Technomousse

Technomousse takes off-road Anti Puncture System tyre mousse tech to the street

Italian specialist Technomousse is internationally known for its range of off-road tyre mousse products, featuring the company's Anti Puncture System (APS).

At the heart of the technology is its use of advanced materials - tuned to varying riding conditions. 

The company's 'Standard' tyre mousse is made from a compound developed especially for Enduro, Cross and Rally riding - a compound that is good for longer distances. It is Technomousse's most versatile mousse, one that is designed for riders who want performance, reliability and sensitivity in their chosen off-road riding, or all three - this compound is a genuine off-road all-rounder that withstands high temperatures and adapts to all types of terrain, guaranteeing improved resilience and greater durability over time.

The 'Red' Series SOFT compound takes it up a level. Designed for Enduro and cross, 'Red' is a racing compound that is ideal for sports activities that require lower tyre pressures or better grip on particularly slippery terrains.

It is guaranteed to provide effective and reliable control of the motorcycle under adverse weather conditions, while at the same time offering the same top performance in milder temperatures for the entire duration of a race. 

Both of these 100% Italian-made compounds are cut and crumble-resistant and have no expiration date - these are three primary problems that have held back a wider acceptance and adoption of the concept of the tyre mousse.

Problems that have also dissuaded the motorcycle industry (and other sectors) of viewing the tyre mousse as the ultimate answer to what has always been one of the 'Holy Grails' of the global tyre market - puncture resistance. If only somebody could take all these off-road tyre mousse advantages and incorporate them into a road-going equivalent!

Well, the BIG NEWS is that Technomousse has now done exactly that, and after years of Research and Development, is preparing to launch a motorbike road tyre mousse in the market.

Technomousse owner, Oscar Gnali

Using a compound material that is in the same E.V.A. materials family (Ethylene-Vinyl Acetate) as the one that Technomousse uses for its Enduro/MX and MTB mousse, but, as with all the mousse products it produces, one that is designed specifically for the application. In this case, that means a compound that can withstand the high temperatures and higher speeds of a road bike.

Like all the company's products, it is made by Technomousse at its headquarters in Bione, in Brescia, Italy.

At the moment, the product has not yet been homologated. It has been patented, both in terms of design and material type. The company is in the process of carrying out all the necessary tests to obtain reliability in terms of both effectiveness and safety. Once the reliability of the product has been verified, the company will move on from the current testing phase to applying for homologation.

The primary advantage of a street tyre mousse is that it will allow riders to continue to ride for some 50 km, at low speeds, to get to a repair or replacement opportunity - much as the current generations of 'rescue' tyres and wheels do in the automotive industry.

It has been the issue of compound degradation at high temperatures that has so far stopped the tyre and wheel industry from offering a similar solution for PTW owners that sits inside the tyre permanently - thus getting around the issue of having to carry a spare.

The innovative, patented shape of the street tyre mousse that Technomousse has designed is specifically to prevent the issues of high-speed rubbing and degradation.

The melting point of E.V.A. is 90 degrees Centigrade (194 F), and such compounds typically contain between 10 to 50% acrylic, with the remainder being ethylene. Broadly speaking, there are three different types of E.V.A. copolymer, which differ in the vinyl acetate content and the way the materials are used. The higher the VA content, the more rubber-like the E.V.A. resin is. E.V.A. is a step up from straight polyethylene, but they are both in the same family of materials.

E.V.A. is an elastomeric polymer that produces materials which are “rubber-like” in softness and flexibility. The material has good low-temperature toughness, stress-crack resistance, hot temperature resistance and resistance to UV radiation.

TECHNOMOUSSE

www.technomousse.com

Benda

Benda Napoleon 250 revealed 

By Ben Purvis

Benda is another of the many Chinese bike companies that are looking towards the global motorcycle market with exports to Europe and the USA, but it stands out from the competition thanks to innovative and unusual designs.

The brand came to prominence as the first Chinese bike maker to launch a four-cylinder machine a couple of years ago in the form of the LFC700 muscle-cruiser, followed swiftly by the more conventional LFS700, using the same engine. It followed those with the Dark Flag 500, the first Chinese bike to have its own homegrown V4 engine, and most recently impressed with the Napoleon 500, a V-twin bobber with exotic styling and a faux girder fork at the front.

Now there's the Napolean 250, also packing a V-twin and sporting bobber design cues, but with a smaller engine and yet more innovation in the form of unusual front and rear suspension designs.

Official specs are thin on the ground, but the bike has been type-approved in China, revealing a peak power of 19 kW (25.5 hp) from a Benda-built 249 cc V-twin. It sits in a steel frame with a relatively long 1,545 mm wheelbase and an all-in weight of 182 kg.

The styling follows the Napoleon 500, with a similar single-seat layout and retro-inspired proportions. However, where the larger bike uses upside-down telescopic forks hidden behind cowlings, giving the impression of pre-war girder suspension, the Napoleon 250's front end combines elements of both telescopics and girders. The main part of the front suspension is a pair of normal, right-way-up forks, but there's an additional casting mounted on the fork lowers, with extra external spring units on each side. Whether these are functional or simply cosmetic, like the larger Napoleon's fork cowls, remains unclear at this stage.

The rear suspension is also unconventional. The triangular swingarm matches the angle of the main frame's upper rails, giving the proportions of a hardtail, but there's a coil-over shock on each side connected to an unusual rising-rate linkage. Most cruisers in this capacity class make do with very simple twin-shock rear suspension, not to mention parallel twin engines rather than V-twins, so it's surprising to see something so sophisticated on such a small bike.

With other Benda models already available in several European countries, and NHTSA documents already filed in America, that indicate the company is entering the North American arena in 2024, there's a strong chance the Napoleon 250 will be a global model once it gets its full unveiling later this year.

Triumph

Triumph Rocket 3 Storm R and GT 

By Ben Purvis

It's been 20 years since Triumph launched perhaps the boldest bike ever to wear the badge - the vast 2.3-litre Rocket III cruiser that leapt into the early-2000s cruiser capacity war and annihilated its rivals in terms of size and power. 

Now in its second generation, the Rocket has just been given a substantial performance increase to become the Rocket 3 Storm.

To decipher that name, the 'III' of the original Rocket switched to '3' when the second-generation Rocket was launched in 2019 with a new aluminium chassis and even larger 2.5-litre triple. The new 'Storm' name is added to all 2024-on versions to denote their power increase, which takes them from 165 hp to 180 hp at 7,000 rpm. Both the sportier 'R' and touring-biased 'GT' versions get the Storm treatment, and that new power figure means they now outgun the 177 hp Speed Triple 1200 that was, until now, Triumph's most powerful full-production bike.

Demonstrating one of the benefits of using a relatively low-stressed 2,458 cc triple instead of a highly strung, smaller-capacity motor, Triumph didn't need to make any mechanical changes to get the Storm's extra 15 hp. All it took was some remapping of the engine electronics, which simultaneously ensured the Storm meets the latest Euro 5+ emissions limits and, remarkably, makes the new version fractionally more economical than the previous Rocket. 

Triumph had previously offered a small run of handmade Rocket 3s, the 'TFC' (Triumph Factory Custom) model from 2019, with a similar output, but the Storm brings that performance level to mass production. 

As well as the power increase, peak torque rises fractionally from 221 Nm to 225 Nm with the new tune, but Triumph hasn't felt the need to make big changes to the bike's chassis, styling or equipment. The 2024 Storm models get a more blacked-out look, with less chrome than before, as well as new wheels that are claimed to be 1 kg lighter than the previous design, improving handling, but the Showa suspension - 47 mm USD forks and a rear monoshock - is unchanged, as are the dual Brembo M4.30 Stylema four-piston radial front brakes, with an equally large M4.32 caliper at the back.

The Rocket 3 is still a heavy machine despite the 2019-on alloy chassis, and the 2024 versions come in at 317 kg for the Storm R model, with lower bars and mid-mounted pegs, and 320 kg for the more luxurious Storm GT with tall bars, heated grips, a screen, forward foot controls and a pillion backrest. Both have high levels of equipment, including cornering ABS and traction control via a six-axis inertial measurement unit, keyless ignition, cruise control and hill hold control, plus all the smartphone connectivity that's expected on modern bikes.

Surflex

Surflex - sintered single dry clutch plate

Italian clutch specialist Surflex' new clutch plate kit is for the Moto Guzzi V11 Sport, a model that was presented in 2001 to celebrate Moto Guzzi's 80th anniversary of the Brand.

This exclusive 100% made in Italy single disc design by Surflex has a has been developed especially for dry clutches. Features include a sintered crankset, and resistance to high temperatures and prolonged operating stress that are a found in dry clutches.

It is also equipped with radial grooves, which soften the clutch engagement, by giving it an energy absorbing flexibility.

SURFLEX S.R.L.  

www.surflex.it

Oxford Products

Oxford Products - 2024 apparel additions

British gear and apparel specialist Oxford Products continues to add to its own brand apparel range and to develop feature-rich options for a wide range of riders …

Dakar D2D ('Dry2Dry') jacket and pants

Designed for sports-adventure riders who demand versatility from their summer gear, the Dakar's highly ventilated HD Poly outer shell and fully removable Dry2Dry waterproof lining make it ideal for those days where weather can be predictably unpredictable.

"Comfortable, moisture-free riding is ensured by the advanced breathability of Oxford's Dry2Dry technology, while Active Construction throughout allows the wearer full freedom of movement".

Available in a range of colourways, Dakar jacket features include:

• CE AA rated jacket with high density polyester outer shell, durable shoulder overlays, hidden structure and bar-tack reinforcement stitching

• Water-resistant coating and Dry2Dry active removable waterproof jacket with Active-Fit removable, waterproof/breathable liner

• Level 1 CE shoulder and elbow protectors (EN 1621-1:2012), back protector pocket, Active Construction, large mesh panels and upper arm adjustment

• Intelligent cuff adjustments, 360° reflective printing, hand warmer pockets, 'Napoleon' style chest pocket, durable mesh outer shell

Dakar 'D2D' pants features include:

• CE AA certified (EN 17092-3:2020), CE Level 1 knee and hip protectors (EN 1621-1:2012), reflective printing for night-time visibility

• Large venting HD-POLY mesh panels, removable Dry2Dry waterproof and breathable liner, DWR coating to prevent wetting out of the shell fabric

• HD-POLY high density 600 denier polyester outer shell, mesh panels - zoned away from critical impact and abrasion, bar-tack stitching to reinforce stress points

• Press stud, removable Y-shape braces with full adjustability, Active Construction Dry2Dry liner stretches with your movements, accordion stretch knee panels

Mondial Street - Dry2Dry laminate waterproof jacket

A high specification Dry2Dry laminate waterproof jacket packed with understated features. "Its design draws inspiration from outdoor and streetwear influences, resulting in a riding jacket with modern, sleek lines and a commitment to the environment. The outer shell boasts an impressive 60% of recycled fabric, while the diamond quilted thermal liner is made entirely from 100% recycled fabric".

Similar to Oxford's feature-packed Mondial 2.0 adventure jacket, the Mondial Street shares many of its attributes - including an array of ventilation zippers, convenient side storage pockets, and the same popular 3/4 length fit. The shell fabric employs Oxford's Dry2Dry laminate waterproofing technology, which bonds the protective CE AA rated outer shell to a breathable membrane. This feature allows excess body heat to escape, ensuring year-round comfort.

Available in a range of colourways, Mondial jacket features include:

• CE AA certified (EN 17092-3:2020), Level 1 CE shoulder and elbow protectors (EN 1621-1:2012), 360° reflective printing at front, sides and back for optimal visibility on the road, back protector pocket (protector sold separately)

• Internal YKK VISLON zip connection to any pants, and is also connectable to the Oxford belt connector for a secure protective fastening with jeans

• Dry2Dry laminate outer shell, 5,000 mm waterproof, 5,000 g/m2/24 hrs breathable, fully taped waterproof seams, SAB water-resistant centre zip with reflective zip puller, removable hood with anti-flap magnetic fastening, adjustable opening and press stud attachment to outer shell

• DirectVent forearm and chest vents with water-resistant zippers, passive rear exhaust vent underneath back yoke, removable thermal lining with diamond quilted insulation, centre front under-placket

Spartan women’s jacket and pants

An entry level commuter jacket with a waterproof liner and reflective details, "this clothing offers everything needed for a comfortable, safe and weatherproofed ride with smart, understated styling as a bonus.

Available in a range of colourways, the Spartan long jacket features include:

• CE A certified (EN 17092-4:2020), CE Level 1 shoulder and elbow protectors (EN 1621-1:2012), back protector pocket, reflective chest, arm and back printing for night-time visibility

• Waterproof fixed membrane with taped seams, fixed thermal insulation, 600 denier polyester outer shell, bar-tack stitching to reinforce stress points, bust shaping dart at the torso for improved fit

Available in a range of colourways, Spartan women’s pants features include:

• Waterproof, polyester 600D outer shell • Waist adjustment points, leg opening adjustments, box style side pocket, fixed thermal liner, printed reflectives

• Short pant connection zip construction, hidden structure stitching, nylon bonded coats thread, bar-tack stitching, overlays (hidden extra layers of material)

• CE Level 1 knee protectors included, whole garment CE Level A (EN 17092-4:2020)

Hamilton women’s gloves

 The Hamilton is a full leather construction Dry2Dry women's winter glove. Classic styling details mean this glove would match all riding categories. The glove has a Dry2Dry waterproof gauntlet and features PrimaLoft thermal insulation. The glove is CE approved to EN13594.

Hamilton women's gloves features include:

• Level 1 KP certified (EN13594:2015), full goat leather palm construction for abrasion resistance and increased durability, leather bonded PU knuckle protector with inner EVA impact padding, reflective finger and backhand details for night-time visibility

• Padded underlays at the palm, fingers, thumb and cuff, Amara grip overlay for control and comfort in all conditions

• Primaloft water-repellent premium insulation, Dry2Dry waterproof and breathable membrane, Oxford visor wipe helps keep the visor water droplet free, insulative layer increases heat retention

• Full leather construction with leather reinforcements, twin hook and loop cuff and wrist adjustments, accordion flex zones on fingers and backhand, elasticated wrist

OXFORD PRODUCTS 

www.oxfordproducts.com

BS Battery

BGZ Series AGM batteries - "maximum performance for big engines"

Paris-based international battery and charger specialist BS Battery has introduced its new five-model 'BGZ Series', part of the company's SLA MAX battery range. The series has been developed to meet the performance requirements and long-term reliability expected from high-powered touring motorcycles such as Harley-Davidson and Indian.

"These latest AGM generation batteries have been crafted with built-in copper nuts terminal to enhance the conductivity up to +50% compared to standard terminals and improve the maximum torque strength by up to 13 Nm. 

"With taller plates designed to improve starting power, these 12V batteries offer a maximum performance to big-engine vehicles with high requirements and those that are equipped with a number of electronic accessories," says General Manager Benjamin Sebban.

"Ready to use, 100% maintenance-free and non-spillable, these are the most powerful models in our sealed lead acid line-up."

With a starting power and capacity up to 20% higher than its standard SLA (Sealed Lead Acid) range, this new BGZ series is a premium battery choice for select V-twin, metric, ATV and UTV applications.

BS BATTERY

www.bs-battery.com

Barnett Clutches

Barnett K22 and C22 Friction materials

"Always on the cutting edge of clutch technology for the past 75 years," California based Barnett Clutches has announced new K22 Kevlar and C22 Carbon clutch friction materials. Barnett was the first to introduce Kevlar based friction plates to the industry back in 1991.

Over the years improvements were made to the Kevlar friction material formula that Barnett was developing, with the latest being the new K22 material. In addition, the new C22 Carbon based friction material lineage goes back to its introduction in 2000 - another first for the industry. 

These materials are made exclusively for Barnett and no other manufacturer, foreign or domestic. Barnett's K22 and C22 friction materials both have an even greater tolerance for heat than ever before to ensure the rider an even more consistent, fade-free clutch performance and maximum power transfer to the rear wheel. 

A superior upgrade to O.E. friction plates, Barnett clutch plates are made in-house and in the USA to strict quality control standards. 

BARNETT CLUTCHES & CABLES

www.barnettclutches.com

Barkbusters

Barkbusters handguard options

The latest handguard additions to the Australian made Barkbusters range include options for the 2024 BMW F 900 GS Enduro and CF Moto 450 MT.

Its proven two-point mounting hardware for advanced impact protection comes as model-specific applications for a range of Barkbusters' popular handguard options, including its 'JET', the 'VPS', 'STORM' and 'CARBON' handguards.

2024 BMW F 900 GS Enduro

Available in a selection of brand-compatible colourways, the manufacturer warns that "dealers and riders should be beware - inferior single-point mount products are not designed for impact protection". The company says that if impact protection is required, dealers and riders should "choose from our two-point mount options".

"The Barkbusters brand of handguards has been designed and manufactured in Australia since 1984. Our dedicated team of motorcycle enthusiasts are committed to a vision of ongoing development and innovation of new products, and we continue to manufacture to the highest possible standards. 

CF Moto 450 MT

"Our superior design and quality are world renowned.  So much so that we produce handguards for OEM customers both in Australia and internationally. We incorporate style, strength, durability and ease of fit into the design of all our products, and selecting the right pair of 'Barkbusters' for your customers' bikes is easy with our comprehensive application list and large range of guard options.  

"Choose our range of interchangeable guards to suit the varying weather conditions, changing seasons and riding style - the larger the guard the more protection from the elements and wind chill".

BARKBUSTERS

www.barkbusters.net

Comment by Editor, Robin Bradley

Adios, au revoir, auf Wiedersehen, good-bye sporting jeopardy?

The news this month of Formula One owner Liberty Media's planned acquisition of Dorna Sports of Madrid should have everyone in the international motorcycle industry worried.

The deal will see Liberty acquire some 86% of the equity in Dorna Sports for a reported 'enterprise value' of € 4.2bn, with the remaining 14% staying in the ownership of Dorna management and existing CEO (since 1994) Carmelo Ezpeleta, continuing in that role as the company gets absorbed into Liberty's Formula One Group (Nasdaq:FWONK).

The Liberty Group has three different corporate entities listed on the Nasdaq composite index, one of which is the Formula One Group, in which the motorcycle industry's premier race classes will now find themselves.

Private equity or investor ownership of one kind or another is not new to FIM endorsed MotoGP and WorldSBK racing, but outside of North America, U.S. ownership  or U.S. stock market ownership of sport is rare. 

The worry about any kind of ownership structure for any kind of enterprise or undertaking always revolves around the extent to which the financial needs and interests of that ownership will guide and dictate the management policy and operational conduct of the undertaking concerned. Sometimes that is good and needed, necessary. Sometimes, as in the case of sporting enterprises, it can go either way.

sporting jeopardy is the 'secret sauce'

When ownership is predicated on removing the capital generated by the undertaking in question from its ongoing operations, then the potential for the wrong kind of sporting tension is introduced.

Where the zone of difficulty comes, is in the perceived (and often very real) need for regulators rather than enthusiasts to become the guardians of sporting policy.

We have been there before. Not only in the dozens of other diverse national and international sporting endeavours in which regulators have interceded, but, specifically, where Liberty themselves and Formula One and Dorna/MotoGP are concerned.

This will not be the first time that MotoGP and Formula One have been judged to be inappropriate dance partners in corporate ownership terms. In 2006, the European Union forced prior owner CVC Partners to divest itself of Dorna as a condition of its plan to acquire Formula One.

Greg Maffei insists that we now live in different times. That the expansion of corporatism in sport in general, globally, since then, makes history a poor background against which to judge the likelihood of joining the two premier motorsports franchises at the hip being approved nearly two decades later.

The principal changes in that time have been the impacts of the extraordinary evolution that has been seen in media technology since then and the growth in coverage, viewership (in person, broadcast and online) and the resulting income generated by that evolution. 

Change is good. The opposite of change is decay, and no sports fan worth the name would ever want to see their choices of their sporting passion diminishing. But neither do sports fans want to see their objects of enthusiasm reduced to boardroom playthings. 

Playthings whose primary raison d'être ceases to be driving sporting excitement, but driving balance sheet growth and stake holder returns instead - relegating the 'secret sauce' of genuine sporting jeopardy to a second place.

Formula One has been in the departure lounge of being a genuine sporting jeopardy showcase for at least two decades now. Is it a sport or is it an entertainment?

As Formula One and other classes of motorsport (looking at you NASCAR and Indy Cars) have flown Icarus-like too close to the heat of the kind of financial returns that are part of what defines entertainment from sport, the sporting jeopardy that drives the passion of fans in the first place diminishes. The 'secret sauce' becomes the casualty.

Sporting jeopardy requires uncertainty. Investors and entertainments require certainty.

We've seen this in football, here in Europe in particular. Without the convincing threats of regulatory involvement, football's governing body was way too shortsighted about the dangers that the game they are delegated to protect would have been exposed to if a breakaway European Super League had happened.

Football clubs across Europe are now awash with sovereign wealth fund capital, making the traditional qualification and pyramid structures that fuel the hope of fans ever less viable. Tennis is now faced with having to fight similar battles, even Rugby Union has been clasping the asp of capital poisoning way too close to its bosom for the long-term good of the game at grass roots level.

Look at what has happened in golf. The intrusion of sovereign wealth has tainted the well. Public viewership, interest and participation are all sliding, dramatically. My passion, cricket, went through a similar near-death experience in the late 1970s. From swimming to athletics, boxing to cycling, sadly sporting jeopardy is no longer the prime metric. Even the Olympics are feeling the heat.

If MotoGP is allowed to head down the same entertainment, team franchise and direct race operation and promotion route that Liberty is nudging Formula One towards (check out how the 'breakthrough' 2023 Las Vegas GP was promoted), the umbilical cord between the grassroots local club level of the sport and the pinnacle of motorcycle racing that fuels our industry will come under pressure like never before.

Spanish motorcycle registrations

Spain Q1 motorcycle registrations +3.43%

According to the latest available data from ANESDOR, the motorcycle industry association in Spain, motorcycle registrations were up by +3.43% for the first three months of 2024 at 45,016 units - the best Q1 in Spain since before the 2007/2008 financial crisis.

January was up by 17.23% (15,440 units), February was +22.52% (15,237 units), with March -9.65% (16,188 units). All sectors in Spain were down in March with mopeds -12.7%, scooters -11.4% and 'electrics' -32.4% (-28.2% for Q1). In total PTW terms, Q1registrations were +2.73% at 47,614 units.

Honda was motorcycle market share leader, selling 10,678 units in Spain in Q1 for a 23.7% market share. This was followed by Yamaha (7,202 units for a 16.0% share), KYMCO (6.8% share), BMW (6.2%) and Kawasaki fifth with a 4.4% market share.

The best-selling model in Spain in Q1 was the Yamaha NMAX 125 (1,937 units), followed by the Honda PCX 125, Honda SH 125I, Yamaha X-Max 125 and the Honda Forza 125 in fifth spot. The Honda ADV 350 was sixth; the top selling large displacement motorcycle was the BMW R 1300 GS in tenths spot overall.

For the record - 2023 saw motorcycle registrations up by +13.44% (199,210 units sold) - the strongest year since before the 2007/2008 financial crisis. The five months between March and July accounted for nearly half of annual sales. Total PTW registrations for Spain were up by 11.82% at 213,821 units - also the best data for the Spanish market since 2008 (309,710 units). In displacement terms, it was larger cylinder capacity motorcycles (and therefore, typically, the most expensive models) that were the highest growth sector in Spain in 2023 with machines over 750 cc up by +24.1% and those between 125 cc and 750 cc up by +18.2%. Scooters continue to be the most popular single sector in Spain with registrations up by +14.3% (110,467 units - some 55% of sales). The total fleet (Park) of motorcycles and light vehicles in Spain is now 5,978,888 units, with an average age of 17.4 years. 

Piaggio

Piaggio 2023 - global PTW sales down, but highest ever net profit

For its 2023 financial year (the period to December 31, 2023), Piaggio reported Group consolidated net sales of € 1,994.6m (-4.4% from € 2,087.4m in 2022). In geographical terms, turnover made a strong improvement in India (+14.9%), was unchanged from the previous year in the EMEA and Americas area, but softened in the Asia Pacific area (-23.8% at constant exchange rates).

The industrial gross margin was € 574.7m, an improvement of 3.6% (€ 554.9m in 2022), for a return on net sales of 28.8% (26.6% in 2022). Group operating expense for 2023 was € 394m (€ 396.2m in 2022). Consolidated EBITDA was € 325m, the best ever recorded, up by 9% (€ 298.1m in 2022). 

The EBITDA margin was 16.3%, with EBIT of € 180.7m, a rise of 13.8% (€ 158.7m in 2022). The EBIT margin was 9.1%. Pre-tax profit for the year was € 135.3m, an increase of 6.4% (€ 127.2 m in 2022). The Piaggio Group reported a net profit for 2023 of € 91.1m, also its best result ever, with growth of 7.3% from € 84.9m.

In the year to 31 December 2023, the Piaggio Group sold 559,500 vehicles in total worldwide (625,500 in 2022).

Piaggio Group CEO Michele Colaninno (seen here left with brother Matteo) said: “With each quarter, the global macroeconomic scenario is becoming more difficult to interpret and very unstable, and this situation will continue through the current year. That said, 2023 saw Piaggio consolidate its market position here in Europe and the USA, saw a slowdown in Asia and a healthy recovery in India. Against this background, the Piaggio Group closed the year with a record net profit of € 91.1m, its best result ever."

In PTW terms, the Group sold 436,300 two-wheelers worldwide in 2023, generating net sales of € 1,535.9m (516,200 two-wheelers were sold in 2022, for net sales of € 1,683.8m).

Turnover on two-wheeler sales was stable (+0.9%) in the EMEA and Americas area, with particularly healthy performance on the Italian market (+8.7%), followed by the American market (+3%). Sales slowed in India and in the Asia Pacific region.

In the scooter sector, the Piaggio Group had a 22.4% share of the European market and a 29.7% share of the North American market. In North America, the Group continued work to consolidate the sales of Aprilia and Moto Guzzi models.

Highlights in the scooter sector were the Piaggio Beverly and Piaggio Medley high-wheel models, and the turnover growth for Vespa scooters in the EMEA area.

In the motorcycle sector, the market responded strongly to the Moto Guzzi V100 Mandello and showed clear interest in pre-booking for the new Moto Guzzi Stelvio. At Aprilia, the new 660 cc engine demonstrated outstanding versatility, taking Italian moto rally champion Jacopo Cerutti to a new victory in the famous Africa Eco Race, on an Aprilia Tuareg 660. The Aprilia RS 660 sports bike took two riders to podium places in the Twins Cup class of the MotoAmerica championship.

In commercial vehicle terms, the Piaggio Group reported 2023 sales volumes of 123,300 vehicles, up 12.8% (109,300 in 2022), for net sales of € 458.7m, an improvement of 13.6% from € 403.7m in 2022.

Vmoto

Vmoto Soco rebrand 

Vmoto Limited Corporation, the electric mobility specialist, has announced that it is to finally resolve the byzantine naming structure that it trades by, rebranding itself simply as Vmoto.

Founded in 1999 in Perth, Australia, the Vmoto Group entered a strategic partnership with Super Soco in 2020, a Chinese company active in the production of electric vehicles with whom it had been collaborating since 2017. Thus, Vmoto Soco was born, a joint venture between the two companies, which (since 2010) also included the ownership and management of the E-Max brand.

The Group is listed on the Australian Securities Exchange (ASX) and has successfully led the growth and expansion of the Vmoto and Super Soco brands over the years, marketing products that have been the result of collaborations with major design studios and international partnerships, such as those with Ducati Corse and Dorna.

The Vmoto Group Board has decided to bring all its operational areas under one brand - bringing all R&D, production and marketing together. The new models, motorbikes and scooters, of the Australian manufacturer will from now on all be identified under the single Vmoto brand, with the exception of vehicles dedicated to B2B, which will bear the Vmoto Fleet brand. The E-Max and Super Soco brands will remain as potentially active brand assets of the Vmoto Group.

Charles Chen, CEO of the Vmoto Group is quoted as saying: "Unifying all our operations under a single, strong brand like Vmoto means being able to address an increasingly demanding global market with clarity, transparency, and determination - continuing to produce and design vehicles that offer top-of-the-line performance, quality, and design."

Graziano Milone, President of Strategy and Business Development and Global CMO of the Vmoto Group, said: "The EV market is going through one of the most important and crucial moments of its cycle, a cultural and industrial transformation that will lead it to its definitive commercial consecration: presenting ourselves to that market using the Vmoto brand will allow our Group to reduce internal fragmentation and have a clearer and more defined image in the eyes of customers and consumers from all over the world."

www.vmoto.com

www.vmotosoco.com

QJMotor

QJMotor SRT550 SX reaches Europe By Ben Purvis

If one design lies at the heart of the success that China's QJMotor has seen over the last few years, it's the parallel twin adventure bike platform that forms the basis of the Benelli TRK502 and the QJMotor SRT550. 

Now the company has updated that idea with the SRT600 - which is already heading to some European markets under the name SRT550 SX. The TRK502 has been a breakthrough model for the Benelli brand, establishing itself as a regular best-seller in the Italian market, and essentially the same chassis and engine forms the basis of the Chinese QJMotor SRT550, as well as the now cancelled MV Agusta Lucky Explorer 5.5 that was briefly intended to become an affordable entry point to that brand, but was cancelled after KTM's parent, Pierer Mobility, took a stake in MV.

The new SRT600/SRT550 SX - both bikes are the same, despite the different names - carries over essentially the same engine but with substantially more performance, and wraps it in a new, lighter chassis and much more accomplished styling.

Power comes from the 554 cc version of QJMotor's long-running parallel twin engine, which was the same unit originally destined for the MV Agusta Lucky Explorer 5.5. It has a 70.5 mm bore and 71 mm stroke, up from 69 mm and 66.8 mm in the 500 cc Benelli TRK502, and power rises to 45 kW (60 hp) for the Chinese-spec model, and a slightly lower 41.2 kW (55 hp) at 8,500 rpm for the initial European version of the bike, on sale now in Italy at an affordable € 5,290. Either way, an improvement over the 35 kW (47 hp) of the previous version. 

The bike's weight is down, too, from 235 kg to a much more appealing 215 kg, and peak torque rises from 51 Nm to 54 Nm at 6,000 rpm.

Two versions have been developed, one with wire wheels, the other with alloys, both using a 19-inch front and 17-inch rear for a street-biased adventure style that still has an element of off-road utility usability. The frame is new, and the brakes - four-piston calipers on dual 320 mm discs with Bosch ABS.

The styling is a significant step forward. Where the previous SRT550 adopted ADV cliches including a 'beak' below the headlight, the new SRT550 SX is a more confident design. The entire upper fairing is transparent, with a windscreen that also covers the central headlight - a light that's assisted by two additional units, each made of four separate LEDs, on the sides of the fairing. Despite its modest engine capacity, it's a large bike - that seat is 805 mm high and the fuel tank carries 20 litres, both slight increases compared to the earlier SRK550. 

At the moment, the SRK550 SX only appears to be available in Italy, and the near-identical SRK600 in China.

TecMate

OptiMate - "helping your customer to choose the right charger"

TecMate has created a rider-friendly webpage that lists the 2024 range of OptiMate battery chargers for powersport applications - designed to help the rider choose the right charger for their needs and their budget.

It arranges the OptiMate range by three levels - Easy, More and Best - according to function, popularity and the rider's battery knowledge. 

The EASY Group 

The OptiMate DUO battery charger concept has been developed for the "modern rider" who, most likely, will not know technical details of the 12V battery in their vehicle - they simply want a cost-effective battery maintenance option. 

All OptiMate DUO battery chargers can charge and maintain a stored vehicle's 12V battery. More specifically, they can automatically charge and maintain a 12V Pb/lead-acid (flooded, VRLA, AGM & GEL) or a 12.8V/13.2V LFP Lithium (Lithium Ferrous Phosphate/LiFePO4).

All the rider has to do is connect the DUO to their 12V battery and it will automatically adapt to the battery type and take care of it. 

The Bronze series OptiMate 1 DUO is the most popular choice, with OptiMate 2 DUO offering 2A of charge current for a faster charge. OptiMate 2 DUO is also available in a two- and four-station format. 

If riders do not have AC power where their vehicles are stored, the Off-Grid series includes solar powered and DC to DC powered options. The OptiMate SOLAR DUO 10W is ideal for maintenance of any 12V powersport battery, with the 20W and 40W versions offering a faster charge. 

The OptiMate DC-DUO sources power from a 12V vehicle system or separate 12V battery, ideal if the vehicle is stored in underground parking or the rider wants to charge a 12V battery on the go (e.g. powersport vehicle on trailer or at the racetrack). It can also reset the smart BMS (Battery Management System) of a LFP lithium battery. 

The MORE Group

These chargers in this group are battery-chemistry specific - which enables them to apply the correct recovery mode to bring the connected dead-flat battery safely back to life. 

This group is popular with motorcycle OEMs or knowledgeable riders who prefer a battery charger that is designed for the specific battery in their vehicle. 

The Silver series OptiMate 3 can save, charge, test and maintain a 12V Pb/lead-acid (flooded, VRLA, AGM & GEL). OptiMate 3 is also available in two-station and four-station format. 

The LITHIUM series OptiMate Lithium 4s 0.8A can reset the BMS and then save, charge, test and maintain a 12.8V/13.2V LFP (Lithium Ferrous Phosphate/LiFePO4) lithium-ion battery. It is also available as a four-station option. 

The BEST Group

The Gold series OptiMate 4 Quad programme has all the features of the EASY and MORE group combined into a single smart battery charger, and it can maintain the battery of a BMW motorcycle via its CAN bus controlled 12V socket. This makes it the popular choice of BMW motorcycle riders and riders of other brands that prefer a single battery charger that can do it all. 

OptiMate 4 Quad offers four selectable programmes to save, charge, test and maintain 12V Pb/lead-acid (flooded, VRLA, AGM & GEL) or a 12.8V/13.2V LFP Lithium (Lithium Ferrous Phosphate/LiFePO4) battery directly, in or out of the vehicle, or charge, test and maintain via the CAN bus controlled 12V socket of BMW motorcycles. 

Two models are offered, and both are identical in operation. The standard OptiMate 4 Quad programme includes a handlebar hanging hook, a set of battery clips and a separate fused battery lead harness. The OptiMate 4 Quad programme Premium edition also includes the SAE-to-DIN plug adapter that enables connection to the 12V power socket on BMW and Triumph motorcycles. 

TecMate CEO Martin Human says that "no matter the choice made by the rider, all OptiMates in the line-up share features such as 'no supervision required' automatic operation, 'connect and forget' 24-7 battery maintenance and eco-friendly efficient power conversion technologies that reduce electricity usage, i.e. the rider's battery is kept in tip-top shape at the lowest cost." 

TECMATE

www.tecmate.com

SIP Scootershop

SIP series Vespa PORDOI grips 

Available for 22-25 mm handlebars for practically all scooter models, these PORDOI grips from German specialist SIP are available in a wide range of colours and manufactured in a very soft, durable, high-quality rubber.

"The importance of good grips is greatly underestimated on scooters," says SIP CEO Ralf Jodl. "After all, they form the direct contact between the rider and the vehicle. When designing the SIP PORDOI grips, we wanted to move away from the impractical aluminium rings and the mainstream look, towards grips that are genuinely suitable for everyday use, stylish and, above all, ergonomically optimised for comfortable use."

Options include the iconic 'Waffle Pattern', a design element from handles of the 1950s, 1960s and 1970s. Thanks to the oval shape, the grips sit nicely in the palms of the hands and still feel good even after longer tours. "It is precisely the shape and the resulting increase in comfort that make the PORDOI grips the ideal companion whether on tours or in the city.

"Our high-quality rubber compound prevents the rubber from disintegrating or being too hard. When using bar end weights, the end of the grip can be cleanly cut off at the groove with a sharp knife. For mounting, we recommend spraying the inside of the grips with a little brake cleaner beforehand, and then quickly sliding them onto the handlebars as it evaporates."

As a custom option, Ralf suggests combining these grips with other add-ons from the SIP PORDOI series, such as its sporty levers and mirrors.

Ever striving for authenticity, in describing the colourway options, Ralf says they "have tried to use subjective designations of light brown, brown, brown vintage, etc. for the brown tones from the RAL classic colour palette. RAL colour shades are international, can be found online or best compared with a RAL colour fan, e.g. SIP art. no. 98889900. 

"But even here, there are different opinions about which brown shade corresponds best to which RAL colour shade. Nevertheless, we believe that this classification makes it easier to order accessories of the same colour shade. Because even pictures can be deceptive due to different lighting conditions and reproduction requirements."

SIP SCOOTERSHOP GMBH

www.sip-scootershop.com

hs-motorradteile

hs-motorradteile - many parts for a perfect rear conversion

Popular among dealers, Hans Schommer's Mannheim, Germany based parts and accessory specialist hs-motorradteile is well-known in the specialist trade as a supplier of motorcycle components - including a wide range of products for stylish rear conversions.

Seen here, this adjustable licence plate holder is one of many that hs-motorradteile has for almost all common makes and models.

"These extremely sturdy holders are not only functional, but also visually appealing," says Christian Buttler. "In addition to the well-known Basic version, there are now also PRO and X-Line versions, as well as sets that are available specifically for selected models. 

"In addition to the holder, these sets also contain the required licence plate light and a reflector. Installation is straightforward thanks to the type-specific mounting plates - enabling a quick visual change to the rear of the motorcycle."

In addition to holders, and a wide range of licence plate lights and other accessories in various designs, the company offers dealers access to an extensive programme from exhausts, brake and clutch levers, drivetrain components and lights to handlebars, chain guards, footrest systems and pegs, batteries and chargers, digital instruments and more.

HS-MOTORRADTEILE

www.hs-motoparts.com

Bergamaschi

Bergamaschi to distribute Magneti Marelli products Europe-wide

Milan based distributor E. Bergamaschi & Figlio SpA has reached an agreement with Marelli Aftermarket Italy SpA to distribute its Magneti Marelli branded aftermarket motorcycle products on a Europe-wide basis.

Finalised at EICMA in November last year, Bergamaschi made the announcement at the end of March 2024. After months of development and severe tests, the marketing of the new two-wheel spare parts under the Magneti Marelli Parts & Service brand has kicked off and will be distributed, thanks to selected partners, throughout Europe. 

It is a growing range that, over the next few months, will be published in a specific catalogue which will cover several families of Magneti Marelli branded product lines - from electrical and motorcycle body parts to engine components, consumables, repair kits and much more.

"The entire two-wheel repair and maintenance world will benefit from this," said CEO Bruno Bergamaschi. "The parts are already in inventory and the plan is going into action now. 

"These spare parts, which are original or equivalent to original in quality, come with guaranteed quality and reliability." The list of spare parts offered is huge: brake and clutch levers, mirrors, transmission cables, water pump overhaul kits, injectors and valves. 

The electrical parts category includes items such as ignition coils, voltage regulators, stators, pickups, electronic control units, starter motors, stop light switches, clutches, fuel pumps. 

"Not forgetting the big news of engine parts: cylinders, fuel injectors, crankshafts, transmission and variator rollers," said Bruno.

"This first step of development makes us very happy, and we therefore look forward to a positive market response. We are confident that with this collaboration we will be able to further affirm our role as a distributor of premium spare parts, with only premium brands."

Franco Ortelli, Head of EMEA at Magneti Marelli Parts & Services, commented: "We are extremely pleased with this agreement. The great reliability of the Magneti Marelli brand, combined with Bergamaschi's unquestionable expertise in the distribution of two-wheel products, makes us sure that it will enable further growth for both companies in the motorcycle sector."

Franco Ortelli, Head of EMEA at Magneti Marelli Parts & Services and CEO Bruno Bergamaschi

Bergamaschi is thought to be the oldest parts and accessory distributor in the international motorcycle industry. Founded in 1919 (coincidentally the same year as Magneti Marelli), its facility is a familiar landmark on the A4 in northern Milan. Bergamaschi's numbers are impressive. At any one time it carries more than 80,000 active items in 4,500 sq m of covered warehouse, with space for 9,200 pallets in four vertical warehouses equipped with radio frequency terminals for RFID inventory management, 1,200 sq m of office space, more than 2,300 customers, three outsourced logistics hubs, and more than 45,000 shipments per year.

Magneti Marelli needs little introduction. Its foundational role in the development of the global Powered Two-Wheeler industry makes it a natural partner for any motorcycle dealer. 

Its Parts & Services division is a leading global independent aftermarket company, distributing parts, automotive components and know-how to workshops through a network of distributors. It provides original and equivalent products and support services to the automotive as well as the motorcycle industry through Magneti Marelli 'Checkstar's' network of workshops and body shops.

In its role as master distributor, Bergamaschi says it has already made progress defining the distributor network for Magneti Marelli aftermarket products here in Europe, but that there are still opportunities in selected markets. 

www.bergamaschi.com

UK motorcycle registrations

UK February motorcycle registrations +5.73%

The latest data available from the Motorcycle Industry Association (MCIA) in the UK show new motorcycle registrations up by +5.73% YTD at 10,450 units, with January +5.11% (5,656 units) and February +6.46% (4,794 units). This was the second-best UK motorcycle market performance for the first two months of the year since before the 2008 financial crisis.

Total new PTW registrations were +5.28 YTD at 11,065 - reflecting the very small size of the UK moped market.

Total scooter sales in the UK were 3,630 units YTD, up by +10.1%. The fastest growing sector in the UK motorcycle market is the ADV segment, which is up by +22.4% YTD (1,962 units). 'Electrics' were -4.0% YTD, with just 404 units registered during the first two months of the year.

The Yamaha MY-07 ABS Naked was the best-selling motorcycle in the UK in March (62 units), followed by the BMW R 1300 GS (61 units).

The Beta RR 2T 300, Royal Enfield Meteor 350, Triumph Speed 400 and Suzuki GSX 800 R headed-up their respective market segments in the UK in March.

For the record - the UK motorcycle market was down by -1.20% in 2023, at 107,215 units. Total PTW registrations were down further by -2.53% (112,748 units). Despite these statistics likely reflecting that the UK entered a small but definite technical recession in the second half of 2023, the numbers were actually the third best for the UK motorcycle market since before the 2007/2008 financial crisis. 

Husqvarna

KTM-based Husqvarna Svartpilen 801 By Ben Purvis

It's been nearly a decade since Husqvarna - then freshly bought from BMW ownership into the KTM family by Stefan Pierer - showed its first modern Svartpilen and Vitpilen concept bikes. They've since become a mainstay of the brand in a variety of sizes, all using engines and frames borrowed from KTM's Duke range.

With the Svartpilen 801, Husqvarna's neo-retro street scrambler enters a new market segment by becoming the first two-cylinder bike in the Svartpilen line. 

The formula is unchanged. As with previous Svartpilen models in the modern era, Husqvarna has plucked a model from the KTM range - in this instance the 790 Duke - and wrapped it in distinctive styling including the signature oversized, circular headlight to create a bike with a very different appeal to the angular Duke it's based on. On previous Svartpilen and Vitpilen models (the Vitpilen being a more street-biased, café racer-style version of the same styling theme), Husqvarna's tweaks to the riding position - with new tanks, seats, bars and pegs - have given them distinctly different characters to the KTMs they're based on, and the Svartpilen 801 is likely to be no exception.

The engine is the 799 cc version of KTM's LC8c parallel twin, as used in the 790 Duke and 790 Adventure. KTM has also created 889 cc '890' variants and, for 2024, introduced a completely redesigned '990' twin, but Husqvarna is sticking with the tried and tested original. It's putting out 77 kW (103 hp) at 9,250 rpm and 87 Nm (64 lb-ft) at 8,000 rpm, exactly matching the current 790 Duke, which was reintroduced by KTM last year in Chinese-made form as a lower-cost alternative to the new 990 Duke.

The engine might be shared, but the Svartpilen has higher-spec suspension and equipment than the 790 Duke. Its forks are fully adjustable WP Apex 43 mm upside-down units similar to those on the 890 Duke R, paired with a compression and preload-adjustable rear shock, and there's a WP steering damper to tame the front end. The brakes, meanwhile, are the same J.Juan four-piston front calipers used by KTM, but wearing Husqvarna branding. Like KTM's Duke models, there's cornering ABS from Bosch with a switchable Supermoto mode that allows the rear wheel to be intentionally skidded. An 'Easy Shift' bidirectional quickshifter is standard, too, along with up to four riding modes. 

Without fuel, the Svartpilen 801 comes in at 181 kg. Pricing sits it directly between the Chinese-made 790 Duke and the new, much faster 990 Duke, making it a direct rival to Ducati's Scrambler Icon and Full Throttle models, though with a substantial performance advantage.­

QJMotor

QJMotor electric roadster on the way By Ben Purvis

China's QJMotor has been growing at a phenomenal rate in the last couple of years with a fast-expanding model range that's soon to extend all the way up to a 1078 cc, MV Agusta-powered, four-cylinder superbike. But QJMotor also has an eye on the electric motorcycle market. 

While several of QJMotor's most recent ICE-powered bikes have been attractive, and the upcoming 'Ten78' superbike has been designed with the help of former Benelli and MV design boss Adrian Morton, recently filed registrations show a new electric model that couldn't be described as beautiful. Undeniably distinctive, perhaps, but its shapes are not aligned to the kind of styling that we are accustomed to seeing. 

Under the skin, the new model is based on the existing QJMotor OAO Pro, a 7 kW electric sports bike that's been under development for some time, but it takes a radically new approach to the aesthetic elements of the design. While fully faired electric bikes can easily follow existing design traditions, with their bodywork hiding the unconventional mechanical parts, making an electric roadster is a more challenging task. One option is to stick to conventions, using a dummy 'fuel tank' and packing the batteries into a block that sits where the engine would normally be found. But QJMotor's designers are opting for another route by creating a machine that embraces its novel powertrain and moves away from the norm.

The high 'tank' section seen here is actually a cover over the batteries and electronics, and by rising higher than normal, it means there's more space for those parts. Rising above the height of the bars, it is extended forwards, over the top yoke to provide a mount for the instruments, which again breaks with convention. The small touchscreen dashboard appears to be designed to be able to fold down into the bodywork when the bike is parked, protecting its screen and giving a cleaner look to the machine.

The rest of the bodywork adopts an angular look, resulting in something that could easily come from the pages of a comic book.

The bike's internal codename is 7000D-A, showing it's closely related to the OAO Pro, which is coded as 7000D. The '7000' relates to the wattage of the bike, equating to 7 kW or 9.4 hp, and for the 164 kg OAO Pro, QJMotor claims a top speed of 105 km/h (65 mph) and a 0-50 km/h time of 2.5 seconds. The 7000D-A, with the same mechanical parts, is likely to have similar performance.