Husqvarna’s entry to the streetbike market is widening with the Austrian manufacturer unveiling overnight another take on the already quite avant-garde Svartpilen 701 with a spin-off model called the Svartpilen 701 Style.
Husqvarna Svartpilen 701 Style
The Svartpilen 701 Style is even a little more radical than the model it is based on with what Husky are calling ‘appealing future “derivatives” for a ‘Special edition’ of the Svartpilen platform within the brand’s existing colours framework’.
Husqvarna Svartpilen 701 Style
Yeah I don’t know what they are on about with that obfuscation either… But here, let them continue, make of it yourself what you will…
Husqvarna Svartpilen 701 Style
Several solutions were worked on during the design phase, but bronze was the colour of choice and was so striking, the decision was taken to make the model more widely available.
Husqvarna Svartpilen 701 Style
The bike is a mix of technicality and premium aesthetics. The matt silver and high gloss black reinforce the original “Special edition” plan for this bike, supported by graphics that are a creative mix of the #svartpilen701 production model and the original #svartpilen701 show bike. Several parts were added, like the bar end mirrors, which lower the bike’s visual appearance and make it look a little meaner.
Husqvarna Svartpilen 701 Style
The spoked wheels are a qualitative add-on, giving the bike a more rugged look, while the CNC-machined footpegs add an extra touch of premium quality and attention to detail.
Husqvarna Svartpilen 701 Style
Aluminium badges were added on the tank “pills” to support the high-end livery and also offer protection for the tank covers.
Husqvarna Svartpilen 701 Style
This new addition to Husqvarna Motorcycles’ street range is uniquely stylish, and like the #svartpilen701 model it evolved from, it is there to re-ignite a passion for motorcycling through the raw and exhilarating experience of riding it.
Future use of Desmosedici GP19 aerodynamic device allowed.
Image: Supplied.
The MotoGP Court of Appeals has handed down its decision on a number of protests lodged against a selection of Ducati riders at Qatar’s season opening round, confirming Andrea Dovizioso (Mission Winnow Ducati Team) will retain his victory.
Technical protests concerning the use of aerodynamic devices on the rear swing arm of Ducati Desmosedici GP19s were lodged with the MotoGP stewards by Team Suzuki Ecstar, Repsol Honda, Red Bull KTM Factory Racing Team and Aprilia Racing Team Gresini.
The protesting teams considered that the device was primarily an aerodynamic device and therefore not compliant with the MotoGP technical regulations. The protests were initially rejected before being referred to the MotoGP Court of Appeals.
A hearing last Friday resulted in the protests being announced as admissible, however the request to declare the device illegal and ban its use in future races was rejected, while the provisional results were confirmed as final.
Frenchman reigns supreme at Seattle’s AMA Supercross.
Image: Supplied.
Monster Energy Yamalube Yamaha Star Racing’s Dylan Ferrandis has been overwhelmed with emotion after clinching a career-first 250SX West victory at Seattle’s stop of the 2019 Monster Energy AMA Supercross Championship.
The Frenchman transferred from the MX2 World Championship to pursue a career on the AMA pro circuit with the factory Yamaha squad in 2017, scoring a number of podiums in his transition to supercross racing, however was yet to experience a triumph in the discipline until Saturday night.
Ferrandis put on a gritty display, inheriting the lead in the early stage while fending off a charge from points leader Adam Cianciarulo (Pro Circuit Monster Energy Kawasaki) in the closing laps.
“For sure the emotion is at its maximum tonight,” Ferrandis stated. “It was a big moment for everybody to finally get this first 250SX win. We were waiting for it for so long and finally made it happen. The feeling is really awesome.
“The bike was really good tonight. We made some changes on it between practices to get the best bike as possible for the track condition. The track wasn’t that difficult this weekend at Seattle even though some rhythms were a bit tougher than other ones. The most difficult part about this race was myself.
“I’m not used enough to leading a race so I did not want to make mistake and was not riding at 100 percent because of that. But I am very happy to take this win tonight. It gives me more confidence for the next upcoming races now that I know I’m able to win a Supercross race in the US!”
The number 34 is currently positioned second in the standings, 12 points shy of Cianciarulo.
After the disastrous fire wiped out the majority of the MotoE machines, along with the equipment required to charge and maintain them, a new revised 2019 MotoE Calendar schedule has been confirmed. The calendar will retain six races and MotoE will be back in business at a test in June at a circuit to be confirmed.
Taree’s World Endurance Champion Josh Hook will contest the inaugural MotoE Championship
The fledgling new racing category for battery powered motorcycles, the FIM Enel MotoE World Cup, was originally slated to get underway at Jerez over the first weekend in May, in conjunction with round four of the MotoGP World Championship. Under the new 2019 MotoE Calendar the first race of the 2019 MotoE season will now take place at the HJC Helmets Motorrad Grand Prix Deutschland in July, at Sachsenring.
Niccolo Canepa
The next two events are set for the Red Bull Ring and Misano World Circuit Marco Simoncelli respectively, the latter of which will remain a double header.
Taree’s World Endurance Champion Josh Hook will contest the inaugural MotoE Championship
It won’t be the season finale, however, as the last round of the Cup will now take place at the Circuit Ricardo Tormo in Valencia, where there will be another two races to end the inaugural MotoE season.
Nico Terol
As previously stated, Jerez will not host MotoE as part of the Gran Premio Red Bull de España and the revised calendar confirms that MotoE will not race at Le Mans.
Alex De Angelis
The exact causes of the fire that destroyed the majority of the equipment for the Cup remains under investigation.
Fire forces early conclusion to MotoE Test
For now, save the date for the season opener at the German Grand Prix on the 7th of July.
2019 MotoE calendar
Race 1 – July 5th -7th – Sachsenring, Germany
Race 2 – August 9th -11th – Red Bull Ring – Spielberg, Austria
Races 3 & 4 – September 13th -15th – Misano, San Marino and Riviera di Rimini
During the MotoGP race at the season opener in Qatar on 10 March 2019, technical protests concerning the use of a device on the Ducati machine were lodged with the FIM MotoGP Stewards by Team Suzuki Ecstar against #43 Jack Miller (Ducati), by Repsol Honda Team against #4 Andrea Dovizioso (Ducati), and by Red Bull KTM Factory Team and Aprilia Racing Team Gresini against #9 Danilo Petrucci (Ducati).
The protesting teams considered that the device was primarily an aerodynamic device and therefore not compliant with the MotoGP technical regulations. After a hearing, the four protests were rejected.
The same four teams then lodged appeals against the MotoGP Stewards’ decision to the MotoGP Appeal Stewards and a further hearing was conducted. The MotoGP Appeal Stewards determined that further technical evaluation was required and that this was not possible under the circumstances. They therefore decided to refer the matter to the MotoGP Court of Appeal in accordance with Art. 3.3.3.2 of the applicable Regulations.
Following a hearing in Mies on Friday 22 March, the MotoGP Court of Appeal handed down its decision today 26 March and the parties (the four appellants, Ducati and the FIM) have
been duly notified.
On these grounds, the MotoGP Court of Appeal rules that:
The appeals filed by Team Aprilia, Team Suzuki, Team Honda and Team KTM are admissible.
The provisional race results are confirmed and are declared as final.
The request to declare the Device illegal and ban its use in future races is rejected.
Andrea Dovizioso and the swingarm aerodynamic device
Teams can appeal further
An appeal against this decision may be lodged before the Court of Arbitration of Sport
(CAS) in Lausanne Switzerland within 5 days pursuant to Article 3.9 of the 2019 FIM World Championship Grand Prix Regulations.
The new Anakee Adventure from Michelin is an 80/20 on-/off-road ADV tire, and we put it to the test in both scenarios. Photo by Drew Martin.
Adventure bikes have been gaining traction in recent years, with numerous offerings from BMW, KTM, Ducati, Triumph, Honda and Yamaha, to name a few. Tire manufactures have responded. Michelin’s new Anakee Adventure 80/20 ADV tire now gives riders with off-road aspirations a third option, joining the heavily street-biased Anakee III and the 50/50 on-/off-road Anakee Wild tires.
The Anakee Adventure features a new profile, tread pattern and silica compounds, and it includes a Two Compound Technology 2CT front and 2CT+ rear. Four separate compounds are used in a set, with the softest residing on the sides of the front tire for grip and the hardest being used in the center of the rear for optimal tread life.
Michelin hosted a weekend riding and camping event in Death Valley to celebrate the new Anakee Adventure. Photo by Drew Martin.
To celebrate the launch of the new tires, Michelin held a weekend riding/camping event near Death Valley. With a fresh set of Anakee Adventures mounted on a Suzuki V-Strom 650, I was looking forward to seeing how these 80/20 tires would perform in a typical 700-mile ADV weekend ride.
Most adventures, sadly, start with freeways. The Anakees exhibited great high-speed stability, tracked well though a variety of man-made rain grooves and seams, were compliant over square-edged transitions and, most importantly, were not noisy.
After a few hours’ slog, finally: Nevada back roads. The Anakee Adventure’s tread pattern resembles a dry lakebed, with grooves that gradually open toward the sides for shedding water and dirt. They worked well and were predictable, admittedly at a restrained pace on one road in need of maintenance, with sand, rock slides and running water that covered the entire aging road surface.
On hard-packed dirt, the Anakee Adventures shone, offering this experienced off-road rider plenty of grip and feedback. Photo by SixSpeed/Michelin.
With an experienced off-road rider on packed dirt, these tires punch above their weight. Throttle control and momentum are key, particularly in steep terrain whether descending or climbing. We sampled steep rock-embedded trails, jeep trails and high-speed desert roads. I did hit one well-disguised patch of deep sand at speed, causing the old “sand wash swap.” Thankfully, I rode it out.
Back in the twisting canyons near my home, it’s all grins, with the Anakee Adventures offering excellent turn-in, grip and feedback at a peg scraping pace. Both tires felt planted and stable under spirited corner braking and acceleration, thanks to bridge blocks that stabilize the tread where the grooves are at their widest points. Things went from dry to wet with a well-timed rain shower, providing the opportunity for repeated panic stops. The Adventures proved to offer impressive wet grip, and the V-Strom’s ABS kicked in much later than I expected. I wasn’t willing to push it to peg scraping pace, but at sane speeds cornering grip in the wet was more than competent.
The group cruises along a graded gravel road near Death Valley. Photo by Drew Martin.
The Michelin Anakee Adventures are a solid 80/20 ADV tire option for those looking for impressive wet and dry pavement performance, along with the confidence to tackle some surprisingly rugged terrain, and they paired nicely with the V-Strom 650. We’ll check back in with an update on tread life once we’ve had a chance to put some more miles on them.
It’s not a knobby, but with throttle control and some momentum, an experienced off-road rider can tackle some surprisingly technical terrain with the Anakee Adventure. Photo by Drew Martin.
It’s not quite a power cruiser, nor is it exactly a naked bike, and it certainly isn’t a full-on sport bike. What the 2019 Ducati Diavel 1260 S is, however, is a whole lot of fun. Photos by Milagro.
It’s big, muscular, powerful and aggressive, a styling mish-mash of crouching naked bike, sleek superbike and long, low cruiser, nicknamed–and then officially dubbed–by its creators: Diavel (“devil” in the local Bolognese dialect, where the Ducati factory is located).
Loathe to classify it with the c-word (cruiser), Ducati calls it a “disruptor,” which sounds plausible enough despite a bit of uncertainty as to exactly what market segment the Diavel is disrupting. Based on buyer demographics, that segment could be called “early-middle-aged guys who like to go fast on curvy roads but don’t want to fold themselves onto a superbike anymore.” I’m not a middle-aged man but the rest sounds good to me, and disrupting others’ expectations is kinda my hobby so…hello, dark prince.
For 2019, the Diavel gets the Testastretta 1262 DVT L-twin from the XDiavel and Multistrada 1260/1260 Enduro.
The original Diavel, launched in 2011 and powered by the 1,198cc Testastretta L-twin borrowed from the Multistrada 1200, left us “with more questions than answers” but delivered a “mind-bending,” superbike-inspired riding experience (read the full review here). With chain final drive, mid-mount controls, a 28-degree rake, a 30.3-inch seat, a massive 240mm Pirelli Diablo Rosso II rear tire, headers that swooped and curled from the cylinders and a full suite of electronics, the Diavel was tough to define.
It took a decidedly power cruiser turn when the XDiavel variation was added to the lineup in 2016, raked out to 30 degrees and with a belt final drive, forward controls, a slightly lower seat and relocated front-mount radiator, the better to show off the new 1,262cc DVT L-twin that would make its way into the Multistrada 1260 and 1260 Enduro in 2018.
New parts on the 2019 Diavel include the frame, subframe, swingarm, wheels and exhaust. (New parts shown in red.)
For 2019, Ducati has redressed the original sin(ner), giving the Diavel a complete redesign that includes the larger engine and a more streamlined, yet still muscular look. Nearly everything on the Diavel 1260 is new, including the frame, subframe, swingarm, wheels, fuel tank, silencers, suspension, tail section, engine covers and bodywork. Even that massive rear tire is the new Pirelli Diablo Rosso III, which has a new profile said to aid turn-in. Rake has been tightened to 27 degrees and the wheelbase stretches 63 inches, midway between the previous Diavel and the XDiavel (which returns unchanged for 2019).
I could never quite wrap my heart around the look of the original, but what at first glance appear to be minor styling changes add up to a much more attractive bike, at least in my eyes. New stubby silencers don’t interfere with the rear wheel, whether you’re servicing it or simply admiring it. Front-mounted radiator shrouds and belly pan hug the front wheel like a superbike, and the tail has been streamlined with flush-mounted LED lights and a new, wider rider and passenger seat; the clever retracting grab rail returns, although passenger pegs are now in a more conventional, fixed position.
Flush-mount LED lights under the tail look much better than the original, but we still aren’t a bug fan of all that black plastic. Note the retractable passenger grab handle at the back.
Up front is a headlight with LED daytime running light (S model only) and full-color 3.5-inch TFT display as seen on the XDiavel, plus very cool (and bright!) integrated LED turn indicators with the “light blade” technology used on Audi automobiles (the Volkswagen group, you may recall, owns Ducati).
Suspension on the $19,995 standard model includes a fully adjustable 50mm USD fork and preload/rebound adjustable rear shock, while brakes are radially mounted Brembo monobloc 4-piston M4.32 calipers squeezing two 320mm discs, and a 2-piston Brembo floating caliper with 265mm disc at the rear; Bosch Cornering ABS Evo is standard. On the $22,995 S model we tested, suspension is upgraded to a 48mm Öhlins fork and Öhlins monoshock, both fully adjustable, and the front calipers are top-of-the-line Brembo M50s that stop the bike pronto.
Powerful Brembo M50 monobloc calipers grip twin 320mm front discs. Bosch Cornering ABS Evo is standard on both the regular and S models.
Both models include a full suite of electronics: three rider-customizable riding modes (Sport, Touring and Urban), the Ducati Safety Pack (Bosch Cornering ABS Evo and Ducati Traction Control Evo), Ducati Wheelie Control, Ducati Power Launch Evo, cruise control, backlit switchgear and self-cancelling indicators. The S adds Ducati Quick Shift Up/Down Evo and compatibility with the Ducati Multimedia System and Ducati Link App (all of which is available optionally on the base model).
Let’s face it though, on a bike named “devil,” the engine is king, and you can do a whole lotta sinnin’ with this one. The Testrastretta DVT 1262 L-twin doles out 145 smooth rear-wheel horsepower and 85.3 lb-ft of torque per the Jett Tuning dyno when we tested the XDiavel back in May 2016. Full power is available in both Sport and Touring modes, although I found throttle response to be a bit too abrupt in Sport, and used Touring mode everywhere except on bumpy, tight city streets where Urban worked best. It cuts max power to 98 and torque to 64 per our test, but all three modes can be customized with power, ABS, traction control and wheelie control settings.
Lean forward, pin the throttle and feel yourself being pushed into the seat scoop. The Diavel 1260 S is a bike that wants to be ridden hard and fast.
I didn’t mess with the standard Touring mode settings, simply enjoying the sinful rush of acceleration and howling roar as we tore through the rocky, hilly countryside at the press launch in Southern Spain. The 538-pound (claimed) Diavel was relatively easy to handle on the endless curves, although in parking lots the long wheelbase, limited turning radius and wide handlebar necessitated some effort and concentration. The long, bulging 4.5-gallon fuel tank gives the impression of a superhero’s flying reach to the grips, but in reality the ergos put the rider into just a slight forward lean that’s quite comfortable, with feet solidly on the mid-mount pegs and butt planted in the scooped-out, 30.7-inch seat.
LED daytime running light (DRL) is standard on the S model.
On most bikes with a fat rear tire and even a whiff of cruiser-ness, handling is secondary to looks, but this is a Ducati. Flickable it isn’t, but in the hands of an experienced rider the Diavel will give most sportbikes a run for their money, and the upshot of the solid chassis, low center of gravity, long wheelbase and thick rubber is stability that encourages the rider to drink deeply of the Testastretta’s intoxicating power. This is a bike that likes to be ridden hard and fast; let the revs drop below 3,000 rpm and the engine lugs in protest. Keep that throttle open and the revs spinning, and you’ll be rewarded with worldly pleasures. As Ducati says, it’s so good to be bad.
At 8 years old, the Diavel is still genre defying and, honestly, very much a niche motorcycle. But this latest iteration is, in my opinion, the best one yet, so if you’re the type who likes to march to your own beat and forge your own identity, this disruptor might be exactly what you’re looking for.
2019 Ducati Diavel 1260 S in Sandstone Gray.
Keep scrolling for more images…
2019 Ducati Diavel 1260 S
Base Price: $22,995 Website:ducati.com Engine Type: Liquid-cooled, desmodromic DOHC, transverse 90-degree L-twin, 4 valves per cyl. Bore x Stroke: 106.0 x 71.5mm Displacement: 1,262cc Transmission: 6-speed, hydraulically actuated wet slipper clutch Final Drive: O-ring chain Wheelbase: 63.0 in. Rake/Trail: 27.0 degrees/4.7 in. Seat Height: 30.7 in. Claimed Wet Weight: 538 lbs. Fuel Capacity: 4.5 gals. Average mpg: NA
Two-level display has indicator lights across the top, with a 3.5-inch TFT screen below. Controls are are on the left switchgear and are backlit.Fully adjustable Ohlins monoshock has remote reservoir and preload adjustment knob.
The three-wheeled Yamaha Niken and the Ducati Diavel 1260 power cruiser have won Best of the Best awards at the prestigious annual Red Dot Design Awards in Germany.
During the MotoGP™ race at the season opener in Qatar on 10 March 2019, technical protests concerning the use of a device on Ducati machines were lodged with the FIM MotoGP™ Stewards by Team Suzuki Ecstar against #43 Jack Miller (Alma Pramac Racing), by Repsol Honda Team against #4 Andrea Dovizioso (Mission Winnow Ducati), and by Red Bull KTM Factory Team and Aprilia Racing Team Gresini against #9 Danilo Petrucci (Mission Winnow Ducati).
Arlen Ness, the legendary custom motorcycle builder, has passed away at the age of 79. A post to the Arlen Ness Motorcycles Facebook page indicates that Ness passed comfortably alongside loved ones in his home.
Ness was born in 1939 and acquired his first motorcycle, a 1949 Harley-Davidson Knucklehead in the ’60s, which he set out to customize. He continued the work out of his garage in California until 1970, when he opened his first business. That first bike, however, had many of the elements that would define the Ness look for decades to come, especially the stretched tank and custom paint.
His paintwork was particularly striking, and was what afforded him some early notoriety. Soon after opening the shop, he also started to make custom parts and that, ultimately, is where he was able to make a living.
Alongside his wife Beverly (the two remained married to his death, 59 years), Ness built a business that encompassed all aspects of custom building, V-twin culture, and, most importantly, family. His son Cory worked with Ness for decades and now Cory’s son Zach is a significant part of the equation as well.
Arlen made an impact on people throughout the world, and a quote ascribed to Ness in the company’s Facebook post announcing his passing summarizes the way he looked at life:
“Motorcycling has been a great ride…my whole life since I’ve been motorcycling has been wonderful. I’ve met so many nice people. Friends all over the world…. We can go almost anyplace and stay with friends. It’s been great.”
We offer our condolences to the Ness family and friends at this time.
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