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THE PRESS ROOM
THE PRESS ROOM INDUSTRY NEWS
MOTO GUZZI ONLINE RETAIL STORE
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MOTO GUZZI LAUNCHES AN ONLINE RETAIL STORE WHERE CUSTOMERS CAN ORDER PARTS, APPAREL AND ACCESSORIES FOR THEMSELVES AND THEIR RIDES.
The Moto Guzzi e-commerce is now live. An online retail store that offers the modern convenience of online shopping. Moto Guzzi owners and enthusiasts can now visit the online shopping portal to order authorized Moto Guzzi accessories, as well as apparel and technical riding gear. Online orders are fulfilled by the Guzzi dealer network.
Not a Guzzisti yet? The Moto Guzzi Online Retail Store also provides resources to shop for models and accessories, customizing their purchase experience, and then directing the prospective new owner to their local dealer. Interested riders can even explore finance options right through the new online shopping portal.
“Moto Guzzi is one of the most storied brands in all of motorcycling. With such a strong history, we prioritized bringing these purchasing solutions online to better serve our customers, and the brand, as we celebrate our most exciting years yet. This is an important and appropriate step to strengthen our dealer network and increase their ability to serve customers, providing tools to satisfy their individuality and passion before they even step into the dealership.” - Mario Di Maria, President and CEO of Piaggio Group Americas.
The 2022 BMW S 1000 RR is expected to arrive in authorized BMW dealerships in the fall of 2021.
TRIUMPH ROADSIDE ASSISTANCE PROGRAM
TRIUMPH MOTORCYCLES INTRODUCES ITS TRIUMPH ROADSIDE ASSISTANCE PROGRAM THAT IS GOOD FOR TWO YEARS.
After a six-month pilot program, the Triumph Roadside Assistance Program is ready to roll out. Triumph Motorcycles announced that its roadside assistance program will be automatically applied to all new U.S. and Canadian motorcycle sales, model years 2021 and newer.
The Triumph Roadside Assistance Program is backed by the warranty provider CornerStone United. The perks of the program include 24/7 roadside assistance that includes $100.00 worth of service per occurrence for towing, flat tires, fluids (fuel, oil, water, etc...), lockouts (lost and broken keys) and battery service. Customers can request assistance via a dedicated toll-free phone number that is a support line exclusively for Triumph owners, with a dispatch network available in the United States and Canada.
The Triumph Roadside Assistance Program is part of Triumph’s Total Care program is a free added benefit for Triumph owners. The activation starts automatically and will run for two years from the date of purchase.
“We are pleased to be able to provide this service to our customer. As motorcycle riders ourselves, we know all about unexpected mishaps on the road. This roadside assistance program will offer our customers peace of mind that when the unexpected happens, they’ll have support to help them get back on the road.” - Rod Lopusnak, General Manager Triumph Motorcycles America.
THE LIVEWIRE ONE IS UNVEILED HARLEY-DAVIDSON'S STAND-ALONE, ALLELECTRIC LIVEWIRE BRAND INTRODUCES ITS FIRST MODEL - THE LIVEWIRE ONE.
Harley-Davidson announced in May of this year that they were launching a new brand of electric motorcycles, separate from its core brand. This new line of products would be a stand-alone brand with the LiveWire platform as its flagship model. They have delivered on that launch of the LiveWire brand with the release of the LiveWire ONE.
The LiveWire ONE is available for order via the brand's website as well as LiveWire dealers (currently in New York, Texas and California) and comes with a price tag of $21,999 for the base model. The LiveWire ONE builds upon the bells and whistles of the original Harley-Davidson LiveWire electric motorcycle with hardware and software upgrades while jettisoning the Harley-Davidson branding and the $29,799 price tag. Highlights of the LiveWire ONE include the charming haptic heartbeat, its impressive Bluetooth and digital connectivity, as well as its custom rider modes and advanced system of electronic rider aids.
The bike will fully replenish its 12.8-volt lithium-ion battery with a DC fast charge in 60 minutes and recharge 80% within 45 mins. The travel range of a fully charged battery is 146 miles but will depend on a number of factors that include personal riding habits, road and driving conditions, ambient weather, vehicle condition and maintenance, tire pressure, vehicle configuration, and vehicle loading (cargo, rider and passenger weight).
"As part of The Hardwire Strategy, we made a commitment that Harley-Davidson would lead in electric. We recognized the pioneering spirit and brand value in LiveWire for our community and took the decision to evolve the original LiveWire motorcycle into a dedicated EV brand. Today’s LiveWire ONE builds on the DNA of Harley-Davidson but with the electric focus and ambition of the new LiveWire brand. Harley-Davidson and LiveWire will continue to rewrite the motorcycle rulebook and we are excited about this next chapter in our legacy.” - Jochen Zeitz, Chairman, President and CEO of Harley-Davidson.
THE HARLEY-DAVIDSON SPORTSTER S MODEL - FIRST LOOKS
HARLEY-DAVIDSON DEBUTS THE NEXT LEVEL IN THE EVOLUTION OF ITS SPORTSTER - THE $14,999 SPORTSTER S.
Harley-Davidson drops a mid-July release with its Sportster S. Sporty and beefy, yet slim and rugged, the new Sportster S looks like it's ready for a barroom brawl. Powered by a Revolution Max 1250T V-Twin engine that pumps out 121 horses and a max torque output of 94 foot-pounds. The engine's tuning produces a low RPM range torque performance that remains consistent throughout the powerband.
The engine of the Sportster S is the central part of the frame, opposed to being mounted inside of the frame. A welded tubular steel trellis swingarm has a braced design and stamped X-member, stiffening the chassis. This reduces the bike's overall weight while focusing the mass, providing an optimum power-to-weight ratio for superb handling and performance. The bike has a claimed wet weight of 502 pounds, including a full 3.1. gallon fuel tank.
The suspension setup is composed of fully adjustable SHOWA 43mm inverted cartridge forks at the front end and a SHOWA Piggyback reservoir shock at the back end. The rear shock is highlighted by a hydraulic pre-load that is adjusted by a knob on the left side of the bike. Brembo brake components provide the stopping power with a front single Brembo radial monoblock four-piston caliper and a 320mm diameter disc. A two-piston Brembo caliper and a 260mm diameter disc make up the rear unit.
In the style department, the new Sportster S takes notes from its ancestors. Recall, the Harley-Davidson Sportster was introduced in 1957. The aesthetics of the new S model takes notes from the models that came before it... an amalgam, of sorts. The big bobber style Dunlop Harley-Davidson Series GT503 tires, the
high mount double-stacked exhaust, the solo seat, the general ergonomics, all give a nod to the heritage of the bike. However, the Sportster S is loaded with modern moto-technology, placing it at the forefront of the model's future.
The Sportster is equipped with a suite of rider assists and enhancements. Features include a three-mode ride system (Sport, Road, and Rain), plus two custom modes, set by the rider. Further aids include Cornering Rider Safety Enhancements by Harley-Davidson, a set of tools to increase the thrill of the rider experience.
What I consider the most "trick" bit of tech is the new round four-inch TFT, Bluetooth-enabled dash that displays all pertinent data and info in addition to integrating the rider's infotainment sourced from their smart device. Using the Harley-Davidson App, turnby-turn navigation is provided, similar to the format displayed on the dash of the LiveWire. The lighting of the Sportster S employs a system of all LED lights. The headlight is the Daymaker Signature LED unit that maximizes illuminated visibility while giving the S a unique and distinguished front end. A variety of features for overall rider enjoyment include cruise control, a USB-C charging port, a proximitybased security system.
“The Sportster S is the next all-new motorcycle built on the Revolution Max platform and sets a new performance standard for the Sportster line. This is a next generation Sportster defined by power, performance, technology and style. And it’s part of our commitment to introduce motorcycles that align with our strategy to increase desirability and to drive the legacy of Harley-Davidson.” - Jochen Zeitz, chairman, president and CEO, Harley-Davidson.
The Harley-Davidson Sportster S is slated to arrive in Vivid Black, Stone Washed White Pearl, or Midnight Crimson at authorized dealers in the fall of 2021.
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JULY 2021 | SPORTBIKESINCMAG.COM | 23 $495.99 Kawasaki: Ninja ZX-10R exhaust system ZX1000 | 2016-2020
KAWASAKI
THE $16,399 KAWASAKI ZX-10R IS A SUPERBIKE FOR EVERYONE... FROM JONATHAN REA TO THE GUY WHO WANTS A SWEET STREET RIDE.
KAWASAKI ZX-10R
WORDS: PETER JACKS0N IMAGES: BRIAN J NELSON
“THE SECRET TO getting results that last is to never stop making improvements,” says Atomic Habits author James Clear. “It’s remarkable what you can build if you just don’t stop.” While the above quote is taken from a book that has sold over one million copies, it could easily be applied to Kawasaki and the continual evolution that is the ZX-10R superbike.
The 2021 model year presents us with a revised, although not completely new, Kawasaki superbike. In the style of the true greats, the now seven-time WorldSBK champion Kawasaki ZX-10R (one for Tom Sykes, six for Jonathan Rea), has been in a constant state of evolution since the all-new model was debuted over a decade ago. It’s been a nip here, a tuck there, with each iteration proving faster than the last but also with a defined link to each other down the years.
The $16,399 MSRP Kawasaki ZX-10R’s motor is essentially unchanged from the unit that debuted in 2016. There’s a new exhaust, new oil cooler, a gearbox with shorter ratios in the first three gears and a shorter overall final drive to help get the green hulk out of the corner hard on full throttle. But aside from that, it’s the same light crankshaft, oversquare motor we got six years ago.
That’s not a bad thing because the ZX-10R is one of the best units for making big, reliable horsepower, especially in racing trim with
minimal modifications (exhaust, basic ECU flash, etc).
On the chassis side, the frame and swingarm are also unchanged although the wheelbase is 10 mm longer, achieved by a 2 mm greater fork offset and the wheel sits further back in the swingarm, thanks to a longer length adjuster. The swingarm itself sits one lower in the frame and the rider is tilted a mere 0.2 percent closer to the front-end to help put more weight over the front under braking and cornering.
Kawasaki was the first to use the fantastic Showa Balance Free Front Fork and the Balance Free Rear Cushion shock on the 2016 ZX-10R and thus we shouldn’t be surprised to see them retained. They’ve been slightly altered, with a softer 20N/mm front spring and a heavier 95 N/mm rear spring used.
Where the ’21 10R is different is in the bodywork. Rea and the boys were begging for winglets in WorldSBK and as per the rules, the production bike needs to come with them so that’s what we’ve got. The winglets are discreet, tucked in either side of the fairing and help increase downforce a significant 17 percent while reducing drag by a claimed seven percent.
The winglets are paired with a more aggressive, wider stance from the handlebars, and the screen has grown 40 mm to help you tuck in when in full send mode.
LED lighting abounds in the new 10R, the lights hidden inside an all-new face that’s caused quite a stir among sportbike beauty debaters. I’m either way on it. It’s not the
ugliest but it ain’t the prettiest, either. Hey, if it wins races, it’ll be pretty. Winners always are.
As for the electronics, Kawasaki has finally joined the rest of the world in giving cruise control and preset riding modes in Rain, Road and Sport, and you also get the programable Rider mode that lets you individually set traction control and power modes (Full, Medium or Low).
While those last few mods were mainly to make the ZX-10R a better streetbike, there’s no denying its heart is well and truly at the track, and pinning a green beast in sixth gear down Auto Club Speedway’s front straight is one of life’s great pleasures.
It’s not the motor that’s impressive but the stability. At 170 mph, the ZX-10R was bulletproof, the increased wind protection making it feel like 120, not 170. It’s blisteringly fast but wholly unintimidating to ride, offering superb balance when you heave on the admittedly aging Brembo M50 calipers for the fast left-right flick of turn one.
When you come out of the chicane, you’re hard on the gas on the side of the tire to the almost dead stop of turn three, another area the new 10R shines. Under brakes the chassis talks to the rider. It’s so confidence-inspiring, allowing you to maximize turn speed and use every last ounce of grip from the Bridgestone V02 racing slicks we had for our test. Back on the power once again, I began to have a few issues with the quickshifter not letting me get full power, high rpm shifts between second and third gear. This was a repeating problem, and one that was only solved if I dropped the revs about 1000 rpm
and thus missed out on some vital top-end horsepower. Rider error? Perhaps, but I’ve ridden thousands of laps on superbikes at Fontana and not had this issue in the past.
Regardless, everything else on the ZX-10R was superb. It’s a bike that has power for days, is easy to ride for almost every level of rider, and with a few creature comforts like cruise control and variable ride modes, is now in the tech game with the rest of the class.
This is a superbike for everyone... from Jonathan Rea to the guy who wants a sweet street ride. And that’s one of the best compliments I can give it.
KAWASAKI Z H2 SE
WORDS: PETER JACKSON IMAGES: KAWASAKI
HAS THE MOST clinically insane motorcycle on the road, the Kawasaki Z H2 SE, finally grown some manners?
The skittish scream of a Kawasaki Z H2 SE supercharger is both amorous and intimidating in equal measure. It starts at about 6000 rpm, the sound similar to a nightmarish Chucky doll playing with a rattle toy. The shriek hints at what’s to come — a rush of torque so inyour-fucking-face hard, you need to recalibrate your brain to the reality rushing beneath your green pinstriped wheels.
The $19,700 MSRP Kawasaki Z H2 SE is, without question, the most insane motorcycle currently in production by a major manufacturer. It’s a machine of pure excess and wouldn’t feel out of place on the set of The Wolf of Wall Street. There’s a claimed 101 lb-ft of shoulder smashing torque at your disposal, restrained by the usual plethora of variable riding modes, traction control, cornering ABS, etc, that I will freely admit are very much required on a bike as bonkers as this.
Kawasaki’s sledgehammer has only been around for a little over a year, but the Big K has already seen fit to give the Z an overhaul
in the department it needed it most — suspension. The Showa suspension on the base model was just not up to the job of keeping such an unruly ride in check, and so the Kawasaki boffins delved into their power play of parts to fit the Kawasaki Electronic Control Suspension (KECS) system, teaming with Showa and their Skyhook EERA (Electronically Equipped Ride Adjustment) Technology.
The KECS system runs with four modes (Sport, Road, Rain, and a programable Rider mode) to modulate the 43 mm Showa SFF-CA fork and BFRC Lite shock, taking information from the Z’s Inertial Measurement Unit, front and rear wheel speed sensors and ABS ECU to make adjustments in real-time to the motorcycle’s character.
The result is a far more civil ride than in 2020. The Z H2 SE is now a partner that doesn’t feel like it wants to stab you in your sleep, rather one you can take to dinner, have a spirited argument with, and make up for it under the sheets. The difference is felt everywhere. Under brakes, the chassis is more composed, and when said brakes are released, the chassis attitude doesn’t default to ultra-frustrating understeer.
Likewise when on the gas, the Kawasaki will send copious amounts of go to the tire but keep that taught rear end so you can stay hard on the loud pipe without feeling like you’re going to run off the road.
After a few weeks of back and forth, I settled on the Road mode for the suspension as Sport was simply too harsh and Rain not stiff enough for the, err, resolute riding I liked to participate in with the Z.
You can still pick up a base model Z H2 with last year’s suspension but the ride is so much improved that you should just fork out the extra $2200 for the SE. Besides, you get sexier paint and Brembo Stylema calipers and steel brake lines to boot.
Forget buying a Z H2 SE if you’re after something sensible. We got only 22 mpg as an average over our few weeks with the bike and to look at this thing as anything else than an escape into lunacy is to entirely miss the point.
This is a motorcycle that should be celebrated because Kawasaki Heavy Industries has a board of directors and they actually said taking a superbike motor and putting a blower on it and selling it to you was a good idea. In this day and age of keeping you safe from yourself, that deserves a golf clap.
