The MOTUL FIM Superbike World Championship bursts back into action at the Circuit de Barcelona-Catalunya and it’s going to be a thriller in Spain, plus WorldSSP300’s season starts in style. The Pirelli Catalunya Round is Round 2, with action starting from 09:40 Local Time (UTC+1) on Friday; WorldSBK FP1 is 10:20. Afternoon action kicks off at 14:10 with WorldSSP300 Superpole, followed by WorldSBK FP2 at 15:00 and WorldSSP Superpole at 16:00. On Saturday, WorldSBK FP3 starts the day at 09:00 followed by Superpole at 11:00. Then, it’s straight into racing: WorldSSP300 Race 1 at 12:45, WorldSBK Race 1 at 14:00 and WorldSSP Race 1 at 15:15. On Sunday, Warm Up sessions start from 09:00 before the WorldSBK Tissot Superpole Race at 11:00, before the afternoon’s racing follows the same schedule as Saturday: WorldSSP300 Race 1 starts at 12:45, WorldSBK Race 1 at 14:00 and WorldSSP Race 1 at 15:15.
THE NEW ERA CONTINUES: watch every moment from Barcelona LIVE and UNINTERRUPTED using the WorldSBK VideoPass!
Friday, 22nd March (all times Local Time, UTC+1) 09:40-10:05 – WorldSSP300 Free Practice 10:20-11:05 – WorldSBK Free Practice 1 11:20-12:00 – WorldSSP Free Practice 14:10-14:35 – WorldSSP300 Tissot Superpole 15:00-15:45 – WorldSBK Free Practice 2 16:00-16:40 – WorldSSP Tissot Superpole
Europe welcomes the 2024 MOTUL FIM Superbike World Championship and the Circuit de Barcelona-Catalunya is the stage for the second round of the season. Down Under for the opener, it was a topsy-turvy start to the season as favourites fumbled and outsiders proved outstanding but will the order reset amidst a backdrop of stunning scenery, Gaudi architecture and beautiful beaches? The Circuit de Barcelona-Catalunya often throws up a surprise and 2024 shouldn’t be any different.
THE SURPRISES FROM ROUND 1: can they keep up their form?
As far as debuts go, it was certainly emphatic for Nicolo Bulega (Aruba.it Racing – Ducati) who won his first ever WorldSBK race, a flag-to-flag at that. He was also under the existing lap recording in the Barcelona test, underlining his strength over one lap once more. However, with no other podiums and him being beaten up in the opening laps in Australia, it’s Alex Lowes (Kawasaki Racing Team WorldSBK) who leads the way to Barcelona thanks to a fine Sunday double in Australia. Leading the way and with just a single point between them, it looks like ‘Bulegas’ – on paper – should have the advantage over Lowes with the Ducati historically stronger in Barcelona than the Kawasaki, even if Lowes made race pace gains during the test.
Then, there’s Andrea Locatelli (Pata Prometeon Yamaha) who got a rostrum at the track last year and after a mega impressive opening round, he and new crew chief Tom O’Kane will be working in Barcelona together for the first time. Phillip Island was very much a rise of the ‘number two’ riders and after a strong test last week, it could be more of the same. With low grip always a factor and something he relished before, Andrea Iannone’s (Team GoEleven) thunderous start to his new WorldSBK adventure will continue at a circuit he knows well; a solid test a week ago, will ‘The Maniac’ feature once more? As for Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team), a maiden BMW podium in Australia was a highlight but Race 2 engine issues were not. Competitive at the test last week and under the lap record, will BMW’s previously weakest track be kinder in 2024?
DISCOUNT BAUTISTA AT YOUR PERIL: no win in 2024, yet…
Barcelona and Alvaro Bautista (Aruba.it Racing – Ducati); they’ve made history for the last two years at the track and he was even competitive in his struggling years at Honda. This year is different – his own words after the test too; he didn’t clear off into the distance Down Under and couldn’t manage his tyres as usual, two things that have gone hand-in-hand in terms of Barcelona brilliance. Six dominant wins from the last six Catalan races, Bautista – now back to almost full fitness – may still be the favourite. Someone else who ended Phillip Island strongly and is always a force in Barcelona is Michael Ruben Rinaldi (Team Motocorsa Racing) as he chases a first podium with Lorenzo Mauri’s team. Sam Lowes (ELF Marc VDS Racing Team) has his second round at a circuit he’s familiar with, as Ducati’s strengths always come good in Barcelona. He was a star in the test, so watch out for #14.
TIME FOR REA-VENGE? The season starts here for #65
No points from his first three races in Yamaha, declared unfit after a huge Race 2 crash and leaving Australia downbeat: Jonathan Rea’s (Pata Prometeon Yamaha) debut in blue left him feeling exactly that and a bit bruised too. However, the six-time World Champion knows how to get stuck in and fight and after riding in Barcelona’s two-day test last week, he’s back to remind everyone of his pace. He’s won in Barcelona on two occasions before with Kawasaki whilst Yamaha have only one once in 2020. The persistent and relentless chatter problem have gone after the test last week so expect Rea to return to the fore for round two to get his season up and running. It’ll also be a first chance to see Iker Lecuona (Team HRC) back after being declared unfit in Australia; he was on pole in 2022 for Honda and was in the top four last year, a circuit where he and Xavi Vierge always feature well at.
OTHERS IN THE TOP 10: Petrucci prowess and more
Sixth place overall in the Championship is Danilo Petrucci (Barni Spark Racing Team) but he had a Barcelona to forget in 2023, one of his worst rounds of the season. After a podium last time out in Race 2, he’s in good form and found a soft tyre breakthrough in the test. He’s just ahead of Dominique Aegerter (GYTR GRT Yamaha WorldSBK Team), who was very impressive in round one considering he’d had no testing prior to touching down in Australia. Michael van der Mark (ROKiT BMW Motorrad WorldSBK Team) is just behind teammate Toprak in P9 and just ahead of Garrett Gerloff (Bonovo Action BMW) in P10, with three BMWs inside the top ten of the Championship standings for the first time ever.
ELSEWHERE: Bassani, Gardner and Redding look for luck and a step
Axel Bassani (Kawasaki Racing Team WorldSBK) is still adapting to the inline four of the ZX-10RR and after further testing and steps forward in the test with the help of Marco Melandri, could be in the top ten battle in Barcelona – where he took a first podium in 2021. Remy Gardner’s (GYTR GRT Yamaha WorldSBK Team) P15 overall in the standings isn’t representative of his pace, with him being taken out of Race 1 by Bassani before hitting Rea’s debris from his Race 2 crash, leaving him down field. Scott Redding (Bonovo Action BMW) has never enjoyed Barcelona on a BMW but will hope to change that this year, having won at the track three years ago.
Philipp Oettl (GMT94 Yamaha) and Brad Ray (Yamaha Motoxracing WorldSBK Team) are the final riders who come into the round with points already on the board, with Tito Rabat (Kawasaki Puccetti Racing) and Petronas MIE Racing Honda duo Tarran Mackenzie and Adam Norrodin searching for their first of 2024 – along with the aforementioned Rea and Lecuona.
The updated 2024 BMW F 900 GS adventure bike seeks to reinvigorate BMW’s middleweight platform. Upgraded from the F 850 now with a larger 895cc parallel-Twin that delivers 105 hp, a ready-to-ride low weight of 483 lb, a lower and more svelte profile, and upgraded suspension, the 2024 BMW F 900 GS just might be the best parallel-Twin adventure bike ever offered from the German company.
To see how the 2024 BMW F 900 GS performs, we travel to Málaga, Spain, for a full day of on-road and off-road riding. Watch the video below to see the F 900 GS in action, and read our full review here.
The 2024 KTM 990 Duke 96% new and replaces the 890 Duke R. We tested it in the mountains of southern Spain as part of KTM’s “30 Years of Duke” launch that included the 390 Duke and 1390 Super Duke R Evo. (Photos by Francesc Montero & Sebas Romero)
What’s the magic number? When the first Duke debuted 30 years ago, it was 602cc, which was packed into a single-cylinder engine that made 58 hp. These days (in the U.S. market), Dukes range in displacement from 249cc in the Duke 250 to 1,350cc in the 1390 Super Duke R Evo. In between, KTM offers the 390 Duke (399cc), 790 Duke (799cc), and 990 Duke (947cc). For this KTM 990 Duke review, we take one of the newest Dukes on a test ride in the mountains of southern Spain.
Evolution of the Duke. Front and center is the 1994 KTM 620 Duke. Behind it to the left is the 990 Duke, in the middle is the 1390 Super Duke R Evo, and behind it to the right is the 390 Duke. They are surrounded by other milestone Duke models from the past 30 years.
With its displacement approaching a liter, the new 990 Duke resides in the so-called “super middleweight” class. It replaces the 890 Duke R, but there’s more to it than just a 58cc bump in engine size. According to KTM reps at the global launch in Spain, the 990 Duke is 96% new and “more like a smaller Super Duke.”
Powering the 990 Duke is KTM’s liquid-cooled LC8c parallel-Twin with DOHC and 4 valves per cylinder – the same engine platform found across the 790/890/990 Adventure and Duke lines. Only the 990 Duke has the 947cc version that makes a claimed 123 hp at 9,500 rpm and 76 lb-ft of torque at 6,750 rpm (up from 121 hp and 73 lb-ft on the 890 Duke R). The intake mixture is fed through a 46mm throttle body and compressed at a ratio of 13.5:1, the Bosch engine management system uses throttle-by-wire, and the 6-speed transmission is mated to a PASC slip/assist wet clutch. Spent gasses exit through a new stainless-steel exhaust that’s Euro 5+ compliant.
The liquid-cooled LC8c parallel-Twin is a workhorse engine that powers all KTM 790/890/990 Adventure and Duke models. The frame, subframe, and swingarm are new.
Wrapped around the 990 Duke’s engine is a new frame, subframe, and swingarm. The chromoly steel frame, which uses the engine as a stressed member, is stiffer for added stability and wider at the back to pass outside rather than inside the swingarm. To compensate for the stiffer frame, the diecast aluminum subframe allows more flex, and it now houses the airbox. The swingarm, which is constructed using gravity diecast aluminum and uses a closed-lattice rather than the previous open-lattice design, is 3.3 lb lighter than the 890 Duke R’s. Curb weight with the 3.8-gallon tank fuel is a svelte 395 lb.
The KTM 990 Duke has a stiffer frame while its swingarm allows more flex. The net result is more responsive handling.
Like the 890 Duke R, the 990 Duke is equipped with adjustable WP Apex suspension, but it has a new 43mm inverted open-cartridge fork with 5.5 inches of travel and a single gas-assisted rear shock that’s mounted directly to the top of the swingarm and has 5.9 inches of travel. Convenient fork-top adjusters offer five-click adjustability for compression (left leg) and rebound (right leg). The shock also has a five-position adjuster for rebound that requires a flat-blade screwdriver, and preload is adjustable using a spanner (both tools are in a kit under the seat; compression cannot be adjusted).
The KTM 990 Duke’s front wheel is shared with the 1390 Super Duke R Evo, and a new rotor mount saves 2.2 lb of unsprung weight. The 4-piston calipers are made by J.Juan.
The 990 Duke rolls on 17-inch cast-aluminum wheels shod with Bridgestone Battlax S22 tires (the latest S23s weren’t yet available for homologation). The front wheel is the same as the 1390 Super Duke R Evo’s, but the rear is slightly different because the 990 has a two-sided swingarm and the 1390 has a single-sided swingarm. Slowing things down are the same 4-piston radial front calipers with 300mm discs and 2-piston rear calipers with a 240mm disc as on the 890 Duke R, but a lighter connection between the front rotors and the wheel saves roughly 2.2 lb of unsprung weight. Cornering ABS with a rear-off Supermoto mode is standard.
The 5-inch TFT display uses intuitive graphics that show how different settings affect the motorcycle’s behavior.
In terms of technology, the 990 Duke has a new 5-inch color TFT display with a scratch- and glare-resistant bonded-glass screen, redesigned menus, and optional KTMconnect for smartphone pairing to allow access to navigation, audio, and phone calls. All lighting is LED and there’s a USB-C charging port. Rider electronics include three standard ride modes (Sport, Street, and Rain) and two optional ride modes (Performance and Track) that adjust throttle response, lean-sensitive traction control, and wheelie control. Track mode enables a10-level rear-wheel slip adjuster that can be adjusted on the fly, launch control, a lap timer, and telemetry functions. Cruise control, Motor Slip Regulation, and an up/down quickshifter are optional.
The 2024 KTM 990 Duke is nicknamed “The Sniper” and is available in orange or black.
The 990 Duke has also been restyled, with a more muscular, hunched-forward stance like the 1390 Super Duke R Evo. Both share a unique headlight design with stacked low and high beams in the center that are framed by a pair of DRLs shaped like curved talons. Compared to the 890 Duke R, the 990 Duke’s seat is angled up more in the front to prevent the rider sliding forward, is flatter, has new foam, and sits at 32.4 inches, down from 32.8 on the 890. The pillion seat was moved up by 0.8 inch to give the passenger a better view and more legroom.
Spain is one of the most mountainous countries in Europe and it has fantastic twisty roads.
My test ride on the 990 Duke was a romp in mountains above Almería, Spain, on a cold, clear February morning that was part of the “30 Years of Duke” press launch that included the 390 Duke and 1390 Super Duke R Evo. When we did a comparison test of KTM’s full Duke lineup in 2021, the 890 Duke was a staff favorite, “a standout machine that encourages you to test its handling and your nerve, and it consistently rewards the rider with confidence-inspiring feel and agility or a gentle prod where lesser machines fall short.” We described it as “a mustang, wild at heart, straining at the bit, and embodies the essence of the Duke series: immediate power and razor-sharp cornering stripped down to the barest of essentials.”
The KTM 990 Duke has a unique headlight design that’s shared with the 1390 Super Duke R Evo.
Is the 990 Duke even better? Yes and no. It is an exciting machine that provides a thrilling rush of power and has a light and balanced feel, a responsive chassis, and an excellent electronics package. The Duke’s steady evolution from the 790 to the 890 to the 990 is obvious, but the 990 feels like it just turned 40, suddenly thrust into middle age. As a seven-tenths scale Super Duke (at least in terms of engine displacement; the 990’s 123 hp is 65% as much as the 1390’s 190 hp), it demands more respect and has lost a bit of its free-spiritedness.
That’s not necessarily a bad thing. It’s just a shift in focus, and with the 790 Duke back in KTM’s lineup, it makes sense.
The KTM 990 Duke, all grown up and serious as a heart attack.
Our launch base camp was the Circuito de Almería, located in an arid region near the southern Spanish coast where many Spaghetti Westerns were filmed. From the track, we rode north into the mountains, climbing rapidly on a road with so many hairpins it felt like riding the Alps minus the tour buses. On such a tight, technical road, the 990 Duke felt like overkill. The 390 Duke we rode the previous day would have made more sense, or perhaps KTM’s 690 SMC R supermoto.
After we did our photo passes on a 1st-gear hairpin where I struggled to find my groove, we continued climbing to the top of the mountain. Down the other side, the curves opened up and the 990 Duke felt more in its element.
The KTM 990 Duke is light, powerful, and agile.
On a short ride on public roads, some of which were wet or lightly glazed with ice, I didn’t try out the Performance or Track modes, or the new launch control. The Street and Sport modes provided plenty of excitement, and the more I rode the 990 Duke, the more I fell under its spell. Allow me to reiterate two key specs: 123 hp and 395 lb. That power is delivered in a direct but very manageable way to the rear wheel, which is attached to a lightweight motorcycle with a retuned chassis that ensures steering inputs hit the bullseye. Admirable qualities, but also ones that encourage a high rate of speed.
Compared to the 890 Duke R, the KTM 990 Duke’s seat is flatter and 0.4 inch lower.
I’ve tested enough KTMs to become accustomed to its menus and appreciate the intuitive illustrated motorcycle graphics that show how different settings affect vehicle dynamics. The new switchgear on the 990 Duke is easy to use, but there are too many steps involved in changing modes and settings on the fly. A simple “mode” button that would allow a rider to quickly toggle between ride modes would simplify the process.
So 990 may be the magic number. Nearly 20 years ago, the KTM 990 Super Duke was the first big-bore streetbike made by a small Austrian company known for its dirtbikes. Since then, KTM has become Europe’s largest motorcycle manufacturer, the Super Duke has gotten super-er, and the 990 Duke honors that legacy.
On the northern tip of Keweenaw Peninsula, West Bluff provides a sweeping view of Lake Superior and Copper Harbor, Michigan – a great spot to stop along this Michigan Upper Peninsula motorcycle ride. Photos by the author and Craig Moll.
As a resident of Minnesota with incurable wanderlust, I’ve visited Michigan’s Upper Peninsula a few times, including doing the 1,300‑mile Lake Superior Circle Tour twice. But one area of the Upper Peninsula – known locally as the “U.P.” – I had yet to explore is the Keweenaw Peninsula, a 150‑mile‑long wedge of land that looks like a long dorsal fin jutting into Lake Superior. Before Old Man Winter brought an end to the riding season, my friend Craig and I squeezed in a mid‑October ride, making a big loop around the U.P. where we enjoyed the area’s rich history, unparalleled scenery, and excellent motorcycling roads.
We met up just east of Minneapolis in Hudson, Wisconsin, on a cool, clear autumn day. Craig was on his KTM 890 Adventure, and I was on my Harley‑Davidson Pan American, which I call “Dirt Glide.” With no rain in the forecast, we were excited to hit the road.
Lake Superior, which is the largest freshwater lake in the world by surface area and the third largest by volume, forms the northern shoreline of Michigan’s Upper Peninsula.
We crossed into Michigan on U.S. Route 2 and continued northeast on M‑28 to Lake Gogebic, the state’s largest inland lake. The long, finger‑shaped lake is a popular spot for outdoor activities year‑round. It has 13,380 acres of good fishing water, and there are plenty of opportunities for hiking, mountain biking, hunting, camping, and winter sports. Surrounded by vast hardwood forests, it’s a great place to see fall colors. It also gets an annual snowfall of nearly 300 inches and has an excellent snowmobile trail system.
Chuck and Craig at Sand Point on the Pictured Rocks National Lakeshore.
For motorcyclists, a loop around Lake Gogebic is an enjoyable scenic ride. M‑64 hugs the western shore, and East Shore Road hugs the other side, and there are parks, lodges, and dining options dotted along the nearly 40‑mile route. At the lake’s northern end at the junction of M‑28 and M‑64 is Bergland, which has places to eat, drink, and stay, as well as a museum highlighting the local history of mining, logging, and sports.
U.S. Route 41 runs the length of the Keneewaw Peninsula, from Baraga to Copper Harbor. In the fall, the changing leaves create a tunnel of color. Photo credit Danita Delimont / Adobe Stock.
After enjoying the scenery of the lake, we continued up M‑64 to the Porcupine Mountains Wilderness State Park, Michigan’s largest state park and home of the Lake of the Clouds. Covering 60,000 acres with 35,000 acres of old‑growth forest, the park has waterfalls, rivers and streams, hiking trails, a campground, and miles of scenic Lake Superior shoreline.
Our ride up to the Lake of the Clouds scenic overlook was rewarded with a kaleidoscope of fall colors and scenery that lives up to the lake’s name. After a few photos, we were back on the bikes and followed M‑64 along the southern shore of Lake Superior to Ontonagon, where we turned inland on M‑38 to M‑26, which runs up the center of the Keweenaw Peninsula, also known as the Copper Country region.
Located in Porcupine Mountains Wilderness State Park along the shore of Lake Superior, Lake of the Clouds is idyllic.
At Houghton, we crossed the Portage Lake Lift Bridge and continued north on U.S. Route 41. With the sun fading, we rode to our overnight destination at the AmericInn in Calumet. The hotel is within walking distance of restaurants, stores, and the Keweenaw National Historic Park, which showcases the area’s 7,000‑year history of copper mining.
We wandered through Calumet, a small town that was in the heart of Michigan’s copper mining industry. Its historic downtown has gift shops, galleries, coffee houses, saloons, and restaurants. We made our way to the Michigan House Cafe & Red Jacket Brewing Co., which is in the former Hotel Michigan that was opened by Bosch Brewing in 1905. Today, it’s a restaurant and brewpub, and the Oatmeal Express stout was the perfect choice for a fall evening.
In the mid-1800s, Eagle River was a thriving mining town on the north shore of the Keneewaw Peninsula. We enjoyed a scenic shoreline ride on M-26 from there to Copper Harbor.
The next morning, we availed ourselves of the AmericInn’s complimentary breakfast and trudged out to our frost‑covered bikes. We continued riding on U.S. 41 in a northeasterly direction to Phoenix, where we turned due north on M‑26, which curves its way along the Lake Superior shore, offering amazing views and passing through nature and wildlife sanctuaries.
Before the town of Copper Harbor, we turned on to Brockway Mountain Drive, which gradually climbs up and over an eroded volcanic prominence that rises 720 feet above Lake Superior’s waterline. At West Bluff, we stopped to admire an unbelievable vista of the big lake to the north and the fall‑colored forest to the south.
Cinder Pond Marina is part of the charming waterfront in Marquette.
We cruised back downhill to Copper Harbor, Michigan’s northernmost town, which overlooks its namesake port near the outer tip of the Keweenaw Peninsula. Surrounded by Lake Superior, its microclimate is cool in the summer and relatively mild in the winter. Copper Harbor has a fascinating history, and the town is a great base camp for exploring the peninsula or a launching point for trips to Grand Isle National Park.
After gassing up, we headed south on U.S. 41 and then Gay Lac La Belle Road to the Bete Grise Wetlands Preserve and the southern shore of the Keweenaw Peninsula. We stopped for lunch in Houghton, which is located on the Keweenaw Waterway that cuts across the peninsula and was once at the epicenter of the region’s copper industry.
The massive concrete-and-steel Lower Harbor Ore Dock is one of the most iconic landmarks in Marquette. Photo credit ehrlif / Adobe Stock.
We rode south on U.S. 41, which runs along the western shore of Portage Lake and then Keweenaw Bay to L’Anse, where we returned to the mainland of the U.P. We followed U.S. 41 east to Marquette, a Lake Superior port city known for shipping iron ore from the Marquette Iron Range. With a population of 20,000 and home to Northern Michigan University, Marquette is the largest city on the U.P. We pulled into the Hampton Inn Marquette/Waterfront, which lives up to its name with an amazing view of sailboats and other vessels carving up the bay. Being a lively college town, Marquette has numerous bars and restaurants to choose from. We had dinner at the historic Vierling Restaurant & Marquette Harbor Brewery, named after Martin Vierling, who built the building in 1883 and ran a “gentlemen’s saloon” at the location until Prohibition. Renovated and reopened in the 1980s, the establishment has a historic wooden bar with large windows overlooking the harbor.
Firing up the bikes the next morning, we rode east on M‑28 to Munising and then on H‑58 for a few miles to Pictured Rocks National Lakeshore. We rode up to Sand Point, which has nice views across the water to Grand Island, a national recreation area.
More ships have been lost in the vicinity of Whitefish Point, also known as the “Graveyard of the Great Lakes,” than anywhere else on Lake Superior.
The road to Munising and Sand Point was good, but the winding curves of H‑58 rivaled some of the best roads we’ve ever ridden, with extensive twists and turns carved through the forest and along the Lake Superior shore. We continued east to M‑123 to visit Tahquamenon Falls State Park, which covers 50,000 acres. The Upper Falls is one of the largest waterfalls east of the Mississippi River and is about 200 feet across and drops 50 feet. The Lower Falls are a series of smaller falls cascading in many directions.
East of the park, we made our way up to Whitefish Point, which is known as the “Graveyard of the Great Lakes” and home of the Great Lakes Shipwreck Museum. There have been 550 known shipwrecks in the area, and at least 200 of them are off Whitefish Point, including the famous SS Edmund Fitzgerald, which sank in 1975 and was memorialized in a popular song by Gordon Lightfoot.
On the southern, Lake Michigan side of the Upper Peninsula, Fayette State Park is a restored 19th century iron-smelting village with 22 historic buildings, a museum, and a visitor center.
We made our way to the southern side of the U.P. on the northern shore of Lake Michigan, where we spent the night in Manistique, a recreational mecca for boating, fishing, camping, and snowmobiling. In the morning, we rode south on the Garden Peninsula to Fayette State Park, which overlooks Big Bay De Noc and was home to one of the U.P.’s most productive iron‑smelting operations during the 19th century. When the iron market declined, the Jackson Iron Company shuttered its operation in 1891.
Our return route west on U.S. 2 took us to Iron Mountain, home of the Pine Mountain Ski Jump and the annual Continental Cup, one of the world’s best ski jumping events.
Tahquamenon Falls State Park has 35-plus miles of trails and multiple viewpoints for the Upper and Lower falls.
Next we wanted to check out an interesting phenomenon called the Paulding Light, a mysterious light that appears at the end of a deadend road in a valley located between the towns of Pauling and Watersmeet off U.S. Route 45. The light has been reported since the 1960s, and various legends claim the light is the result of paranormal activity, the ghost of either a railroad brakeman who died in a train collision, a murdered mail courier, or a Native American dancing on powerlines.
Craig and I arrived at the location at dusk and waited for the light. At first we saw nothing, and then…wait…what’s that? Sure enough, a faint light appeared off in the distance above the tree line. Off and on it went, so we decided to pursue this mystery for ourselves. We rode down a steep, sandy, rock‑strewn powerline road to a narrow, rickety bridge that crossed a creek. As I hit the partially rotted bridge, I thought, Pan Am, don’t fail me now! Charging up the hill on the other side, we attempted to find the source of the light but to no avail. In 2010, students at Michigan Tech said they solved the mystery, claiming the Paulding Light is caused by headlights on a faraway highway. I like the ghost stories better.
One of our favorite parts of touring around Michigan’s Upper Peninsula was the many roadside waterfalls, creeks, and overlooks where we could stop and take a few quiet moments to appreciate nature’s beauty.
The next day, we returned home. It’s always bittersweet when a fun motorcycle trip comes to an end, but the great thing about exploring a new area is knowing we can always come back for more. Michigan’s Upper Peninsula offers seemingly endless opportunities for riding and recreation, with a rich vein of history that runs through the area like its deep deposits of copper and iron.
Over the past couple years, German helmet maker Schuberth has completely redesigned its lineup of motorcycle helmets. In the past, we’ve reviewed Schuberth’s modular helmets: the C5 and ADV-style E2. The S3 is a full-face helmet based on the same architecture, its shell manufactured using directly processed fiberglass combined with a special resin that’s compressed in a vacuum at high pressure. Like the C5 and E2, the S3’s shell also has a basalt layer for added strength and impact absorption.
Photo by Kevin Wing
Designed to meet Europe’s latest ECE 22.06 helmet safety standard, the S3 reaches high benchmarks for protection and has a large eyeport for better visibility (the S3 is also DOT approved). Inside the shell is a dual-density EPS liner, an intermediate-oval head shape, and a new comfort liner with customizable pads. Optional “sport” and “comfort” cheek pads and replaceable rear pads can make the interior more round or more oval. The S3 also has the Schuberth Rescue System, which allows first responders to extract the cheek pads to facilitate removal of the helmet.
Other features include an optically correct faceshield with a Pinlock anti-fog insert, a repositioned chinstrap to reduce pressure near the throat, an anti-roll-off system, a double chin air intake with an exchangeable filter, a new rear spoiler with an air extractor, and a new V-lock sunshield mechanism.
The S3 is also prewired for the optional SC2 Bluetooth 5.0 communicator (sold separately), which is made by Sena and based on the 50S with voice activation and mesh networking. HD speakers and an antenna are built into the helmet. A remote-control unit clicks into the left side of the helmet, and the SC2 main unit with a rechargeable battery plugs into the back of the helmet.
Fit and comfort are excellent, and weight is reasonable: The size Medium we tested is 3 lb, 14 ounces. While testing naked bikes for a comparison test, the S3’s slippery shape moved through the air with no buffeting, and during head checks to the side there was no unpleasant noise or wind pressure. Thanks to the aerodynamic shell and well-padded neck roll, the inside of the helmet remains reasonably quiet. The only issue I had with the S3, as well as the C5 and E2, is that it’s easy to inadvertently knock the vent on the chinbar closed when putting on the helmet or opening/closing the faceshield.
The Schuberth S3 comes in Concrete Gray (shown), Matte Black, or Glossy White for $599, as well as the Storm graphic in three colorways (blue, silver, or orange) for $699. Available sizes are XS-3XL.
Testing is all done from the Circuit de Barcelona-Catalunya as the second round of the MOTUL FIM Superbike World Championship awaits. An action-packed test with stories up and down the pitlane made for very interesting reading. A new rivalry in prospect, new tech on show and test riders in abundance, all five manufacturers had multiple stories to tell.
Nicolo Bulega (Aruba.it Racing – Ducati): “Alvaro’s a motivation… your teammate is always the first one you want to beat”
Under the lap record, Nicolo Bulega was on the pace once again in testing: “I tried for the 1’39 but in the afternoon, after lunch, the track condition was worse with more humidity; I think it was more difficult. I don’t feel pressure; it gives me a lot of motivation and makes me proud. It’s important to me because when you’re fast, you understand that we’re working in a good direction with my team. Alvaro here is very, very fast; last year, he was incredible! If I can try to stay in front of him, it can be an incredible result for me. Normally, when you have a strong teammate, it’s always good for the other one. It’s good to have Alvaro, he’s a motivation and your teammate is always the first one you want to beat for everybody. You have the same bike, team and for sure, if I can stay in front of him or him in front of me, it’s a good motivation.”
Jonathan Rea (Pata Prometeon Yamaha): “Paul’s been amazing, an integral part… I feel like we can fight for a podium”
Talking about all things Yamaha, Jonathan Rea stated: “Since I’ve joined, Paul Denning’s been amazing. You think the issues and results we had at Phillip Island people would be a bit flat. It’s where I felt the strength in my previous team was, where you think the chips are down and people start looking at you to make the difference. This team’s amazing, it’s the same or better where people get behind you and Paul’s an integral part of bringing that atmosphere. He always gets involved, wants to know what’s going on, which is nice. It’s always nice to please the boss. You feel a bit like a dog: you always want to please your owner… that’s what it’s like as a motorbike rider, you always want to please your team manager and crew chief and make people happy. I feel like a dog, basically! I want to finish three races and score good, strong points. To race for the win here, we need some improvements. I feel like we can fight for a podium.”
Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team): “I tried many new parts… finally, I feel very good with the grip. We’re ready to race!”
Making a decision about what swingarm he prefers, Toprak Razgatlioglu said: “For P1, I was very close but anyway, I’m very happy. Today, we focused on race pace and finally, I feel very good with the grip. I did a short, 11-lap race simulation with all the laps in the 1’41s. After, when I felt the bike was ready for the race, I put two Q tyres at the end of the day and the second one, I rode a little bit better. My last run was three laps and I did 1’40.1s, 1.40.4 and 1.40.8, which is good. In general, I’m happy and so is the team; we found some good grip and we’re ready to race. The last run was with the old swingarm but with a different shock, the new front forks, different linkage so I tried many parts. Old and new swingarms are close but I’m happier with the old one. It’s a small change, maybe psychological but I’m happy anyway. It’s my dream to win here because I’ve never won here, the tyre is so important. I’ll try to do my best!”
Alvaro Bautista (Aruba.it Racing – Ducati): “The feeling with the bike wasn’t very good… this year is different”
A Turn 10 fall and losing the positive feeling of day one, Alvaro Bautista struggled: “We ended not how we expected to; since this morning, I felt it was more difficult than yesterday as there was less grip. I had this feeling all day and the feeling with the bike was not very good. Physically I am back, but yesterday I improved my feeling during the day, but today I started worse than yesterday and never got that feeling back. Especially on turning, with the gas, I struggled a lot and I had to use my strength. The rear grip was not too high either, I was spinning a lot. That was my main problem, the rear didn’t help me, so I struggled a lot. One thing is the test, and another is the race weekend. In last season’s test, I felt much better and the pace was much stronger. This year is different. Physically, I’m OK after my crash; Bulega’s time is not bad, he’s very strong in one lap”.
Andrea Iannone (Team GoEleven): “It’s just the beginning… we have good potential”
‘The Maniac’ was on his fourth different track and once again, fast and inside the top four: “The goal is always similar, I’m a rookie here and it’s just the beginning. Everyday I learn something, tyres, setup, electronics… Every test and every day is much better for me, because I started very far. Everyone here have been riding non-stop for 20 years, I stopped four years, and it’s not easy to recover. But I’m happy. We have a good potential, but the race is always the race. Generally, in the test I struggle more than in the race, but we will see.”
Iker Lecuona (Team HRC): “I can say I prefer the old swingarm”
Going back to an older spec, underslung swingarm, Iker Lecuona – who still isn’t fully fit – spoke about his latest feeling with the Honda: “We tried the new items which are a question for us; I could take data for the team, which is positive. The second day felt more comfortable on the bike so it was less painful for the shoulder but in the end, the last run was more aggressive and braking for Turn 10, it was more painful and it felt like a big punch in the shoulder. I said ‘OK, let’s finish for today’; at the end, it wasn’t nice to not do many laps but now it’s time to recover and be ready for next week. I can say I prefer the old swingarm; we need to confirm that with the data because we need to change more items on the bike to use it, as it’s old but it has some positive points that right now, we need to talk to the team and the Japanese engineers, to see if we can use it or not and what we need to do to feel more comfortable.”
Michele Pirro (Ducati Superbike Test Team): “I tried different solutions for Alvaro’s weight, engine parts and bike balance… I hope to come to WorldSBK once or twice”
Part of the Ducati Superbike test team, Michele Pirro detailed what he tried and why we could see him again soon: “It’s after a long time that I come back to WorldSBK, in fact, five years! It was a good impression because I used the Panigale V4 R and Pirellis. I got data to try and help Alvaro and others but also to develop the bike for the future. The other manufacturers push very hard and the level is very high. I tried different solutions for the weight of Alvaro, engine parts and the balance of the bike. I wasn’t so far away from the fast riders, so I’m happy with the first test with a Superbike after a while. I hope I continue with Superbike, maybe another test, perhaps at Misano. Maybe I want to come back for some races but we’ll see! I enjoyed it and we’ll check with Ducati! I enjoyed it with the other riders too; maybe this year, it’s not possible for me to do a wildcard in MotoGP™ and I hope to come to WorldSBK once or twice. I see Nicolo very well; he’s riding well, a good guy and fast. It’s very impressive, also the other riders but Nicolo is a good talent and a very good rider.”
Axel Bassani (Kawasaki Racing Team WorldSBK): “If we start from row two or three, we can fight for a good position”
Axel Bassani completed two days of testing for Kawasaki, finishing 16th on combined times and struggled until the end, when he found form: “During the day, it was the same as day one; yesterday: we found something in the last three laps which is good because finally, we arrived with a race tyre to do a really good lap, better than with the SCQ. We need to start from here to understand things for the race weekend. It’s not easy but it’s part of the job; we are here, we need to test and we’re doing it. We found some confidence with the front but we have to work a lot on the rear with the turning on the bike. We’re losing a lot of time in the long corners. I’m looking to do a good Superpole because if you start in P15 or P16, then it’s impossible to fight with the top guys. If we start from row two or three, we can fight for a good position.”
ROUND 2 OF THE NEW ERA AWAITS: enjoy it all LIVE with the WorldSBK VideoPass!
Alex Lowes (Kawasaki Racing Team WorldSBK) had a mixed day of testing at the Circuit de Barcelona-Catalunya, finishing in ninth place with a best time of 1’40.985s but suffering two crashes when he lost the front, damaging his ZX-10RR. The first crash occurred just before the halfway point of Day 2, which featured a slow start due to overnight rain, with riders generally heading out an hour into the day which began at 10:00 Local Time (UTC+1). He was still optimistic despite the crashes, after his strong race pace he showed throughout the test.
The Championship leader was one of the exceptions to riders not going out early, with the #22 one of the first to head out, around 45 minutes into the day, for a couple of expletory laps. He then began his testing programme in earnest, racking up 77 laps as he finished in the top ten for KRT, once again leading their charge as the Championship leader looks to continue his strong form from Australia after his double Down Under in the season-opener.
Explaining his crash and his day, Lowes, who ventured out on track around an hour after, said: “It was good and busy. I worked a lot today. It’s always hard because people are putting tyres in. I did a race simulation, trying to look after the tyres especially the front; this track seems quite low grip and critical on the front. I was happy with my consistency in the race run, it was certainly a lot better than last year with similar conditions. We’re making steps forward but so’s everyone else. I was happy enough. The steps we made with the bike were good. I used a SCQ at the end, but the second last exit wasn’t really ready for it, so my three laps were all the same. I didn’t go any faster on the Q. My crashes were just small front-end crashes. They were my fault. We’re trying stuff on the bike, electronics, so maybe the setting we had didn’t work.”
Overall, across the two days, the British rider racked up nearly 150 laps, with the four-time race winner focusing a lot of his time on the Catalunya Round next week, declaring after Day 1 he had an improved feeling at this venue compared to other years. His two crashes on Friday were his third of the test, following a slow spill at Turn 10 when on 18-lap old tyres on Day 1. Despite his three falls, he was optimistic about the upcoming round.
He added: “I think my pace is good, but until we get there, we don’t know. It’s been good because, Australia with the new surface was really grippy and this is one of the least grippy tracks. It’s important to come here, get a feel for the stuff we tried in the winter; the electronics and the setting, more the setting than the software as it’s a lot different to last year. I’m a lot happier now I know it works. I did the race simulation today; I’ve got the experience of that. We’re definitely better prepared even though I had a couple of crashes. I’m happier after the test than before the test because we didn’t know what to expect.”
What can Alex Lowes achieve next week during the Catalunya Round? Find out using the WorldSBK VideoPass!
The Supported Test for the MOTUL FIM Superbike World Championship field concluded on Friday at the Circuit de Barcelona-Catalunya with a disrupted day due to overnight rain leaving the circuit damp. Nicolo Bulega (Aruba.it Racing – Ducati) went a tenth under the existing lap record, as did Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) in the final hour of the day to ensure he remained on top for yet another test day with the pair separated by almost nothing.
DUCATI ON TOP: lap record pace for Bulega, as Petrucci found something on softer tyres?
Bulega was once again under a lap record as he set a 1’40.172s to snatch top spot away from Danilo Petrucci (Barni Spark Racing Team) initially, with the #9 running in P1 until Bulega usurped him with around 45 minutes left to go under the existing record of 1’40.264s set by his teammate last year in the Tissot Superpole session. Despite Petrucci’s strong pace, two technical problems earlier in the day as well as a crash when on course to improve his time disrupted the Barni Ducati rider’s plans. He was able to show impressive speed across a range of tyres, initially moving up to fourth on the standard SCX but with the new front tyre from Pirelli before he was usurped by Bulega. Alvaro Bautista (Aruba.it Racing – Ducati) put his Panigale V4 R in 16th place, more than a second back from ‘Bulegas’, while Michele Pirro, for the test team, was also inside the top ten. Bautista had a small crash at Turn 10 in the final stages of the day, with the left-hand corner catching a few riders out.
Andrea Iannone (Team GoEleven) was fourth and quick at yet another circuit; this time, one he hasn’t been to on a Superbike machine, although an issue at Turn 5 in the final half an hour impacted him. Despite this, he returned to the track afterwards and found time to claim P4, while Sam Lowes claimed seventh on another strong day for the rookie. Michael Ruben Rinaldi (Team Motocorsa Racing) was in tenth place, posting a 1’41.020s, with the #21 starting his test later than others as he waited for the track to dry up.
RAZGATLIOGLU P2 AS LEAD BMW: will the Turk be in the mix come the round?
Despite finishing just shy of top spot, Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) was the lead BMW rider, taking second place and, like Bulega, going under the lap record with a 1’40.199s and completing 75 laps. The #54 is still searching for more engine brake on his M 1000 RR machine, while he also compared two different swingarms today. Teammate Michael van der Mark was narrowly inside the top ten with the Dutchman attempting both a time attack and a race simulation on Day 2. Both Bonovo Action BMW riders finished outside the top ten, with Garrett Gerloff in 12th and Scott Redding in 17th.
REA IN THE TOP THREE: another strong day as Rea builds confidence again
Jonathan Rea (Pata Prometeon Yamaha) was quick on Day 1 and continued that on Day 2 with fifth place, setting a 1’40.772s and finishing only 0.6s off Bulega’s best time. With the test about allowing the #65 to re-find his confidence, it looks like he’ll be fighting at the sharp end at next week’s round. Teammate Andrea Locatelli, suffering pain in his knee from his Australia Race 2 highside, was inside the top six following a late improvement, despite a technical issue in the final couple of hours, but and less than a tenth off his teammate. It was a strong day for the GYRT GRT Yamaha WorldSBK Team too, with Remy Gardner often inside the top five but dropping to P11 after his day concluded 30 minutes early and Dominique Aegerter in contention two places behind. Philipp Oettl (GMT94 Yamaha) made progress from Day 1 as he climbed to 21st place, 2.1 seconds away from P1, with Bradley Ray (Yamaha Motoxracing WorldSBK Team) the last of the Yamaha riders in 23rd.
TWO CRASHES FOR ALEX LOWES: on top at KRT despite a couple of tumbles
Alex Lowes (Kawasaki Racing Team WorldSBK) was again Kawasaki’s top rider at the test, but his day was disrupted by two crashes. The first came at Turn 5 in the morning while the second was at Turn 10 in the afternoon; on this occasion, he was able to ride back to the pits. His best time was a 1’40.985s with 77 laps completed. On the other side of the box, Axel Bassani, still working with Marco Melandri during this test, was outside the top ten after setting a 1’41.551s and racking up 78 laps. Tito Rabat (Kawasaki Puccetti Racing) was just behind the #47 after the Spaniard spent Day 1 working on race simulations, with Rabat taking 18th place.
TRICKY FOR HONDA: outside the top ten, Lecuona ends day early
Xavi Vierge (Team HRC) was the lead Honda rider again on Day 2 of the test, with the Japanese manufacturer battling back from a difficult Day 1 where they had technical problems with both riders at the same time. Vierge finished in 19th place with a best time of 1’41.804s, while teammate Iker Lecuona was almost a second down on the #97. Next door at the PETRONAS MIE Racing Honda outfit, Tarran Mackenzie worked with new crew chief Mick Shanley for the second day, after declaring Day 1 to be one of his most enjoyable and productive days. He was in 22nd place with a best time of 1’42.371s, while teammate Adam Norrodin was around 0.8s back from the Brit.
The top ten from Day 2 in Barcelona. Full Day 2 results HERE and combined results HERE:
1. Nicolo Bulega (Aruba.it Racing – Ducati) 1’40.172s
2. Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) +0.027s
3. Danilo Petrucci (Barni Spark Racing Team) +0.429s
4. Andrea Iannone (Team GoEleven) +0.490s
5. Jonathan Rea (Pata Prometeon Yamaha) +0.600s
6. Andrea Locatelli (Pata Prometeon Yamaha) +0.676s
7. Sam Lowes (ELF Marc VDS Racing Team) +0.772s
8. Michael van der Mark (ROKiT BMW Motorrad WorldSBK Team) +0.789s
9. Alex Lowes (Kawasaki Racing Team WorldSBK) +0.813s
10. Michael Ruben Rinaldi (Team Motocorsa Racing) +0.848s
A NEW ERA HAS IGNITED: watch every moment from the Catalunya Round using the WorldSBK VideoPass!
Danilo Petrucci (Barni Spark Racing Team) was one of the stand-out names on Day 2 of the Supported Test as he finished in third place, after running in top spot during the afternoon before being demoted by Nicolo Bulega (Aruba.it Racing – Ducati) and Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team). However, his day wasn’t simple at all, with two technical issues and a crash hampering his progress but he was still able to show impressive speed to be towards the front at a track he hasn’t enjoyed strong results at in the past.
He initially went into the top four using a combination of the standard SCX tyre and the new front SC1, but then went even faster on the SCQ later to set a 1’40.801s and claim first place provisionally, although he was moved into second place by Bulega’s lap-record breaking pace and then a place further by Razgatlioglu. Despite the red-hot lap times, Petrucci had two technical issues and a crash which cost him valuable running time at a circuit where he took 12th in Race 2 here last year, and a best in MotoGP™ of third in 2019, although he was generally in the lower end of the top ten throughout his career here.
Discussing his issues and crash, he said: “The first part was not busy, because I pushed the bike out of the gravel a couple of times. We had a problem with this morning, a bit of rain and we waited a bit, and then we had this issue with the number one bike. We had to start the day quite late but then we’ve been able to recover so well. I was worried about my lap time with the SCX and the SCQ. I could’ve been better but, on the second attempt, I crashed at Turn 10. On the second try, I put on another tyre because I wanted to do a Superpole Race simulation with the qualifying tyre, and I was improving my lap time, but I crashed at Turn 10.”
Despite the issues plaguing him on Friday, he’ll be in a confident mood heading into the Catalunya Round as he looks to add to his podium tally. Although he was unable to complete a race simulation on Day 2 due to the lost time, ‘Petrux’ explained how he felt like the team were in a good way heading back into next week’s round.
He added: “Because we didn’t have so much time, we wanted to try a race simulation, but we were unable. I think we’re in good shape. The tyre wear here is the main thing so you can be fast, but you need to be faster at the end of the race as your pace can drop one or two seconds. I’m satisfied. I’m happy because I’m trying to understand the tyre. It’s really good to go with a lot of speed inside the corner and Bulega is really good at it. I need to try to smoother on the throttle and carry more speed in the corner. I did the lap time with the new front tyre, and I like it. I was a little bit overriding the bike and I was really trusting the front tyre too much, because it was so good!”
Can Petrucci fight for a podium during the Catalunya Round? Find out using the WorldSBK VideoPass!
Bringing you the Best Motorcycle News from Around the Web!
We use cookies to ensure that we give you the best experience on our website. If you continue to use this site we will assume that you are happy with it.Ok
