Motorcycle News - Lithium Battery Buyers Guide
For ages, we didn’t think much about the batteries in our motorcycles. When you only have one option, the traditional lead-acid battery, there’s not a lot to think about. As long as it cranks the starter over and fires up the bike, you’re good. If not, time to shell out for a new one. But like all components on a motorcycle, eventually, new technology emerges to improve the breed. The battery is no different. With the emergence of lithium batteries the consumer now has more options.
To the average consumer, a battery is a battery. What separates one from the other? For starters, the internal chemistry is very different between the two, but for the purposes of this guide we’ll stick to the practical differences. Generally speaking, lithium’s biggest advantage is its drastically reduced weight and physically smaller size compared to lead-acid. Lithium also has a significantly lower discharge rate – the amount of charge lost simply sitting – compared to lead-acid, faster recharge rate, more cranking amps (compared to a similar lead-acid application), and safer handling due to its internal chemistry not featuring lead and, yes, you guessed it… acid. The tradeoff, of course, is a significantly higher price tag.
Despite this, there’s nothing wrong with lead-acid batteries, and if you’re looking for the lightest hit on your wallet to power your motorcycle, then by all means. However, if you’re looking for a performance edge and value slicing weight wherever possible, then read on as we highlight eight different companies in the lithium battery game.
Antigravity has become one of the most recognized names in the lithium battery world, as it has products in a wide array of industries, not just powersports. Built in the USA, Antigravity batteries feature an all-brass terminal design, can be installed in any orientation, and in the case of the AG-801 seen here, weighs only 1.5 pounds. Antigravity says its batteries can hold a charge for up to one year, provided there is no parasitic draw while the bike is off (alarms, GPS, heated grips, etc.). Because the batteries are physically smaller than comparable lead-acid types, Antigravity batteries come with adhesive-backed foam strips to fill in the gap in your battery box. The AG-801 is rated at 240 cranking amps and 9 Ah, but there are several different varieties to choose from for your specific application.
You might know BikeMaster for the numerous parts, tools, and accessories it sells. Included among those is its own private label line of batteries, including lithium varieties. Backed by a two-year warranty, BikeMaster backs what I said in the intro paragraphs, claiming its batteries weigh a third of the weight of conventional batteries but still have enough power to crank even the most stubborn V-Twins. These batteries utilize cylindrical cells (as opposed to plates in other batteries) and, in the case of the DLFP-5L-BS seen here, vital stats are as follows:
Search the BikeMaster site for the appropriate battery for your application.
If there’s an electrical component on your motorcycle, chances are Bosch had something to do with it. So it only seems right that Bosch also has its own line of lithium-ion batteries. Like the other batteries here, its lithium chemistry means there are no poisonous lead or acid components. The battery lid on the Bosch batteries features a voltage tester and Battery Management System, the latter balancing the voltage level among the cells when charging or discharging. The voltage tester works in conjunction with the charge-status display to tell you how healthy (or unhealthy) your battery is. You can find more information about the four available sizes at the Bosch website.
Braille’s line of Green Lite lithium batteries started as a replacement for sub-1100cc motorcycle batteries, but soon scaled up to include applications for big V-Twins, cars, trucks, and even marine equipment (with a special water-resistant sealing). The benefits are the same as the rest fo the batteries here – lighter weight, less maintenance, higher voltage, quicker recharge rate, etc. However, for those who don’t want to stuff foam in their battery boxes to compensate for the smaller battery, Braille also produces OE direct replacement sizing.
Visit the Braille Battery website for more info on the G5, and the rest of the Braille line.
Full Spectrum Power
The big talking point surrounding the Pulse IPT battery is the IPT Reset feature. Basically, if you somehow leave something on while the bike is turned off – like your lights or heated grips, for example, the battery’s internal circuitry can recognize the parasitic drain and will initiate a power cut off before it’s drained below 12 volts. This way the battery still has enough power to start your motorcycle again. In essence, this eliminates the need for a jump start and means you won’t be stranded. Pulse IPT batteries come in all shapes and sizes to fit several different applications, and all have the following features (from the Full Spectrum Power website):
* IPT Battery Management System (BMS) – Every Pulse IPT battery comes with an integrated BMS which controls the function and behavior of the battery. This means better performance, longer life, and emergency start capability.
* IPT Reset – Intelligent Pulse Technology does two things:
1. Leave the key in the “on” position for a few months? Press the IPT Reset button, and you will be able to start your bike. You will need to recharge your battery by either riding the bike, or putting it on a charger- but there will be enough power to start your bike once.
2. It will prevent the battery from being drained, and damaged beyond repair. Lithium batteries can be damaged beyond repair if they are drained below 12 volts. The IPT will prevent this from happening.
* Universal Charger Capability – Most commercially available battery chargers work with the Pulse IPT batteries.
*Advanced Case Design- Lighter and stronger than our previous case, it rejects heat, vibration, gas and oil.
*Advanced Cell Design- We designed the Pulse IPT cells to cope with the demands of motorsports. Every component of our cells were designed and optimized for motorsports, based on a decade of experience building engine start batteries. These are only available from Full Spectrum Power.
* V Direct Multi Terminal – Our solid copper terminals have 4 threaded mount holes. Attach your accessory wires without having to use long screws on one small terminal.
* V Sleeve Silicon Terminal Covers – Color coded for polarity, our silicon terminal covers protect against short circuits.
Click here the link above to purchase or learn more about the Pulse IPT Battery.
Moty batteries are a little different than the rest due to their casings being essentially shrink-wrapped around the cylindrical cells, giving a unique look that also helps reduce weight. Available in 4-, 8-, 12-, and 16-cell batteries for various applications and engine sizes, all but the 16-cell are available with either traditional or quick-release connectors. The 12-cell shown above is an example of the latter, where leads attach to the existing terminal posts on the motorcycle and the supplied heat shrink is then applied around it. A quick-disconnect coupler then connects to the battery, so when the motorcycle is not in use, simply unplug the connector and Moty says the battery will be good for up to a year.
The 4-cell batteries are ideal for Singles needing less than 120A, while the 16-cell can handle even the biggest of V-Twins. Find out more on the Moty Designs website.
Moty isn’t the only battery company in the quick disconnect game – the SpeedCell Legacy battery also features quick disconnect and is the battery used by many MotoAmerica teams. The primary reason is because, in the case of the Legacy 2.5Ah version, it’s incredibly tiny and light. SpeedCell says the 2.5Ah measures 4.7 in x 1.3 in x 3.3 in and weighs under one pound (0.912 pounds, to be exact)! Meanwhile, the company says peak amperage capabilities exceed twice that of its nearest competitor, with a 68% faster recovery rate. In addition, all Speedcell batteries come equipped with a multi-function expansion port integrated into the battery housing. This expansion port is capable of providing not only a charge/diagnostic interface but also up to three additional 12V circuits, each capable of providing 3A of current. Giving the end user a Plug-N-Play circuit expansion.
Shorai has been in the motorcycle battery business since 2010. In that time the company has gone from relatively obscure, to a major player in the battery biz. In fact, our own John Burns, and former E-i-C Kevin Duke, put one in their own Yamaha R1 and Ducati 900SS, respectively, and had mostly nice things to say. Like nearly all the batteries here, Shorai has a complete line to fit whatever motorcycle is in your garage. Using the $99.95 LFX07 shown here as an example, it measures 4.45in. x 2.28in. x 3.50in, weighs 0.97lbs., and provides 102 cold cranking amps.
Western Power Sports
Western Power Sports is better known as a distributor for many of the powersports products we know and love, but did you know the company also has a line of private label lithium batteries, too? As you can see in the image above, the batteries are called Featherweight, and with a name like that it better deliver. WPS says its 6.2 in. x 2.8 in. x 4.6 in. battery comes in at 1.7 lb. But what makes the WPS battery different from the rest is its on-board LED test gauge that will indicate the battery’s charge at the push of a button. It’s not quite as helpful as, say, the Pulse IPT battery that will leave enough juice for you to start your motorcycle, but it’s still a nice feature.
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January 31, 2019 at 05:34PM
Motorcycle News - 7 Predictions For Ducati’s Future Electric Motorcycle
In case you missed it, Ducati boss Claudio Domenicali recently announced the company will be putting an electric motorcycle into production sooner rather than later. If you must know, his exact words were, “The future is electric and we’re not far from beginning production of the series.” He was speaking during the podium celebrations for a student-run racing series in which the Ducati-supported University of Bologna’s UniBo rookie team took third in the electric class.
As expected, this set the moto industry ablaze, as 2019 already appears to be the year of the electric motorcycle, with Harley-Davidson hyping the LiveWire and two concepts, Energica supplying machines for the inaugural MotoE series, Zero hyping an all-new platform next month, and even Lightning Motorcycles announcing a $13,000 e-superbike later this year. Of course, all we know is what Domenicali’s said above, which leaves so many questions on the table. But since we don’t know what’s in store for an e-Ducati, let’s use this chance to make our own predictions about what an e-Ducati could be like, shall we? I’ll start, but be sure to leave your predictions in the comments section below.
Superior styling, of course
A Ducati doesn’t leave the factory unless it looks the part (yes, even the 999), and there’s no way an electric Ducati won’t look attractive. Unless the kids at the University of Bologna know something we don’t, there’s no getting around the fact a battery box is just that – a box. This means Ducati designers can get to work drawing up sexy fairings and bodywork that will hide the ugly battery. Motors, however, come in a few different shapes and sizes, and the design team could choose to leave on display the mechanical beauty of transferring electricity to forward motion, similar to clear windows displaying the bevel gears or dry clutches of yore. A single-sided swingarm seems obvious, too. Maybe we’ll see an e-916, perhaps?
Just as a Ducati is known for its appearance, a Ducati is also known for its performance – especially its race track performance – and I predict the e-Ducati will be track worthy. There have been photos floating around the interwebs of a Ducati Hypermotard with battery and drivetrain from a Zero. Despite the fact Zeros are air-cooled, for the e-Ducati to have any sort of track chops, it will have to feature liquid-cooling for both motor and battery. Just as with ICE vehicles, heat is the enemy of performance. Liquid-cooling adds more complexity, but the tradeoff in sustained performance could be worth it.
But performance on par with the competition
When it comes to straight-line performance, Lightning Motorcycles has the e-bike world covered with the LS-218 – and it’s fairly competent at getting around a racetrack, too. Ducati’s never been about drag racing, so I can’t imagine the electric Ducati going for 218-plus mph runs at Bonneville. In that sense, it will take a magic combination and balance between power and weight to come up with a motorcycle that can circulate a track quickly, not weigh too much, and still have enough juice to do a handful of laps (eight is a good starting point). With the current status of electric propulsion in mind, it’s hard to imagine the e-Ducati being head-and-shoulders above the other players. Unless, of course, Ducati is hiding some revolutionary battery tech between the walls at Borgo Panigale. I doubt it.
OR it’ll be an entry-level sportbike
Or there’s another way to view the e-Duc – as an entry to motorcycling/track riding instead of a flagship. Judging by the student pics from the University of Bologna, the modified motorcycle they are riding looks about the size of a Moto3 machine. If that’s the case, maybe this is the motorcycle to attract new or returning riders to Ducati, to riding, and maybe even to the track. If so, there won’t be an expectation to produce an electric Panigale V4 equivalent but, rather, something easy and inviting, while still uniquely Ducati. The restrictions currently present in electric technology won’t be as big of a hurdle, as present-day componentry exists to produce a sporty bike, and outright performance isn’t the goal.
No matter what, an electric Ducati is going to be heavy compared to an applicable ICE counterpart. Batteries, motors, and onboard chargers still haven’t gotten much lighter, and until they do, don’t expect two-stroke levels of lightness. It’s perhaps one of the biggest drawbacks to electrics, and again – unless these students, or Ducati’s own engineers, have something incredibly revolutionary up their sleeves – an e-Duc won’t be any different.
A superior user interface
One area where Ducati could use its experience to outclass the rest of the field is in its user interface technology. The Panigale V4 and Multistrada 1260 have such clear and vibrant displays one could watch a movie on them. If the e-Duc is supposed to be high-tech and futuristic, the UI and UX will have to be next level. Head up displays, IoT-compatible to detect danger ahead and perform the necessary functions to avoid it, things like that. Hey, if we’re making wild predictions, why not aim high? But let’s nix tire pressure monitors. Those things are annoying and break all the time.
A lofty price tag
It’s no secret: Ducatis typically command a higher price than their competition. You know what’s also pricey? Electrics. Combine the two and you know what the result will be. Of course, Ducati can’t be foolish and price itself right out of the market, and you can be sure Ducati has its eyes on Harley’s LiveWire to see how it sells. The competition may be even steeper now, especially as models like the upcoming Lightning Strike promise impressive performance for a reasonable (starting) price of $13,000. If the Strike actually lives up to the hype, then that could put pressure on Ducati to deliver the goods without breaking the bank. At the end of the day though, Ducati still has a reputation to live up to, so I wouldn’t be surprised to see a price tag commensurate with that reputation.
The post 7 Predictions For Ducati’s Future Electric Motorcycle appeared first on Motorcycle.com.
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January 31, 2019 at 03:54PM
Motorcycle News - Café Express: Freeride’s Montesa Cota 247 cafe racer
Montesa bikes tick all the boxes: the Spanish manufacturer was hugely successful in motocross and road racing from the sixties to the mid-eighties. Its Cota 247 model was also popular with trials riders—but who’d have thought a trials bike would make a great little café racer?
Pierre specializes in the repair and maintenance of classic bikes, and prepping machines for vintage racing series. But he’s also very good at creating sharp-looking, quirky customs—like the Honda CX650 scrambler we featured a few months ago.
It’s one hell of a transformation. At just 192 pounds (87 kilos) dry, the original Cota 247 is a nimble handler so weight reduction was not a priority.
Pierre has given it a full reconditioning, with new bearings and seals, and even a new crankshaft. He’s also tweaked the stock exhaust system and intake, and fitted a big bore piston kit from Italkit.
After many ours of fettling and polishing, the motor looks as good the day it left the Barcelona factory in 1972.
Pierre has added a custom fiberglass rear cowl to match, plus discreet aluminum fenders. Midwest Aero Design shot the intense red paint, and a fresh coat of satin black epoxy helps the frame fade into the background.
The new rear cowl is covered in a racy black suede that extends over the seat pan, applied by Kabuki Sellerie. We haven’t heard of that French shop before, but they obviously know what they’re doing.
So Pierre has overhauled and cut down the original Betor forks. Now fitted with shorter springs, they’re hooked up to 18-inch period-correct Akront wheels using a hub from a 1960s Montesa Impala street bike. There’s a matching Akront out back, cushioned by new YSS shocks.
He’s built new clip-ons too, adapting them to the stock Cota 247 top yoke, and installed a Domino throttle and Amal brake and clutch levers.
This pocket-sized café racer is unlikely to break any lap records at Paul Ricard, but it’ll rule the roost at the traffic light Grand Prix. More of this braaaple sauce, please!
via Bike EXIF http://www.bikeexif.com
January 31, 2019 at 11:13AM
MotoGP News - KTM race riders Zarco, Espargaro replace Pedrosa for Sepang test
KTM race riders Johann Zarco and Pol Espargaro will take part in the MotoGP pre-season shakedown in Sepang, as new tester Dani Pedrosa misses out due to his recent surgery
Motorcycle Racing News
via MotoGP news - Autosport http://bit.ly/2uOa9Ei
January 31, 2019 at 10:16AM
Motorcycle News - SERIAL THRILLER. Easter Spirit Garage’s Honda Dominator Motocrosser
Written by Martin Hodgson
It’s always the quiet and unassuming ones you have to keep an eye on, for years folks thought Ted Bundy was an average Joe. Not quite so lethal, although still the proverbial wolf in sheep’s clothing is the Honda Dominator, that enjoyed a 15 year production run. But to truly turn it into a killer you have to get its gear off and the NX650 has blossomed in the custom bike scene. So when a client approached Eastern Spirit Garage with a desire for a motocross inspired build, head honcho Sylwester knew the Honda was the weapon for the job!
Sylwester has always had an eye for taking less than desirable machinery and turning them into something amazing and the Honda has all the vital ingredients. When it was launched it seemed it would always be just a relatively cheap ‘dual sport’, that wasn’t so great off-road and with looks that would date quickly. But the engines a ripper, weight is easily shed and the simplicity of it all has made it irresistible to customisers looking to leave their mark on the Domi.
The whole process started with a bone stock and average condition 1996 Honda NX650 and the design was clear from the start. “The inspiration for this scrambler came from the client’s passion for motocross as we wanted to bring the essence of a motocross bike to the road. The client gave me a tremendous amount of freedom, though he participated in the choice of paint and disassembling the bike,” Sylwester tells us.
With the bike stripped back to a bare frame the cutting began, first to come off was the entire rear end. The swingarm and shock were removed and thrown in the scrap pile, while the subframe was cut back to the centre post. Based in Starawieś, Poland, the team at Eastern Spirit decided this was the perfect chance to pay tribute to a now defunct Polish company and modified an old SHL fuel tank to fit. The frame also required further modification to allow the smooth tank to sit low enough for their liking.
“All of these parts were painted with a 7-layer paint job, usually reserved for high-end, flagship cars”
The final piece of chassis modification was to create a new subframe, perfectly executed with a neat hooped tail. Atop sits the sumptuous leather seat, in old school scrambler style, with plenty of room to move around on rough surfaces. But it’s the tins that really do the talking, with the Polish fuel tank matched up to a set of hand rolled guards front and rear. “All of these parts were painted with a 7-layer paint job, usually reserved for high-end, flagship cars,” Sylwester explains. And the deep blue with contrasting pin-stripping totally transforms the look of the budget Domi into a big dollar beauty.
To turn the Honda into a rolling chassis, first a new longer swingarm had to be selected and the right bushings machined to make it fit. This was done to allow an 18 inch rim to be run at the back, more suited to on-road conditions while still maintaining the motocross look. While a new adjustable shock with custom mounts allows the bikes handling to be properly dialled in. Up front things are taken to the next level with the fitment of an unused set of forks from a 2008 Honda CRF 450.
This meant the stock brakes were now greatly overshadowed and an upgrade was vital for the new speeds planned. The front set up is now taken from a Suzuki DR 800 Big, adapted to fit the CRF front end, with a massive 320mm rotor. While out back the improvements come in the way of a 250mm rotor, with adaptors allowing the stock caliper to still work. With new master cylinders at each end stopping is just a quick tap of the brakes away. To finish the roller the 21 inch front rim and new rear were wrapped up in Michelin Anakee rubber.
Now it was time to pull the engine and I don’t just mean from the frame, the whole thing was torn down to the last bolt. The transmission was disassembled and any worn parts replaced, with new gears going in to match. The cylinder was then bored 1mm over and honed before being fitted with a new forged slug and rings from ProX. The carb then got a full rebuild kit and clean before replacing the air box with a pod filter. Finally the whole engine was painted in a heat and chemical proof black, with small gold flake, and the cooling fins ground for contrast.
To finish out the build the new full exhaust system was designed to hug the bike tight and maintain the clean lines. Before the welder was fired up and the stunning full stainless system was fabricated and capped off with twin stainless mufflers exiting under the seat. The final product is a testament to Eastern Spirit Garage’s ability to decipher a client’s desires and bring them to life in the most fantastic of forms. And having retained the 21 inch front end and with the improvements made, including shedding 39kg of weight; this Dominator is ready to rip in up on and off the road and no doubt inspire more to choose the humble Honda as a donor for their next build.
via Pipeburn.com http://bit.ly/2LvgxJz
January 31, 2019 at 06:20AM
Motorcycle News - Riding Gear – Fuel Discovery Jacket
If you’re looking to add a touch of Steve McQueen style to your riding clobber then Fuel Motorcycles have just the thing. Inspired by Steve’s timeless style Fuel have created the ‘Discovery’ motorcycle jacket, a 3/4 waxed cotton canvas design that’s packed with highly functional features and boasts classic good looks.
via Return of the Cafe Racers http://bit.ly/2TaWClU
January 31, 2019 at 05:59AM
Motorcycle News - SIX ONE – Aussie Custom Automotive
I’m proud to call Australia home and it’s because of my love for this big hot island down under that I’ve teamed up with Luke Ray from Fuel Tank to create a very special, Aussie-centric event. SIX ONE is a new custom automotive exhibition set to take place in Melbourne on April 27, 2019. More art exhibition than auto expo, SIX ONE will offer a unique snapshot of the world-class talent and skill of Australia’s incredible custom builders.
via Return of the Cafe Racers http://bit.ly/2TaWClU
January 31, 2019 at 05:52AM
Motorcycle News - Countersteer: Memories
What makes the best memories? Is it the people you’re with? Is it the motorcycle you were riding? Perhaps the location where it all took place? Most times, the best memories are a culmination of variables that fell into place in just the right way. We enjoy reliving those experiences. The feelings they gave us, the sights, the sounds, the entire damn thing, we hold these types of things near to our hearts. It’s healthy to remember, but it’s also easy to get caught up in the past.
Just this past Thanksgiving, I was on day four of a seven day, thousand-mile ride through Baja. Just over halfway through our adventure, I’d already had my mind blown by the scenery, food, and the atmosphere of it all. Endless miles of sand, embedded rocks, and all kinds of flora that would stick you just as soon as look at you. That night we were all at least a few sheets to the wind, celebrating what we had accomplished, enjoying Thanksgiving together, and looking forward to what lay ahead. The trip ended smoothly (for the most part) and will absolutely be one for the record books. I can admit that I find myself daydreaming now and again about being back down there. Way down in the heart of the Baja peninsula where my only care about the next day was getting up, putting on my gear and saddling up on my dirtbike. What’s that? I have a column due today?! Okay, gotta keep writing.
Some months ago, I was seated among world-class motorcycle journalists at the table of a restaurant near Lake Como. GP legends and current racers at the head of the table flanking the CEO of a major Italian manufacturer with a storied history. The food was divine. Some of the best Italian in memory. Was the food actually as good as I remember? There’s certainly a chance it was. Then again, it may have been bolstered by the anticipation of riding a new motorcycle the next day, by the people in attendance, and by the history that was ever-present as I walked by the old airplane hangers dimly lit in the Italian twilight, the moon reflecting on Lake Varese. It’s something I’ll never forget.
In Thailand, on my honeymoon, I sat across the table from my beautiful newlywed wife. The weather was perfect. The humidity had subsided slightly as the day gave way to an unforgettable sunset, the warm tropical air giving us a warm embrace. She had pineapple fried rice served in a freshly split and hollowed pineapple for dinner. The fire dancers off to the corner had begun to warm up – literally – for their performance. I don’t remember what I ate that evening, my focus was on her and the time we spent together.
A few days into a two-week solo motorcycle trip, I found myself riding into Mammoth Hot Springs Campground. It was November, well after the adjacent town had shuttered most of its businesses for the season. I quickly realized I would be dining on whatever I could snag from the local convenience store before it closed. With a can of franks n beans and some firewood I had procured, I hurried back to my campsite. After an evening hike as the temperatures plummeted I began to work on the fire. With a nice blaze going, I pulled back the easy-open lid of the beans and set it on the grill grate over the fire. Using vice grips from my tool kit, I eventually pulled the can of beans and mystery meat from the flame only to realize I hadn’t packed a spoon. Oh well, it was time to improvise. I bent the discarded lid into a spoon (or what would pass for one) and carefully ate my legumes and weiners all the while trying not to slice my lips open with the lid’s questionably sharp edges. The bitter November cold of Yellowstone and the warmth of that can of food are etched into my mind. I can still taste the slightly metallic tinge in the beans as I ate them from that makeshift spoon.
These memories are examples of multi-faceted experiences that are stamped into my mind. Experiences I hope to never forget. As meaningful and vivid as they are, I don’t think of them often, but when I do, they bring a nostalgic joy. In my opinion, those are how they are best kept. I don’t want to do the same ride in Baja again, go back to that table in Italy, that beach on the Phi Phi Islands, or relive that cold night in Yellowstone. I don’t want to try to recreate those perfect moments in my life.
It’s important to remember the past, but to look forward to new experiences. To not dwell in your memories, but to think of them fondly without becoming lost trying to relive them. It can lead to disappointment or frustration trying to chase those feelings. Something like an addict chasing the feeling of that first high. It will never be the same. Don’t spend too much time looking back, it’s easy to become lost in your memories and miss out on everything unfolding in front of you.
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January 30, 2019 at 09:16PM
Motorcycle News - 2019 Triumph Speed Twin Video Review
When Triumph decided to create a model that sat between the Thruxton and the Bonneville T120, the designers could have simply taken the Thruxton, adjusted the riding position through higher bars and lower pegs from the T120, and then called it a day. Instead, the engineers cranked out an all-new model, taking features of both the Thruxton and the T120 and turned it into the 2019 Triumph Speed Twin. We’ve already posted the first ride review of the Speed Twin, but in these connected days, we also need to post a review made up of moving images. So, behold! Through the marvels of modern technology, you can enjoy the company of me, your humble reviewer, wherever you have an internet-connected device.
What can you expect in this video – beyond my dazzling good looks? Well, I try to give you all the information you need in just over six minutes. You’ll learn about what has changed in the engine to allow for the loss of 5.5 lb. Or how about the chassis itself, where the wheels are responsible for about 10 lb. of the reduction plus the change in the associated rotating mass?
What’s most important in this video, which was lovingly crafted by MO’s own Sean Matic, is seeing the Speed Twin in action. You get left turns and right turns, slow motion turns, and even sweeping vistas. Along with the action, we have the lens lovingly caress the shapely Speed Twin’s form. Sigh…
As much as we enjoy bringing you these videos, we here at MO hope you’ll still take the time to read the full article where I have the luxury of consulting the press kit for specifications rather than relying on my own questionable memory. So, what are you waiting for? Watch the video and then (re)read the review!
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January 30, 2019 at 04:47PM
Motorcycle News - FIM Wants Trial-E to be an Olympic Sport
The International Motorcycling Federation (FIM) is making a push to get Trial-E added to the 2024 Summer Olympics in Paris, France. If accepted, electric Trial would become the first motorsport to be officially recognized as part of the Olympics.
A delegation consisting of Jacques Bolle, FIM vice president and French Motorcycling Federation president, Jean-Pierre Mougin, FIM honorary deputy president and V.P. of the French National Olympic Committee, and Thierry Michaud, a three-time Trial World Champion and director of the FIM Trial Commission, recently met with the organizing committee of the Paris Olympics to make the case for Trial-E.
The International Olympic Committee’s current policy for introducing new sports to the games based on several criteria: youth focused, equally accessible for men and women, sustainable, spectacular, practiced on all continents and requiring no new infrastructure. This policy is relatively new, introduced in 2016 and taking effect with the 2020 Olympic Games in Tokyo, Japan. The Tokyo Olympics will see the addition of five sports: baseball/softball, karate, skateboard, sports climbing and surfing.
The FIM’s delegation is making the case that Trial-E meets all of the IOC’s requirements for addition to the Olympics. That doesn’t mean that this is a sure thing, however, as other sports will also be seeking inclusion.
“We are convinced that the Olympic Games in Paris in 2024 represent a unique and historic opportunity to allow Trial-E to become the first motor sport discipline to be part of the Olympic Games,” says Jorge Viegas, FIM president. “This great première will be the foundation for a strong relationship that will bring the FIM, the IOC and all the Olympic family closer together for many years to come.”
An official list of eligible proposed new Olympic sports will be submitted to the IOC shortly, but the final decision on which sports will be added won’t be made until after the Tokyo Olympics.
On a related front, the FIM is also trying to get Trial-E added to the 2021 World Games in Birmingham, Ala., and the 2023 European Games.
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January 30, 2019 at 12:51PM