In 2024, French rider Emily Bondi is preparing for her second season in motorcycle racing, making the step up from her national championship—where she won the 600cc Women’s Cup on her debut—to the new FIM Women’s Circuit Racing World Championship. As the start of the new Championship draws nearer, Bondi attended the French GP at Le Mans, where she met a growing fanbase and caught up with fellow French riders Johann Zarco and Fabio Quartararo.
“IT’S AMAZING TO BE ON THE WORLD STAGE” – can Bondi convert previous success in 2024?
Speaking about what it means to participate in the inaugural Women’s Circuit Racing World Championship, Bondi shared the excitement of many: “It is a very important thing for me. It is amazing to be on the world stage since it’s only my second year of racing. To be with those women, the best in the world here on the world stage for the first time, is very important. Also, to be a reference for all the women who want to do some racing and motor racing, is also very significant for me. It’s incredible to get here just in the second year of my adventure.”
Preparation is always vital in motorcycle racing, with Bondi getting ready to take to the track against her rivals at the forthcoming Cremona test despite an injury: “Preparation is a very important thing and to be honest, I already began in January, so it’s been a few months that I know the R7 and have been preparing myself mostly for the entire season—not only the Cremona test. I know this bike; I couldn’t do much more to be honest. I know I will be OK despite the injury. I’m happy to be back on the bike very soon, which is great.”
“I GOT IN FRONT OF A HUGE CROWD!” – a popular figure in France
Speaking from the French Grand Prix at Le Mans, she was able to enjoy the warmth of the record-breaking MotoGP™ audience of over 295,000 across the weekend: “On Friday, I was able to go to the fan zone. I got on stage in front of a huge crowd, which was a first for me! The people’s reaction was amazing, and I now have a lot of support—not only from the women but from the French motorcycling fans community in general.”
“I HAVE A GREAT RELATIONSHIP WITH ZARCO… HE’S COACHING ME” – a special training partner
One of the key topics for Bondi’s preparation has been that she trains with the likes of MotoGP™ Grand Prix winner and double Moto2™ World Champion, Johann Zarco: “Obviously, when I became interested in MotoGP™, I started to follow them because they are the top French riders. I had the chance to meet them both and have formed a good connection with them. I have a great relationship with Johann Zarco as I often ride with him. He’s coaching me, helping me a lot on the mental side of things and then on the bike. It’s very important to me to have the support of a rider like him and to get his advice, as he’s one of the best in the world.”
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Ana Carrasco (Evan Bros. Racing Yamaha Team) is one of the big names in the inaugural FIM Women’s Circuit Racing World Championship, with new opportunities arising to bring more diversity and inclusivity within the sport. This brand-new Championship promises to deliver excitement from the start and we caught up with Carrasco herself about this new chapter.
“IT’LL BE INTERESTING TO SEE AT CREMONA WHO THE BEST RIDERS ARE” – a new era dawns
Giving an overview of the Championship, Carrasco said of the positivity that comes from it: “The Championship is a very positive idea; it’s important that Dorna and the FIM tries to help all female riders. We’re not many and it’s important to get that help. For me, to be in this Championship was also important because for the first time ever, everyone is trying to push the female riders. I’m one of the top female riders around the world so I think it’s good for me to try and be in the Championship in this first year. It’s important that the Championship has the biggest level possible.”
Discussing the line-up, it will be fresh competition with new rivals emerging for the 2018 WorldSSP300 Champion: “The line-up will be interesting; I don’t know almost any of the riders because they come from different countries! It’ll be interesting to see at Cremona who the best riders are. I think it can be a good Championship if we are very fast. It’ll be a good Championship with a lot of fights. I see the Championship as a good platform to try and have some riders with good level and then move onto other classes inside the Champìonship. I think it’s a good idea.”
“IT’S IMPORTANT THAT TOP TEAMS PUSH WorldWCR” – synergy cascades through WorldSBK paddock
The Yamaha R7 will be the bike for all riders, with the Murcian rider talking about the style and also her Evan Bros. team: “It’s a step between 300cc and the 600cc, so it’s a good bike to do the Championship with. Almost every rider is coming from 300 so this is the best option so everyone adapts to the bike as fast as possible. The bike is very good; I’ve tried it at some tests at home and it’s quite big and good fun. The riding style is similar to a 300cc; the power is between a 300cc and the 600cc but the weight is more of a 600cc. You’ll have to be fast in the corners to not lose the speed.
“I’m so happy to be with Evan Bros. because it’s one of the top teams in the paddock; they have a lot of experience in WorldSSP so for me, it’s important to be in a team that I can have room to improve and try and move into WorldSSP. I’m happy to be in the team and I think it’s important that some top teams in the Championship are pushing the WorldWCR a lot because they have a lot of experience and they will help it grow faster.”
“AFTER THE TEST, IT’LL BE EASIER TO SEE WHICH RIDERS ARE ON TOP” – vital test at Cremona awaits
Looking forward to seeing who the main competition will be, the Cremona test will be vital for the 27-year-old: “I only know the Spanish riders; the others, I’ve never been on track with them. After the test, it’ll be easier to see which riders are on top. It’s a new circuit for almost everyone so it’ll be good; we’ll test the bikes there, the team and being on a neutral track will be good to see exactly what the level is. If you ride a lot in one circuit, maybe you’re quick but then, it changes. It’ll be a good place to do it.”
“THE WorldSBK PADDOCK IS LIKE HOME” – Carrasco back to make more history
With so much success before, Carrasco comes back to the paddock in which she’s enjoyed some of the best moments of her career: “I’m really happy because the WorldSBK paddock is like home; I spent the best years of my career here and it was important for me to come back here. I was two years in MotoGP™ and it was good but I was trying to come back here. I feel very good here and for a rider, it’s important to feel like you’re at home to give your best. I’m happy to be here and I hope to stay in the Superbike paddock a lot of time.”
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Three rounds down and the 2024 MOTUL FIM Superbike World Championship is well and truly alive, although a famous name from the past popped into Assen, with Troy Corser being one of them. The double World Champion discussed helping more Australian riders on their path to success, reflected on his own career and compared one current star to an old rival from days gone by.
A NEW GENERATION OF AUSTRALIAN TALENT: why is Troy Corser back in the WorldSBK paddock?
Starting with an obvious topic of why exactly Corser is in WorldSBK environment once again, he stated his work with Cameron Swain in the FIM Yamaha R3 bLU cRU World Cup: “The main reason I am here is to help Cam Swain in the R3 Cup. He won the championship in Australia last year and after his wildcard at Portimao, he got some good results and some good contacts and they asked him to come back. I’m hoping to do most of the races if I can but it’s up to the family, as usually his dad comes along with him. He’s an ex-rider himself as well but I’ve asked if I can come to give some more professional help at the track and so far, it’s working well.”
“IT’S ALWAYS NICE TO HAVE A FAST, COMPETITIVE TEAMMATE” – Corser on being next to Fogarty
Pressure or motivation? The Australian reflects on his steep learning curve with a Champion teammate next to him: “There were positives and negatives actually as I knew that I had the same material as Carl and the factory behind me; then, I had the pressure that I wanted to be as good as my teammate who is the Champion, so you have to be at the top. I learnt a lot from those early days and it’s always nice to have a fast, competitive teammate. You can work off of each other; back then, we didn’t work with each other too much but now teams are starting to do that more to develop the bike – BMW are a perfect example. Racing is a lot different now compared to the 1990s.”
THE FIRST TITLE IN 1996: “It was great to win at home in Australia”
With Carl Fogarty leaving Ducati for Honda in 1996, Corser was looking to go one better than his 1995 campaign: “I guess I was also the #1 rider for Ducati in 1996 because Carl won it 1995 and I was second but he’d moved away, so I was the highest Ducati rider from the year before. Although we were a ‘satellite’ team, we were the ones who were going to get results for them so they gave us extra help and the attention was focused to us a little. We actually had Claudio Domenicali working with us closely as an engineer at the time! He could see that we had potential, also Davide Tardozzi, so we had the full package. It was also my second year and I knew all the tracks so it was the year to win it and we did it.
“If Aaron had finished in front of Anthony then the points would have been different in the last race. You never know what could happen in racing; perhaps the bird would have missed me in the second race and it was just by chance that it hit me. When I threw it, it could have hit Colin Edwards and could’ve have crashed or whatever. It’s all part of racing, you take it on the chin but it was great to win at home in Australia in front of all the family and friends.”
“YOU ALWAYS FELT SAFER WHEN YOU COULD SEE NORI IN FRONT OF YOU!” – Corser’s toughest rival
“Me and Nori had lots of close races actually, as teammates and competitors,” started Corser, who shared the garage with Haga in 2007 and 2008 at Yamaha, after many years going head-to-head, particularly in Corser’s early Ducati years. “That’s how racing was back then. We respected each other anyway and it was never an intentional shove off the track or crash into somebody. In our day, we’d have three fast laps at the start, a steady part in the middle and then a fast end to the race. Now it’s fast from the first lap to the end! We had great times in racing back then but now, it’s just a different level.”
A rivalry that spanned three decades of WorldSBK, Corser reminisced about old foe ‘Nitro Nori’ Haga: “My toughest competitor and teammate was Haga. It wasn’t that we didn’t get on but because the bikes were so close, we raced quite close – as in he was touching my tyres from behind! You always felt safer when you could see Nori in front of you than when you couldn’t work out where he is. Then you’d feel a nudge and you’d be like, ‘ahh, there he is behind you’! Frankie Chili was also tough on the track. He was great off the track but when the visor went down, he was a different rider. Carl was tough too but everyone was a rival back then! At the same time, we’d all meet up and have a beer at a hospitality party and if they won, you’d have a beer with them and if you won, they’d come to you. There were so many different characters back then and there still is now!”
MODERN DAY VERSION: “I’d put Toprak and Nori as very similar… it comes from pure rider ability”
Speaking about whether a hard-charging Haga’s style can be compared to Toprak Razgatlioglu’s (ROKiT BMW Motorrad WorldSBK Team) tenacity, he assessed of similarities: “Toprak’s bike control allows him to do what he does, whereas with Nori, although he looked out of control, it wasn’t often that he crashed and he was within his limit. I think he was on the limit sooner than most of us and perhaps he had to ride a bit more like that because of the bike or the tyre. I’d put Toprak and Nori as very similar but a lot of it comes from pure rider ability and natural talent. Both came out of the blue from nowhere in a way and then they were at the front.”
TO THE FUTURE: “I’d like to bring on Australian riders”
“I’m enjoying working with younger riders, passing on my knowledge and experience on the bike but also mentally and preparation, said Corser. “Unless you’ve done what I’ve done, you can’t do it. I have the connections with all the manufacturers in the paddock so having that toolbox to work with, I’d like to bring on Australian riders. It’s shortcutting the learning period and if you learn from the best, then you’ll get the information sooner. You want to give them the right advice and the right help.”
CAREER REGRETS: “I should’ve stayed in WorldSBK; perhaps the Sugo crash wouldn’t have happened”
Speaking of whether or not he had any regrets in his career, there were a couple: “I only have two: one was when I crashed at Sugo in Warm Up in 1998 and I regret that I wasn’t more experienced then and had just picked the bike up and ran off the track. I was still quite young then and I panicked a bit and then ruptured my spleen. I was so young and hungry but then I suffered the consequences. The other one is moving from WorldSBK to 500cc in 1997. I should have stayed in WorldSBK and if I had, perhaps the Sugo crash wouldn’t have happened.”
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In KTM’s current lineup, the only street-legal, track-focused sportbike is the RC 390. The RC 8C is a track-only, homologation special limited to 100 units. KTM hasn’t offered a street-legal, liter-class supersport since the 1190 RC8, which was produced from 2008-2015. But starting in 2025, the KTM 990 RC R will fill that hole in the lineup. Read KTM’s full press release below for the inside scoop. Click here for details as well as the first episode in the 990 RC R documentary series.
KTM Roars Ahead: Unleashing the Dominant KTM 990 RC R Range
The KTM 990 RC R, which is set to roll off the Mattighofen production line in early 2025, has a dedicated Supersport persona but will be homologated for street use, catering to the desires of orange enthusiasts fixated on track days and individuals seeking to maintain the adrenaline rush with an exceptionally capable street bike. The all-new development embodies the fusion of Austrian engineering excellence and the ferocious racing DNA, delivering unrivaled performance while embracing the practical demands of the road.
The 990 RC R will excite enthusiasts with its street homologated model, but its race DNA will be intentionally unveiled in early 2024 in the form of a prototype, making appearances as a wildcard entry in non-point scoring outings across select European Supersport series, igniting anticipation among fans. KTM believes in developing this newcomer to their stable in the most READY TO RACE way possible – through racing.
2025 KTM 990 RC R Prototype
KTM is also filming a multi-part behind-the-scenes documentary about the R&D journey of the bike and its entry into the Supersport sector. This exclusive behind-the-scenes content will give viewers close, and not usually seen, insights into the fast-paced world of the Austrian-based factory and what it takes to craft a motorcycle from an idea into reality. Follow the final stages of the research and development process moving all the way from the very beginning to the final unveiling of the finished street homologated version of the 990 RC R. Click HERE for the inside scoop.
2025 KTM 990 RC R Prototype
KTM 990 RC R: The Purpose
Over the last fifteen years, KTM metered sport-orientated road products to the public at a time when the company was extending its off-road racing prowess to the asphalt: the KTM RC8, the KTM RC 390 and the track-only, limited edition KTM RC 8C were the prime examples.
Across that period KTM has merged R&D, learning, and roadracing accomplishments at a rapid rate. The company now caters to motorcyclists seeking a machine born from competition yet engineered to be the ultimate, advanced street tool. The search to minimize hard compromises brought on by overly sporty ergonomics and handling is over. The 990 RC R has been years in the making and with a wealth of data garnered by titles and trophies in almost every category of various MotoGP categories. The bike represents the natural evolution of the current KTM RC line-up, yet its sporting potential allows for a straightforward conversion into a 990 RC R TRACK edition. True to the READY TO RACE ethos, this edition is poised to make its debut in the second quarter of 2025.
2025 KTM 990 RC R Prototype
KTM 990 RC R: The Product(s)
The street homologated 990 RC R boasts an LC8c powerplant, honed for rasping torque and horsepower, pumped out through the new ergo-crafted and condensed stainless steel muffler and fettled through a shifter that can be reversed to race-shift as standard.
The steel frame has been engineered for dynamic performance, with increased weight bias towards the front end. It features a dedicated steering head angle of 25 degrees and offset for enhanced steering responsiveness. Beefed-up stiffness gives the right feel and stability under acceleration on bumpy roads or on racetracks while also maintaining agility, especially at low speeds. A diecast aluminum subframe contributes to the ride.
Ergonomics are key to the 990 RC R’s behavior. Lengthy experimentation primed the six contact points on the tank for a better connection, leaning and ‘tucking in’ to ensure comfort but also support for knees, arms, and lower pressure on the hands. A new fuel tank has been shaped as a main component of the ergo. Adjustable footrests play a part, as well as the fully adjustable WP APEX Open Cartridge Suspension and light weight cast aluminum wheels wrapped in Michelin tires.
The MotoGP heritage is evident with the wind-tunnel-chiseled aero wings that provide stability for braking and cornering and other edges and profiling around the bodywork that screams ‘racer.’
If there were any lingering doubts about the bike’s intended purpose, the minimal modifications required for the transition to the KTM 990 RC R TRACK edition should indisputably reinforce its racing pedigree. Crafted by KTM in their Austrian factory, the modifications strip away the road-legal essentials, incorporate protective components, fine-tune adjustments, customize further, and revise racing bodywork, including a full exhaust system. These modifications ensure that riders focus on lap times rather than leisurely rides. Additionally, the ease of repair, low maintenance requirements, and extensive official dealer support provide further advantages.
KTM 990 RC R: The Promise
“The KTM 990 RC R is a groundbreaking innovation for those who live for the thrill of cornering. It’s for those who lean close to the road, almost brushing their knees, and then push the limits, dragging elbow to the tarmac on the racetrack. This bike offers power and prestige without the exorbitant price tag. At last, we can unveil our KTM 990 RC R and introduce a truly exceptional motorcycle to dealerships in early 2025, fulfilling the anticipation of countless riders and race enthusiasts. Our Duke range and other street products have garnered a loyal following for their distinct character; we believe the KTM 990 RC R will quickly attain cult status because it excels at the two things it was designed for so remarkably well. Success will be evident on the track, but the unparalleled experience for customers on the road will truly set it apart.” – Riaan Neveling, Head of KTM Global Marketing
The countdown to early 2025 starts right now. Follow the final stages of development in the special documentary video series by clicking here.
Motorcycles equipped with quickshifters, which allow upshifts and downshifts without using the clutch, have become commonplace in the last few years. The BMW Motorrad Shift Assistant Pro is an optional quickshifter on many BMW models, including the new R 1300 GS, the M 1000 XR, and many others. Even with a quickshifter, riders must use the clutch to pull away from a stop. BMW’s new Automated Shift Assistant eliminates the need to use the clutch at all, and it will be an option on R-series models powered by boxer Twin engines. Read the full press release below.
With the new Automated Shift Assistant (ASA), BMW Motorrad presents an innovative technical solution that makes riding simpler and more comfortable. True to the motto “Simplify your ride,” the riding experience is enhanced by automation of the clutch and gear shifting process, without sacrificing the emotionally important dynamics of shifting.
The Automated Shift Assistant features a clever functional design in which two electromechanical actuators automate the clutch and gearshift of the six-speed transmission, which is the main difference to a conventional shift assistant. There is no need for a hand lever to operate the clutch manually. Starting, stopping, and maneuvering are all made easy with the Automated Shift Assistant.
BMW Automated Shift Assistant
Riding with the Automated Shift Assistant becomes more enjoyable thanks to fast, precise, rev- and load-adapted gear changes. The rider’s workload is reduced, which makes riding more enjoyable. In addition, the Automated Shift Assistant creates a more direct connection with the powerful boxer engine, as the precise clutch actuation makes it easier to control the riding experience via the throttle and gearshift lever.
In ‘M’ shift mode, gear changes can still be made by foot control, allowing the rider to decide when to change gears.
In ‘D’ shift mode, the Automatic Shift Assistant really comes into its own. Shift points are automatically selected by the engine control unit. In both “M” and “D” modes, the rider benefits from smooth and perfectly executed gear changes, resulting in efficient motorcycle acceleration and increased riding stability.
BMW Automated Shift Assistant
When shifting up, for example, the possible jolt associated with a classic manual transmission with a manual clutch is largely eliminated, as is the risk of helmet-to-helmet contact between rider and passenger.
Downshifts are also designed to be as smooth as possible, minimizing chassis disturbances. Specific characteristics of the automated shift function are assigned to the different riding modes to ensure perfect shift behavior in each riding situation. In combination with Active Cruise Control or front collision warning, the networking of functions brings the future of motorcycling to life.
Automated Shift Assistant: Automated clutch and gear shifting for a new riding experience.
In difficult riding situations, using the clutch and throttle takes a lot of concentration. If you are travelling with luggage and perhaps a passenger, using the clutch and gearshift takes up resources. The rider remains in control and has more freedom in every riding situation with the Automated Shift Assistant. Riding becomes a more relaxed and enjoyable experience.
BMW Automated Shift Assistant
The torquey boxer engine enables almost effortless starts on uphill gradients, for example, thanks to automated clutch operation, which also pays dividends in terms of better vehicle control off-road or on difficult surfaces.
Riding pleasure takes on a whole new meaning when you choose the automated D mode. Optimally selected gear changes create a new riding sensation. The right gear is automatically selected according to the rider’s individual riding needs, resulting in a harmonious and extremely smooth driving experience.
Automated Shift Assistant: Electromechanical clutch and gearshift actuators combined with sophisticated electronic controls.
The Automated Shift Assistant is the logical and technical evolution of the BMW Motorrad Shift Assistant Pro. Two electronically controlled electromechanical actuators operate the clutch and gearshift, enabling easy starting and automated gear changes. The rider’s shift request is transmitted to the control unit via a gearshift lever sensor, which is actuated by the conventional foot-operated gearshift lever. Additional sensors determine the revs of the transmission input shaft and the clutch position. These values are transmitted to the
TCU (Transmission Control Unit), which is closely linked to the engine control unit, for control of the clutch and shift actuation.
The clutch is operated by an electro-mechanical actuator combined with a hydraulic system with a direct hydraulic connection between the clutch master and slave cylinders. The actuator regulates the required clutch slip, engages the clutch when changing gear and disengages it when stopping.
In manual shift mode “M”, the rider can move the gearshift lever in the desired direction in the usual way. If the revs in the desired target gear are within the maximum or minimum rev range, the shift is made directly. If the engine revs fall below a gear- dependent minimum speed, downshifts are performed automatically in manual mode. This prevents the engine from stalling.
In shift mode “D” the gears are changed automatically depending on the riding mode, engine revs, throttle position and lean angle parameters. Gears are shifted according to the riding situation and dynamic requirements.
The benefits of the Automatic Shift Assistant (ASA):
Completely eliminates the need for the rider to operate the clutch.
Dynamic and comfortable gear changes for more riding pleasure.
Choice of manual or automatic gear shifting.
Automatically adapts gear shifts to the rider’s dynamic preferences in D mode.
Eliminates the possibility of engine stalling during gear shifts.
Whilst the 2024 MOTUL FIM Superbike World Championship battle continues to rage after three rounds, doing important homework will be just as vital to try and gain an advantantage on rivals. Although the season is underway, there will be plenty of tests to come during the season; we list them below and will keep them updated throughout the year.
March 14th – 15th: Circuit de Barcelona – Catalunya; WorldSBK –COMPLETED
May 16th – 17th: Cremona Circuit; Inaugural WorldWCR test – PREVIEW
May 23rd – 24th: Cremona Circuit; WorldSBK
May 30th – 31st: Misano World Circuit “Marco Simoncelli”; WorldSBK
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The FIM Women’s Circuit Racing World Championship (WorldWCR) represents a significant advancement in motorsports, dedicated to highlighting the talents of female riders on an international platform. As a single-make series, all participants will compete using the Yamaha YZF-R7, focusing on skill and strategy rather than differences in equipment. This inaugural 2024 season will feature 24 riders from a variety of backgrounds, all poised to leave their mark on this historic championship.
THE LOCATION: Cremona to host first WorldWCR action
These 24 WorldWCR riders will convene for the first time on May 16th and 17th at the newly renovated Cremona Circuit in Italy for a test – just one month before the series’ first round at Misano, the Pirelli Emilia-Romagna Round. The Cremona Circuit, set to also host WorldWCR and WorldSBK in September, has recently undergone extensive renovations to enhance the track layout and spectator facilities. The circuit features 13 corners, six to the right and seven to the left with a total length of 3.768km. Featuring long straights – the longest is just under a kilometre in length – and a mix of different types of corners, it makes it a good circuit to test at to get up to speed on new bikes.
WHAT TO WATCH OUT FOR: a first chance to work out the pecking order…
The first test will be met with intrigue up and down the paddock as the 24 riders get their first look at the competition. With every rider coming from different backgrounds and experience, it won’t be a definitive order – especially at a track that’s new to everyone – but it could still give a rough idea. The key part of the test will be seeing who adapts quickly to the R7 and Pirelli tyres ahead of the WorldWCR season starting at Misano. You can find out more about the 24 riders competing in the historic first season right here, with everyone on the entry list scheduled to be present at the test.
HOW WILL THE TEST WORK? Multiple sessions across the two days…
Before hitting the track, the riders will meet with the WorldWCR Technical Staff. All Yamaha YZF-R7s will be set up and maintained by a technical crew managed by JiR’s Luca Montiron, mirroring the structure of the Yamaha R3 bLU cRU FIM World Cup. The riders will participate in their initial briefings and be assigned their own Yamaha YZF-R7, which they will race throughout the six rounds of the 2024 season. After the initial bike setup is complete, they will engage in several practice sessions totalling 1h40 of track time on the first day. On Friday, further practice sessions will provide them with a full two hours to fine-tune their settings. The first track action on Thursday begins at 12:00 Local Time (UTC+2), with six sessions in total, and finishes at 18:20. On Friday, track action begins at 09:00 with seven sessions, concluding at 16:40.
THE BIKE: more detail about the Yamaha R7 machine
In addition to the WorldWCR riders and technical staff, this test will also engage key Championship partners, starting with Yamaha as the provider of the YZF-R7. WorldWCR operates under strict regulations to ensure fair competition, with all riders racing on identical Yamaha YZF-R7 bikes. This bike, the latest in the legendary R-Series, with its high-torque 689cc engine and compact chassis, is ideally suited for the series.
TYRES AVAILABLE: Pirelli’s SC1 compound in use
The riders will use Pirelli DIABLO™ Superbike slick tyres, identical to those used successfully across all categories of the MOTUL FIM Superbike World Championship, where Pirelli has been the continuous Official Supplier since 2004. Specifically, each rider will have access to DIABLO™ Superbike 120/70-17 front and 180/60-17 rear tyres in SC1 compound.
OTHER PARTNERS: Motul and Panta Racing Fuel use their WorldSBK paddock experience
Panta Racing Fuel, part of the Mol Group and based in Italy, will serve as the official fuel supplier. With their extensive experience in the WorldSSP and WorldSSP300 classes, as well as other motorsport competitions such as the Red Bull MotoGP™ Rookies Cup, the CIV (Italian Circuit Racing Championship), the FIM Intercontinental Games, and British Superbike, Panta is the ideal fuel partner for the new championship. Another key partner for this test—and the remainder of the season—is Motul, serving as the official provider of engine oil and lubricants. This partnership ensures that the WorldWCR Yamaha R7s receive the same level of high-performance lubrication as bikes in the premier class.
COVERAGE OF THE TEST: highlights, interviews, reports…
With the first WorldWCR test comes extensive coverage from Cremona. A team on the ground will be there to gather information and speak to the riders, while you’ll also be able to get your first look at the Championship thanks to end-of-day highlights on Thursday and Friday, giving you a roundup of the first test as well as the news from Cremona. On top of that, there will be web coverage featuring reports, news, and reactions to bring you up-to-date with everything from Italy. Of course, there will also be coverage on the WorldSBK’s social media accounts to bring you events as they happen.
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Every trip starts with a send-off and the first mile. This banner about supporting the Parkinson’s Foundation made the entire journey with me.
In 2021, Steven Goode completed the Great American Deli Schlep, a 75‑day, 15,000‑mile motorcycle ride during which he visited the best Jewish deli in nearly every state and raised funds for MAZON, a Jewish nonprofit that fights hunger in America. You can read Goode’s feature about that ride here. –Ed.
I haven’t been everywhere, but it’s on my list.” This is a quote by Susan Sontag and words I ride by.
Beartooth Pass Summit (see next photo) was the crescendo of a magnificent ride on Beartooth Highway from Wyoming into Red Lodge, Montana. Hairpin curves, few guardrails, and sweeping views make it one of the best scenic byways in America. (Photos by the author)
After completing four major motorcycle trips around our wonderful country, each ranging from 11,000 to 17,000 miles, I told my wife I was done with long‑distance rides. Sort of the same way I’ve told her, many times over, that this was going to be my last motorcycle purchase. Of course, she didn’t believe me.
So when a riding buddy said we should plan a big trip, I was all in. All I needed was a cause and a theme for the ride.
For a cause, I chose the Parkinson’s Foundation. In 2001, my mother passed away from Parkinson’s disease. A motorcycle trip supporting this cause would be a great way to not only honor her memory but raise money to support finding a cure and providing resources for those afflicted with this terrible disease.
Although my mother most likely would not have approved of my 60‑day, 16,000‑mile motorcycle trip – she was still a mother after all – she would have been extremely proud of my commitment to this cause. She had a wild side, but she didn’t show it often for fear of encouraging her sons to follow in her path, which we did anyway.
My late mother was the inspiration for this tour. This photo shows us in our backyard in 1979.
When I told the Parkinson’s Foundation about my plan, they were immediately supportive and offered to help create public awareness for the trip. An important part of the publicity was social media. I’m in my late 60s, and I didn’t do Facebook, Instagram, TikTok, etc., so their team handled that for me. They also created logos and designed T‑shirts, banners, and a web page for my blog. Klim supported the ride by providing me with a Latitude Gore‑Tex suit, and Nelson‑Rigg provided some waterproof luggage.
Scan the QR code or click here to make a donation to the Parkinson’s Foundation.
We named the ride The Great American Scenic Byways Tour supporting Parkinson’s Foundation. After reviewing the route and the time necessary to complete the ride, my friend said the trip would require too much time away from work, so he bowed out. Since I had already committed to the Foundation and this was a personal ride on behalf of my mother, I decided to go alone.
My friend Bruce Benton joined me for a wonderful ride on the Cherohala Skyway in Tennessee and North Carolina.
For those of you who are curious how someone plans a 16,000‑mile trip, here are a few guidelines. First, get a map of the United States and put markers next to the places you plan to travel to. Second, using the rough route map, create a spreadsheet with columns for the city in which you begin your day’s ride; the destination city for that day; miles you plan to ride each day; and notes about the route, landmarks, and things to see. Good planning is key for a successful ride, and being organized reduces stress.
In Delaware I rode the Bayshore Scenic Byway. My Honda Gold Wing was a faithful companion on my deli schlep and scenic byways tours.
A key element to any trip of this magnitude is planning for unforeseen events. My mantra is “It’s all about Plan B.” On a two‑month trip, there will be at least one unexpected twist pop up. Mine came three days in when my dermatologist called to tell me I had a melanoma on my back and he wanted to surgically remove it as soon as possible. Plan B: I turned the bike around, made a beeline to Chicago, had the surgery, and was back on the road 17 days later.
Cape Hatteras Light Station on the Outer Banks Scenic Byway in North Carolina.
The beauty of this ride’s theme was that each scenic byway has its own personality. Like a thumbprint, every byway is unique. Almost everyone I met during the trip asked me, “What is the best scenic byway?” Just like when asked what the best motorcycle is, I answered, “The one I’m riding.” There are good reasons why National Geographic picked each of these byways to include in its guide. Each one gives the rider a special glimpse into the beauty of the region.
This is the Blue Ridge Parkway near Blowing Rock, North Carolina, where the weather seems to change every minute. The quintessential scenic byway is one of America’s treasures.
For example, the Red River Gorge Scenic Byway in Kentucky took me into forested backcountry, and I was able to get lost in my thoughts in the deep woods. One of the interesting features of this scenic byway is the Nada Tunnel, which is 900 feet long but only 12 feet wide and 13 feet high. There’s a single lane through the mountain, with no lights or painted lines. While pondering how to go through it, I asked some local Harley riders for advice. They said, “Look for a headlight at the end of the tunnel. If you see one, don’t go.” I felt like I was in a Road Runner cartoon.
The Nada Tunnel is located near the Red River Gorge Scenic Byway in Kentucky.
In Newport, Rhode Island, the scenic 10‑mile Ocean Drive provided a glimpse of how the other half lived during the Gilded Age in the late 1800s. The Vanderbilt, Astors, and Morgans all had their summer homes along this rocky coast.
Mansions along Rhode Island’s Ocean Drive.
Spanning two states, the Talimena National Scenic Byway follows Arkansas Highway 88 and Oklahoma State Highway 1. On the morning I planned to ride it, the forecast said it would be 105 degrees in Dallas, Texas, my next destination. I left at 5 a.m. to arrive in Dallas in time to beat the heat. This early start gave me an opportunity to watch the sunrise over the byway.
Sunrise over the Talimena National Scenic Byway, which goes through Arkansas and Oklahoma.
After five days on the road, I could no longer remember where I was the day before, what I had for dinner the night before, or which hotel I stayed in. That’s one of the great things about a two‑month motorcycle trip – getting lost in the journey. Writing a blog forced me to recreate the trip daily so it didn’t become one huge blur, and it also allowed friends, family, and supporters to follow my progress.
An old steam train in Essex on the Connecticut Valley Scenic Byway.
Another benefit of a trip of this scale is all the things I learned along the way. Like a school on wheels, I learned about our United States up close and personal, gaining a new appreciation for each region’s distinct personality and history. After the trip, I had a better understanding of our collective history. Whether it was exploring what life was like on plantations, following the Trail of Tears, or riding the path of Lewis and Clark, I was able to take a long look at our country and how we grew up as a nation, both the good and the bad.
Slave quarters at the Oak Alley Plantation in Vacherie, Louisiana. This tour provided an education on America’s past, present, and future.
Every long motorcycle trip has unexpected moments, and one left me speechless and cleaning the mess off my bike for days. Leaving Elko, Nevada, to ride to Idaho, I took State Route 225, a two‑lane road with virtually no traffic. As I was riding north, I noticed something that looked like pinecones on the pavement up ahead. Once I got closer, the “pinecones” began to scurry. As I continued to ride north, they completely covered the road. Then I noticed that the road’s tire tracks were turning red, not asphalt gray. It was an infestation of Mormon crickets, which are about 2 inches long and don’t fly, and I was riding through an invasion of Biblical proportions that went on for 50‑plus miles!
Taking a pause to enjoy a view of the Sawtooth Mountains after riding the Ponderosa Pines Scenic Byway in Idaho.
My original plan was to ride through California’s Death Valley National Park. Just before I left, I received a call from my son. “Dad, did you hear that a 65‑year‑old guy just died in Death Valley? He had two flat tires on his car, and nobody came to his rescue. Are you sure you want to go into Death Valley by yourself, on your motorcycle, with temperatures reaching 115 degrees?” Plan B: Due to the intense heat and time constraints after my unexpected surgery, I opted to bypass California, Oregon, and Washington.
The Wetlands and Wildlife Scenic Byway in Kansas.
My favorite scenic byway changed from day to day. When I was on the East Coast, I loved the Rangeley Lakes National Scenic Byway in Maine. Riding the 17.6‑mile Chesapeake Bay Bridge‑Tunnel (U.S. Route 13) in Virginia, which includes a tunnel under the water, from Norfolk to Fisherman Island National Wildlife Refuge, was spectacular.
Somewhere in Maine, on my way to Rangeley Lakes Scenic Byway.
Out West, it was U.S. Route 191 (Coronado Trail) in Arizona and State Route 12 in Utah. Beartooth Highway in Wyoming and Montana is a must‑ride. It is hard to choose only one scenic byway because each is special, and every one of them gave me new perspectives on the areas I was traveling through.
U.S. Route 191 in Arizona between Alpine and Morenci is known as the Coronado Trail Scenic Byway – one of my all-time favorites.
People also asked, “How do you pack for such a big trip?” My only advice is to take less than you think you need but all that’s necessary for unforeseen conditions (rain, cold, heat, etc.). You must think through all the variables and prepare a Plan B. If traveling solo, use a satellite tracking device so family and friends know how to find you.
Riding through Bryce Canyon National Park, which is located just off Scenic Byway 12 in Utah.
Long motorcycle trips are not for everyone, but I love not knowing what is on the other side of the hill and feeling the thrill and power of the bike beneath me, experiences that keep me going day after day. I highly recommend checking out National Geographic’s Guide to Scenic Highways and Byways, picking a region, and planning your own adventure. I guarantee you won’t be disappointed. Take the time to enjoy the sights, sensations, and sinuous curves on America’s rich bounty of scenic byways.
On the way down from the 14,115-foot summit of Pikes Peak in Colorado.
During his Great American Scenic Byways tour, Steven Goode raised nearly $22,000 for the Parkinson’s Foundation. To make a donation, use the QR code aboveor click here. To read Goode’s blog, visit this page on Facebook. Below you’ll find a complete list of the scenic byways Goode rode on this tour.
The snaking Hawk’s Nest section of New York Route 97 clings to rocky cliffs hundreds of feet above the Delaware River. It was a highlight of this New York and Pennsylvania motorcycle ride.
The Upper Delaware River Watershed encompasses thousands of square miles in New York and Pennsylvania, with hundreds of miles of serpentine roads rolling through forests, farmland, small towns, and historic sites. It makes for a superb ride, so I fired up my Kawasaki Vulcan and hit the road to explore it.
From West Milford, New Jersey, I rolled north on smooth East Shore Road through state forest land and then along the sparkling shoreline of Greenwood Lake. With the morning sun twinkling through the trees and the cool, fresh air energizing me, I rode through the Black Dirt Region of southern Orange County, New York, a beautiful area of farmland renowned for its rich, black soil.
Cruising through Port Jervis, I wound through the Hawk’s Nest section of State Route 97, which is designated as the Upper Delaware Scenic Byway for 70 miles. This sinuous roadway is cut into the mountainside, offering excellent views of the Delaware River far below.
Leaving the river behind near Pond Eddy, I climbed deeper into the watershed. I’m not religious in the traditional sense, but I love viewing unique churches. Two impressive ones grace the treelined State Route 41: Saints Peter and Paul Ukrainian Orthodox Church with its white facade and metal domes and the rustic log St. Volodymyr Ukrainian Catholic Church.
Saints Peter and Paul Ukrainian Orthodox Church in Glen Spey, New York, stands as a citadel of hope.
From Glen Spey, I weaved through the wooded route to Eldred, where I blasted up scenic State Route 55 to Lake Superior State Park, a good place for a relaxing swim or walkabout. From there, I made a pilgrimage to Bethel, site of the famous 1969 Woodstock music festival where 400,000 people gathered for three days of peace and music.
No longer the rural field of Max Yasgur’s farm, it is now part of the Bethel Woods Center for the Arts. This concert venue’s museum honors the 1969 festival, and the original concert field has been preserved. A monument near the stage site memorializes the groups who performed there.
From Bethel, I blasted northwest on country backroads to the impressive Stone Arch Bridge Historical Park and then onto Roscoe for lunch at the Roscoe Diner. Next, I crossed the Beaverkill River, a tributary of the Delaware River. Both the Beaverkill and the Downsville covered bridges are off State Route 206, and riding a motorcycle through these wooden structures is a joy not to be missed.
The Stone Arch Bridge, built in 1880, adorns its namesake park in Kenoza Lake, New York. It is as famous for its beautiful architecture as it is for a murder committed on the bridge in 1892.
Downsville is also home to the 15-mile-long, 5,700-acre Pepacton Reservoir on the East Branch of the Delaware River. State Route 30’s twisties follow the reservoir’s shoreline and then the snaking river. With my Vulcan purring and the afternoon sun reflecting off the water, I cruised SR-30 to State Route 17. In Hancock, I dropped my kickstand at the tidy Hancock House Hotel, which has a pub and a restaurant on-site, making it an ideal overnight stop for riders.
The next day, I fired up my Vulcan and savored the crisp air and deep blue sky as I rumbled over the river into Pennsylvania. State Routes 191, 247, and 370 roll through farmland and forest. On SR-370, I spotted a bear crossing the road – not an unusual occurrence in rural Pennsylvania.
This rural Pennsylvania road passes through the green pastures of a family farm.
Riding south on State Route 296 to Waymart is one of my favorite roads: smooth with a mix of farmland and forest on both sides. At Waymart, I crossed over U.S. Route 6 – known locally as PA Route 6 – which spans the northern part of the state and offers hundreds of miles of excellent riding opportunities.
At Hawley, I picked up a winding section of PA Route 6 and then followed State Route 590 to Lackawaxen, where SR-590 begins to parallel the Lackawaxen River, another tributary of the Delaware. It was a beautiful day, and I stopped to watch some kayakers on the river.
The author’s bike soaks up some rays as he explores a farm stand on Pennsylvania Route 296 near Waymart.
Crossing the Lackawaxen River, I stopped to rest at the Delaware Aqueduct, known as the Roebling Bridge, which was built in the mid-1800s and is the oldest existing wire suspension bridge in the U.S. Crossing the river here allows you to continue north or south on the Upper Delaware Scenic Byway.
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