Zonsen

Zonsen RE650 revives Norton twin by Ben Purvis

China's Zonsen - the recently rebranded name for the company formerly known as Zongshen - has filed industrial design registrations for a new 650 cc parallel twin roadster that will be launched under its Cyclone brand and uses the British-designed parallel twin that was originally intended for the Norton Atlas and Superlight models.

Before the Stuart Garner-owned version of Norton collapsed in early 2020 the company was forging ahead with plans to launch a range of all-new parallel twin models using a 650 cc engine derived from its 1200 cc V4. The Atlas Ranger and Atlas Nomad were scrambler-ish retro models, and the same engine was intended for the Superlight sports bike and was even shown in supercharged form in the carbon-framed Superlight SS concept from 2018. 

However, shortly before Garner's Norton collapsed in a blizzard of controversy, the engine designs were licenced to Zonsen, and now TVS - the Indian brand that has revived Norton - has little interest in bringing back the Atlas, Nomad and Superlight projects. That means the 'Norton' parallel twin may only ever be seen in its Chinese-made form.

Not that Zonsen has had it easy. The engine needed a substantial amount of work to be viable for production and the company turned to UK-based engineers at Ricardo - the company that also did the initial work on Norton's V4 - to bring the twin up to production standard. The engine has recently gone on sale in China in the RX650 adventure bike and now Zonsen plans to put it in the retro roadster shown here.

Called the Cyclone RE650, the roadster is expected to be officially launched later this year and will be a flagship model for the Cyclone brand. Its styling means it's much closer in spirit to the Atlas models that Norton planned, but like a growing number of Chinese machines it has technology that's still unusual in the West in the form of a front-mounted camera set between the headlight and windscreen.

Upside-down forks, radial brakes and a direct-action monoshock on a cast-alloy swingarm show that despite styling with a nod to the past, the RE650 has modern components to accompany its 21st century engine.

Zonsen is already developing a larger, 800 cc version of the parallel twin, expected to debut in an upscaled 'RX800' version of the RX650 adventure bike first, but sure to later filter through to the roadster seen here. 

"British-designed twin heading to new Chinese roadster"

Off-road ranges

Off-road ranges updated for 2024 By Ben Purvis

Motocross and enduro bikes are traditionally launched long before their road-going cousins in preparation for a winter's off-road season, and many of the updated 2024 models from a variety of brands have already been released. Here's a round-up of the main changes seen so far.

Kawasaki

The Kawasaki KX450 motocross bike and KX450X cross-country competition model are both essentially the same, and for 2024 they're being classed as 'all-new' machines. 

The updates start with an engine that has a completely revised intake, including new valves, moved in the head to be more vertical and match the reshaped ports, a change claimed to increase power throughout the rev range. On the exhaust side, there's a new pipe, mounted in the centre of the bike for better mass centralisation, and the whole lot is bolted to a redesigned aluminium perimeter frame which optimises rigidity.

Kawasaki KX450

The brakes are completely new, with Kawasaki switching to Brembo as a supplier for the first time, although the rear caliper is still from Nissin. Of course, there's new bodywork as well, designed to make it easier to shift around on the bike and adding a quick-release side cover to access the air filter without tools.

On board there are new bar controls, with a traction control and power mode switch on the left, and the bike's power modes can be accessed and tweaked via Kawasaki's Rideology smartphone app. 

KTM

KTM's focus so far has been on its 2024 enduro range, with an EXC line-up that's claimed to feature 95% new components including a new frame and new suspension.

The new frame is made of laser-cut, robot welded steel, claimed to improve rider feedback with a balance of rigidity and flex. Both the two-stroke EXC and four-stroke EXC-F models have new 48 mm WP XACT forks, matched to an updated version of the WP XPLOR PDS rear shock. They also get a new two-piece subframe made of polyamide and reinforced aluminium, plus all-new bodywork.

KTM 300 EXC Hardenduro

The two-stroke models - the 150 EXC, 250 EXC and 300 EXC - have new throttle body fuel injection, claimed to give smoother power delivery reminiscent of carburetors, but without the need to change jets for different altitudes. They also have a new reed valve case that prevents rich running under extreme up or downhill conditions, and two selectable engine maps.

The four-stroke EXC-F machines, in 250 cc, 350 cc, 450 cc and 500 cc forms, have their engines tilted back by two degrees and mounted lower, improving mass centralisation and traction. They also get traction control for the first time, as well as a quickshifter to allow clutchless upshifts.

For 2024, KTM has also introduced the new 300 EXC Hardenduro model, loaded with more parts, including extra protection in the form of new hand guards, clutch slave cylinder guard, a composite skid plate and brake disc guards.

Husqvarna

As usual, Husqvarna's off-road models ape the changes made to their near-identical KTM counterparts. That means the two-stroke TE 150, 250 and 300 models get the same throttle body injection as the KTM EXCs, and the four-stroke FE 250 and 350 have the same engine position changes as the EXC-Fs. They also get the same all-new frame used on the KTMs, and the same suspension upgrades. 

Husqvarna TE 150

The Husqvarnas do differ in their bodywork, featuring marque-specific plastics and colours.

Kawasaki

Kawasaki ZX-6R 2024 By Ben Purvis

Until a couple of decades ago, the 600 cc four-cylinder sports bike was a towering presence in the sales charts in Europe and elsewhere, but the rise of the adventure bike and an ever-greater focus on track supremacy rather than all-rounder appeal has seen sales dwindle to the point that none of the Japanese 'big four' saw fit to upgrade their supersports models to meet Euro 5 emissions rules.

That means Europe has been without a four-cylinder 600 cc supersport bike option since Euro 5 came into force in 2021, but for 2024, Kawasaki has made the surprise decision to revamp its ZX-6R and bring it into line with the latest emissions limits.

Although restyled and reengineered, Kawasaki doesn't expect a huge resurgence in supersport sales, so the updates to the ZX-6R are moderate. The engine is the same four-cylinder as before - using the slightly-too-large 636 cc capacity of the previous model - but features new cam profiles, revised intakes and a new exhaust header, collector and catalyst to sneak under the Euro 5 emissions limits. 

The result is a slight dip in peak power, dropping from 95.4 kW (128 hp) to 91 kW (122 hp), arriving 500 rpm lower in the rev range than before at 13,000 rpm. At high speed, Kawasaki reckons its ram-air system claws back most of that reduction, bringing power up to 95.2 kW. Peak torque is now 69 Nm, arriving at 10,800 rpm.

The Showa SFF-BP forks and Uni-Trak rear suspension are the same as the last generation of ZX-6R, as is the rest of the chassis and the brakes, although the old model's petal-style 310 mm discs are switched for conventional round ones.

There are styling changes for the 2024 model, with a new front fairing and LED headlights, while the on-board tech also gets an overdue rethink, finally gaining a colour TFT dashboard - albeit a small 4.3-inch one - with phone connectivity via Kawasaki's Rideology app. There are four power modes - Sport, Rain, Road and Rider (a customisable setting) - but the ZX-6R's essential age still shows in the lack of modern rider aids like cornering traction control or lean-sensitive ABS. 

The bike's reintroduction to Europe, and its styling revamp, piles new pressure onto its rivals. Will the likes of Yamaha, Honda and Suzuki react with their own Euro 5-compliant 600s? They're sure to be watching the ZX-6R's sales figures with interest.

Jedi Motor

Jedi Kirin 750 By Ben Purvis

The breadth of choice that Chinese riders are getting in 2024 when it comes to large-capacity bikes is wider than ever before, and it will grow even further with the launch of the Jedi Kirin 750.

Jedi already makes a range of bikes around its own 730 cc parallel twin engine, from the FR750 roadster to the Vision 750 sports bike, but the Kirin 750 is an attempt at a tourer and it's yet another example of a Chinese brand that's breaking free of stereotypes. There's no copying going on here, and instead Jedi has outsourced key elements to established European companies to ensure it has a convincing product.

For the styling, Jedi went to Italian design house Marabese, which has been designing motorcycles since 1976 with clients from Aprilia to Yamaha. For the Kirin, the company created a machine that has the stance of a big BMW tourer, but with several distinctive design elements that mean it can't be accused of copying. That huge headlight, for instance, with stylised DRLs wrapped around a trio of individual light units behind a single front glass, is the sort of design that would look impressive on a Japanese or Italian bike, and for a Chinese brand it's a huge step forward. 

Underneath the bodywork lies a frame that, like Jedi's other 750 models, is designed by Suter in Switzerland and made from cast magnesium to minimise weight. That's important because the 730 cc parallel twin isn't a powerhouse - it puts out 60 kW (80 hp) and 70 Nm of torque, enough to be competitive against the likes of Yamaha's Tracer 7, but rather less than you might expect from a bike as bulky as the Kirin.

Cheap technology is a Chinese strongpoint, and here the Kirin doesn't disappoint. The company claims it has standard-fit front and rear cameras that include licence plate recognition and 'blacklist comparison' (a clear pointer to the fact that the company wants to achieve sales to police forces - a huge market in China). The cameras also provide the ability to record rides and take still photos. There's a huge colour screen in front of the rider with a large physical keypad beneath it for major functions, which is a nice touch in a world where many companies are relying on infuriating touchscreens. The Kirin also has heated seats, remote opening panniers, tyre pressure monitors and Bluetooth connectivity that allows your phone screen to be mirrored on the bike's dash. 

Although Jedi's bikes aren't yet offered outside China, it's clear that the company will be well-positioned to make the transition to international markets as soon as it has the production capacity to exceed demand in its homeland.

Honda

Honda working on Hossack fork CB1000R By Ben Purvis

While there have been endless attempts to overthrow the telescopic fork as the standard front suspension system for motorcycles, none have come as close to success as the girder-style 'Hossack' front end. It's been used on mainstream BMWs from the K1200 to the K1600, and most recently on the current generation of Honda Gold Wing, and now Honda is working on a variation of the idea specifically for a high-performance naked bike.

A patent application filed by Honda shows the Hossack front end, made up of a cast alloy upright holding the front wheel and attached to the frame by a pair of car-style wishbones supported by a single coil-over shock, fitted to a four-cylinder naked bike similar to the CB1000R, including a single-sided swingarm and a new, two-part main frame.

Normally, the advantage of the Hossack fork is that it can separate braking and suspension forces, allowing relatively compliant suspension while preventing excessive dive during deceleration. It also allows side-to-side flex to be tailored while retaining maximum longitudinal rigidity. However, in this instance, Honda is leveraging a previously unexplored advantage of the Hossack design, namely its aerodynamics.

Seen from the front, the upright casting that holds the front wheel can be slimmer than conventional telescopic forks, and also shaped into an aerodynamic profile to slice the air more cleanly. Beyond that, and specifically on unfaired bikes, as seen in Honda's patent application, the upper section of the girder, above the front wheel, is sculpted to channel air into a pair of side-mounted air intakes on the shoulders of the fuel tank. The patent explains these can be used for both the engine's air intake and for airflow to a radiator for cooling.

One element that isn't seen on the patent is a headlight, but the advent of LED lighting allows lamps to be much smaller than in the past, so fitting one into the nose section below the steering head would be relatively simple, giving a front end that's far more aerodynamic than a conventional naked bike while retaining the unfaired appearance.

BMW

BMW combines wings and lights By Ben Purvis

Winglets have become an essential part of MotoGP racing over the last few years and spread to street bikes - in part to allow road-based racers in WSBK to gain the same aerodynamic benefit, but largely because race-rep riders want their bikes to look like those ridden by their on-track heroes.

On the street, though, winglets have little purpose. They might help tame wheelies on the track, as well as adding fractionally more front-end grip when you hit the brakes and even pushing the tyres into the tarmac during corners, but the speeds needed to feel those benefits are immense, far beyond anything that can legally be achieved on the road.

BMW has been looking at how they can add winglets to their street bikes but simultaneously give them a purpose, and the result is this patent for illuminated winglets. Illustrated on an S 1000 RR-style superbike, they look just like the winglets of racers, but contain strips of LED lights inset into their leading edges, acting as both daytime running lights - a legal requirement in many markets - and as turn signals.

It's not just a case of putting the lights in the winglets because they're there. BMW has a logical reason to do it. Winglets sit on the fairing sides, just where many road bikes already have protruding indicator lamps, so why not make the wings serve both purposes? It reduces the component count and swaps the indicators - normally ugly warts on the side of a bike - for something that riders actively want to see.

'finally, a reason for road bikes to have GP-style winglets'

Using the winglets for daytime running lights could be an even greater benefit. BMW's patent application points out that the winglets are the widest part of the bike, and by setting lights as far apart as possible, they emphasise the size of the bike to other traffic - making it appear bigger and closer than it might otherwise seem - and making it easier to judge the speed at which it's moving. The document says: "The motorcycle … appears wider for oncoming traffic, particularly in the dark, due to the laterally protruding flow guide elements. As a result, the motorcycle is more visible, and its speed can be estimated more easily."

The patent application also adds a further form of lighting to the winglets, projecting light down onto the ground when you come to a halt to give you a clearer view of the surface that you are about to put the side-stand down onto. Like the 'puddle lights' used by many modern cars when you open the door, the patent suggests the projector could be fitted with a transparent liquid-crystal display to create a pattern or logo in the light that hits the ground - an unnecessary flourish, but one that would certainly add another element of novelty.

Benda

Benda LFR700 for production soon By Ben Purvis

Benda is one of the several Chinese brands that appear to have come from nowhere with an increasingly impressive array of bikes, and its new LFR700 - although a concept at the moment - is expected to reach production looking virtually unchanged.

The company sprung into focus a couple of years ago with the launch of the LFC700, a mad-looking muscle-cruiser with a homegrown 700 cc four-cylinder engine, a huge wheelbase and an enormous 340-section rear tyre. 

That bike made the transition from concept to production unharmed and was followed by a more sensible Café Racer-style machine, the LFS700, using the same engine. Benda has also launched a 500 cc V4 cruiser - again using an entirely new engine, which is also due to be sold in 1,200 cc form eventually - and a range of V-twin models, all within just a few years. The company is still mainly focused on China and trying to ramp up production to meet demand, but it does have a European importer and a selection of dealers in Spain and Portugal.

While the LFR700 looks wild, going by Benda's own record, the production version isn't likely to be toned down. The company hasn't announced specifications, but the engine is once again the 700 cc inline four used in the LFC700 and LFS700. Developed by Benda, albeit as something of a reverse-engineered version of Honda's CB650R four-cylinder, it currently makes around 69 kW (93 hp) and 63 Nm of torque, but might well gain a more aggressive tune for the sporty-looking LFR700. 

Elsewhere, the bike has high-end parts including Brembo brakes, plus some intriguing-looking electronics. There appears to be a camera in the front fairing below the main headlight (the larger 'headlight' sections on the sides are actually running lights), and onboard there's a typically modern TFT dashboard.

Given Benda's previous record, the LFR700 is likely to reach production in 2024, but it's still far from clear whether the model will be offered outside China.

CFMoto

CFMoto 700MT launched By Ben Purvis

CFMoto is rapidly forging a reputation as a market leader among Chinese brands and its affordable 650MT adventure bike has been a key element to its progress - and now it's getting a substantial upgrade as it transforms into the 700MT for 2024.

The company has had a larger, 793 cc version of its long-lived parallel twin engine for several years, initially using it in the 700CL-X retro bike, and now it's made the rational decision to slide the same motor into the MT adventure model. 

The capacity increase might be just 44 cc over the previous 649 cc, but the performance boost is larger, giving 18% more power from just 7% more capacity. The 700MT puts out 49 kW (66 hp) at 9,000 rpm, up from 41 kW (55 hp) for the old 650MT - enough to put it into rivalry with a whole new class of machines. Torque is also increased, from 54 Nm to 60 Nm at 7,250 rpm.

The rest of the mechanical makeup is largely the same as the old 650MT, with no change to the frame or to the 218 kg curb weight including fuel. The 43 mm USD forks, adjustable for rebound damping only, are carried over, as is the rear shock, adjustable for rebound and preload. The same applies to the J.Juan brake calipers (these days owned by Brembo), although they now clamp onto 300 mm circular discs instead of the petal-style ones of the 650MT.

Visually, the bodywork is updated but still retains many of the shapes from the previous Kiska-designed 650MT, with a new look to the nose and the side panels. 

On board, the 700MT gets a new 5-inch TFT dash borrowed from the recently launched 450SR sports bike, with phone connectivity for media and navigation, plus updated USB sockets to include a Type-C port as well as a Type-A one.

Although the 700MT's prices rise compared to the 650MT, the margin isn't a large one and in most markets the bike substantially undercuts rivals like Kawasaki's Versys 650, Yamaha's Tracer 7 and Suzuki's V-Strom 650, while now offering a similar level of performance - something that the old 650MT couldn't achieve.

BS Battery

BS Smart Chargers - "Connect and Forget"

Riders are often faced with uncertainty about when to charge their motorcycle battery, for how long and what they should be monitoring, and that uncertainty is reinforced when they encounter slow cranking.

French manufacturer BS Battery says that its charger development program "paid attention to the small details that make the big differences for riders. Details such as an adaptable charging algorithm which allows them to keep the battery on charge as long as they want, without damage.

"Details such as a quick connection system - our chargers are delivered with a clamp set and fused ring terminals so riders can simply plug the charger to the battery without disconnecting it.

"With additional features such as an auto-detect for acid and lithium technology to eliminate doubt and internal overheat protection with spark free connection to eliminate reverse polarity and short circuit."

Distributed by Parts Unlimited and Drags Specialties in the United States, and others including Parts Europe and Parts Canada, BS Battery provides 3 models matching all the latest certifications, applications and needs of the market.

The BS10 (6V & 12V - 1A) has a small, safe and road trip practical design; the ergonomic BS30 (12V - 3A) comes complete with a multi-axis hook; and the BK20 (6V & 12V - 2A) has been developed mainly for professionals - offering 3 channels of charge with different voltages and chemistries simultaneously, including a reconditioning function.

Owner and founder Benjamin Sebban says that "with more than 10 years' experience in the battery industry and, working closely with manufacturers to develop Original Equipment batteries (lead acid and, more recently, lithium), BS Battery has gathered a lot of information from manufacturers' engineering teams concerning their battery performance and specification requirements. 

"That knowledge and experience can now be 'money in the bank' for BS Battery dealers with an upgraded BS charger line that is ideal for authorized and independent dealers and their customers."

BS BATTERY, USA Office

www.bs-battery.com

Tucano Urbano

'New Step' jacket - "innovation and sustainability"

Italian gear and apparel specialist Tucano Urbano's 'New Step' jacket is described as being a "big new step on the road to innovation and sustainability with cutting-edge design and technical expertise - a jacket whose name already marks another important step on the road to innovation and sustainability by the Mandelli Group brand. 

Florian Martin, Marketing Director for the Milan based brand, says: "With our New Step jacket we wanted to mark a new course for Tucano Urbano - we let ourselves be inspired by the fashion world for style, but at the same time we did a lot of research and development work on materials and performance, and we got a super result.

"New Step stands out both by its young, minimalist design and by the choice of GOOD WHEELS branded fabric. After the success of the winter jackets made of polyester derived from recycled plastic bottles, we have continued our sustainable production journey - for this flagship spring/summer collection model we have used a Ripstop polyester derived from the recycling of post-industrial waste."

Highly technical and comfortable, New Step is able to ensure 10K of waterproofing and 10K of breathability, thanks to its Hydroscud construction. Ventilation was enhanced by a large aeration system on the back and under the armpits. "It is perfect in both rain and shine, not only in fine weather, but all year round. A polar fleece inner jacket that can be detached and worn alone adds to the versatility of the package - making it two jackets in one".

Florian says that New Step achieved Class AA certification - "a truly remarkable achievement when compared to comfort and urban style. It is armoured at the shoulders and elbows with CPS Aerosoft protectors, which are so light and ventilated that they cannot be felt or seen. As usual, there is the pocket to accommodate the Viper CE D3O back armour, both Level 1 and Level 2. And for maximum safety, the Airscud vest equipped with the In&motion airbag system can also be connected.

TUCANO URBANO

www.tucanourbano.com

Comment by Editor, Robin Bradley

Clean and quiet is not our enemy 

The tsunami of strategic, regulatory, market and vendor news continues unabated - who said there was never any reason to read the industry magazines in the summer? 

Two months ago, I wrote about the new motorcycle exhaust silencer anti-tampering regulations, one of three or four big regulatory or strategic issues that are at various stages of gestation. 

The anti-tampering regulations are the most urgent in that they become effective later this year. But pay attention too to what is happening at the Connected Motorcycle Consortium, to the Japanese 'Big Four' manufacturers finding common cause to explore the potential for hydrogen use in motorcycles, at the Swappable Battery Consortium, and, my particular cause celebre, the role that so-called 'synthetic gasoline' ('synth-gas' - also known as eFuel) could have to play in the future of the motorcycle and automotive industries - in fact especially in the larger displacement motorcycle market. 

The anti-tampering regulations are primarily intended to prevent manufacturers and their dealers from selling so-called 'de-kat' systems, or more particularly, negating 'dB killers' and other techniques and methods by which riders can operate their machines without adherence to the prevailing laws. 

This is an issue where emissions and sound are intertwined, despite the technical differences involved in how to reduce them and enforcing that reduction. 

Basically, in-play is a suite of measures that make it as close to impossible as can be achieved for riders to bypass the regulations. To, literally, prevent those exhaust properties and characteristics that exist to reduce noise from being "tampered with". 

'hurrah for our side'

The automotive industry learned the hard way. After many failed and expensive lobby efforts from the 1950s (laminated windshields) onwards, right up to seat belts, roll cages, crumple zones, airbag production quality and related safety standards - they learned that safety sells. They, and us in the motorcycle market, have now also been learning that clean and green also sells. 

On an intellectual level, I have sympathy with the classic liberal interpretation of all laws being bad laws. However, as civil society discovered the first time it passed laws to try and keep you safe from being murdered, some laws actually are 'advisable'. With no disrespect to my former Politics tutors, in my world view, keeping the planet healthy and able to host our species definitely qualifies as "good laws", so "eat it". 

The really, really good news though is that after more than 20 years of getting organised and professional about its industry, its products and its customers, the motorcycle market's trade associations and OEMs (in Europe and Japan at least) have managed to create a total volte face in the motorcycle sector's reputation as a 'worthy' transport solution.  

They have done this so successfully that when matters such as stricter anti-tampering laws get into the regulatory crosshairs, we have the organisational infrastructure, communications channels, and, importantly, trust to use our influence responsibly. It is our industry itself whose views were sought and whose input has been used to author delivery of the regulatory requirement.  

Which means that rather than having ill-conceived, counterproductive rule sets imposed on us, it is our expertise and knowledge that has been leveraged. Hurrah for our side, I say. 

Hurrah too, ironically, for the economic and employment lobbying power of the German automotive industry. The triumvirate of behemoths that are BMW, VAG and Mercedes Benz (and others) have ultimately been able to bring a massive dose of practicality and environmentally beneficial infrastructure thinking to the EU's 2035 zero-emissions regulations.  

The occupants of The Berlaymont, the national representatives that sit on the Council of the European Union (formerly called the Council of Ministers) and the elected consumer representatives in the European Parliament have been brought into alignment and, where accepting eFuels into the 2035 solution mix is concerned, are now, finally, singing from the same instruction manual. 

I already mentioned this last month, but Hallelujah and Praise the Lord - I just cannot help wanting to mention it again. This is a success story for the ages and one that should be sung loud and proud from the highest and cleanest of hilltops.  

It is a HUGE concession. An entirely logical one, and one that, actually, if anything, simply demonstrates the extent to which the EU brought its existing and traditional mechanisms of rule writing into disrepute by failing to acknowledge that other solutions are available. 

It is a change in the direction of travel that, in and of itself, acts as a massive advocate for bringing consumers and industry together inside the tent. It is a classic advert and case study of both sides - regulators and regulated - working with, rather than against, consumer sentiment in order to achieve best practice outcomes. 

In the specific case of the motorcycle anti-tampering regulations, I have already been picking up negativity and pushback about my prior remarks, from those who point to the compromise of rights and freedom of choice they represent, and the (theoretical) potential for negative economic impact it is perceived as having - forcing factory closures and lay-offs as existing retro-fit exhaust technology becomes obsolete. 

All of which, as the original 1996 Motorcycle Multi-Directive itself proved, is arrant nonsense, of course. That package of regulations marked the first serious and coordinated attempt to create a framework within which motorcycle noise, in particular, could be addressed. 

In 1996, the year before I started this magazine, I hosted a half day industry meeting at what turned out to be the very last IFMA at Cologne. At this symposium, the rule writers (at what was then known as DG III) addressed some 200 people from the aftermarket and managed to create context for the new norms. The outcome of the 1996 Multi-Directive was that a decade later, the number of exhaust brands being made and sold in Europe had pretty much doubled and the number of aftermarket exhausts being installed had steepled. 

In addition to being good for health, good for safety, good for the environment, it turns out that regulations and standards can, after all, also be good for business. Not always, for sure, but as the years have turned into decades, that has increasingly become the case more often than not - safety does sell, but so too does clean air, a healthy planet and peace and quiet. 

KTM

KTM first ever SuperTwins win

Two-time Grand National Champion Briar Bauman (No. 3 Parts Plus/Jacob Companies KTM 790 Duke) took an emotional and historic victory in the Lima Half Mile presented by Indian Motorcycle and Drag Specialties at the Allen County Fairgrounds in Lima, Ohio (June 24).

Following a first half-season spent developing an all-new racebike for an all-new team, Briar Bauman kicked off the second half of 2023 by claiming the first premier-class (Mission SuperTwins presented by S&S Cycle) victory for a KTM twin in the history of Progressive American Flat Track.

Bauman, who earned the crown in 2019 and 2020, took the inaugural KTM SuperTwins win in a final that had seen him embroiled in a non-stop dogfight with the rider who currently has the inside track on this year's title - Dallas Daniels (No. 32 Estenson Racing Yamaha MT-07 DT).

It was a four-manufacturer top-10 with four Indian FTR750s, three Yamaha MT-07s, two KTM 790 Dukes and a Royal Enfield 650 taking the top-10 spots. 

KTM made it a two-win double in round 10 of the 2023 AFT season, with reigning Parts Unlimited AFT Singles presented by KICKER champ Kody Kopp (No. 1 Red Bull KTM Factory Racing 450 SX-F) notching up a timely victory in the Parts Unlimited AFT Singles class too. 

The Yamaha YZ50F was second and fifth, Husqvarna FC450 (basically a badged KTM) third, and another KTM 450 SX-F in fourth. 

www.americanflattrack.com

SBS

SBS enters 2nd 'Better Brakes' programme transition phase

Following the launch of the company's improved performance brake pad series late last year - 'Better Brakes' - SBS has announced that it has started the expected second transition phase that will include rear brake pad compounds LS, H.LS, RQ, ATS and CT - plus the H.CT front wheel compound.

"Our customers and riders in general expect top brake performance and that is exactly what they with SBS 'Better Brakes'. In addition to improved stopping power and durability, our 'Better Brakes' program also delivers a product that is produced in a non-fossil production setup and without heavy metals such as copper and nickel," says Marketing and Product Manager at SBS, Thomas Midtgaard-Jørgensen.

"Our customers have welcomed the introduction of SBS 'Better Brakes' in full and we look forward to starting to be able to supply riders worldwide with the second wave as well. The second phase is presently being initiated and the first products in the transition will be available for orders by SBS distributors as soon as Q3 2023.

"In addition to the improved braking power and brake feel from first stop, a higher heat resistance increases reliability and durability. All brake pad products will be equipped with integrated NRS Technology which locks the compound material to the backing plate. All compounds for public roads will be ECE R90 approved."

www.sbsbrakes.com

QJMotor

Huge batch of new QJMotor models coming this year 

By Ben Purvis

Has any motorcycle brand expanded as fast as QJMotor in recent years? Having gone from nothing to a model range of more than 30 bikes in just a couple of years, the Qianjiang-owned brand is aiming higher still with an array of upcoming sports bikes including an MV-based superbike that's due before the end of 2023.

The company's next batch of upcoming models have been leaked in advance of their official release thanks to Chinese type-approvals, which are published on government websites including photographs of the approved bikes. They include no fewer than four fully-faired sports models, plus one naked machine and one Benelli-branded variant.

QJMotor SRK1000RR

One bike is likely to make more headlines than any other for QJMotor when it gets its official launch, and that's the planned SRK1000RR superbike. Although photographs of a styling model for the bike leaked earlier this year, the new approval includes the first specifications for the machine as well as a photo of a finished example. 

You might be thinking something looks familiar here. It's the MV Agusta Brutale 1000's frame and swingarm, wrapped in svelte, full-fairing bodywork that does a good impression of what a future MV F4 could look like, if such a bike were built. The tie-in between MV Agusta and QJMotor's Qianjiang parent company dates back to 2020, when the Italian company's four-cylinder engine was announced as the power source for a future Benelli superbike. 

Since then, Qianjiang made the MV Agusta Lucky Explorer 5.5 that was shown as a prototype in 2021, although that project appears to have since been dropped, with MV focusing on the larger, all-Italian Lucky Explorer 9.5 model.

Despite sharing its chassis with the Brutale 1000 and being referred to as the 1000RR by QJMotor, the new bike actually uses a new version of MV's four-cylinder engine, clocking in at 921 cc. This engine is already due for production next year in MV's own 921S and 921GT retro models, and its roots can be traced back to 2010 and the short-lived Brutale 921 that shared the same capacity. The engine itself is derived from the original 750 cc four that debuted in the original F4 superbike rather than the 1,000 cc design used in the current Brutale and makes substantially less power.

How much? According to the Chinese type-approval, the 1000RR is good for 95 kW, or 127 hp. Still a respectable figure, but far from the 200 hp-plus of the latest MV Agusta 1,000 cc engines. The top speed of 239 km/h will still make it among the fastest bikes ever to wear the logo of a Chinese brand.

The MV-based chassis isn't the lightest of its type, giving the QJMotor an all-in weight, including fuel, of 215 kg. Again, enough to make it extremely fast, but more akin to Japanese superbikes of two decades ago than the latest, fire-breathing MotoGP replicas.

There's a combination of Marzocchi suspension - already manufactured in China by Qianjiang on behalf of the Italian brand - and Brembo brakes, plus strong styling, including the inevitable winglets and lashings of carbon fibre (or faux carbon fibre).

A leaked product planning schedule from QJMotor suggests the 1000RR is due to be officially launched towards the end of 2023, although there are some question marks over the future of the bike. Since the project started, KTM's parent company has taken a large stake in MV Agusta and assumed control of its parts sourcing and distribution, leaving questions over whether the pre-established relationship with Qianjiang (a rival to KTM's Chinese partner, CFMoto) will remain in force.

QJMotor SRK800RR and SRK650RR

You might think that one four-cylinder sports bike project would be enough, but QJMotor has another two on the go at the same time.

The SRK800RR and SRK650RR are nearly identical apart from their engine capacities, both using a newly-designed four-cylinder engine that has distinct similarities - including an identical 67 mm bore - to Honda's CBR650R motor.

SRK 800RR

The frame that both the SRK800RR and SRK650RR share also bears a similarity to the Honda CBR650R's design, made of steel and contributing to the bikes' weights - 207 kg and 206 kg respectively, including fuel - which are respectable, but not at the cutting-edge of sports bike expectations. The 1,450 mm wheelbase, also identical to the CBR650R, is shared by both QJMotor models.

Like other QJMotor machines, the suspension is Marzocchi and the brakes are Brembo, with radial-mount calipers. Both models share the same bodywork, with a frowning front end hooding two LED headlights and flanked by broad, MotoGP-style winglets. 

In terms of performance, the smaller-engined 650RR, with a 649 cc version of the four-cylinder, is good for 69 kW (93 hp), enough to push it to 200 km/h. The larger version, with the same 67 mm bore but a longer stroke for a total capacity of 778 cc, makes 75 kW (101 hp) and manages a top speed of 220 km/h according to its type-approval information.

Neither bike has been officially shown or confirmed by QJMotor yet, but it's likely that the new engine will spell the end for the current SRK600RR, which uses a completely different DOHC four-cylinder engine descended from a Benelli design.

As with other QJMotor machines, there's a good chance that the SRK800RR and SRK650RR will be sold globally - the company already has distributors in Europe and the USA - and differently styled, Benelli-branded versions are also a distinct possibility.

QJMotor SRK550R, SRK550 and Benelli Tornado 550

There's still more to come from QJMotor, with further type-approval documents revealing the SRK550R and SRK550 twin-cylinder machines as well as a mechanically identical Benelli model called the Tornado 550.

The SRK550R and Tornado 550 are both fully-faired sports models, while the SRK550 is a streetfighter-style machine with no fairing and taller, wider bars. All three share the same 45 kW (60 hp), 549 cc parallel twin engine and an identical steel tube frame. With their fairings, the SRK550R and Tornado 550 both weigh in at 186 kg wet, while the naked SRK550 is lighter at 180 kg, and all three bikes are rated for the same top speed of 192 km/h.

Benelli Tornado 550

Once again, Marzocchi suspension and Brembo brakes are the order of the day, all three models sharing the same components. They also appear to share identical rear bodywork and seats, although the naked SRK550 has much lower footpegs to suit its upright riding position.

Where the three differ is in their frontal styling. The SRK550 tucks its headlight into a small, fork-mounted cowling, while the two fully-faired sports bikes take quite different approaches to their frontal design. The QJMotor SRK550R shares a family appearance with other sports bikes in the QJMotor range with heavily hooded twin headlights and distinct winglets on either side of the bodywork. 

Meanwhile, the Benelli Tornado 550 adopts a more distinctive appearance, with two rectangular LED lights, stacked vertically and bracketed by a pair of large, swooping LED running lights that also form the inner surfaces of two side-mounted air intakes. Not conventionally pretty, but certainly a distinctive look.

All these bikes are expected to be officially unveiled during the latter part of 2023, with production in 2024.

CFMoto

CFMoto developing girder forks for big tourer

By Ben Purvis

Although the telescopic fork has long set the standard for motorcycle front suspension, there's always been a niche group of bikes using less conventional designs. Whether it's Bimota's Tesi system or BMW's Telelever, there are positives and negatives to alternative front ends, but the girder fork design that was championed by Norman Hossack in the 1970s has gained some recent success in the field of large-capacity touring bikes.

Big, heavy motorcycles put telescopic forks under a lot of strain, and the girder fork's ability to separate braking and suspension forces is a benefit to them, allowing a compliant ride without excessive brake dive. Honda has adopted a variation of the idea on its current generation of Gold Wing, and BMW has long used a Hossack-style setup on its K-series models, including the current K1600 six-cylinder range.

Now China's CFMoto is exploring the same idea, filing patent applications that show a Hossack-style fork on a variation of its 1,279 cc, V-twin powered 1250TR-G tourer - the biggest, most powerful Chinese-made motorcycle currently on the market, albeit only in its home country at the moment. Don't be fooled by the fact the engine in the patent illustrations appears to be a single: it's actually the same KTM-derived V-twin used in the 1250TR-G, but the rear cylinder has been omitted from the drawings.

CFMoto's patent relates only to a small detail of the design, which is essentially similar to the setup BMW uses on the K1600. The front wheel is supported by cast alloy legs, themselves attached to a pair of wishbone-style links that connect them to the frame. A single coil-over shock provides the springing and damping, and the design allows a more direct transfer of braking forces from the front wheel to the bike's chassis without running all that strain through the steering head.

The CFMoto tweak to the design revolves around the use of a spherical bearing in the scissor-style linkage above the girder forks that transmits steering inputs from the bars to the front wheel. Normally, on designs like BMW's, that bearing would be replaced by a more conventional hinge.

It's not CFMoto's adaptation of the design that's intriguing so much as the fact it's being considered by the company at all. CFMoto has had a remarkable transformation in recent years, becoming one of the most credible manufacturers that China has to offer. Its close ties with KTM, for whom it builds many engines and even complete bikes, including the recently-reintroduced 790 Duke and 790 Adventure, are a sign of CFMoto's competence, and its own bikes are looking like increasingly tempting alternatives to the established Japanese and European offerings. A big tourer with alternative, Hossack-style front suspension would go a long way to further shaking off residual impressions that China's motorcycle industry can only make cheap knock-offs.

Kawasaki

Kawasaki Eliminator returns

By Ben Purvis

Kawasaki hasn't sold a bike under the 'Eliminator' name in years, but for 2024 it's back with a brand-new 451 cc parallel twin that takes the fight directly to Honda's Rebel 500.

The Eliminator was unveiled earlier this year in Japan as a 400 cc model, sharing its engine with the Z400 and Ninja 400, but for the rest of the world there's a more substantial change as its engine grows to 451 cc, making it a closer match to the 471 cc Rebel.

For Europe, the new bike importantly slides straight into the 'A2' licence category, limited to 35 kW/47 hp, with an output of 33.4 kW (44.8 hp). That's actually a fraction less than the Z400 and Ninja 400 manage, but it's due to a lower compression ratio and a tune that focuses on mid-range torque rather than outright power.

The Eliminator's styling is very clearly aimed at the Rebel, with an ultra-low seat that's just 735 mm off the ground to make it appealing to shorter riders. It's surprisingly light, too, at only 176 kg for the base model or 178 kg for the higher-spec SE version.

The proportions are arguably better than the Rebel's, with a smoother transition from seat to fuel tank and a more conventional 18-inch front wheel and 16-inch rear, where the Honda has 16-inch rims at both ends. The forks are simple 41 mm units, raked at 30 degrees, and there are twin rear shocks - simple stuff, but all that's really needed on a bike like this. On board, you get a dash with smartphone connectivity, and all the lights are LEDs, but there's not much else in terms of luxury. The SE model adds a small headlight cowl, a bar-mounted USB-C socket, two-tone paint, fork gaiters and a different seat design, but it doesn't feature the front and rear ride-recording cameras that are fitted to the Japanese market Eliminator SE.

The advent of the 451 cc parallel twin is likely to be a clue to the changes we can expect on future generations of Z400 and Ninja 400, too.

National Cycle

VStream+ windscreens for MT-10

Maywood, Illinois based National Cycle - one of the world's leading motorcycle windshield manufacturers - has responded to popular dealer and distributor demand with new VStream+ windscreens that have a "highly engineered "+" mounting bracket for the 2022-current Yamaha MT-10 models.

"Specifically designed for this model of bike, the mount's origami-like folded construction decreases mass and weight while a straked-design windscreen ensures proper wind management, strength and rigidity".

VStream gets its name from its unique patented shape. The advanced "V" profile and dimensional contours push the wind vortex out and away from the rider's helmet, resulting in a peaceful, quieter riding environment.

"Three sizes mean there is a perfectly sized windscreen for almost every rider. All will offer improved wind protection and riding comfort compared to other aftermarket windscreens".

These windscreens are made from tough Quantum hardcoated polycarbonate. "This high-quality material, along with our internationally recognised state-of-the-art manufacturing techniques, provides an outstanding level of clarity, impact strength and scratch resistance that is unmatched by any other windscreen maker worldwide".

Quantum hardcoated polycarbonate "is the material of choice for serious motorcycle riders". It is rated at 10 times more abrasion resistant than FMR hardcoated polycarbonate, and 30 times more than windscreens made from commonly used acrylic or "aircraft plastic". VStream windscreens are easy to install and are protected by a three-year warranty against breakage.

NATIONAL CYCLE INC.

www.nationalcycle.com

Scorpion Sports

Scorpion EXO R1 EVO Carbon Air

Available in six different sizes and three shell sizes and described as the highest level of technical design and manufacturing offered by Scorpion Sports, the EXO R1 EVO Carbon Air racing helmet is an upgrade on the prior iteration that meets ECE R22-06. 

"A beautiful design, lots of technology and an incredibly low weight make it (and its companion EXO R1 EVO Air FIM approved and supplied to Alex Rins and Alvaro Bautista) - the best racing helmet ever produced by Scorpion Sports".

The shell is made of Ultra-TCT CARBON, a composite and lightweight material with a high percentage of carbon that is able to offer a very high level of protection - "in the event of an impact, it guarantees considerable energy absorption thanks to its ability to progressively deform. Extensively wind tunnel tested, it has an aerodynamic shape that guarantees great stability even at the very high speeds reached on the track".

Comfort features include 3D foam, KwikWick III fabric, Air Fit and KwikFit. "The removable and washable interior cushions are in 3D laser-cut shaped foam to create a wonderful feeling on the skin by the hypoallergenic, antimicrobial and fast breathable KwikWick III lining fabric that allows the EPS to follow the contours of the head". 

The Air Fit system allows the wearer to inflate and deflate the inner cushions "for an unparalleled fit, while the internal KwikFit profile makes the internal environment a spectacles-friendly architecture".

The visor with second generation ELLIP-TEC II replacement mechanism can be easily replaced without the use of tools - the system is equipped with powerful springs and ensures hermetic and incredibly quiet tightening along the entire seal. It has a central locking mechanism that allows it to be opened and closed easily and safely and offers an extremely wide vertical view. 

The visor of the EXO R1 EVO Carbon Air has tear-off supports and the transparent visor also combines a "Dark Smoke" visor as standard, while the 100% MaxVision Pinlock system (also standard and present inside the box) ensures a 100% anti-fog action.

The upper air intake is oversized but has a low profile so as to blend perfectly with the aerodynamic lines and guarantees an extremely low noise and has a tension spring that can be opened by a simple touch. The large amount of captured air is poured inside and then discharged by the rear extractors in order to generate downforce for an even more stable ride at high speeds.

There is a Double D ring closure in lightweight, high strength titanium, and in the case of emergency, the rapid extraction system of the 2nd generation cheek pads (E.R.S. - Emergency Release System) facilitates the removal of the helmet by specialised personnel. The EXO R1 EVO Carbon Air weighs only 1,300 g in size M (+/- 50 g), is backed by a five-year warranty and is sold in a "premium" box - the bag is made of thicker material.

SCORPION SPORTS ITALIA 

www.scorpionsports.eu

Kriega

Kriega Rollpacks

British motorcycle luggage specialist Kriega has introduced a new range of universal fit, 100% waterproof, lightweight motorcycle packs. 

Kriega Rollpacks are available in two sizes and five colour options - "the perfect accessory for any rider looking for a tough, lightweight, easy-fit storage solution."

Constructed from a 420D Cordura LITE outer shell with a taped seam inner liner, the pack is built to withstand the harshest conditions, providing maximum protection for belongings. The double-ended roll-top closure provides a flexible waterproof solution with easy access from both ends. 

Kriega says that the Rollpack is designed to fit securely on a rear rack or pillion seat and can be rolled up and carried on the bike, or in a backpack when extra storage is needed. For quick and easy fitting, the integrated cam-buckle straps loop around the bike frame and 'hook-back' to the pack. 

In addition, subframe loops are included for motorcycles with no visible frame or rack. "Fitted to the bike, simply hook the integrated straps onto the subframe loops and tighten down. With a 20 or 40 liter capacity, this tail pack offers ample space for keep-dry essentials with a build quality that is second to none." They are backed by a 10-year guarantee.

Kriega says it has "become an industry leader in moto backpack design, with an unwillingness to compromise on quality, materials, or design. Founded in 2000, we have offered a ten-year guarantee on all our products, and we continue to do so today."

KRIEGA 

www.kriega.com

Hornig

Hornig - BMW accessory additions

German BMW parts and accessory specialist Hornig has a range of new products - including custom style leather cuffs for the handlebar grips on the R 18 and an expandable (8 to 16 litres) tail/rear seat bag made from water-resistant material for the S1000R/RR.

Seen here for the R1200GS LC and ADV, R1250GS ADV, and the 2015-2019 S1000XR, these EU homologated, adjustable handlebar risers for the original 32 mm handlebars will raise the bar by up to 30 mm for a more upright and much more relaxed seating position. They can also be adjusted closer or further from the body in 2 mm steps (+/- 14 mm) - further increasing driving comfort. 

Adjustable handlebar risers

Usually there is no need for longer clutch or brake cables. However, depending on the handlebar riser setting, the hydraulic lines may be too short. Hornig then recommends using its line adapters. 

Also seen here, this street legal LED retrofit conversion bulb allows for a quick and straight forward change from the stock halogen original main headlight to modern LED technology on a wide range of BMW model series - H4 and H7 LED replacements both available.

LED retrofit conversion bulb

As lighting upgrades go, it couldn't be easier - just change the headlight lamp. Simple. The result is a 230% brighter LED light (compared to the legal minimum standard for halogen lamps) that "delivers breakthrough brightness with daylight effect on every journey".

The optimum light colour of 5800 Kelvin produces a white, high-contrast light that allows traffic signs and obstacles to be recognised earlier. In addition, premature fatigue of the eyes is prevented, which makes night driving more comfortable and safer. The brand-new Philips AirBoost cooling technology dissipates heat from the LED and enables long-lasting performance with a lifespan of up to 3,000 hours. Philips SafeBeam technology ensures optimised light resistance and glare-free driving.

Horn

Finally, this 100 decibel 12V single horn for selected R18, S1000R, F800S, F800ST and F800GT models is an easily installed, compact (60 mm x 80 mm), E-marked design that is interchangeable with the original horn as a stock upgrade replacement.

MOTORCYCLE PARTS HORNIG

motorcycleparts-hornig.com