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THE PRESS ROOM INDUSTRY NEWS
RUROC'S NEW ATLAS 3.0 HELMET
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The UK helmet brand builds upon its Atlas helmet platform with the all-new and improved Atlas 3.0 Helmet.
Based out of Gloucester in the United Kingdom, Ruroc leaped into the helmet market just over a decade ago. Now, with several years under its belt, the company has made quite an impact in the last few years, applying pressure to other helmet manufacturers that cater to the street riding market. Two moto-helmets models were released to the market: the Berserker and the Atlas, both materialized from carbon fiber. The Berserker maintains a motocross-inspired look, to be used with goggles. However, the Atlas platform is uniquely designed to protect and perform today’s street riders. Ruroc has released two versions of the Atlas, beginning with the 1.0 and the 2.0. Progression proved to have the latter hosting a number of improvements over its predecessor. And now, Ruroc is poised to release its latest rendition of the Atlas helmet… The Ruroc Atlas 3.0.
The Ruroc Atlas 3.0 is host to a bevy of upgrades and refinements to the Atlas platform. Starting with its style, the Atlas 3.0 is engineered to offer the rider comfort and protection, using the latest technology to create
a helmet that looks like no other on the market today. The light yet strong T-300 carbon fiber is used in the Atlas 3.0 shell construction allowing the Atlas 3.0 to tip the scales at only 3.09 pounds. The carbon fiber shell is available in three sizes to secure a proper fit for riders of various head sizes.
Optical visibility, being able to see as much road as possible is always a highly desired asset for any rider in a helmet. With this said, the Ruroc Atlas 3.0 provides an ample field of vision that coincides with its new edge-to-edge visor. The new visor has a demist position to minimize fogging. This allows the visor to rest in a specific position to allow just enough airflow in to assist in keeping your visor fog-free.
When you need to keep out the wind and rain, the visor of the Atlas 3.0 seals into place with a new locking mechanism. Where the Atlas 1.0 and 2.0 employed a locking pin with a small hole in the visor, the 3.0’s new visor is a solid piece of material that is locked in place via a polycarbonate locker. An added benefit to this effective method of sealing is an impressive about of quiet inside the Atlas 3.0.
Inside the Atlas 3.0, you will find a completely redesigned premium helmet liner and cheek pad system. Evaporation and transfer of internal moisture are made possible thanks to a polyamide and polyester material composition. In the event of an emergency, the cheek pads can be released for a safer process of helmet removal.
Ruroc also makes their own BlueTooth communication and audio system, the Shockwave. It’s an optional accessory that the new Atlas 3.0 has been designed to seamlessly fit at the base of the neck, thanks to integrated cable routing and magnetic fitment. The Shockwave, itself has been improved from its predecessor with larger function buttons that can be manipulated without the removal of your gloves.
The Ruroc Atlas 3.0 will be offered in sixteen color options and nine new visor colors. The Atlas 3.0 will be available beginning Friday, March 26, 2021.
THE DUNLOP MUTANT STREET TIRE
The Dunlop Mutant is engineered to be one the most functional street tires that Dunlop Motorcycle Tires have produced.
The new Dunlop Mutant tire features an aggressive tread pattern offering a high level of grip for the wet and the dry with high mileage performance. Innovation helps the Mutant achieve its qualifications of Dunlop Motorcycle Tire's next best thing: jointless belt, multi-tread, and 4 season technology, a carcass tension control System, and a rayon ply casing with hi silica construction.
The multi-tread technology operates at the rear tire and incorporates a high mileage compound in the center of the tread for maximum mileage while employing high grip lateral compounds on the shoulders of the tire for maximum grip and performance. The carcass tension control system provides give and take where it is needed to create a larger footprint for maximum grip whether it's wet or dry on the road. The jointless belt technology uses a continuously wound belt within the tire carcass, limiting dynamic growth and making handling more consistent.
The 4 season technology combines ply materials and hi-silica compounds with deep, uniquely shaped tread grooves to displace water for optimum traction in wet conditions. The high silica compound ratio boosts tread flexibility, especially at low operating temperatures, increasing wet and dry grip, and mileage. The rayon ply casing material allows the Mutant tire to warm up quickly while assisting an increase in the mileage performance.
The Dunlop Mutant tire range of sizes makes fitment for more than 450 different motorcycle models available in the U.S.possible.
THE TRIUMPH TE-1 PROJECT
Triumph joins forces with three technology industry leaders to design, engineer and develop the Triumph TE-1 electric motorcycle project.
The Triumph TE-1 Project is a joint effort lead by Triumph Motorcycles to explore the brand's venture into electric vehicles. Triumph is joined by Williams Advanced Engineering, Integral Powertrain Ltd, and WMG at the University of Warwick to being a two-year, four-phase collaboration focused on developing electric motorcycle capabilities. The team aims to provide input into Triumph’s future electric motorcycle offer driving innovation, capability and new intellectual property, enhancing the credibility and profile of British industry and design. is provided by the UK government’s Department for Business, Energy and Industrial Strategy (BEIS) and the Office for Low Emission Vehicles (OLEV), via Innovate UK.
“This new collaboration represents an exciting opportunity for Triumph and its partners to be leaders in the technology that will enable the electrification of motorcycles, which is driven by customers striving to reduce their environmental impact, combined with the desire for more economical transportation, and changing legislation. Project Triumph TE-1 is one part of our electric motorcycle strategy, focused on delivering what riders want and expect from their Triumph, which is the perfect balance of handling, performance and usability.” - Nick Bloor, Triumph CEO.
Triumph Motorcycles will lead the project, providing advanced motorcycle chassis design and engineering expertise, manufacturing excellence and pioneering functional safety systems, as well as defining electric drivetrain power delivery characteristics.
Williams Advanced Engineering will provide industryleading lightweight battery design and integration capability, using its test and development facilities to deliver an innovative battery management system combined with a vehicle control unit.
Integral Powertrain Ltd.’s e-Drive Division will lead the development of bespoke power-dense electric motors and a silicon carbide inverter, integrating both into a singular motor housing.
WMG, at the University of Warwick, will provide electrification expertise, and the critical vision to drive innovation from R&D to commercial impact, through modeling and simulation based on future market needs.
Innovate UK, the government agency that promotes science and technology programs expected to grow the UK economy, will support the partners and administer funds. This forms part of the BEIS modern funding strategy with the aim of creating a marketleading UK electric vehicle capability.
The project will be organized into four main phases, with one of its key aims being increased systems integration. By developing individual components of automotive-based electric drivetrains and optimizing them into innovative combined units, the project aims to deliver sophisticated electric motorcycle systems which reduce mass, complexity and package requirements.
Triumph Motorcycles will work alongside the partner organizations to accelerate joint expertise in the packaging and safety of batteries, optimum electric motor sizing and packaging, the integration of braking systems including regenerative braking, and advanced safety systems. The innovation and capabilities developed in these areas will input into Triumph’s future electric motorcycle strategy.
MV AGUSTA 2021 BRUTALE ROSSO
MV Agusta unveils the 2021 Brutale Rosso - Three cylinders and 800 ccs of Italian motorcycle art.
The MV Agusta Brutale Rosso is claimed as the Italian manufacturer's entry-level model of their Brutale lineup. And while the Brutale Rosso may be represented as the younger sibling of the 2021 Brutale family, which includes the Brutale RR and Brutale SCS, it lacks nothing in the exhilaration department.
The Brutale Rosso is powered by a 798cc, three-cylinder engine that boasts an output of 112 hp and 63 footpounds of torque, with a closed course maximum speed of 147 miles per hour. The 2021 engine is spotlighted by several key features. The new sintered valve guides and DLC coated tappets, as well as the new bearings in the crankshaft, piston rods, and countershaft reduce friction and increase durability. New components also include a new clutch basket and a new exhaust muffler with a modified exhaust collector.
The 2021 Brutale Rosso has a newly designed frame that improves the torsional and longitudinal stiffness of the chassis. The new frame design works with the new front and rear suspension to enhance stability and feedback to rider input. The Marzocchi upside-down 43mm front forks' rebound and compression are adjustable. The front forks' spring preload adjustments can be set externally at the top of the tuabe. The rear suspension consists of a single Progressive Sachs adjustable shock.
Braking duties are compliments of Brembo. Twin floating 320 mm steel discs are gripped by Brembo fourpiston radial-type calipers. A single rear 220 mm disc is managed by a twopiston Brembo caliper. A
Continental MK100 anti-lock braking system with cornering function and rear-wheel lift-up mitigation come standard on the 2021 Brutale Rosso.
The Brutale Rosso is loaded with a suite of rider assistance and accessories. A new color 5.5 inch TFT dashboard displays pertinent data and options such as the new navigator, the EAS 3.0 electronic gear sensor, and cruise control. GPS and Blue Tooth connectivity are made available via the MV RIDE application on your smart device. Options are managed by the new set of controls located at the handlebars.
The 2021 MV Agusta Brutale Rosso is available in a single color option of Ago Red. The suggested retail price is yet to be announced.
THE ALL NEW
20 22
DUCATI'S NEW MONSTER
WORDS: JULIANE EGER IMAGES: DUCATI
The 2021 Ducati Monster is lighter and faster with an all-new look and styling. But is it better?
BOLOGNA WOULD HAVE been warmer, but at the sight of the new Monster, you can forgive Ducati for the short-term relocation of their presentation to Stuttgart, Germany, which is a brisk four degrees celsius. The heart becomes warm. Although maybe not quite as hot as the discussion about the Monster’s new dress - the missing trellis frame obviously divides Monster fans into two camps. But a look at the datasheet will get your heart pumping. It’s a brand-new motorcycle, so let’s skip the nostalgic emotions and hop right on this promising and fun machine!
Compared to its predecessor, the Monster 821, hardly anything has stayed the same with the new Monster. As of 2021, the displacement designation will be removed from the Monster’s name, and we’ll see only one displacement offering. A Desmo-V2, round headlight, and a bison-back-shaped tank - with side knee recesses - all adorn the new Monster. But instead of the iconic trellis frame, it now carries the aluminum frame derived from the Panigale V4, which together with the new swingarm saves 14.3 pounds in weight. The tank shrinks from 4.5 to 3.7 gallons. The rims weigh 3.75 pounds less and with further detail improvements and a 5 pounds lighter engine, the weight saving adds up to a total of 39.6 pounds. The Monster now weighs in at a feather-light 414 pounds wet or 366 pounds dry.
The Desmo-V-Twin found in the Monster is the same 937 cc powerplant that Ducati has been using in both the Hypermotard and Supersport. It sees only small changes to make it suitable for the Monster. Additionally, Ducati's cult naked bike got a new and extensive electronics package, complete with lean-angle sensitive traction control, lean angle ABS, wheelie control, three riding modes, and a quick-shifter (up and down)
as standard. Everything can be adjusted using the familiar Ducati menu on the 4.3-inch color TFT display.
What is immediately noticeable when you first sit down is the new frame not only saves weight but also makes the new Monster slimmer. Your knees rest comfortably on the sides of the tank and the angle of your legs fit right away, giving a feeling of intimate connection to the bike that no longer requires leaning forward towards the handlebars. With the old 821, the ergonomics had most riders stretched more over the tank, due to footpegs that were placed higher and a seat that put the rider in a position that made it difficult to move around. Now, there is a lot of space; you can slide back and forth on the seat as you like. This makes it easier to find a comfortable position on longer tours. The same is true for your passenger, who also has a good amount of space, especially to the rear of the pillion seat where a generous amount of cushion can be found with a comfortable knee angle to the passenger pegs.
Even though the new Monster’s seat rose from 30.9 inches to 32.3 inches, the narrow transition from the seat to the tank enables me, measuring 5’6”, to stand securely. For even smaller riders there’s a lower seat available and together with the lowering kit, you could even get it as low as 30.5 inches.
When starting the engine for the first time, the Monster sounds conspicuously inconspicuous, almost shy. Probably due to the strict regulations in Europe.
Outside the traffic in Stuttgart however, the Ducati loses all pretense of shyness. At higher speeds, it really wakes up and emits a pleasantly bassy sound, at a socially acceptable volume for the environment of course. The 111 hp (82 kW) Testastretta is not only acoustically well behaved. 9.5 kg / 69 lb-ft of torque at 6,500 rpm push you
nicely out of the corners. The jerking low-speed throttle response, found on previous Monster iterations, has been significantly smoothed out, which allows more relaxed cruising. The Desmo-V2 powerplant especially likes higher speeds and pulls strongly through the speed range from the lower center.
The “Sport” mode with a very direct throttle response is good for an ambitious pace. “Touring” makes the latter tamer and “Urban” also reduces the peak power to 75 hp. On open and dry country roads, the decision to put the bike in “Sport” is an easy one. And since switching between the riding modes is still rather cumbersome in the menu, you’ll find yourself keeping it in Sport mode most of the time. It is a pleasure to shift up and down through the gears with the gentle quick-shifter. The easy-to-use hydraulic clutch is only needed to start up, but it's still nice that the clutch lever, as well as the brake lever, can be adjusted in width.
While the V2 is buzzing lively under you, the first corners fly by without you having to think about it. The Monster faithfully follows the line, easily allows for corrections, and always remains precisely predictable. Among other things, because of the shorter wheelbase, it is more manageable than its predecessor, and it falls quickly into an inclined position.
Another thing that I noticed right away: the better steering angle. It has changed by seven degrees and especially at press rides like this one where you have to do one U-turn after another for photo and video runs, I really do appreciate that.
The suspension, which is not adjustable with the exception of the spring preload, does a good job and shows no weaknesses on this first trip – as does the Brembo brake system with radial calipers and 320-millimeter discs.
colors, Ducati Red with black wheels from $11,895. Aviator Grey with red wheels and Dark Stealth with black wheels from $12,095. For an additional $300 you can upgrade your Monster with a “+”. The Monster + comes with a small fly screen plus a passenger seat cover. Other colors and decors are of course also available, as well as two accessory exhaust systems by Termignoni.
What else? The service intervals are pleasantly long, as is now customary. The first oil service is due after 9,000 miles, the valve clearance check is only needed after 18,000 miles. In between, there is a lot of time to enjoy the new Monster without interruptions.
So, it happens that the much too cold test ride somehow ends much too early. I would have accepted the shivering a little longer for more seat time. The new Ducati Monster is not chained to the past but looks straight to the future. It is lighter, more dynamic, and, compared to the Monster 821, stronger. Anyone who appreciates these qualities will find the new Monster a great option for everyday riding. And for the nostalgic fans of Ducati Monsters’ past, they can at least still buy one of the previous Trellis-Monsters this year as some remaining Monster 1200 models are still being sold..
HONDA REBEL 1100
WORDS: PETER JACKSON IMAGES: DREW RUIZ
THE HONDA REBEL has been somewhat of an unexpected cash cow for Honda. Using the 300 and 500 platforms, the Honda Rebel has carved out its own little niche among cruiser riders looking for something a little different.
But the party stopped at the 500. That means Honda missed not just one, but every single opportunity to keep those riders in the cruiser fold. Unless they wanted a rather garish Honda Fury. Thus, the Honda Rebel 1100 is born.
Honda knows the cruiser game is dominated by the Red, White and Blue, and are thus offering something a little different compared to Uncle Sam. The Rebel 1100 that we tested here with the auto DCT six-speed transmission, will cost you just south of $10K at $9999, with $700 taken off if you go for the traditional manual version.
The motor is ripped from the Honda Africa Twin 1100, the parallel twin-cylinder measuring 1084 cc and puts it in line with the Indian Scout and Harley-Davidson Iron 1200. Matched to a super-low 27.5-inch seat height and claimed curb weight of 509 pounds, Honda’s presented a real alternative to traditional cruising, and that’s before you ride it.
In becoming a Rebel powerplant, the Africa Twin’s motor has received slightly different cam timing and the flywheel weight has been increased a substantial 20 percent. And although the motor will redline to 8000 rpm, all meaningful drive is about done by 7000 rpm and thus wills you to just lug the Rebel from one corner to the next. You’re cruising, after all, not riding at the TT.
There are three preset ECU modes of Standard, Sport, and Rain. Each of which has its own level of traction and wheelie control, engine brake control, and DCT settings. Honda’s also fitted a User mode that allows you to program everything individually. Handy when you consider the DCT itself has three modes, Levels One to Three, to explore. The DCT is a bit perplexing in its performance. In Level One, the Rebel becomes a massive scooter cruiser, sending the rider into sixth gear before he knows it and keeping the revs ultra-low. Here the DCT works beautifully, its performance matching the Rebel’s aesthetic of a laid back easy rider.
Kick it into Level Two and you’re in the middle ground here. The DCT will hold the early gears for solid bottom-end acceleration, but once you’re into gears four, five, and six, it’ll once again go through them quickly and drop the revs low, which isn’t ideal sometimes.
In Level Three, the DCT holds each individual gear, allowing you to max out drive and get the most available performance from the motor for a given speed. I have to admit this was my least favorite mode, as the gears would be held for far too long and the ride would become super vibey. You can fix this by using the paddle shift on the left handlebar, which is a fun little exercise, but then, you may as well have the manual gearbox…
Honda’s almost got the DCT spot on, but it’s not quite there yet unless you’re after lowspeed cruising. If you are, it’s happy days and the Rebel will suit you to a T. Oh, did I mention the Rebel also comes with cruise control as standard? Another reason to hit Level One and let the good times roll.
The Rebel is delightfully comfortable for something so low, the dual Showa shocks giving a lovely ride until you hit the hard, square-edged potholes you’ll find in most city streets. Honda’s pulled a good trick here, as creating a bike this low and one that doesn’t send shocks through your spine isn’t an easy thing to do. Keep the revs low and the Rebel flows through the city with style. From my conversations with some moto journalist colleagues, the Rebel’s look is a little polarizing. But I personally dig it. Although, I’d be changing that muffler, stat. The Honda Rebel 1100 looks unlike any other largecapacity cruiser and is ripe for customization with different tank covers and a host of various accessories available. And for under $10K, the DCT Rebel is going to take a lot of beating.
