THE PRESS ROOM

from SportBikes Inc Magazine December 2021

THE GRID NEWS

THE PRESS ROOM INDUSTRY NEWS

MV AGUSTA SUPERVELOCE AGO – FIRST LOOK

MV AGUSTA PAYS TRIBUTE TO ITS GREATEST EVER PROPONENT IN GIACOMO AGOSTINI - THE MV AGUSTA SUPERVELOCE AGO.

The name Giacomo Agostini is held in the same revere as Jesus if you’re into MV Agusta. The Italian is a straight demi-god in Italy, the most successful Grand Prix rider of all time with 311 race wins and 15 world championships to his name, which is far more than anyone has accumulated since then. Ago won all his titles bar one on MV Agusta machinery, and he has a history with the marque producing special limited edition production bikes in his name (F3 Ago, F4 Ago, etc), and the latest of which is this gorgeous Superveloce Ago.

Limited to 311 editions to commemorate each one of Agostini’s Grand Prix successes, the Superveloce Ago takes the base Superveloce and turns it up to 11 with a stunning #1 livery hiding a host of technological advancements in everywhere from engine to suspension and electronics.

At the Ago’s heart sits the same 798 cc inline threecylinder motor that pumps a claimed 147 hp. This number gets boosted to a tasty 151 hp when you fit the Racing Kit Arrow exhaust which, gloriously, comes as part of the $35,175 MSRP sticker.

A new clutch basket resides in the motor as do new valve guides and new crankshaft main and piston rod bearings to reduce internal friction and increase reliability, but the real action is in the fitment of the new Ohlins NIX30 fork and TTX shock that brings the Ago in line with the majority of high-priced naked bikes out there.

The Ohlins sets off a visual feast on the Ago, characterized by the stunning 3.5 inch front and 5.5 inch rear spoked wheels, crafted to look similar to the three-cylinder racers Ago used to decimate all before him in his racing days.

front mudguard support, rear mudguard, swingarm protector, under seat cover, lower chain guard, side fairings and extractors tail cover all exquisitely made from the material.

The look is topped by the Alcantara seat, Ago-specific red grips and the classic number 1 emblazoned on the side of the machine. It really is a gorgeous piece of work.

And, as mentioned, there’s the Racing Kit that comes as part of the purchase price. In it, you’ll the Arrow exhaust ECU upgrade, a CNC fuel cap with your bike’s limited edition number, a black leather tank strap, passenger seat cover in Alcantara, those red handgrips, and a limited edition certificate of origin, just in case you need to show it off some more.

At $35,175 MSRP, this is certainly not an inexpensive motorcycle, but when you consider who it is in tribute to, the price is understandable. Besides, anything that looks this good will probably take pride of place in your living room with only the occasional (if ever) ride, so you really have bought yourself a piece of rolling artwork than just a motorcycle.

APRILIA TUAREG 660 - FIRST LOOK

APRILIA RETURNS TO THE ADVENTURE CLASS MARKET WITH ITS 2022 APRILIA TUAREG 660

Aprilia continues to build on its 660 powerplant platform. This time, they are taking a good concept from yesteryear and making it a great one for now. The Aprilia Tuareg made its debut to the world in May of 1985, as 125 cc, liquid-cooled, two-stroke single-cylinder machine. Fast forward a few decades and a new and formidable rendition of the Tuareg is staged to return.

Maximizing the functionality of the 660 engine platform, the same engine employed by the RS 660 and the Tuono 660, Aprilia charges the 2022 Tuareg's forward facing, twin-cylinder 80 hp, powerplant with 52 foot-pounds of torque, with "enduro meets adventure" duties. The engine of the Tuareg 660 is housed in a new tubular steel frame with aluminum brackets, utilizing a six point mounting system.

The Tuareg is lightweight, tipping the scales with a wet weight of 449 pounds and loaded with off-road riding features that incorporate a wide handlebar, a slim body, long suspension travel, an LED lighting system that includes perimeter DRL and a 5-inch color TFT dash.

The suite of rider aids enlists the APRC with a Ride-byWire multimap electronics package including traction control, cruise control, engine brake and multiple engine maps. The four riding modes are customizable, with one mode dedicated to off-road riding.

The 2022 Aprilia Tuareg 660, priced at $11,999, will be available at dealerships in early 2022 with three color options to select from: Acid Gold, Martian Red, and an Indaco Tagelmust graphic.

APRILIA TUAREG 660 - FIRST LOOK

BEHOLD THE NORTON MOTORCYCLES V4SV, A SUPERBIKE THAT IS A TRUE CHILD OF THE ISLE OF MAN TT.

Norton Motorcycles has unveiled its V4SV and it is a motorcycle marvel. The British manufacturer drew influence from the Isle of Man TT race, a race that Norton has fared very well at. The notes can be seen in the bike's full carbon fiber set of bodywork and fuel tank design that tips the scales with a dry weight of 425.50 pounds, and its aggressive race-ready aerodynamics with a 1200cc Norton-produced engine. The V4SV is inspired by and is a tribute to the racers that have brought Norton Motorcycles 323 podium finishes and 94 TT race wins.

The powerplant is a 1200cc V4, 72-degree, liquid-cooled Norton engine that boasts a performance output of 185 bhp (12,500rpm) and 92 foot-pounds of torque (9,000rpm). The engine is highlighted by chain-driven cams with idler gear, titanium inlet valves, and a slipper clutch, equipped with a full quick shift system and auto blipper.

The frame is handcrafted aluminum, tig welded, and polished to a mirrored finish. The braced and underslung swingarm is a single-sided billet aluminum setup that borrows its rising-rate linkage geometry from Norton's TT race machines. Rake angle, steering offset, and the swingarm pivot... all adjustable.

Ohlins components comprise the Norton V4SV suspension setup. On the front end, a pair of fully adjustable NIX30 forks handle duty while a single TTXGP fully adjustable rear shock, that was specifically designed for the V4SV is at work.

The Norton V4Sv features Brembo braking components in the front and in the rear. At the front wheel, a pair of Brembo 330 mm floating discs are gripped by a set of monobloc calipers, activated by a Brembo master cylinder. A single Brembo 245 mm rear disc and caliper constitute the rear braking system.

A proper suite of rider aids is part of the package. The traction control is lean-angle sensitive thanks to the V4SV's six-axis IMU. There are three ride modes: Wet, Road and Sport. There is a full-color 6-inch dash that incorporates a rearview camera. Additionally, the ignition system is keyless and includes an electronic steering lock.

Carbon fiber is everywhere on the V4SV. As noted, the bodywork and the Kevlar-reinforced 3.97 gallon fuel tank, all carbon. And depending on which model V4SV you opt for, the wheels will either be BST carbon fiber or Oz racing forged aluminum.

The Norton V4SV Manx has silver bodywork with red and black pinstripes with a full-color Union Jack flag on the tail section and red Oz racing forged aluminum wheels.

The Norton V4SV Carbon features grey pinstripes with a monochrome Union Jack flag on the tail and rolls on BST carbon fiber wheels.

No mention of an MSRP at the time of publishing.

2022 DUCATI PANIGALE V4 S – FIRST LOOK

DUCATI PULLS A SURPRISE AND BRINGS A REVAMPED PANIGALE V4 S TO MARKET FOR 2022.

The Bologna boys and girls at Ducati have just announced a heavily-revised Panigale V4 S superbike for the 2022 model year. It’s a bit of a surprise to see this machine because only last year Ducati presented another evolution of the V4 S that debuted in 2018, and proves Ducati has been far from sitting on its laurels during the Covid pandemic.

The 2022 V4 S isn’t an entirely new motorcycle but there are significant improvements to the aerodynamics, suspension, gearbox and electronics, so let’s get into it.

Headlining the changes is the new aero package. The 2021 Panigale V4 S swiped the V4 R’s bodywork in what now appears as a stop-gap model, but the 2022 V4 S gets more compact and thinner double-profile design wings that Ducati claim produce the same 81 lb of downforce on the chassis at 186 mph as in 2021. The fairing also sports new extractors at the base to help the V4 motor shed some of the notorious heat it's famous for.

Perhaps more interesting than that is the new ergonomics package, with Ducati fitting a flatter seat and a redesigned rear section of the gas tank that allows the rider to better grip it with their knees under braking. Hmm… wasn’t one Jorge Lorenzo trying to get this from Ducati for a season and a half in MotoGP? The sides of the tank at the top edge has also come in for a workover to allow for a more comfortable placement of the rider’s arms when at full lean.

Into the motor now, and while the base remains the same in the 1103 cc Desmosedici Stradale V4 for 210 hp at 12,500 rpm and 90.6 lb-ft of torque at 11,000 rpm, but the gearbox now features a taller first, second and sixth gears with the quick shifter reconfigured to boot.

Ducati reasoned these changes with the fact the rider can now use first gear more in tighter corners and thus gain the benefit of first gear’s quicker acceleration on the proceeding straight. The taller sixth gear is claimed to give

a 1.8 percent increase in top speed.

There are four riding modes in Race A, Race B, Sport, Street, each with four engine configurations of Full, High, Medium, and Low. Full obviously gives you everything the motor can give. A new Ride by Wire map management system has been developed for the High and Medium power modes, now dedicated to each of the six gears, while the Low power mode gives 150 horsepower at the twistgrip for low grip situations.

Inside the electronics sit a new Track Evo mode that changes the dash to what Pecco Bagnaia has on his MotoGP machine with the gear position highlighted in the center and wheelie, traction, engine brake and slide control highlighted down the right side (this was a feature on the Superleggera last year). Ducati’s partner Akrapovic has interestingly created a new full titanium exhaust primarily for track days that limit the noise to 105 dB, which is usually the limit for most racetracks around the world. This can also be lowered to 102 dB with the decibel killer.

That exhaust also brings with it a healthy dose of grunt, with power increasing 18 hp to 228 hp and torque going to 96.6 lb-ft. Weight is also reduced by 11 lb. Nice. higher to give more anti-squat and help maintain stability on hard acceleration. The fork is now the Öhlins NPX 25/30 electronically controlled pressurized unit with 5 mm more travel and running softer springs (down from 10 N /mm to 9.5 N / mm). The rear suspension is an unchanged Ohlins TTX36 and both ends are controlled by the Ohlins Smart EC 2.0 event-based electronic suspension software.

Three-spoke forged aluminum wheels are coated in Pirelli Diablo Supercorsa SP rubber and braked by four-piston Brembo Stylema monobloc calipers, as they were in 2021.

If the V4 S is is a bit much, you can still get the base model V4, which comes with 43 mm fully-adjustable Showa Big Piston Forks (BPF), Sachs steering damper, Sachs monoshock (also fully adjustable) and five-spoke cast aluminum rims.

The Panigale V4 and Panigale V4 S will be available in North America starting in February 2022 in the Ducati Red color starting at $23,295 for the Panigale V4, with the Panigale V4 S starting at $29,995. Canadian pricing will start at CAD $26,495 for the Panigale V4, and the Panigale V4 S pricing will start at CAD $33,895.

The 2022 edition is a pretty significant overhaul for the Panigale V4 S and we’re excited to try it, especially the new riding position. Perhaps Lorenzo was right all along…

TRIUMPH SPEED TRIPLE

1200RR

Words: Adam "Chad" Child Images: Gareth Hartford, Chippy Wood

TRIUMPH HAS FORMED the distinctive new 1200RR on their 178bhp RS, which was launched at the start of 2021. The charismatic triple remains untouched, with no tweaks to the exhaust, its routing, or the airbox, which means it sounds like the 1200RS - stunning.

In Triumph’s defense, the new ‘Retro’ Speed Triple was not designed to be a pure track animal. Within a few laps, I realized that the way to get the best out of the RR is to stop thinking about lap times and let it flow. That way you can’t help but appreciate the ride, which is arguably more satisfying than a full-on superbike as it’s so easy to ride fast and more forgiving.

You don’t have the be a former AMA Superbike star to get a toe slider touching,

while the rider aids haven’t been designed to dig out fast laps times. As an alternative, they are positioned in the background, working overtime to give you a sense of security. You can feel them intervening but are not intrusive – it’s a simple balance.

OK, it’s not a superbike designed to win races, but it can certainly still cut in on track. The only drawback was the Brembo Stylema stoppers, which are more than sufficient, but not a 10 out of 10 as the spec suggests. They lacked feel and on track, this was only pushing for lap times.

On the road comfort mode on the suspension means just that: soft and comfortable, not sporty at all. In Road and Rain mode, the suspension automatically reverts to a comfort mode setting, which,

THE TRIUMPH SPEED TRIPLE 1200RR IS A COMPETENT SPORTS BIKE THAT’S ACCOMPLISHED ON TRACK BUT CONFIDENTLY FOCUSED ON THE ROAD...

yes, diminishes the steering slightly, but does produce a lovely, plush ride.

Sport mode, and the 1200RR changes its character. The suspension stiffens, the chassis has more hold, and the steering is sharper and more accurate, which in turn adds confidence and allows you to hit the road a little harder. The fuelling is a little sharp at slow speed in the Sport mode, but that can be resolved by flicking into Road or Rain mode. Again, as with the semiactive suspension, there is a noticeable change between the modes.

The new riding position feels more organic than the 1200RS; you’re more over the fuel tank and dialed into the chassis and feel encouraged to move your body position, lean into corners – knee slider searching

for Spanish tarmac. From time to time it’s rewarding to have a blast, without the clutch, kick back a few gears and get the wheelie control working overtime, but for most of the road ride it is all about the torque.

As a road bike, I was struggling to find faults. Even after a few hours in the saddle I hadn’t even a hint of the back, bum and wrist ache some stretched-out café can inflict.

The Triumph Speed Triple 1200RR is a competent sports bike that’s accomplished on track but confidently focused on the road. More torque than most road-legal superbikes and 178bhp, the RR shouldn’t be underestimated, but it’s not a race bike. Thankfully it is more than that. It’s an attractive, charismatic, desirable motorcycle – a well-judged update on the café racer.