent/irrecoverable damage" includes damages to the aesthetics of the product or damages which would prevent the reintroduction of the removed part(s)."

To avoid any uncertainty, the document is very specific in terms of the interpretation of anti-tampering:

• "The NORESS or its components shall be constructed in a way that does not permit removal of baffles, exit-cones and other parts whose primary function is as part of the silencing/expansion chambers.

• "Where incorporation of such a part is unavoidable, its method of attachment shall be such that removal is not facilitated (e.g. with conventional threaded fixings) and shall also be attached such that removal causes permanent/irrecoverable damage to the assembly.

• "Baffles and exit-cones should not be removable by construction/design. Exhaust manufacturers [must] therefore take the necessary means so that the NORESS integrity would not be easily compromised by users/owners.

• "Exit-cones should be tamper-proof. In detail, this means that conventional threaded fixing or similar methods used to fasten exit-cones to the rest of the assembly are not considered as tamper-proof.

• "Should manufacturers use conventional threaded fixing or similar, exit-cones should be also fastened to the exhaust casing by another method such as gluing or welding. Rivets (stainless steel, not aluminum) or break-head bolts may be used to secure exit-cones to the exhaust casing. Should manufacturers use non-stainless steel rivets, exit-cones should be also fastened to the exhaust casing by another method such as gluing or welding. Alternatively, exit-cone fasteners should be filled with epoxy or similar substance;

• "The baffles should be fixed to the exhaust casing or to the exit-cone so as to ensure that removal of the exit-cones should not facilitate the removal of the baffle. The baffle should be tamper-proof: examples of its fixing methods include sufficient welding or use of threaded fixings covered by epoxy or similar substances.

• "Cosmetic end caps (exit-cones) may be attached with conventional fasteners if removal of the end cap does not facilitate removal of baffles or attenuation devices, and is not a part whose function is as part of the silencing/expansion chambers.

• "Baffles and other parts should be welded to the exhaust (exit-cone or exhaust casing) as a primary method of attachment. It is the manufacturer's choice and responsibility to make sure that such welding covers a sufficient perimeter of the outer rim of the baffle to avoid easy removals.

• "Screws and other threaded fixings can be used as a secondary way to secure the baffle to the exhaust, or as an alternative to welding if welding is not technically possible due to different materials being used for the exit-cone and the exhaust casing, for example. In such cases, these fixings should be secured by welding, or filled with epoxy or similar substances.

• "Baffles should never be attached to the rest of the assembly by use of circlips or similar method of assembly as this would not be considered a tamper-proof method of attachment.

• "The NORESS or its components shall be constructed in a way that does not permit removal of baffles, exit-cones and other parts whose primary function is as part of the silencing/expansion chambers. 

• "Where incorporation of such a part is unavoidable, its method of attachment shall be such that removal is not facilitated (e.g. with conventional threaded fixings) and shall also be attached such that removal causes permanent/irrecoverable damage to the assembly."

BMW Motorrad

Winning R 18 custom competition dealers to be showcased at BMW Motorrad Welt Opening

Using R 18 models as a starting point, a BMW Motorrad dealer customising competition started in April this year and continues to 29 September 2023, with 150 dealers from 18 countries having already confirmed participation. 

Four models of the conversion-friendly R 18 architecture can be used by customisers - the R 18, R 18 Classic, R 18 B and R 18 Transcontinental. 

A Grand World Finale will be staged at the opening of BMW Motorrad Welt in Berlin on 29 September 2023. The two best custom motorcycles from each participating country will have been selected at national contests having being staged between 15 May-16 July 2023. These bikes will be eligible to participate in an international semi-final (31 July-14 August 2023), in which six motorcycles will be selected by a jury of experts and one by means of a public vote for the grand world final. 

BMW Motorrad dealers from the following countries are confirmed - Australia, Austria, Canada, China, Czech Republic, France, Germany, Italy, Japan, Mexico, Poland, Portugal, South Africa, Spain, Switzerland, Ukraine, the United Kingdom and the USA.

The panel of six expert judges will include renowned customisers who are highly regarded within the custom motorcycle community such as Thor Drake (founder of See See Motorcycles, Portland, Oregon); Michael Lichter (world leading custom motorcycle photographer and event curator, Boulder, Colorado); Roland Sands (motorcycle racer and designer, Long Beach, California); J. Shia (internationally recognised award-winning motorcycle builder and designer, Madhouse Motors, Boston, Massachusetts); Giuseppe Roncen (founder and editor of Lowride magazine in Italy) and Yuichi Yoshizawa (custom builder and co-owner of Custom Works Zon, Japan).

www.bmw-motorrad.com

QJMotor

QJMotor reveals 600 cc V4 By Ben Purvis

For decades, the V4 engine has had an aura of the exotic. Whether powering a MotoGP bike or a Yamaha V-Max, it's a layout that's been associated with high-end models simply because it's more expensive to manufacture than either inline four or V-twin designs. So, the existence of not one but two Chinese-made V4 engines - with more in the pipeline - is a striking illustration of how far the country's motorcycle industry has progressed.

The latest is the newly revealed QJMotor 600 V4, a middleweight cruiser powered by a 90-degree V4 that shares a few design cues with some of Honda's old engines, but not enough to be considered an outright copy. 

Using four chain-driven overhead camshafts, it's the centrepiece of a bike that has almost no direct rivals apart from the machine that beat it into production as China's first V4 motorcycle, the Benda Black Flag 500. Benda's model was launched last summer, and is also a cruiser, powered by a homegrown V4.

'China's second V4-powered bike'

At the moment, QJMotor hasn't revealed specifications of its V4, but the Benda will be its clear target. With an extra 20% capacity over the Benda's 496 cc, it should achieve a similar increase in power - the Benda makes 54 hp at 10,000 rpm, so the QJMotor will be somewhere around 65 hp. 

The bike's styling has some overtones of Harley's Sportster S, particularly in its lozenge-shaped headlight and the shapes of the tank and rear fender. Like other QJMotor bikes, its suspension comes from Marzocchi - QJMotor's patent company, Qianjiang, manufacturers Marzocchi components for both the Chinese and export markets - while the brakes use QJMotor-branded radial calipers.

QJMotor already has a growing export presence, with many of its bikes type-approved in Europe and the USA, and importers and dealers in both of those markets. As such, the V4 is likely to appear outside China in coming years. The engine is also likely to appear in other models beyond the initial cruiser.

Future Chinese V4 engines include another Benda design, this time a much more powerful, 1200 cc unit, and one being developed by CFMoto, targeting 1000 cc and more than 200 hp.

Ducati

Ducati registers record H1 sales figures

Ducati has announced a record of 34,976 motorcycles were delivered globally in the first half of 2023, +5% more than in the same period of 2022.

The top three markets for Ducati have grown compared to last year: Italy +10%, United States +11% and Germany +13%.

Ducati VP Global Sales and After Sales Francesco Milicia said: "This first half-year was Ducati's best ever in terms of deliveries. The supply bottlenecks experienced last year are now over, but the global competition in the market is more intense in the post Covid-era because of better product availability."

At the end of the second quarter of 2023, Italy remains Ducati's largest market with 6,639 motorcycles delivered. The United States represents the second largest market for the company with 4,505 bikes delivered, a +11% growth over 2022. Germany is in third position, gaining +13% growth with 4,217 motorcycles delivered.

Ducati has announced additional new paint scheme options for 2024, with the Hypermotard 950 RVE receiving a new street art inspired Graffiti Livery Evo treatment.

The Multistrada V4 is the top-seller of the Ducati range with 6,382 motorcycles delivered so far in 2023. Ducati's naked sports, the Monster, is in second position with 4,299 delivered motorcycles globally in the first half, with the Scrambler Ducati 800 family (3,581 bikes) in third. For 2024, Ducati has already unveiled five new colour schemes for its motorcycles.

CFMoto

CFMoto XO Papio puts fun at top of agenda

There's a cultural infatuation with the 1980s that shows across everything from fashion to movies and TV shows like Stranger Things at the moment, and it's being reflected in motorcycling with a number of adventure bikes inspired by the peak years of the Dakar rally. CFMoto's new XO Papio manages to hit that 80s aesthetic and combine it with a sense of fun inspired by the runaway popularity of Honda's MSX125 Grom.

Although the XO Papio's styling doesn't try to replicate any specific model, its shapes have overtones of old endurance racers, while the twin circular headlights were an 80s theme that ran across everything from superbikes to enduros. Papio, incidentally, means 'baboon' - a clear nod to the Honda Monkey, Gorilla and Ape bikes that set the template for small, cheap, fun motorcycles.

Under the skin, the XO Papio uses the same 126 cc, air-cooled single that CFMoto uses in its existing ST Papio model, which has modern styling, but the XO's frame and suspension are new, including upside-down forks. Although Europe is denied the ST Papio - its 126 cc engine is 1 cc too big for the continent's learner laws - it's already sold in the USA and Asia, and the XO Papio is likely to reach the same markets. An electric version of the Papio - dubbed Papio Nova - has also been launched in China recently, and it's easy to envisage the XO's retro style being combined with the Nova's modern powertrain to bypass the capacity problem.

The XO Papio's 126 cc single puts out 7 kW (9.4 hp) at 8,250 rpm and 9.2 Nm (6.8 lb-ft) at 6,500 rpm, roughly in line with rivals in the minibike market. 

It's the styling, though, that stands out, with neat details including an under-seat exhaust and removable panels on either side of the fairing that can be swapped in seconds to personalise the bike. One example shown in CFMoto's press photography even has an LED display inset into the side fairing, suggesting it could be offered as an option.

Voge

Voge RR660 confirmed

Voge has been making an impression as Loncin's high-end brand targeting export audiences and now it's confirmed its most ambitious project yet in the form of the RR660 sports bike.

The RR660 is to be the first home to Loncin's entirely new four-cylinder engine, which appeared at shows late last year. It's the latest in a string of projects from Chinese companies as they move towards the leisure end of the motorcycle market, moving away from their core commuter-focused products and towards a more Western approach to cater to increasingly affluent customers. 

It's intriguing that the Chinese demand for sports bikes comes after years of decline for such machines in Europe and the USA. Combined with costs involved in meeting emissions rules, slow sales mean Japan's 'big four' have essentially exited the 600 cc supersports market, and even the once-dominant 1,000 cc class is no longer a priority, to the extent that Suzuki has withdrawn the GSX-R1000 from the European market rather than upgrading it to meet Euro 5 rules. That's left a vacuum that China's fast-growing industry has clearly spotted.

Voge has revealed a styling sketch for the RR660 along with some initial specifications, confirming the engine's 660 cc capacity, a top speed in excess of 200 km/h (125 mph) and 0-100 km/h acceleration of 3.5 seconds. Those numbers suggest the new engine isn't as powerful as the best Japanese 600 cc fours, peaking at around 100 hp, but Voge claims that instead it's smaller and lighter, allowing the bike to be 10% narrower than rivals. The company also says the engine revs to 13,000 rpm and its transmission is fitted with a quickshifter.

Other details announced so far include the use of KYB forks and an aluminium single-sided swingarm, while Brembo is contracted to supply the brakes, with radial four-pot calipers at the front. Pirelli Diablo tyres will also be standard, along with ABS and traction control, while the TFT dash will have a track mode including a lap timer, lean angle display and accelerometer. 

Voge's plans for the future don't end with the RR660. The company recently showed the 900DS, based on the BMW F900R's parallel twin engine, which is already manufactured on BMW's behalf by Voge's parent company, Loncin, in much the same way that KTM's LC8c twin is made in China by CFMoto. Product plans shown by the company also revealed the silhouette of a larger sports model above the RR660, suggesting it eventually intends to manufacture a 1,000 cc superbike model.

Royal Enfield

Royal Enfield Interceptor Bear 650 incoming By Ben Purvis

Royal Enfield's transformation into a mainstream player in the international motorcycle market took a huge step forward with the introduction of its 650 cc twin-cylinder Interceptor and Continental GT models, and the range has since expanded into the cruiser arena with the Super Meteor. 

Next in Enfield's plans is a retro scrambler model based around the same engine, and new trademark applications from the company suggest it will carry the name 'Bear'.

Siddhartha Lal, Royal Enfield CEO

The term 'Royal Enfield Interceptor Bear 650' is subject to trademark applications in a growing list of countries including Canada, the Philippines, New Zealand, Australia, Mexico and Thailand. It's a name that leaves little to the imagination. It is clearly a 650, based on the Interceptor, and prototypes of exactly such a machine, but with a scrambler twist, have been spotted in both India and the UK over the last few months. The 'Bear' title has exactly the rugged, outdoorsy image that such a scrambler deserves.

Prototypes for the bike have used the Interceptor's frame and 47 hp engine, but with longer, upside-down forks and a higher-riding twin-shock rear end. The two low-slung exhausts of the Interceptor are switched for a two-into-one system, with the left-hand cylinder's pipe sweeping across to the right-hand side of the bike, where the two headers merge. On the spied prototypes, the exhaust runs below the right-hand footpeg then into an upswept end can, but it's easy to see that the design could be adapted for a high-mounted system, similar to the Triumph Scrambler's.

'Trademark applications point to scrambler version of RE's twin'

Along with the longer-travel suspension, the RE scrambler features a larger front wheel - at least 19 inches in diameter, up from 18" on the Interceptor - and a smaller rear. The circular headlight and the classically-styled fuel tank are carry-over Interceptor items, aligning with the new trademark's suggestion that the 'Bear' is an Interceptor variant, rather than a completely standalone model. 

One place where the trademark hasn't been applied for yet is the USA. In the States, the Interceptor goes by the title 'INT650', because Honda still owns the rights to the term 'Interceptor' for motorcycles in that market. As a result, the American version of the bike is likely to be called 'INT650 Bear' or simply 'Bear'.

The scrambler isn't the only new 650 cc RE under development. The company is also working on a bobber based around the Super Meteor's platform, with styling similar to the SG650 concept from 2021. Its parent company, Eicher Motors, has already secured trademark rights to the name 'Shotgun', which is expected to be applied to the bobber. 

Another new Royal Enfield trademark application, filed in the USA, brings back the classic 'Constellation' name. Historically, the Constellation was a higher-spec version of the Super Meteor with a larger, 700 cc engine, giving a clue as to what that title could be destined to appear on.

YGMotor

YGMotor 400 coming from China By Ben Purvis

It's like the 1980s all over again as a growing number of companies launch 400 cc four-cylinder sports bikes - but instead of Japan, many of the new protagonists are Chinese.

This is an upcoming bike from YGMotor, the marketing name for Chongqing Yingang, which also sells bikes under various other brands around the world, including 'Archive Motorcycles' in France and 'GPX' in Malaysia. 

Some of its models have also been sold carrying WK Bikes branding, but the company's most notable machine to date has been a miniature, Grom-style machine with Ducati Monster-inspired styling, sold under various names and even reaching the U.S. market as the Razkull 125. Its new 400 cc four-cylinder is a step change for the company, and a huge leap forward in terms of style and technology.

The engine was shown in late 2022, appearing to borrow some of its design cues from the old Honda CB400 Super Four motor, but with the addition of fuel injection and redesigned castings that show it's not simply a Honda clone. It's not a power-crazed screamer, with a relatively modest 11,000 rpm peak and an output of 54 hp - substantially less than the 77 hp and 16,000 rpm claimed for the least-restricted versions of the upcoming Kawasaki ZX-4RR, but roughly equivalent to the U.S.-spec ZX-4RR, which manages 56 hp at 11,500 rpm. 

'Another Chinese four-cylinder sports bike' 

The YGMotor will be heading into direct competition with another Chinese four-cylinder, the impressive-looking Kove 400RR. That bike is heading into mass-production imminently after last-minute redesigns, including a revised front fairing and an upsized engine, increased from 399 cc to 443 cc and pushing power up from 67 hp to 70 hp in the process. 

We get a preview of the YGMotor 400's styling thanks to registered design illustrations, showing a conventional but clean-looking sports bike with a steel tube chassis and cast alloy swingarm. The upside-down forks and radial four-pot brakes gripping petal-style discs tick all the right boxes, and as a Chinese-made machine it's sure to be cheaper than we've come to expect in the west.

The bike is part of a growing army of Chinese models using four-cylinder engines, a layout that was, until recently, considered far too advanced for the motorcycle-buying public in China. Only a couple of years ago, QJMotor launched China's first four-cylinder sports bike, but already we're seeing a growing band of Chinese companies entering the four-cylinder market, including Benda, Kove and now YGMotor. QJMotor has also revealed its own V4 engine now, joining its existing inline four, and CFMoto is developing another V4 of its own.

It's a development that could worry the existing European and Japanese motorcycle industry, which has scaled down combustion engine R&D in recent years in preparation for an expected shift towards electric vehicles. China's industry is going in the other direction: most two-wheelers sold in China are electric scooters and mopeds, and the nation already has a head-start in EVs as a result, but as demand for higher performance bikes increases, manufacturers there are pivoting towards multi-cylinder petrol engines.

National Cycle

Deflector screens for Royal Enfield Scram and Hunter

Maywood, Illinois based screen manufacturer National Cycle has 'Deflector Screen' options for off-road inspired Royal Enfield Scram 411 and the urban-styled Hunter 350.

National Cycle says that its 'Deflector Screen' is the most copied windshield worldwide, but that only its original includes its patented no-tool Rake Adjust hardware. "This simple rake angle adjustment feature has made this small windshield popular among motorcyclists everywhere. 

"For the Hunter 350, the 'Deflector Screen' attaches to the handlebars with the patented U-clamp and eyebolt system. For the Scram 411, the QuickSet version of the 'Deflector Screen' offers easy on-and-off convenience".

Manufactured from strong, durable, optically correct injection-moulded polycarbonate, National Cycle's exclusive Quantum hardcoating ensures that this tough, scratch-resistant windshield "will last a long, long time. This is a windshield that is solidly built to go the extra mile - on-road or off-road."

The 'Deflector Screen' for these Royal Enfield models measures 15.50" (39.3 cm) high by 15.00" (38.1 cm) wide. All of National Cycle's polycarbonate windscreens are protected by a three-year warranty against breakage.

NATIONAL CYCLE INC.

www.nationalcycle.com

Airoh

Airoh 'Matryx' premium street helmet

One of Airoh's most awaited innovations in the road motorcycling segment, its new Matryx is an ECE 2206 homologated full-face helmet, equipped with an innovative ventilation system and exclusive inner linings "that guarantee maximum comfort". 

"With an attractive design, it is aimed at all those looking for innovation and safety. Designed inside the Airoh wind tunnel, Matryx is Airoh's new top of the range helmet for the road motorcycling segment - aimed not only at expert motorcyclists, but at all enthusiasts looking for a travel companion that is ready to face any challenge, even the most demanding ones".

Designed and developed in the company's in-house R&D laboratories and inside its futuristic wind tunnel, it has a striking design, "characterised by decisive and aggressive lines, as required by the racing world. The DD ring retention system allows it to be used on the track and the street".

The outer shell is available in two different sizes and made of full carbon 3K or HPC (High Performance Composite). It includes the ASN (Airoh Sliding Net) system, a proprietary 3D fabric structure that facilitates the passage of air for a better user experience while reducing the forces transmitted to the head in case of impact. 

"The helmet also has the AEFR system (Airoh Emergency Fast Release), which allows quick removal of the cheek pads in the case of emergency".

In addition to its design and aerodynamics, Matryx has also been tested inside the wind tunnel in order to perfect acoustics and thermoregulation - "for the most efficient combination of design and high performance, for unrivalled comfort and riding pleasure in every situation and condition".

"The ventilation system is innovative and functional and includes air intakes positioned on the chin guard and on the upper part of the helmet. The rear spoilers with extractors optimise the air flow inside and through the helmet. The ventilation is controllable (glove-friendly) in order to better manage internal thermoregulation as the climatic and riding circumstances change".

Matryx can be used in any season, so is equipped with a practical Stop Wind, available in two lengths - a short one that protects against annoying air infiltrations and a longer one that can also guarantee protection from the winter cold. In addition, there is a removable nose cover.

"Maximum attention has also been paid to the hypoallergenic, removable and washable inner linings, which are made with high quality fabrics, such as innovative Coolmax - they also boast exclusive treatments that guarantee maximum breathability and a pleasant feel".

Matryx has an extraordinarily wide UV resistant visor with ATVR technology (Airoh Tool-less Visor Removal) prepared for the Pinlock 120XLT lens (available inside the box). "It also features Airoh's innovative A3S system (Airoh Automatic AntiFog System), combined with the central locking system to have maximum control over every detail without ever giving up on safety. The helmet is also completed with a practical integrated sun visor".

It weighs from 1,450 g ±50 g (for the full carbon 3K version) and from 1,500 g ±50 g (for the HPC version) and is set up for intercom thanks to the Bluetooth-ready system - with the possibility to place the battery inside the helmet in the dedicated space.

LOCATELLI S.P.A.

www.airoh.com

Airoh Matryx - Feature Specs

Category: ECE 2206 full-face

Material: HPC (High Performance Composite) and full carbon 3K

Weight: from 1,450 g ±50 g (full carbon 3K) to 1,500 g ±50 g (HPC version)

Shells and sizes: two (XS-S-M & L-XL-XXL)

Retention system: DD ring

Ventilation: Chin guard vent - top vents - rear extractors - rear spoiler

Visor features: extra wide vision, ATVR, A3S, lock system, scratch and UV resistant, integrated sun visor

Inner linings features and treatments: Coolmax, superior performance technical textiles, 2DRY, removable and washable, hypoallergenic

Technologies: ASN, AEFR

Other: Stop Wind, nose covers, Pinlock 120XLT included, Bluetooth-ready

Honda

Honda finally enters the electric arena 

By Ben Purvis

For decades, Honda has been arguably the most powerful company in motorcycling - leading the way on technology and providing the broadest range of models across a wider market than any of its rivals - but it has been notably slow in adopting electric power, particularly in Europe. The new EM1 e: makes a tentative step into the European EV arena and might be more important than its specifications suggest.

On paper, the EM1 e: won't strike fear into the established electric scooter brands. It's derived from an existing electric scooter built by Wuyang-Honda in China, the U-Go, but with different electronics and, most importantly, the Honda Mobile Power Pack e: battery instead of the U-Go's more generic pack. 

The Mobile Power Pack e: (the "e:" element is a running theme in Honda's EV line) is a standardised, swappable battery that's intended to be used across a wide range of Honda products in the future, from lawnmowers to motorcycles. The idea is to back it up with an infrastructure of battery-swap stations - already being sold to private companies in some countries - rather like the system used in Taiwan by Gogoro, which now dominates the scooter market there as a result of the convenience of readily available swappable batteries.

'EM1 e: is Honda's first European-market electric bike'

The Mobile Power Pack e: is a 50.3V, 29.4 Ah battery, and the EM1 e: carries just one of them. Future electric Honda scooters and even motorcycles are likely to use multiple Mobile Power Pack e: batteries to get more range and performance while remaining compatible with the battery-swap infrastructure.

Complying with the 'AM' moped licence class in Europe, the EM1 e: has a top speed of 45 km/h (28 mph) and weighs 95 kg, including the 10.3 kg battery. That puts it head-to-head with Yamaha's new NEOs, although the Yamaha has more power and torque than the Honda.

The bare figures show the EM1 e: manages a peak of 2.3 hp (1.7 kW) and 66 lb-ft (90 Nm), but its continuous power rating - considered to be the level that can be maintained constantly for at least 30 minutes - is only 0.8 hp (0.58 kW). In 'ECON' mode, which you need to use to maximise range, peak power drops to 1.15 hp (0.86 kW).

Range is the other key figure, and the EM1 e: is claimed to be good for 41.3 km (25.7 miles) in normal mode and 48 km (29.8 miles) in ECON mode. However, WMTC test conditions bring out the worst in the bike, with just 30 km (18.6 miles) between charges or battery swaps. Not big numbers, but for inner-city use potentially enough to keep a typical rider going, with overnight charges on the supplied home charger. The removable battery means it can be brought indoors to top-up, so the bike doesn't need to be parked at a charge point.

Overnight is key, as charging isn't fast. A complete 0-100% refill takes six hours, with a more typical 25%-75% part-charge taking 2.7 hours.

On the plus side, Honda claims the Mobile Power Pack e: is good for 2,500 charges before it deteriorates, which equates to around 100,000 km (60,000 miles) of use in the EM1 e:.

The running gear includes basic 31 mm forks and twin rear shocks, while braking comes from a single front disc and rear drum. There's a combined braking system, but no ABS, and no regenerative charging for the battery during deceleration.

Rather than selling the EM1 e:, Honda plans to lease the bike, battery and charger to European customers, starting in September 2023. Prices have yet to be established, but the leasing model means that customers aren't taking as big a gamble on the bike as they would if asked to purchase outright. It also means Honda retains overall control of the bikes and will be able to withdraw them from use or upgrade them as required as it finds its feet in the electric motorcycle market.

EMX

EMX Powertrain writes history in FIM E-Xplorer World Cup 

Dutch manufacturer EMX has taken the victory in the first ever FIM E-Xplorer World Cup race in Barcelona - Sandra Gomez and Jorge Zaragoza making history for MIE Racing Electric team, who are participating in the first season of the FIM E-Xplorer World Cup with electric motocross bikes from the Dutch manufacturer EMX Powertrain.

The launch of the FIM E-Xplorer World Cup has created a new class in which electric all-terrain motorcycles compete against each other in a championship format. The World Cup consists of five events, run on different terrains.

Consisting of eight teams, each with one female and one male rider, the five races are designed to show what electric all-terrain motorcycles are capable of. During the season, the championship visits Spain, Switzerland, France, the United States and Asia. 

The championship races will be run on a variety of surfaces, making it clear from race to race which electric all-terrain bike platform and concept has the advantage in a range of conditions and on a range of surfaces and terrain.

In addition to the Japanese MIE Racing Electric team that triumphed in Barcelona, Australia's FLAIR Riders team is also using the EMX XF30. Each team is supported by EMX Powertrain engineers throughout the season. 

Founded by motocross enthusiast and former racer Elmar Dohms, participation in the FIM E-Xplorer World Cup is in line with EMX Powertrain's goal of developing new technologies for future products. "The championship contributes to the ambition to take emission-free racing to the next level while focusing on diversity and equality," says Elmar. 

"It is also a platform that showcases the potential of electric racing, and the quality of the competing motorcycles. At EMX Powertrain we have been working on the development of our all-electric motocross bike since 2018. 

"Thanks to a collaboration with the Dutch motorcycle association KNMV, ELEO Technologies and Yamaha Motor Europe, we have created a bike that combines the proven chassis of the Yamaha YZF with a high-performance electric powertrain. 

"The EMX XF30 delivers 40 hp and an impressive 720 Nm of torque thanks to the use of a 4,500 WH battery. The combination of the proven chassis with the EMX Powertrain developed drivetrain and associated battery management system has created a perfect balance. 

"As a result, the EMX XF30 is an electric dirt bike in which the characteristics of a conventional dirt bike are retained, combined with a powerful yet silent electric powertrain."

www.emx-powertrain.com

MV Agusta

2024 MV Agusta range leaked

By Ben Purvis

The first details of MV Agusta's next-generation model range have been revealed thanks to documents filed with the National Highway Safety Administration in the USA - confirming a number of planned new and revised machines.

It's one of those catch-22 situations that manufacturers face. They must register some details of bikes before they're allowed to sell them - in this case, MV provided VIN decoding information to the NHTSA, which needs them to be able to oversee model recalls - and those details get published. In this instance, they've been published before the bikes have been launched.

Brutale RR

MV's VINs (vehicle identification numbers) include characters to identify which model range a bike is from. The NHTSA document shows these characters and which bikes fall into those ranges, revealing the existence of several machines that have not yet been unveiled. 

Starting at the top of the list, there's the 'B1' range, which is made up of the three-cylinder Brutale and Dragster models. Along with familiar names, the new document lists 'Brutale 950' and 'Dragster 950' in this range. 

The move from the current '800' capacity (actually 798 cc) to '950' (really 931 cc) is a logical one, as an enlarged 931 cc version of MV Agusta's triple has already been revealed, powering the upcoming Lucky Explorer 9.5 adventure bike. While the adventure bike has a modest state of tune, with 124 hp - 16 hp less than the most powerful version of the smaller, 798 cc triple - it's clear that the additional capacity could be used to boost performance in the Brutale and Dragster, taking them past the 150 hp mark.

Superveloce 1000

Next, there's the 'F1' range, related to MV's faired three-cylinder bikes, the F3 and Superveloce. Although these are also likely to get the '950' engine eventually, it's not listed here. What is shown, though, is the 'Superveloce 98 Edizione Limitata', which has yet to be launched. Since the very first MV Agusta was the '98', developed during WW2 and entering production shortly afterwards, there's a good chance that is what is being referred to here. 

There's also a possibility that the name relates to 1998, which is the year that Claudio Castiglioni revived MV Agusta by launching the first generation F4, now approaching its 25th anniversary in 2023 and thus potentially worthy of a limited-edition celebratory model.

Then there's the 'E1' range - 'E' is for 'Explorer' (not electric!) - and this is the 9.5 version with the 931 cc triple. While we've seen that bike already, two additional versions are listed here: the Lucky Explorer (shown as 'LXP') Premium and the Lucky Explorer Orioli. The 'Premium' is likely to be a fully-loaded model, with luggage and accessories as standard, while the 'Orioli' refers to Edi Orioli, who won the Paris-Dakar rally twice aboard Lucky Strike sponsored Cagiva Elefant bikes - the inspiration behind the Lucky Explorer.

The 'B7' range is made up of MV's four-cylinder, 1000 cc models - the list shows three variations of the Superveloce 1000. Originally previewed last year as a proposed Superveloce 1000 'Serie Oro', the bike is due to reach production with two additional variants, the 'Superveloce 1000 R' and 'Superveloce 1000 S.' Those will be lower-spec, lower-priced versions, following on from the limited-edition 'Serie Oro' model.

Finally, there's the 921 S and 921 GT, listed as the new 'J1' model range. The 921 S was shown last year as a concept, but is clearly heading for production. It takes its inspiration from the 750 S of the 1970s and uses a 921 cc four-cylinder engine that's derived from the 750 cc design in the original F4. The 921 cc capacity was briefly used in the Brutale 921 more than a decade ago, but the engine has been reworked to gain dummy cooling fins for a convincing retro style.

921 S

The 921 GT has not been seen, but logic dictates it's a more comfort-oriented version of the same bike, with styling inspired by the 1972-1974 750 GT. Taller, wider bars, a dual seat and lower pegs will distinguish it from the 921 S.

Despite all this information, the NHTSA list still includes some mysteries. The '1B', '2B' and 'E2' model ranges are simply listed as 'not currently imported into the USA' - leaving some questions over what they are. The 'E2' range is the smaller, Qianjiang-made Lucky Explorer 5.5 adventure bike, with its 550 cc twin-cylinder engine, while '1B' and '2B' relate to restricted-power versions (1B is 35 kW/47 hp, 2B is 70 kW/94 hp) of the Brutale, designed to suit A2 licence rules.

RGNT Motorcycles

"Simplicity is the key to brilliance"

Founded in Sweden in 2019, electric motorcycle manufacturer RGNT Motorcycles has won admirers for its straightforward, 'classic' naked-style street bike designs. 

Recent news is of a collaboration with German custom bike builders Crooked Motorcycles. The result of this cross-pollination is the Crooked E-Type seen here - a stylish, minimalistic and 100% electric custom motorcycle. 

The E-Type made its debut at the Bike Shed London show at the end of May and is now ready for serial production in the Crooked workshop near Munich. 

Dominikus Braun, CEO and founder of Crooked Motorcycles, said: "We had been debating doing an EV project for a while, but we wanted to collaborate with a high-quality partner, who shared our vision on custom style and design. As soon as we ran into RGNT at INTERMOT last October, we fell for the classic look and simple design of its bikes. After some talks with its team, we quickly decided we would partner with them for our first EV project." 

The donor bike was a RGNT No. 1 Scrambler SE. Following the design principle of its successful Crooked XS400 series - "Simplicity is the key to brilliance" - the biggest challenge for the builders was to reduce or stow away the large electrical modules in the triangle frame, so the frame looks open and the bike loses weight optically. 

"Another challenge was to reduce the size of the very large original dashboard. To reach these goals, we've redesigned the subframe in CAD to make duplication easier. We placed the converter unit inside the seat and then CAD-designed a cable duct inside the frame triangle to protect all cables in the best possible way. 

"We raised the rear by 3 cm and reinforced the chassis with new, more progressive YSS springs, covered with 3D-printed fork covers. Blacked out rims with Continental TKC 80 tyres, a minimalistic Bates-style LED headlight with Motogadget blaze turn signals and a new LED brake/rear light from Supernova made the build complete." 

Gideon Schipaanboord, Head of Marketing at RGNT, said: "We think Dominikus and the team at Crooked have done an outstanding job. Building your first electric custom in a tight, six-week timeframe is very challenging, but they worked day and night to get it done. We were delighted to show the Crooked E-Type at the Bike Shed London show to mark UK availability of our standard models this year."

www.rgnt-motorcycles.com

Triumph

Triumph trademarks future model names 

By Ben Purvis

Few motorcycle brands have as deep a heritage to dig into as Triumph, and the company's recent trademark activity suggests it's planning to revive some titles from its past on future models.

Although it's common for companies to maintain trademark rights on unused branding, even if there's no immediate plan to bring the titles back to production, recent changes in U.S. trademark legislation make it harder to do that. Trademark applications are now meant only to be used for names that are intended to reach the market in the near future, and rights to unused trademarks can be removed more quickly than in the past, freeing up those names for others to use. 

So, Triumph's latest U.S. trademark application, for the name 'Triumph Hurricane', suggests there's a genuine intention to use that name within the next couple of years if the trademark is granted. The title has strong American ties, having been used for the limited-run X-75 Hurricane in the 1970s, which had distinctive bodywork designed by Craig Vetter to compete with the new generation of Japanese rivals. Originally intended to be sold as BSA, the three-cylinder Hurricane was switched to the Triumph stable at the last minute when BSA was closed down. 

There has been talk of reintroducing the Hurricane name to the Triumph range since then, most notably as potential title for an ambitious Suzuki Hayabusa-rivalling, 1300 cc four-cylinder super-tourer that was in development 20 years ago. That project, intended to offer near 200 mph performance, was dropped at a late stage of development, coinciding with Triumph's distinct shift to focusing more heavily on its retro line-up and less on trying to compete head-on with Japanese brands in established categories.

'Trademark applications hint at upcoming new bikes'

If it goes ahead, a modern Hurricane is likely to hark back to the 1970s bike, using a three-cylinder engine - something Triumph has plenty of experience with now - and with neo-retro styling. As well as the U.S. application, a worldwide trademark for the name 'Hurricane' is also pending.

But that's not the only old name that's being re-trademarked. Another is 'Adventurer.' Already granted in the UK and France, Triumph has pending applications to trademark the title in Australia, the USA and Canada. The name was last used from 1995-2002 on a Thunderbird-derived cruiser, but in today's market, it may make more sense to use the 'Adventurer' title on an adventure bike. 

Finally, Triumph is making concerted efforts to trademark the name 'Street Tracker' around the globe. Applications have already been granted in the UK, and for 'Street Tracker' and 'Triumph Street Tracker,' and after a failed attempt to protect the simpler 'Street Tracker' name in the USA, the 'Triumph Street Tracker' trademark is now pending in that market. Further applications have been made in Australia and Canada, and there's already EU-wide protection for the title, which could well be destined for one of the upcoming Bajaj-built single-cylinder machines that are due to be launched in June this year.

Yamaha

Yamaha pursues front wheel drive and steering assist

By Ben Purvis

Both Yamaha and Honda have set self-imposed deadlines to end fatal crashes on their motorcycles by 2050, and as that date starts to loom ever closer, there's a race to create technologies that will help achieve that goal.

For Yamaha, the new AMSAS technical prototype is a huge step forward, incorporating many of the self-riding capabilities of the previous MotoBot R&D tool and the Motoroid concept bike, but wrapping them into a smaller package that can be retrofitted to existing bikes.

In these images, the technology is attached to the chassis of a Yamaha R3, albeit with its engine removed, but the important parts are at the front, in the custom-made front wheel and hidden around the steering head. The front wheel incorporates an electric motor, giving a front-wheel drive setup. Normally, this would be in addition to the conventional engine-driven rear wheel, but on the AMSAS prototype, it powers the bike on its own. At the headstock there's a steering servo that's related to a prototype steering-assist system already in use on Yamaha's works motocross bikes in Japan. Like the pedals of a power-assisted bicycle, it incorporates torque sensors to tell when you're moving the bars, adding assistance where needed. It can distinguish between intentional inputs and those coming from the road surface, and function as power-assistance, as a steering damper or as an automated steering system, depending on what is required at any moment.

Yamaha is doing the work because it recognises that many bike crashes are down to rider error. Eliminating that will go a long way to achieving the zero-deaths goal. The company says 10% of crashes are down to recognition errors, 17% to decision errors and 5% to operation errors. 

Project leader Akitoshi Suzuki said the AMSAS prototype's most distinctive feature is "its approach to use an arrangement highly applicable to existing vehicles since it does not require any modifications to the frame."

"With the base technologies in place now, we're halfway to our goal of bringing AMSAS' value to customers. From here on, we'll be working to downscale the sizes of the various components and so on, as we want to develop it into a platform not just for motorcycles, but one also adaptable to a wide range of other personal mobility applications, like bicycles."

Jun Sakamoto, handling safety strategy at Yamaha, said: "It's to create conditions where the rider can focus more on operating their bike, so that everyone can enjoy that sense of being one with your machine. By providing an assist when the bike is more unstable and requires skill to operate, we want to deliver fun rooted in peace of mind to a wide range of riders."

Video of the bike in action shows it can operate with or without a rider, using its steering and the drive from the front wheel to keep balanced. It can even remain stationary, rocking back and forth slightly to maintain balance. 

In future, a miniaturised version of this system could be added to bikes just as commonly as ABS and traction control are included today.

HiSun

HiSun pouring money into entering V-twin motorcycle market

HiSun might not be a name that is familiar in the motorcycle market, but buyers of ATVs and side-by-side UTVs might well know the company. It already has a 7.1 million sq ft factory making four-wheelers and a U.S. distribution subsidiary (HiSun Motors Corp., U.S.A.) at McKinney, Texas. 

However, it would appear that HiSun's parent company, Chongqing Huansong Technology Industry Co, is now turning its attention to motorcycles. The parent company is the main shareholder of a new motorcycle brand - Chongqing Weiqi Technology - and developing a range of large-capacity V-twin machines. The company was established in 2020, with an opening investment of 100m yuan (around $15m) from five shareholders, led by Chongqing Huansong and its owners.   

While we don't yet know what the Chongqing Weiqi's bikes will be called, the new company has applied for several trademarks, including a graphic 'X' logo and two names, 'Knight' and 'Whiskey', for upcoming models. 

'filings show the former S&S owned X-Wedge 60-degree V-twin'

Designs for two bikes have been registered so far by the company, as well as the visual appearance of the S&S V-twin engine that it appears to be intending to use. The first model is a Fat Boy-style cruiser, the second a full-dress tourer along the lines of the Harley Ultra Limited. Both use the same Softail-style frame, with hidden rear suspension, and the same engine which carries the S&S logo and '121' badges, showing it to be the 121 cubic inch version of S&S's 60-degree X-Wedge design. 

According to sources at S&S Cycle, the X-Wedge engine family had been removed from their lifecycle plan to open up engineering and manufacturing bandwidth for a more diverse product line, with the IP and all manufacturing equipment subsequently sold to HiSun Motors in 2020.

Although we're yet to see these bikes in the metal, the design images show machines that could easily pass for American V-twins, and with 121 cu in (nearly 2,000 cc) engines, they're promising to be the largest motorcycles yet to come from a Chinese brand.

Sunstar

Sunstar EPTA Stage 0 race rotors - increased heat dissipation

Sunstar's new EPTA Stage 0 (zero) racing brake rotors are used by many top teams, including the Kawasaki Puccetti World Supersport team (Can Oncu and Attack Yamaha Performance in AMA SBK in the United States - Jake Gagne and Cameron Petersen).

Standing for "Enhanced Performance Torque Application", the name EPTA is taken from the ancient Greek for seven - representing the durable, reliable, high-strength seven-point mount system between the carrier and the pad track.

The AL 7075 hard anodised aluminium carrier/hub (30 µm) mounts to a 5.8 mm induction hardened stainless steel rotor, with Sunstar's proprietary seven-point EPTA disc flotation mechanism. The rotor is machined with grooves with ventilation holes machined in the pad track, for better cooling, and optimised lightening holes to avoid vibration onset.

Sunstar Sales Manager Gianluca Olivieri told IDN: "The straight 3 mm thick profiles protruding from the wave shape on the outer diameter of the disc form a radiating area that dissipates heat, without being touched by the pads, but with a higher thermal inertia than the rest of the disc. The 'radiators' have been shown to help heat dissipation by up to 36 degrees C less than the maximum temperature measured on Sunstar's standard EPTA rotor for SBK use.puccetti

SUNSTAR ENGINEERING

www.braking.com